Module 2-Underchassis Maintenance Final

TABLE OF CONTENTS
Page
How to Use this Module ………………………………………….. i

Introduction……………………………………………………………. iii
Technical Terms …………………………………………………….. iv
Learning Outcome 1 ………………………………………………… 1

Learning Experiences/ Activities ……………………….. 2
Information Sheet 1 ……………………………………….. 3
Information Sheet 1 ……………………………………….. 6
Operation Sheet 1... 8
………………………………………..
Self Check 1.1 ………………………………………………. 12
Answer Key ………………………………………………….. 13
Learning Outcome 2….……………………………………………… 14
Information Sheet 1 ………………………………………. 15
………………………………………..
………………………………………..
………………………………………..
Self Check 1.1 ………………………………………………. 30
Answer Key ………………………………………………….. 31
Self Check 1.2 ………………………………………………. 32
Answer Key ………………………………………………….. 33
Self Check 1.2 ………………………………………………. 36
Answer Key ………………………………………………….. 37
Self Check 1.1 ………………………………………………. 44
Answer Key ………………………………………………….. 45
Operation Sheet 1 ……………………………………... 49
…..
Operation Sheet 2 ……………………………………... 50
…..
Self Check 1.2 ………………………………………………. 53
Answer Key ………………………………………………….. 54
Operation Sheet 1 ……………………………………... 63
…..
Self Check 1.1 ………………………………………………. 65
Answer Key ………………………………………………….. 67
Operation Sheet 1 ……………………………………... 75
…..
Self Check 1.1 ………………………………………………. 76
Answer Key ………………………………………………….. 77
Information Sheet 1 …………………………………….. 92
Operation Sheet 1.. ……………………………………….. 99
Self Check 1.1 ………………………………………………. 100
Answer Key ………………………………………………….. 101
Operation Sheet 1.. ……………………………………….. 106
Self Check 1.1 ………………………………………………. 107
Answer key ………………………………………………….. 109
HOW TO USE THIS COMPETENCY BASED LEARNING MATERIAL
Welcome to the Module on “Performing Underchassis Preventive

Maintenance”. This module contains training materials and activities for you to
complete.
The unit of competency “Perform Underchassis Preventive Maintenance”

contains the knowledge, skills and attitudes required for Automotive Servicing.
This is one of the common modules for National Certificate level I (NC I).
You are required to go through a series of learning activities in order to complete

each learning outcome of the module. In each learning outcome there are
Information Sheets and Resource Sheets and Reference Materials for further
reading to help you better understand the required activities. Follow these activities
and answer the self-check at the end of each learning outcome. You may tear a
blank answer sheet at the end of each module to reflect your answers for each
self-check.
If you have questions, please don’t hesitate to ask your teacher for assistance.
Your facilitator will always be available to assist you during the training.
Recognition of Prior Learning (RPL)
You may already have some or most of the knowledge and skills covered in this
module because you have:
 been working for some time
 already completed training in this area.
If you can demonstrate to your trainer that you are competent in a particular
skill or skills, talk to him/her about having them formally recognized so you don’t
have to do the same training again. If you have a qualification or Certificate of
Competency from previous trainings show it to your trainer. If the skills you
acquired are still current and relevant to this module, they may become part of the
evidence you can present for RPL. If you are not sure about the currency of your
skills, discuss this with your trainer.
After completing this module ask your trainer to assess your competency.
Result of your assessment will be recorded in your competency profile. All the
learning activities are designed for you to complete at your own pace.
Inside this module you will find the activities for you to complete and at the
back are the relevant information sheets for each learning outcome. Each learning
outcome may have more than one learning activities.
At the end of this module is a Learner’s Diary. Use this diary to record
important dates, jobs undertaken and other workplace events that will assist you
in providing further details to your trainer or an assessor. A Record of
Achievement is provided for you by your trainer to accomplish once you complete
the module.
Date Performing Underchassis Preventive Maintenance Page no.

This module was prepared to help you achieve the required competency, in
performing underchassis preventive maintenance independently at your own pace
with minimum supervision from your facilitator.
- Talk to your trainer and agree on how you will both organize the training of
this unit. Read through the learning guide carefully. It is divided into
sections which cover all the skills and knowledge you need to successfully
complete this module.
- Work through all the information and complete the activities in each section
and complete the self-check. Suggested references are included to
supplement the materials provided in this module.
- Most probably your trainer will also be your supervisor or manager. He/she
is there to support you and show you the correct way to do things. Ask for
help.
- Your trainer will tell you about the important things you need to consider
when you are completing activities and it is important that you listen and
take notes.
- Talk to more experienced work mates and ask for their guidance.
- Use the self-check questions at the end of each section to test your own
progress.
- When you are ready, ask your trainer to watch you perform the activities
outlined in the learning guide.
- As you work through the activities, ask for written feedback of your progress
from your trainer. After completing each element, ask your trainer to mark
on the report that you are ready for assessment.
- When you have completed this module (or several modules) and feel
confident that you have had sufficient practice your trainer will arrange an
appointment with you to asses you. The result of your assessment will be
recorded in your Competency Achievement Record.
- Before you perform the manual exercises, read the information/operation
sheet and answer the self-check provided to confirm to your self and to your
teacher that you are equipped with knowledge necessary to perform the skill
portion of the particular learning outcomes.
- Upon completion of this module ask your teacher, to assess you. You will be
given a certificate of completion as proof that you met the standard
requirements (knowledge and skills) for this module. The assessment could
be made in different methods, as prescribed in the competency standards.

QUALIFICATION : AUTOMOTIVE SERVICING NC I
UNIT OF COMPETENCY : PERFORM UNDERCHASSIS PREVENTIVE
MAINTENANCE
MODULE TITLE : PERFORMING UNDERCHASSIS PREVENTIVE
MAINTENANCE
INTRODUCTION:
This module contains information and practices in performing under chassis

Preventive Maintenance. It includes instructions on how to check clutch, brake
fluid and lines, inspect/change power transmission/different gear oil, inspect
replace power steering fluid, check/refill automatic transmission fluid,
inspect/fluid air tank, check tire and tire pressure and check under chassis body
bolts and nuts. This module also consists of learning outcomes which contains
learning activities for both knowledge and skills, supported with information
sheets, self-check, and job/operation sheets, gathered from different sources.
LEARNING OUTCOMES:
1. Check clutch and brake fluid and lines

2. Inspect brake system
3. Inspect/change transmission/differential gear oil
4. Inspect/replace power steering fluid
5. Check/refill automatic transmission fluid
6. Inspect and bleed air brake
7. Check tire and tire pressure
8. Check underchassis body parts, bolts and nuts
ASSESSMENT CRITERIA:
1.1 Clutch fluid level is checked and maintain between minimum and maximum
servicing specification
1.2 Clutch lines are checked for twist and bends
1.3 Clutch cover is fitted in the cap
1.4 Clutch fluid is used
2.1 Transmission/differential checked for leakage.

2.2 Transmission/differential gear oil level is checked.
2.3 Transmission/differential gear oil is changed in compliance with
manufacturer’s specification.
2.4 Transmission/differential gear oil is refilled to specified level.
3.1 Technical data pertaining to power steering fluid are accessed.

3.2 Power steering fluid level is checked.
3.3 Power steering linkages are inspected for leakage.
3.4 Power steering fluid is replaced in accordance with manufacturer’s
specification.

4.1 Automatic transmission is checked for leakage.
4.2 Automatic transmission fluid is checked in accordance with service manual.
4.3 Transmission fluid is refilled to specified level.
5.1 Data pertaining to air tank obtained.

5.2 Air tank inspected for moisture and leakage.
5.3 Air tank bleed/drained of accumulated water.
6.1 Tires are inspected for solid objects struck.

6.2 Tires are inspected for wear and deformities in accordance with
manufacturer’s specifications.
6.3 Causes of abnormal tire wear are determined.
6.4 Tire pressures are checked in accordance with manufacturer’s specification.
7.1 Body bolts and nuts are checked for tightness or damage.
7.2 Cross member bolts and nuts checked for tightness.
7.3 Transmission mounting bolts and nuts are checked for tightness and damage.
7.4 Propeller shaft bolts and nuts are checked for tightness and damage.
7.5 Leaf spring shackle, center U-bolts and nuts checked for tightness and
damage

Qualification Automotive Servicing NCI
Module Title Performing Underchassis Preventive Maintenance
Learning Outcome Check clutch fluid and lines

#1
Assessment Criteria 1. Clutch fluid level and line checked.
: 2. Clutch line checked for cracks, twists, bends, loose and
restricted lines.
3. Low levels of fluid in master cylinder refilled to
maximum level.
Reference
1. Automotive brake system (shop manual) pp. 53-74
Eichhorn, Lane
2. Automotive Mechanics, 10th edition pp. 536-552

Crouse, William H. and Anglin, Donald L. pp. 711-727
3. Toyota Repair Manual

LEARNING EXPERIENCES / ACTIVITIES
Learning Outcome#1 : Check clutch fluid and lines
Learning Activity #1 Resources

Are you ready to perform this activity?
If ready, take your time and be sure to observe 5

good housekeeping in all your activities.
1. Read information on Automotive clutch its Automotive Brake System

operation, and component parts. (shop Manual), Lane Eichhom,
Drew Connchock, pp 53.
2. Read: Operation sheet on Checking Clutch
fluid and lines.
3. Read: Resources for types and uses of fluid,

its chemical composition and how fluid is Automotive Brake System
used in the system. (Shop Manual), pp 55-74
4. Answer: Self-Check #1 to asses your

knowledge to check clutch fluid and lines.
5. Refer to Answer key #1 for the correct

answers of self check

INFORMATION SHEET LO1
Checking Clutch Fluid and Lines
AUTOMOTIVE CLUTCH
The clutch is located between the engine and the transmission. To engage and
disengage the power transmission from the engine by pedal operation during gear
shifting. The clutch gradually transmit power from the engine to the drive wheels in
order to start the automobile smoothly, and smoothly change the transmission gears
according to the condition under which the vehicle is traveling.
REQUIREMENTS OF THE CLUTCH
1. It must engage the transmission and the engine smoothly.

2. Once it engages the transmission, it must transmit power entirely without
slipping.
3. It must disengage the transmission accurately and quickly.
A. PARTS OF THE CLUTCH
Automotive clutch consists of 3 major parts. These are the flywheel, clutch disc and
pressure plate assembly.
FLYWHEEL
On a vehicle with manual transmission, a heavy metal wheel attached to the engine
crankshaft which rotates with it; helps smooth out the power surges from the power
strokes and serves as part of the clutch .The flywheel and pressure plate are the drive
or driving members. They attach to and rotate with the engine crankshaft.

CLUTCH DISC
It is necessary that the clutch disc transmit power smoothly and once it is engaged, it
transmit power continuously without slipping. The clutch disc must be built in such a
way that, when the power is disconnected, this can be done accurately as well as
quickly.
The clutch disc consists of the facing, which is a friction material (usually it is made of
asbestos) riveted onto both side of the disc circumference and a hub in the center,
which receives the input shaft of the transmission.
CLUTCH COVER ASSEMBLY OR PRESSURE PLATE ASSEMBLY
Since the clutch cover assembly is fitted to the flywheel of the engine and rotates
integrally with the engine, it must be well-balanced for good rotation. In addition, it
must have good capacity to radiate heat from the engaged clutch.
Clutch covers are divided in two types depending on the type of springs used for
pushing the pressure plates against the clutch disc: those having a diaphragm and
those with coil springs.
While the diaphragm spring type clutch cover is used frequently today, the coil spring
type clutch cover is also used in some heavy duty commercial vehicles.

B. TYPES OF CLUTCH
There are two types of CLUTCH, distinguished by the way they are operated: the
hydraulically operated clutch and the mechanically operated clutch using a cable
linkage.
MECHANICAL TYPE CLUTCH
The movement of the clutch pedal of this type is conveyed to the clutch body
directly by a cable.
HYDRAULIC OPERATED CLUTCH
In this type of clutch, the movement of the clutch pedal is converted by the master
cylinder into a hydraulic pressure which then transmitted to the clutch release fork
via the release cylinder. In this type of clutch, the driver is bothered less by noise
vibration from the engine and the clutch itself is easier to operate.

INFORMATION SHEET No. 2
CLUTCH OPERATION
Disengaging the clutch ( pushing down the clutch pedal down) moves the pressure
plate away from the friction disc. Releasing the clutch pedal engages the clutch.
Spring force clamps the friction disc between the pressure plate and the flywheel.
Then the friction disc and transmission input shaft turn with the flywheel.
When the driver depresses the clutch pedal, linkage to the clutch fork causes it to
pivot. The fork pushes against the release bearing or throw out bearing. This forces
the release bearing inward against release fingers or lever in the pressure plate
assembly. These pivot to push the pressure plate away from the friction
PEDAL DOWN, CLUTCH DISENGAGED
When the clutch pedal is pushed down, the clutch disengages so no power flows
through to the transmission.

PEDAL UP, CLUTCH ENGAGED
When the clutch pedal is released, the clutch engages, transmitting power from the
crankshaft flywheel to the transmission.
P5MASTER CYLINDER
This liquid filled cylinder is the hydraulic brake system or clutch where
hydraulic pressure is developed when the driver depresses a foot pedal.

OPERATION SHEET No. 1
How to Check the Fluid for a Hydraulic Clutch in Your Car
Conditions:
Supplies and Materials
 Brake fluid
Tools
 Rags
Check the Fluid for a Hydraulic Clutch in Your Car
Procedures:
Cars with manual transmissions (stick shift) use either hydraulics (which uses
fluid) or a cable to connect your clutch pedal to the transmission. If your car has a
hydraulic clutch, the fluid must be checked monthly to ensure that it's full and
there aren't any leaks.
Instructions
Things You’ll Need:

 Brake Fluids
Step1
Determine whether your car has a hydraulic clutch.

Step2
Turn the engine off and open the hood.
Step3
Look for a small plastic container about 1 inch in diameter located close to the back
of the engine, usually near the brake fluid reservoir. It looks a lot like the brake
fluid reservoir but it's smaller. Imagine that the clutch pedal went straight through
into the engine compartment: this is where you'll find the clutch master cylinder
and clutch reservoir.
Step
Check the fluid level. The reservoir is usually clear with a small round rubber
cap on the top; it should be filled to the top.
Step5
Add brake fluid if it's low.
Step6
Replace the cap.
Tips & Warnings

 The hydraulic clutch uses brake fluid. There's no such thing as "clutch fluid" -
you'll get laughed at if you go into an auto parts shop asking for it.
 Cars with a clutch cable do not use any fluid.

 A leak can often be seen at the reservoir/clutch master cylinder, at the other
end of the clutch hydraulic line at the clutch slave cylinder, or inside the car
behind the clutch pedal.
 Take care not to spill brake fluid on yourself or the car's paint - it's highly
corrosive. Wash your hands and wipe any spills with a rag.
 If the clutch reservoir is consistently low you probably have a leak. The
reservoir is very small so even a little leak can empty it out quickly. Without
fluid, your clutch pedal is useless so you won't be able to shift, or to drive.
See your mechanic if you suspect a leak.
Master Cylinder
Construction:
An older integral master cylinder has a single-piece cast-iron body with a dual
reservoir. Most vehicles now use a composite master cylinder.
A separate plastic reservoir attaches to the aluminum body with rubber grommets or
seals. Some master cylinders have a built-in fluid level sensor in the reservoirs. The
sensor turns on a warning light in the instrument panel when brake fluid is low.
Integral and composite master cylinders work in the same way. Two pistons move
back and forth in a common bore. The space in front of each piston serves as a fluid
chamber that is kept filled by the reservoir above it. The primary piston is closest to
the fire wall and directly operated by the pushrod from the brake pedal. The
secondary piston is ahead of the primary piston.
Two holes in the bottom of each reservoir open into cylinder bore. The front hole is the
vent port. The other hole is the replenishing port. While the brakes are not applied,
fluid flows through the vent ports to fill the high-pressure chamber ahead of each
piston. When the piston moves forward as the brakes are applied, the piston pushes
the seal or cup past the vent port. This traps the fluid which is forced through the
brake lines and hoses. The resulting pressure increase then moves the pistons in the
wheel cylinders and calipers to apply the brakes at the wheels.

The replenishing port allows fluid from the reservoir to fill the low-pressure chamber
behind the piston. When the brakes are released, return springs in the master
cylinder force the pistons to return to their released positions faster than fluid can
flow back to the master cylinder. This tends to create a momentary vacuum. To
prevent a vacuum from forming, fluid flows from the reservoir through the
replenishing ports into the low pressure chamber. The fluid passes through small
holes in the pistons, around the cups and into the high-pressure chambers. Instead of
holes, some pistons have additional piston clearance to allow fluid-flow around the
outside of the seal.

SELF-CHECK LO1-1
Check your knowledge in fluids by completing this self-check.
1. A chemically-inert hydraulic fluid used to transmit force and motion is called

______________.
2. What are the three types of fluids?
3. Types of fluid which are developed for disc-brake system and developed for higher
temperatures are called ________________.
4. A silicon-based fluid that can take even higher temperatures is called

________________.
5. What are the types of fluids that have a clear to amber color and are hygroscopic?
_____________________ .
6. During braking operation, what causes fluid to overheat and cause the moisture?
7. In the master cylinder, the primary piston is the piston that is: (Choose the correct
answer.)
a. directly operated by the pushrod
b. nearest the front-end of the car
c. hydraulically operated by the secondary piston
d. needed only on vehicles with drum brakes
8. What do you call a sensor that turns on a warning light in the instrument panel
when brake fluid is low? ______________________ .
9. Parts of master cylinder that force the piston to return to its released position
faster than fluid can flow back to the master cylinder is called
______________________..
10. What are the component parts of a master cylinder?

ANSWER KEY LO1-1
1. Brake fluid
2. a. DOT 3
b. DOT 4
c. DOT 5
3. DOT 4
4. DOT 5
5. a. DOT 3
b. DOT 4
6. Hard and prolonged braking
7. Letter a
8. Fluid level sensor
9. Return springs
10.
 locking
 primary piston assembly
 secondary seal
 secondary piston
 primary seal
 spring retainer
 spring
 cylinder body
 proportioner with O' ring
 quick take-up valve
 grommet
 fluid level switch
 reservoir
 diaphragm
 reservoir cover

Program/Course: Automotive Servicing
Unit of Competency: PERFORM UNDERCHASSIS PREVENTIVE

MAINTENANCE
Module Title: Performing Underchassis Preventing Maintenance
Learning Outcome 2. Inspect Brake System
ASSESSMENT CRITERIA:
1. Brake fluid level is checked and maintained between the minimum and
maximum
2. Brake lines or hoses are checked and freed from twist and bends
3. Brake pedal free play is specified
4. Brake operation is checked and tested as per SOP.
5. Hydraulic fluid is used/changed without spillage and at the specified level
6. Brake pedal height/free-play is checked and adjusted
7. Hydraulic brake system is bled in accordance with brake standards
8. Emergency brake function is checked
1. Points for adjustment of emergency brake are identified.
Resources
 Automotive Mechanics, 10th edition

By: Crouse/ Anglin
 Modern Automotive Technology

By: James E. Duffy
 Manufacturer’s Manual
Toyota Corporation
Learning Outcome#2: Inspect brake system

So, you’re now ready to do the next activity
 Read Information sheet on Automotive brake Automotive mechanics 10th

system. edition.
 Read resource on properties of metals.

Toyota repair manual
Read Operation sheet on Inspecting brake
system.  Checklist – Diagnostic
Worksheet
 Complete: Self-Check #2
 Refer to Model Answer #2 for the correct answer  Self-Check #2

on self-check.
 Model Answer #2
 Call your teacher to check your work.
 Checklist
INFORMATION SHEET LO2
AUTOMOTIVE BRAKES
TYPES OF BRAKES
In automobile it has two types of brakes; These are service brakes and the parking
brakes.
SERVICE BRAKES
This type of brakes usually operated by a foot pedal, which slow or stop the moving
vehicle. Most automotive service brakes are hydraulically brakes. They operate
hydraulically by pressure applied through a liquid. The service or foundation brakes
on many medium and heavy-duty trucks and buses are operated by air pressure
these are air brakes.

Figure. PARTS OF BRAKE SYSTEM ON A VEHICLE
FRICTION IN VEHICLE BRAKES
When the brakes are applied by pushing down on the brake pedal, a fluid flows
through tubes or brake lines to the brake mechanisms at the wheels. The brake
mechanisms apply force on rotating parts so the wheels are slowed or stopped.
There are two types of wheel-brake mechanisms the drum and disc. In the drum
brake the fluid pressure pushes lined brake shoes against a rotating drum. In disc
brake, the fluid pushes line brake pads against a rotating disc.
Friction between the stationary shoes or pads and the rotating drum or disc produces
the braking action that slows or stops the wheels. Then friction between the tires and
road slows or stops the vehicle.
BRAKE ACTION
The service braking system includes two basic parts. These are the master cylinder
and the drum and disc wheel-brake mechanisms. The master cylinder is a
reciprocating-piston pump. It pressurizes the hydraulic system when the driver
depresses the brake pedal. This converts the mechanical force from the brake pedal
into hydraulic force that applies the brakes at the wheels.
Braking begins at the brake pedal, when the pedal is pushed down, brake fluid is
forced from the master cylinder into the lines to the wheel brakes. As hydraulic
pressure increases , brake shoes or pads are forced against the rotating drums or
discs. The resulting friction slows or stop the wheels and the vehicle.
FLOW OF BRAKE FLUID TO THE CALIPERS AT THE FRONT AND TO THE WHEEL
CYLINDER AT THE REAR WHEN THE BRAKES ARE APPLIED.
OPERATING MECHANISM
1. Master Cylinder
The master cylinder converts the motion of the brake pedal into hydraulic
pressure. It consists of the reservoir tank, which contains the brake fluid, as
well as the piston and cylinder, which generate the hydraulic pressure.
2. Brake Booster
The force with which the driver steps on the brake pedal would not be
enough to cause the brakes to operate to stop the vehicle quickly. The brake
booster therefore multiplies the driver’s pedal effort so that a large braking force
is created.
The brake booster may be an integral part of the master cylinder of fitted
separately from it. The integrated type is used with passenger cars and light-
duty trucks.
The brake booster consists mainly of the booster body, booster piston,
diaphragm, reaction mechanism and control valve mechanism.
The booster body is divided into the front (constant pressure chamber) rear
(variable pressure chamber) sections, separated from each other by a diaphragm
and booster piston.
Figure:
3. Proportioning Valve (P Valve)
The vehicle is broken by friction between the tire and the road. The friction
increases in proportion to the load.
Since the engine is usually in the front of the vehicle, the front is heavier
than the rear. When the vehicle is broken, the center of gravity of the vehicle
shifts forward due to inertia, and even a greater load is applied to the front.

For this reason, a device is needed that causes more braking force to be
applied to the front wheels than to the rear wheels.
Such a device is called a “proportioning valve” or simply a P valve. It
automatically reduces the hydraulic pressure to the rear wheel cylinders so that
it is less than that to the front, so less braking force is applied to the rear
wheels.
Figure:
DRUM BRAKES
The drum brake has a metal brake drum that encloses the brake assembly at each
wheel. Two curved brake shoe expand outward to slow or stop the drum which rotates
with the wheel. The brake assembly attaches to a steering knuckle, axle housing or
strut-spindle assembly.
Brake shoes are made of metal. A facing of friction material called brake lining is
riveted or cemented or bonded to the shoes. The linings are usually made of non
asbestos materials such as fiber glass or a semi metallic material that can withstand
the heat producing braking action. Asbestos lining has been used, but is being phased
out because of its danger to human health.
NOTE:

The construction and operation of front drum brakes are the same as rear drum
brakes. Most vehicles have rear wheel parking brakes.
Backing Plate
The backing plate is pressed steel plate, bolted to the rear axle housing or rear
axle carrier. Since the brake shoes are fitted to the backing plate, all of the
braking force acts on the backing plate.
IMPORTANT
If the friction surface of the brake shoe

wears excessively, the brakes will drag.
Brake shoes must be checked carefully
every time the brakes are disassembled to
prevent this problem.
WHEEL CYLINDER
When the driver depresses the brake pedal, brake fluid flows from a pressure chamber
in the master cylinder through brake lines to the wheel cylinder. It converts the
hydraulic pressure from the master cylinder into mechanical movement. The wheel
cylinder has two pistons, with seals or cups and a spring in between. As the pressure
increases, the pistons overcome the brake-shoe return springs and push the shoe
outward into contact with the drum.

Brake Shoe & Brake Lining
Brake shoes are usually made of steel plates. The brake lining is attached to the
friction surface of the shoe by rivets (on large vehicles) or by adhesives (on small
vehicles).
Lining must be resistant against heat and wear and have a high friction
coefficient. This coefficient must be as unaffected as possible by fluctuations in
temperature and humidity.
Generally, brake linings are made from fiber metallic mixed with brass, lead,
plastic etc. and formed under heat.
Brake Drum
The brake drum is generally made of gray cast iron and has a cross-section
such as shown below. It is positioned very close to the brake shoe without actually
touching it and rotates with the wheel.
As the lining is pushed against the inner surface of the drum when the brake is
applied, friction heat can reach as high as 2000C (3920F) to 3000 (5720F).

Disc Brake
A disc brake basically consists of a cast-iron disc (disc rotor) that rotates with
the wheel and fixed friction materials (disc pads) that are pushed against the disc
rotor. Braking force is generated by friction between the disc and the disc pads.
1. Disc Rotor
Generally, the disc rotor is made of gray cast iron, and is either solid ventilated.
The solid type disc rotor consists of a pair of hollow discs to ensure good
cooling, both to prevent fading and to ensure longer pad life.

2. Brake Pad
A disc pad is usually a baked mixture of metallic fibers and resin containing a
small amount of metal power. This type is called the semi-metallic disc pad.
A slit provided on the rotor slide of the pad to indicate the pad thickness
(allowable limit) so that the pad wear can be checked easily.
On some disc pads, a metallic plate (called an anti-squeal shim) is fitted in the
piston slide of the pad to prevent the brakes from squeaking.
TYPES OF DISC BRAKE CALIPER
Calipers are grouped into the following types by the way in which they are
installed.
Fixed caliper type (double pistons) Floating caliper type (single pistons)
1. The fixed caliper is provided with the pair of pistons. Braking force is obtained
when the pads are pushed hydraulically by the piston against both ends of the disc
rotor.
2. Floating caliper type, the piston is located in one side of the caliper only.

The floating type calipers are further grouped into the following kinds:
Semi-floating type PS type
F type
FS type
Full-floating type AD type
PD type
PARKING BRAKE
Parking brakes are mainly used for parking the vehicle. Passenger cars and small
commercial vehicles have rear wheel type parking brakes that shares the brake drums
of the service brakes or exclusive parking brake that are connected to the rear wheels.
Large commercial vehicles use center brake type parking brakes that are fitted
between the propeller shaft and the transmission.
Figure

OPERATING MECHANISM
The operating mechanism is basically the same in both the rear wheel type
parking brake and the center brake type parking brake. The parking brake lever is
located near the driver’s seat. Pulling the parking brake lever operates the brakes via
a cable connected to the lever.
The parking brake lever is provided with ratchet to maintain the lever at the
position to which it was set. Some parking levers have adjusting screw near the brake
lever so the amount of brake lever travel can be easily adjusted.
The parking brake cable transmits the lever movement to the brake drum sub-
assembly. In the case of the rear wheel parking brake, there is an equalizer in the
middle of the cable to equally divide the lever operating force to both wheels.
CHECK AND ADJUSTMENT OF BRAKE PEDAL
CHECK AND
ADJUSTMENT OF
PEDAL HEIGHT

1. CHECK PEDAL HEIGHT
Turn back the floor carpet under the brake pedal and
with the ruler, measure the distance between the top
surface of the brake pedal and the top board (asphalt
sheet)
2. IF NECESSARY, ADJUST PEDAL HEIGHT
(a) Disconnect the wiring connector 1 for the stop light

switch 2.
(b) Loosen the lock nut 3 of the stop light switch and
screw out the stop light switch in few turns.
(c) Loosen the lock nut 4 of the push rod 5 and adjust
the pedal height by turning the push rod.
(d)Screw in the stop light switch until its pedal stopper
lightly contacts the cushion, and then tighten the
lock nut.
IMPORTANT!
Be careful that the pedal stopper of the switch is not
touching the pedal cushion too strongly or the pedal
height may be insufficient.
(e)Connect the wiring connector for the stop light

switch.
3. ADJUST PEDAL FREEPLAY

After adjusting brake pedal height, check and adjust
the pedal free-play.
CHECK PEDAL AND ADJUSTMENT OF BRAKE PEDAL

FREEPLAY
1. CHECK BRAKE PEDAL FREEPLAY

(a) After stopping the engine, release the vacuum stored
in the brake booster by pumping the brake pedal
until the pedal reserve distance does not change even
with the pedal pressure
IMPORTANT!
If vacuum remains in the booster, the correct free-play
cannot be checked.
(b) Lightly push the brake pedal with your finger until
it meets resistance and measure the pedal stroke.
2. IF NECESSARY, ADJUST PEDAL FREEPLAY

(a) If free-play is not within specification, loosen the
lock nut 4 of master cylinder push trod 5. And adjust
by turning the push rod.
(b) Tighten the lock nut and measure the free-play
again.
(c) After adjusting the pedal free-play, check the pedal
height and stop light operation.
CHECK OF PEDAL RESERVE DISTANCE
1. CHECK PEDAL RESERVE DISTANCE

(a) Place chocks under the front and rear wheels, release the parking brake and
start the engine.
(b) Press down on the pedal with 50kg of force and measure the distance
between the top surface of the brake pedal and the asphalt sheet.
(c) If the reserve distance is less than specification, it may be caused by
excessive shoe clearance between brake shoe and brake drum.
(d) Adjust the shoe clearance.
REFERENCE
The shoe clearance is adjusted differently depending
on the vehicle model and brake type. REFER TO
APPROPRIATE REPAIR MANUAL.
OPERATION SHEET No. 2.1
Bleeding the Brake System
NOTE: Pressure bleeding is recommended for all hydraulic systems. However, if a

pressure bleeder is unavailable, use the following procedure. Some hydraulic systems
require vacuum bleeding. Check your vehicles service manual for the procedure.
Refer to figures 3 and 4 when performing the following procedures.
CAUTION: Brake fluid damages painted surfaces. Immediately clean any spilled
fluid.
1. Remove the vacuum reserve by pumping the brakes several times with the
engine off.
2. Fill the master cylinder reservoir with clean brake fluid. Check the fluid level
often during bleeding procedure; do not let the reservoir fall below half full.
3. If necessary, bleed the master cylinder as follows:
a. Disconnect the master cylinder forward brake line connection until fluid
flows from the reservoir. Reconnect and tighten the brake line.
b. Instruct an assistant to slowly depress the brake pedal one time and hold.

c. Crack open the front brake line connection again, purging air from the
cylinder.
d. Retighten the connection and slowly release the brake pedal.
e. Wait 15 seconds and then repeat until all the air is purged.
f. Bleed the rearward brake line connection by repeating the preceding

steps.
g. Loosen and then slightly retighten the bleeder valves at all four wheels.
Repair any broken, stripped or frozen valves at this time.
Bleeding The Brake System
4. Proceed to the appropriate wheel first and follow the set sequence according to
the Wheel Bleed Sequence.
5. Place a transparent tube over the bleeder valve and then allow the tube to hang
down into a transparent container, figure 5. Ensure the end of the tube is
submerged in clean brake fluid.
6. Instruct an assistant to slowly depress the brake pedal one time and hold.
7. Crack open the bleeder valve, purging air from cylinder. Retighten the bleeder
screw and slowly release pedal.
8. Wait 15 seconds and then repeat the preceding bleed steps. Repeat these steps
until all the air is bled from the system.
Wheel Bleed Sequence:
If you are bleeding the brakes manually, the sequence is RR-LR-RF-LF. If you are
pressure bleeding, bleed the front brakes together and the rear brakes together.
OPERATION SHEET No. 2.2

Checking Leaks
Hydraulic brake system leaks can be internal and external leaks. Most internal master
cylinder leaks result when the cups lose their ability to seal the piston. Brake fluid
leaks past the cups internally. Sometimes it also appears as an external leak. Internal
and external rubber parts wear with usage or can deteriorate with age or fluid
contamination. Moisture or dirt in the hydraulic system can cause corrosion or
deposits to form in the bore, resulting in the wear of the cylinder bore or its parts.
Although internal leaks do not cause a loss of brake fluid, they can result in a loss of
brake performance.
When external leaks occur, the system loses brake fluid. External leaks are caused by
cracks or brakes in master cylinder reservoirs, loose system connections, damaged
seals, or leaking brake lines or hoses.
To check for a brake fluid leak, perform the following procedure:
1. Run the engine at idle with the transmission in neutral.

2. Depress the brake pedal and hold it down with a constant foot pressure. The pedal
should remain firm and the foot pad should be at least 2 inches from the floor for
manual brakes and 1 inch for power brakes.
3. Hold the pedal depressed with medium foot pressure for about 15 seconds to make
sure that the pedal does not drop under steady pressure. If the pedal drops under
steady pressure, the master cylinder may have internal leak or there may be a leak
in a brake line or hose. Visually inspect the system as outlined.
Hydraulic system can be designed so a light force on the clutch pedal produces a
heavy force on the clutch fork. It is done by using a small piston in the master
cylinder and a large piston in the servo. Operation of the hydraulic clutch linkage is
similar to a hydraulic brake system.
The hydraulic system for a clutch includes hydraulically-operated release bearing. No

clutch is used. The servo and release bearing are included in the assembly that fits on
the transmission front-bearing. One end of the servo seals against the front of the
transmission case. The release bearing attaches to the carrier on the servo piston at
the other end.
When the clutch pedal is depressed, hydraulic fluid flows from the clutch master
cylinder to the servo. The fluid pushes the servo piston out of the cylinder. This moves
the release bearing against the fingers of the clutch plate and disengages the clutch.

Brake lines are made of steel. Because they are under the floor pan, they are wrapped
with wire armor to protect them from flying debris. The ends are flared in either a
double flare or an ISO flare. The flare provides maximum protection against leakage. A
short flexible brake hose or flex hose connects the steel brake lines to the wheel
cylinders or calipers.
Another type of end is the block or banjo fitting. It is used with soft metal washers on
each side. A hollow bolt allows fluid to flow from the hose into the caliper.
CHECKLIST LO1

OK R A C D T Re Specif
(Repla (Adjus (Clean (Disas (Tight (Repai y
Check
ce) t) ) sembl en) r)
e)
1. Clutch line for
leakage
2. Clutch line for
cracks
3. Clutch line for
twists
4. Clutch line for
bends
5. Clutch line for
loose
connections
6. Clutch line for
restriction
CHECKLIST LO2
OK R A C D T Re Specif
(Repla (Adjus (Clean (Disas (Tight (Repai y
Check
ce) t) ) sembl en) r)
e)
7. Brake line for
leakage
8. Brake line for
cracks
9. Brake line for
twists
10. Brake line
for bends
11. Brake line
for loose
connections
12. Brake line
for restriction
13. Bleed brake
system
SELF-CHECK LO2
1. What are the two types of leaks in the hydraulic brake system?
2. In a hydraulic system, what causes corrosion or deposits to form in the bore,
resulting in the wear of the cylinder bore or its parts?
3. What are the properties of metal?
4. The principal structural metal craft which weigh about 0.1 lb/in3 compared to
copper is which has 0.28 lb/in3 is called _______________.
5. What are the component parts of the brake system?
ANSWER KEY LO1-2

1. a. internal leak
b. external leak
2 moisture or dirt
4 a. crystalline structure
b. high thermal and electrical conductivity
c. ability to be deformed plastically
d. high reflectivity
5 Aluminum
6 a. vacuum brake booster

b. release button
c. parking brake lever
d. parking brake cable
e. rear drum brake
f. service brake pedal
g. brake light switch
h. front disc brake
i. master cylinder
j. dual proportioning valve
k. brake lines
7 a. over center spring

b. pedal height adjustment
c. clutch pedal
d. pad
e. pin
f. master cylinder pushrod
g. free play adjustment
h. reservoir cap
i. clutch master cylinder
j. clutch cover
k. release bearing
l. friction disc
m. servo
n. bleeder valve
o. flexible hydraulic line
p. hydraulic line
q. clutch fork
SELF CHECK LO1

1. It is located between the rear engine and
transmission________________________.
2. A device that convert hydraulic pressure into mechanical movement is
called_______________________.
3. What are the three basic parts are automotive clutch?
4. Types of clutch that used fluid for operation.
5. Types of clutch that used cable for operation.
6. Its purpose is to disengage and engage the power from the engine and
transmission.__________________.
ANSWER KEY LO1

1. Clutch
2. Servo
3. Flywheel, friction disc and pressure plate assembly
4. Hydraulic clutch
5. mechanical clutch
6. Clutch

Learning Outcome#2 : Check clutch fluid and lines

This is your last activity for LO #2
1. Read resource for information on how to refill Automotive Brake System

fluid in master cylinder to maximum level Shop Manual, Lane Eichhom,
following the manufacturer's specification. Drew Connchock, pp. 55-56
2. Read resource on identifying hazards

associated in refilling fuel.
3. Complete self-check #3.
4. Refer to model answer #3 for the correct

answers.
5. Call your teacher to check your work.
MASTER CYLINDER FLUID LEVELS
Check the master cylinder fluid levels. Although normal brake lining wear may cause
a slight drop in fluid level, an abnormally low or empty level in either chamber is a
strong indication that there is a leak in the system. The procedure for filling the
master cylinder reservoir is shown below.
Typical Procedure for Filling the Master Cylinder Reservoir
Caution: Be careful to avoid spraying brake fluid. To protect the face, never bend
directly over the reservoir.
On some antilock brake systems, the manufacturer recommends depressurizing the

system before adding brake fluid. When depressurized, the reservoir level may rise
slightly, giving a more accurate level reading.

SELF-CHECK LO2-1
Check your mastery of learning outcome #1 by completing or supplying answer to the

statements below.
1. Give some safety measures in refilling brake fluid to the master cylinder.
2. Give three characteristics of brake fluid.
3. The proper procedure to refill brake fluid to the master cylinder is

________________________________________________________.
4. In the master cylinder, the brake fluid level should be

_______________________.
5. What is the function of brake master cylinder?
6. The diaphragm under the master cylinder cover prevents

___________________________________________ in the hydraulic system.
7. What are the component parts of the clutch system?
ANSWER KEY LO2-1
1. goggles, hand gloves

2. chemically inert, high and low temperature
3. disconnect socket, open the reservoir cap
4. 1/2 to 3/4 inch (12.7 to 19 mm)
5. a vacuum from forming in the hydraulic system
6. build up pressure in the brake circuits
Module Title Performing Underchassis Preventive Maintenance
Learning Outcome Inspect and change power transmission and differential

#3 gear oil

Assessment Criteria 1. Transmission and differential checked for leakage.
: 2. Transmission and differential gear oil level checked.
3. Transmission and differential gear oil changed in
compliance with manufacturer.
4. Transmission and differential gear oil refilled to
specified level.
Resources :
1. Automotive Transmission-Principles (CD)
2. Automotive Transmission-Layout and (CD)

Operation
3. Power Train and Underchassis-

Manual
4. The Automotive Drive Trains and pp. 47-49

Chassis Unit

Learning Outcome #3: Inspect/Change transmission/differential gear oil

In this activity you will do the following
1. Read: Resource on identifying the component For more information, view

parts of transmission and their functions. CDs:
 Automotive
1.1 Actual identification of the component transmission principles
parts.  Automotive
1.2 Identify its functions using the correct transmission principles,
definition of terms. layout and operation
2. Read: Resource on identifying the component The automotive drive trains

parts of differential and their functions. and chassis unit, pp. 47-49.
2.1 Actual identification of the component

parts
2.2 Identify its functions using the correct
definition of terms.
Modern Technical Physics,
3. Read: Resource on types of gear oil and their Arthur Bieser, pp. 292-294.
uses and application.
4. Self-Check #4
5. Refer to Model Answer #4
6. Call Teacher to check your work in identifying

parts.

INFORMATION SHEET No. 3
Differential Component Parts

GEAR LUBRICANTS
Manual transmissions, transaxles, and transfer cases are all various types of
gearboxes. They are very similar in three ways. All have:
1 Gears that transmit power

2 Splinted shafts that rotate while other parts are sliding down on them.
3 Bearings that support the shafts and transfer the load to the case or housing
In the gearbox, the moving metal parts must not touch each other. They must be
continuously separated by a thin film of lubricant to prevent excessive wear and
premature failure.
As gear teeth mesh, there is a sliding or wiping action between the contact faces. This
action produces friction and heat. Without lubrication, the gears would wear quickly
and fail. However, lubrication provides a fluid film between contact faces. This
prevents metal-to-metal contact. Therefore, all gearboxes have some type of lubricant
or gear oil on them. Gear oil has five jobs to do. These are:
1 To lubricate all moving parts and prevent wear

2 To reduce friction and power loss
3 To protect against rust and corrosion
4 To keep the interior clean
5 To cool the gearbox
In addition, the oil must have adequate load-carrying capacity to prevent puncturing
of the oil film. Chemical additives are mixed with gear oil to improve its load-carrying
capacity. An oil that has an additive in it to increase the load-carrying capacity is
called an extreme-pressure (EP) lubricant. Other additives are also added to the oil to
improve the viscosity (thickness), to prevent channeling (solidify) to improve stability
and oxidation resistance, to prevent foaming, to prevent rust and corrosion, and to
prevent damage to the seals.
The typical gear oil is a straight mineral oil (refined crude oil) with the required
additives in it. Today, some oils are made from synthetic oil. Regardless of type, gear
oils for use in most cars and light trucks has a classification SAE 75W, 75W-80, 80W-
90, 85W-90, 90, or 140.
Gear oil is not recommended for use in all gearboxes by the manufacturers. Gears
which are lightly loaded, such as planet-pinion gears in a planetary gear set, do not
require oil. Therefore, some transfer cases are filled with SAE 10W engine oil. Other
transfer cases use automatic transmission fluid (ATF).
ATF is also used as the factory fill in some manual transmissions built by Crysler. If
excessive gear rattle is heard in idle or during acceleration in direct drive or in
overdrive gear. ATF may be drained out and the transmission filled with multipurpose
gear oil, such as SAE 85W-90. Some manual transaxles are also filled with ATF.
To prevent the lubricant from leaking out, the gearbox has an oiltight case. Seals are
used around each cover and shaft. In addition, seals are provided around the input
shafts and the output shafts. The clutch shaft on many transmissions does not have a
separate seal. Instead, an oil slinger is used to throw back any oil that reaches it.
Other designs have a passage in the clutch-shaft-bearing retainer that returns to the
case any oil passing through the bearing.
SELF-CHECK LO3-1
1 What are the five jobs that gear oil does?
2 In order to improve the gear oil’s load-carrying capacity we mix it with

_________________.
3 What do we call the oil that has an additive in it to increase load-carrying

capacity?
4 Enumerate the types of gear that most cars and light trucks use?
5 Identify the component parts of differential.
6 Identify the component parts of transmission.

ANSWER KEY LO3-1
1 a. to lubricate all moving parts and prevent wear

b. to reduce friction and power loss
c. to protect against rust and corrosion
d. to keep the interior clean
e. to cool the gearbox
2. Chemical additives
3. extreme pressure lubricant
4. a. SAE 75W
b. 75W-80
c. 80W-90
d. 85W-90
5. Refer your answer to resource material provided
6. Refer your answer to resource material provided

Learning Outcome #3: Inspect/Change transmission/differential gear oil
In this activity you will perform the following:
• Inspect transmission/differential gear oil; Before doing the activity, read

Repair Manual and view CDs
2. Read: Resource material about viscosity of and VHS about inspecting and
substances and composition of gear oil. Also checking leakage.
read about types of lubricalts.
Answer self-check #5 and
3. Check leakage in transmission/differential. check your answers using
model answer #5
4. Refill oil to specified level.
Proceed to refilling using the
manufacturer's manual.
Call your teacher to check your

work

INFORMATION SHEET N0. 3-2
Automotive Lubricants
PROPER OIL VISCOSITY
Viscosity is a measure of an oil's resistance to flow. A low-viscosity oil is thin and

flows easily. A high-viscosity oil is thicker. It flows more slowly. Engine oil should have
the proper viscosity so it flows easily to all moving parts. The oil must not be too thin.
Low viscosity reduces the ability of the oil to stay in place between moving engine
parts. If the oil is too thin (low viscosity), it is forced out from between the moving
parts. Rapid wear results.
Oil that is too thick (high viscosity) flows too slowly to engine parts, especially when
the engine and oil are cold. This also causes rapid engine wear. The engine runs with
insufficient oil when first starting. Also, in cold weather, a high-viscosity oil may be so
thick that it prevents normal cranking and starting. A single-viscosity oil (defined
below) gets thick when cold and thin when hot.
When properly operated and maintained, a manual transmission/transaxle normally

lasts the life of the vehicle without a major breakdown. All units are designed so the
internal parts operate in a bath of oil circulated by the motion of the gears and shafts.
Some units also use a pump to circulate oil to critical wear areas that require more
lubrication than the natural circulation provides.
Maintaining good internal lubrication is the key to long transmission/transaxle life. If

the amount of oil falls below minimum levels, or if the oil becomes too dirty, problems
result.

LUBRICANT CHECK
The transmission/transaxle gear oil level should be checked at the intervals specified
in the service manual. Normally, these ranges from every 7,500 to 30,000 miles. For
service convenience, Many units are now designed with a dipstick and filler tube
accessible from beneath the hood.
Check the oil with the engine off and the
vehicle resting on level grade. If the engine
has been running, wait 2 to 3 minutes
before checking the gear oil level.
Some vehicles have no dipstick. Instead,

the vehicle must be placed on a lift, and
the oil level checked through the fill plug
opening on the side of the unit. Clean the
area around the plug before loosening and
removing it. Insert a finger or bent rod into
the hole to check the level. The oil may be
hot.
Lubricant should be level with, or not more than 1/2 inch below the fill hole. Add the
proper grade lubricant as needed using a filler pump.
Manual transmission/transaxle lubricants

in use today include single and multiple
viscosity gear oils, engine oils, and
automatic transmission fluid. Always refer
to the service manual to determine the
correct lubricant and viscosity range for the
vehicle and operation conditions.

LUBRICANT REPLACEMENT
Transmission/transaxle lubricant can be changed with the manufacturer's specified

intervals. Typical intervals are 24,000 or 30,000 miles or every two years. Vehicles
used for towing trailers, off-road operation, or continuous stop-and-go driving may
require shorter change intervals.
Drive the vehicle to warm the lubricant

before placing the vehicle on the hoist.
Clean and remove the drain plug and
allow the lubricant to drain into a clean
catch pan. Inspect the lubricant for
metal particles, which may appear as a
shiny, metallic color in the lubricant.
Large amounts of metal particles indicate
severe bearing, synchronizer, gear, or
housing wear.
Once all lubricant has drained, replace

the washer or apply a recommended
sealant to the threads on the drain plug and replace it. Tighten the drain plug with
the recommended torque. Fill the transmission or transaxle with the proper lubricant.
VISUAL INSPECTION
Visually inspect the transmission/transaxle at regular intervals. Perform the following

checks.
1. Check for lubricant leaks at all gaskets and seals. The transmission rear seal at
the driveline is particularly prone to leakage.
2. Check the case body for signs of porosity that show up as leakage or seepage of
lubricant.
3. Push up and down on the unit. Watch the transmission mounts to see if the
rubber separates from the metal plate. If the case moves up, but not down, the
mounts require replacement.
4. Move the clutch and shift linkages around and check for loose or missing
components. Cable linkages should have no kinks or sharp bends, and all
movement should be smooth.
5. Transaxle drive axle boots should be checked for cracks, deformation, or damage.
6. The constant velocity joints on transaxle drive axles should be thoroughly

inspected.

How to Change the Oil in Your Gearbox
It is difficult to change the gear oil in a Lotus Elise for the same reason it is difficult to
change the engine oil. The engine compartment is covered by a shear panel that
provides strength to the chassis. The panel must be removed to gain access to the
gear change plugs.
Please do not attempt this if you do not have the proper equipment and if you are not
confident of your abilities I can accept no responsibility of you damage your car or
hurt yourself.
Basic Steps:
1. raise one side of the car
2. remove the access panel
3. place car on jack stands
4. drain gear oil
5. replace gear oil plug
6. remove fill plug
7. pump gear oil into the gearbox
8. replace fill plug
9. remove jack stands
10. replace panel
11. lower car
Tools and Materials

 2.4 quarts gear oil (Lotus recommends SAE 75W/90, similar is OK)
 Allen head wrench (remove access panel)
 10mm hex head socket (remove access panel)
 wheel blocks (any wood pieces)
 automobile jack
 two jack stands (not essential but recommended)
 torque wrench (not essential but recommended)
 drain pan
 gear oil pump

 17mm and 24mm sockets and handle
Start as if doing an oil change

Follow the directions for jacking the car and removing the engine access panel as
described in the oil change instructions.
This shows the view looking forward, with the rear support point just under the cross member that
encloses the fuel tank. The gear box is barely visible in the top left of the picture.Drain the Transmission
Gear Oil

Locate the drain plug. It is a large hex headed bolt, 24mm, that is at the lowest point
on the transmission casing. You can see the two half shafts that drive the rear wheels
as well as the twin cables that run to the shift mechanism.
Loosen and remove the fill plug, 17mm (see location below). This will allow air into
the casing as the oil drains out the bottom.
Loosen and remove the drain plug, indicated above. Be prepared to catch the rush of
oil as it comes out.
(I loosened the fill plug thinking it will let enough air in during the draining process.
Do not make the mistake of removing the fill plug while draining. The oil will suddenly
come out in a rush. Ask me how I know! What a mess!)
Replace the drain plug and torque to 29 ft-lbs. It is the one with the big head. The
filler and the drain are threaded the same. Do not mix them up when replacing them.
Carefully note the position of the filler. It is not the bolt holding the bracket on. It is
horizontal and is near the split in the casing.
The filler and the drain are threaded the same. Do not mix them up when replacing
them.

The pump is not visible enough.
Fill the gearbox with new fluid. This is easily done using a cheap oil pump specifically
for this task. Continue to pump the new fluid into the hole until you have pumped
about two quarts. Then proceed slowly until the fluid reaches the level of the hole. A
small amount will drip out at which time you should replace the fill bolt.
Replace the fill bolt and torque to 29 ft-lbs.
You can now replace the access panel and lower the car back onto its wheels as
described in the oil change instructions.
Please dispose of your used oil responsibly.
Thanks to EliseTalk id "OppositeLock" for help with the above.
SELF-CHECK No. 3
1. What is transmission?
2. Identify the component parts of transmission.
3. Give the types of gear oil.
4. What are the uses of gear oil.
5. Give the procedures in inspecting transmission and differential gear oil.
6. Give the procedures in changing power transmission and differential gear oil.

ANSWER KEY No. 3
1. An assembly of gears that provides the different gear ratios as well as neutral
and reverse, through which engine power is transmitted to the final drive to
rotate the drive wheel.
2.
3. Oil #90
Oil #140
4. A liquid lubricant is usually made from crude oil and used for lubrication
between moving parts.
5. Correct level of oil.
6. a. position the vehicle

b. open drain plug

Module Title Performing Underchasis Preventive Maintenance
Learning Outcome # Inspect and replace power steering fluid

4
Assessment Criteria 1. Technical data pertaining to power steering fluid
: assessed.
2. Power steering fluid level checked.
3. Power steering fluid replaced in accordance with
manufacturer's specification.
4. Power steering linkages inspected for leakage.
Resources :
1. Automotive Training Manual (step 2) pp 2-16
Mazda
2. The Automotive Drive Trains and pp. 129-134

Chassis Unit Francisco, Felizardo Y.
3. Automotive Technology (training pp. 12, 15

manual)
4. Modern Technology Physics, 6th edition pp. 268-275

Bieser, Arthur
5. The Auto Repair Book Doyle, John pp. 325-341
6. Nissan Diesel Chassis Repair Manual pp. 45-71

Learning Outcome #4: Inspect/replace power steering fluid
With complete tools, equipment and automobile

vehicle,
you are going to:
Nissan Diesel Chassis
1. Read: Resource material on how to inspect or Repair Manual pp. 47-71
replace power steering fluid following
manufacturer's manual.
Modern Technical Physics
2. Read: Resource on chemical composition of Arthur Biesser 6th edition, pp.
steering fluid. 270-275
3. Complete: Resource to inspect/replace the Automotive Technology

following level of power steering fluid, sizes of (Training Manual) p. 12
power steering hoses, and clips and types of
steering fluid.
4. Self-check #6
5. Model Answer #6
6. Call your teacher when you have completed this

task.

INFORMATION SHEET No. 1(LO4)
POWER STEERING SYSTEMS
Hydraulic Principles Used in Power Steering
Two basic principles are used in all hydraulic power steering systems: (1) Liquids can
be compressed very little, (2) Pressure applied to a liquid makes it act equally in all
directions, so liquids can be used to transmit a force.
Pressure can be multiplied into a force. For instance, connect two cylinders, one ten
times as large in area as the other, by a tube or pipe, as shown below. Apply 100
pounds of pressure to the liquid in both cylinders and it will produce a force ten times
greater (1,000 pounds) in the piston with the larger area. The pressure will be the
same in both cylinders, but in the larger cylinder, as a result of greater area, it
produces a force greater than the pressure.
These basic hydraulic principles are applied to provide hydraulic power steering. A
pump is used to develop pressure and a cylinder to develop force. The pressure at the
pump and in the cylinder, for all practical purposes, is the same but in the cylinder it
is multiplied into a work force. The work force is reduced when pressure is reduced.
Oil is the liquid used in hydraulic power steering systems.
Basic Power Steering Systems
The primary purpose of a hydraulic power steering system is to provide power

assistance for the driver. All such systems consist of the same principal components.
Note: Large cylinder has ten times more piston area than smaller cylinder.

Interconnecting hoses and a means of driving the pump are also needed. A V-belt (or
belts) is the usual pump drive, and all components are interconnected to form an oil
circuit. Circulation of the oil is continuous when the engine is running.
Basically, the pump supplies hydraulic fluid under pressure to the control valve,
which directs the fluid to the right or left side of the power cylinder piston, depending
upon the direction of turn being made. The power cylinder, when actuated by this
applied pressure, reduces the amount of effort required at the steering wheel.
Arrangement of the principal components differs according to installation
requirements. Some of these are shown in the following illustrations.

In the so-called linkage type, the second valve and power cylinder may be separate
parts and mounted separately in the linkage, (a) or they may be in a single unit
known as an in-line unit (b).
In the semi-integral type the control valve is assembled on the steering gear, and the
power cylinder is mounted in the linkage. In the integral type, the control valve and
power cylinders are an integral part of the steering-gear assembly.
Rack-and-pinion type
The oil pump's control valve structure and operation are basically the same as the
ballnut type, except that the steering gear and power cylinder coupling are as shown
below.

FLUID LEVEL - The fluid is checked at the pump reservoir with a dispstick attached
to the reservoir cap. However, it is not simply a matter of pulling the cap and reading
the dipstick, so follow the manufacturer's procedure.
FLUID LEAKS - Clean the suspected area, then cycle the wheel from lock to lock
several times. Fluid leakage will not only cause abnormal noises, but may result in
unequal and abnormal steering efforts. If no sign of leakage are apparent, repeat the
wheel cycling process and inspection several more times. Consult the appropriate
section of the service manual for detailed information about the action necessary to
correct any leaks.

POWER STEERING HOSES - The primary purpose of power steering hoses is to
transmit power (fluid under pressure) from the pump, to the steering gearbox, and to
return the fluid ultimately to the pump reservoir. Hoses also, through material and
construction, functions as additional reservoirs and act as sound and vibration
dampers.
Hoses are generally a reinforced synthetic rubber material coupled to metal tubing at
the connecting points. The pressure side must be able to handle pressures up to
1,500 psi. For that reason, wherever there is a metal tubing to a rubber connection,
the connection is crimped. Pressure hoses are also subject to surges in pressure and
pulsations from the pump. The reinforced construction permits the hose to expand
slightly and absorb changes in pressure.
Where two diameters of hose are used on the pressure side, the larger diameter or
pressure hose is at the pump end. It acts as a reservoir and as an accumulator
absorbing pulsations, The smaller diameter or return hose reduces the effects of
kickback from the gear itself. By restricting fluid flow, it also maintains constant back
pressure on the pump, which reduces pump noise. If the hose is of one diameter, the
gearbox is performing the damping functions internally.
Because of working fluid temperature and adjacent engine temperatures, these hose
must be able to withstand temperatures up to 300oF. Due to various weather
conditions, they must also tolerate sub-zero temperatures as well. Hose material is
specifically formulated to resist breakdown or deterioration due to oil or temperature
conditions.

OPERATION SHEET No. 1(LO4)
HOW TO CHECK POWER STEERING FLUID
Introduction
Checking power steering fluid on most cars is easy, though not all cars have it: if you
can parallel park with one hand and eat an ice cream cone with the other, then you
have power steering.
Tips & Warnings:
 Check the fluid level and the power steering belt if you hear a squeal when you
turn the wheel all the way to one side.
 Take the car into a mechanic if the steering is stiff.
 Keep in mind that although drifting or shuddering may signal problems with the
steering system, these symptoms may also relate to the car's tires, suspension,
brakes or other front-end problems.
 Power steering fluid does not get "used up" - other than a leak, there's no reason
that the fluid should be low. Fill the reservoir to the proper level and check
frequently if you find it low. If it continues to be low, check for leaks and go see
your mechanic. An empty power steering pump can be damaged very quickly
and is costly to replace.
PROCEDURE
Step1
Find the hood release, usually located beneath the dash. Pull.
Step2
Walk around the front of the car. Find the hood latch. The hood latch is usually
located at the front edge of the hood. Depress the latch. While depressing the latch, lift
and open the hood.

Step3
Locate the belts. The power steering pump is driven by a pulley and a belt and has a
clear plastic or metal (usually round) reservoir on top if it. The power steering cap will
often say "power steering."
Step4
Check the fluid level either by looking at the side of the reservoir (if you have the clear
plastic type) or by unscrewing the cap (for the metal type). Some reservoirs may have
a small dipstick attached to the cap. Typically, you have a choice between checking
the fluid warm or cold, and there will be corresponding "Hot" and "Cold" levels.
Step5
Add fluid if necessary. Use only the proper type of power steering fluid for your car.
Check the owner's manual and the bottle. Some cars require power steering fluid
specifically for your make of car.
SELF-CHECK No. 1 ( LO4)
Check your mastery of learning outcome #3 by completing this self-check.
1. What is power steering fluid?

a. used as a special power steering fluid
b. the steering axis inclination
c. caused by sagging springs
d. scrub radius
2. Steps to check steering fluid level

a. Open power steering reservoir cap, pull-out dipstick
b. tighten the power steering reservoir plug
c. loosen the power reservoir plug
3. Step to replace fluid level

a. open and drain steering fluid
b. tighten and close power steering drain plug
c. pull-out the power steering pump
d. install power steering pump
4. Step to refill power steering fluid

a. fill-up fluid to the power steering fluid
b. loosen bolt of power steering fluid
c. tighten bolt of power steering fluid
d. cut the hose
5. 5. What is the primary purpose of power steering hose?

a. to lubricate the pump
b. to relieve pressure
c. to transmit power through fluid under pressure
d. none of the above

ANSWER KEY No. 1 ( LO4)
1. A
2. A
3. A
4. A
5. C

Learning Outcome # Check and refill automatic transmission fluid

5
Assessment Criteria 1. Automotive transmission checked for leakage.
: 2. Automotive transmission fluid level checked in
accordance with service manual.
3. Transmission fluid refilled to specified level.
Resources :
1. Automotive Technology (manual) pp. 79-81
2. Modern Technical Physics pp. 292-294
3. Automotive Technology (training pp. 12, 15

manual)
4. Modern Technology Physics, 6th edition pp. 268-275

Bieser, Arthur
5. The Auto Repair Book Doyle, John pp. 325-341
6. Nissan Diesel Chassis Repair Manual pp. 45-71
Learning Outcome #5 Check/refill automatic transmission fluid
Have you done checking for transmission leakage?

In this activity you will encounter different
experiences as you go along checking transmission
leakage. Before you do the checking, perform the
following tasks:
Automotive Mechanics 10th
7. Read: Resource to: edition, Crouse-Anglin, pp.
a. identify component parts of automatic 620-630
transmission
b. understand the functions of each part.
Now that you know the component parts and

functions of automatic transmission, you can:
8. Read instructions to: edition, Crouse-Anglin, pp.
a. check automatic transmission leakage 640-645
b. check the level of oil in accordance with
the service manual

prepare task sheet
9. Self-check #7
10. Refer to Model Answer #7
11. Call your Teacher to check your

answers.
Learning Outcome #5 Check/refill automatic transmission fluid
Learning Activity #2 Special Instructions
After finishing checking automatic transmission Aside from the repair manual,
fluid, Your next activity are to perform the you can view video CD
following: materials about automatic
transmission in your resource
1. Read: Repair manual and manufacturer's center or library.
manual on refilling ATF on automatic
transmission. Answer the provided Self
Check and ask your teacher to
Perform refilling of ATF in automotive transmission check your answers.
in accordance with service manual.
If you pass the test, proceed to
actual refilling of ATF, then
ask your teacher to check your
work.
INFORMATION SHEET LO5-1
AUTOMATIC TRANSMISSION FLUID
Automatic transmission fluid is a special lubricant with about the same viscosity as
an SAE 20 engine oil. It has several additives such as viscosity-index improvers,
oxidation and corrosion inhibitors, extreme-pressure and antifoam agents, detergents,
dispersants, friction modifiers, pour-point depressants, and fluidity modifiers.
Automatic transmission fluid is usually dyed red. This makes a leak more easily
identifiable by its color.

There are several types of automatic transmission fluids. Each is compounded to work
with certain transmissions. Dexron-II is the most widely used. Type F is specified for
some 1982 and earlier Ford transmissions. Dexron-IIE is recommended for use in
many electronically controlled transmissions and transaxles. These fluids use shift
solenoids and force motors with small oil-flow passages. For proper operation, the
fluid must not thicken excessively in low temperatures. Dexron-IIE maintains the
proper viscosity at low temperatures. It can also be used in other automatic
transmission for which Dexron-II is specified.
TRANSMISSION FLUID COOLER
Overhead automatic-transmission fluid can damage the friction elements (bands and
multiple-disc clutches) in an automatic transmission or transaxle. The heat develops
in an unlocked torque converter and in other moving parts.
To prevent the fluid from overheating, automatic transmissions and transaxles have
are transmission-fluid cooler or oil cooler. It is usually a tube on the bottom or side of
the engine radiator.
The engine coolant runs at a lower temperature than the automatic-transmission

fluid. As the hot transmission fluid flows through the tube, the engine coolant carries
away excess heat. Cooler lines similar to steel fuel lines carry the transmission fluid
between the case and the radiator.
DISASSEMBLED VIEW (1)

DISASSEMBLED VIEW (2)

HYDRAULIC SYSTEM
Functions of the Hydraulic System
Figure below shows the complete hydraulic system of a 4-speed automatic

transmission.The hydraulic system provides the pressurized fluid to operate an
automatic transmission or transaxle. The hydraulic system:
Planetary gear set with clutch engaged. One set of clutch plates is splined to the sun-
gear drum. The other set is fixed to the planet-pinion carrier. When fluid pressure
from the pump acts on the apply side of the clutch piston (as shown), the clutch
plates are forced together. This locks the sun gear to the planet carrier and the
planetary gear set rotates as a single unit.
1. Supplies fluid to the torque converter.

2. Directs pressurized fluid to the band servos and multiple-disc clutches.
3. Lubricates the internal parts.
4. Removes heat generated by the torque converter and other moving parts.
These four jobs are possible because the automatic transmission or transaxle is fitted
with automatic-transmission fluid (ATF). Without the proper amount of fluid, the
transmission may not shift and the vehicle may not move. Major components in the
hydraulic system include the oil pump, band servos, and multiple disc clutches. Other
major components are the valve body and governor.
NORMAL MAINTENANCE
Normal maintenance of an automatic transmission or transaxle includes:
1. Checking fluid level, color, and condition.

2. Adding fluid, if necessary.
3. Changing fluid and filter.
4. Checking shift and throttle linkage.
5. Adjusting neutral safety switch.
6. Adjusting bands, if possible.
The level of the automatic-transmission fluid (ATF) should be checked with every
change of engine oil. Many vehicle manufacturers recommend changing the
transmission fluid and filter at periodic intervals. The length of the intervals depends
on how the vehicle is used. For example, Chevrolet recommends changing the fluid
and filter every 100,000 miles [160,000 km] for normal service. For severe service,
Chevrolet recommends changing the fluid and filter every 15,000 miles [25,000 km].
Severe service includes using the vehicle for trailer, tow or as a delivery vehicle, police
car, or taxi.
FLUID CHECKS
Checking Fluid Level and Adding Fluid
A check of the fluid level, color and conditions should be made at every change of
engine oil. To check the fluid level, drive the vehicle for 15 minutes or until the engine
and transmission are at normal operating temperature. Park the vehicle on level
ground and firmly apply the parking brake. Let the engine idle. Place the transmission
selector lever in park (or NEUTRAL, if specified by the manufacturer).
Clean any dirt from around the dipstick cap. Pull out the dipstick, wipe it, reinsert it,
and pull it out again. Note the fluid level on the dipstick. Touch the fluid on the end of
the dipstick to get an indication of fluid temperature. If the fluid feels cool, the fluid
level should be on the low side of the dipstick. If the fluid level feels warm or hot, (too
hot to hold), the dipstick level should be on the high side.
Fluid level will vary under normal operating conditions as much as ¾ inch [19 mm]
from cold to hot. For example, as the temperature of the fluid goes from 60°F [16°C] to
180°F [82°C], the level of the fluid may rise to as much as ¾ inch [19 mm]. Some
dipsticks are marked to show proper levels at different fluid temperatures.
NOTE: On some automatic transaxles, the fluid level goes down as temperature
increases. The COLD mark on the dipstick is above the FULL mark. If the fluid level is
low, add a sufficient amount of the specified fluid to bring the level within the marks
for the fluid temperature. Do not overfill an automatic transmission or transaxle. Too
much fluid will cause foaming. Foaming fluid cannot operate bands and clutches
properly. Then they will slip and probably burn. This could result to a transmission or
transaxle that needs an overhaul.
CHECKING FLUID COLOR
Automatic transmission fluid is normally red in color.

1. PINK FLUID – This indicates that the fluid cooler in the radiator is leaking.
Engine coolant has contaminated the fluid. Repair or replace the fluid cooler,
and remove and overhaul the transmission or transaxle. Replace the seals,
bands, lined clutch plates, nylon washers, and speedometer and governor gears.
Coolant can affect these parts. Clean all other parts and passages. Flush the
cooler lines and flush or replace the torque converter.
2. BROWN FLUID. ATF may turn dark in normal use. However, contaminated fluid
may also have a brown color. If the fluid appears contaminated, drain it then
remove and inspect the pan. A small amount of metal particles and friction
material in the bottom of the pan is normal. Replace the filter, and refill with
new fluid. Large pieces of metal or other material indicate excessive wear or
failure. The transmission or transaxle should be removed and overhauled. Flush
the cooler lines and flush or replace the torque converter.
CHECKING FLUID CONDITION
Fluid color and odor can be checked to determine

the condition of the fluid. Look at the color and
smell the fluid on the end of the dipstick. If the fluid
is brown or black and has a strong burnt odor,
bands and clutch plates may have slipped,
overheated, and burned. Particles of friction
materials from the bands and clutch plates have
probably circulated through the torque converter,
transmission, and fluid cooler.
These particles can cause valves in the valve body

to stick. This may cause noisy, rough or missed
shifts. Slipping may occur because the servos and
clutches cannot work properly. A quick check of
fluid condition can be made by placing one or two
drops of fluid from the end of the dipstick on a
paper towel. As the towel absorbs the fluid, examine
the stain for specks or particles.
This indicates solid material in the fluid. If the stain

spreads and is red or light brown in color, the fluid
probably is good. If the stain is dark and remains
small, the fluid is oxidized and should be changed.
Oxidized fluid has combined with oxygen in the air
and no longer has its original properties.
INSPECTING THE PAN
Gum or varnish on the dipstick, discolored fluid, and particles or specks on the paper
towel indicate the sump on pan should be removed and inspected. A small amount of
materials in the pan is normal. Look for large pieces of metal and large amounts of
friction material. These indicate abnormal wear or failure. The unit requires rebuilding
or overhaul.

CHECKING FOR FLUID LEAKS
When the dipstick shows a low fluid level, look

for a fluid leak. Some fluid can be lost through
the case vent if the fluid has foamed. To help
locate the source of a leak, automatic
transmission fluid is usually dyed red. This
makes the leak easier to detect and identify.
Another method of leak detection is to use an
ultraviolet leak detector. If a leak detector is not
available, use the following procedure:
1. Clean the suspected area with solvents to

remove any traces of fluid.
2. Remove the torque-converter shield, if present
and expose as much of the torque converter
as possible. Inspecting the pan. A small
amount of material is normal. Large pieces of
metal
CHECKING FLUID LEVEL IN AUTOMATIC TRANSMISSION
Instructions
Tips & Warnings:

 There are three types of ATF: Dexron (also called Mercron), Type F and
ATF+, which is used in DaimlerChrysler products; your owner's manual
should list the type to use.
 With some cars the engine should not be running while you check the
fluid, so be sure to consult your owner's manual.
 ATF doesn't get used up, so if it's low, that indicates a leak. Don't ignore
leaks or drive around with low ATF since it can lead to expensive
transmission repairs.
 Never overfill the fluid as it can cause automatic transmission failures. To

curb overfilling, some newer vehicles do not have a dipstick on the
transmission, which makes it hard to tell if the fluid is low.
How-To Steps
Step1
Park your car on level ground and start the engine, leaving the gear in neutral or
park. Wait for the engine to warm up. Unless your owner's manual directs
otherwise, allow the engine to continue running throughout this procedure.

Step2
Find the ATF dipstick, located at the back of the engine. The ATF dipstick is
often shorter than the engine oil dipstick but otherwise looks similar. If you're
lucky, it will be labeled.
Step3
Pull on the dipstick and completely remove it. It may be very long.
Step4
Wipe the dipstick with a rag, replace it in the engine, push it all the way in and
remove it again.
Step5
Look at the dipstick's tip. Observe whether there are two different full markings:
one for cold readings and one for warm readings. If so, read the one for 'Warm.' If
the ATF does not come up to the line marked 'Full,' add ATF.
Step6
Add ATF (see Tips) into the hole that the dipstick came out of (yes, that little
tiny hole). Use a funnel with a long, narrow neck. Add only a little at a time, and
check the level with the dipstick after each time. It's easy to add ATF but fairly
difficult to take it out if you add too much.
Step7
Put the dipstick all the way back in when you are done.
SELF-CHECK No. 1 ( LO5)
1. What is automatic transmission fluid?
2. Identify the component parts of an automatic transmission.
3. Explain the functions of the parts of an automatic transmission.
4. Explain the procedure in checking automatic transmission fluid.
5. Explain the procedure in refilling automatic transmission fluid.

ANSWER KEY LO5
1. 1. Automatic-transmission fluid is a special lubricant with about the same

viscosity as an
SAE 20 engine oil.
2. Parts of an Automatic Transmission
3. a. Automatic transmission is a transmission in which gear ratios are changed or

adopts to speed automatically when the accelerator pedal is pressed.
.
b. Automatic transmission is the same whether for rear-wheel drive, front-wheel
drive or four-wheel drive vehicles. Most automatic transmission has three or
four forward speed. They also have PARK, NEUTRAL, and REVERSE.
4. Pull out the dipstick, wipe it, reinsert it, and pull it out again. If fluid feels cool,
the fluid level should be on the low side of the dipstick. If fluid feels warm or hot
(too hot to hold) the dipstick level should be on the high side.
5. Fluid level will vary under normal operating conditions as much as ¾ inch (19
mm) from cold to hot.

Learning Outcome # Inspect and bleed air tank

6
Assessment Criteria 1. Data pertaining to air tank obtained
: 2. Air tank inspected for moisture and leakage
3. Air tank bleed/drained of accumulated water.
Resources :
1. NISSAN DIESEL ENGINE Repair manual
(model PD and PDT)
2. Excellence in Automotive Glencoe Mc pp. 118-119

Grow hill
Learning Outcome #6: Inspect/bleed air tank
Have you inspected and bled an air tank?
1. Read: Resource on the procedure of inspecting Nissan Diesel Engine

and bleeding air tank. Repair Manual Model PD and
PDT, pp. 6- 12 to 6-14.
1.1 Prepare tools needed for inspecting and
bleeding air tank
1.2 Follow correct procedure in performing
these tasks.
2. Complete: Checking air tank, applying Data checklist provided

pressure, volume and temperature. experiment on vapor to liquid
state, Excellence in
3. Self-Check #8. Automotive by Glen Grace Hill,
pp. 118-
4. Refer to Model Answers #8. 119.
5. Call your teacher to check your answers.
After performing the first activity, you can now do

the second activity.
1. Read: Resource on the principles/procedure in Nissan Diesel Engine Repair

bleeding air tank considering: Manual, pp. 6-14
1.1proper use of personal protective equipment Change from vapor to liquid.

(PPE)
1.2hazards in bleeding air tank.
2 Complete: Checking/inspecting moisture and

leakage.
3 Call your teacher to check your work.
Learning Outcome #6: Inspect/bleed air tank
This is the final activity for LO#5. In this

activity, you are going to:
1. Perform the procedure in bleeding an air tank Nissan Diesel Engine Repair
considering: Manual, pp. 6-6 to 6-14
1.1proper use of personal protective equipment

(PPE)
1.2hazards associated in performing the task.
1.3drained accumulated water.
2 Check air tank's pipes, hoses and clips.
3 Call your teacher to check your work.
INFORMATION SHEET No. 1 (LO6-1)
Inspecting/Bleeding Air Tank
DESCRIPTION AND OPERATION

GENERAL AIR BRAKE SYSTEMS
The air brake system consists of three sub-systems; the air supply system, the air
delivery system, and the parking/emergency air brake system. The components
making up the brake system of each vehicle may differ, but all systems operate in
basically the same manner.

All models use a vertically split brake system. If a failure occurs in the front brake
system, the rear brake system will continue to operate and give reduced stopping
capability until the air supply is depleted.
In the event of a failure in the rear system, the relay valve modulates application of
the rear spring brake units and the front brakes continue to function.
AIR SUPPLY SYSTEM

The air supply system is the source of air pressure for the brake system. It consists of
a compressor, reservoirs, governor, low pressure indicator, depth gauge, safety valve,
drain cock/automatic moisture ejector valve and tank charging valve.
The compressor is engine driven and controlled by a governor. When reservoir air
pressure reaches 793-861 kPa (115-125 psi), the governor cuts out the compressor.
When reservoir pressure drops to 82-179 kPa (12-26 psi) below the cut-out pressure,
the governor allows the compressor to cut in again. When reservoir air pressure drops
below 353 kPa (60 psi), the low pressure indicator valve closes an electrical circuit to
the warning buzzer and the warning light. If the air reservoir pressure exceeds 1034
kPa (150 psi), the safety valve will release the pressure.
The air reservoirs are equipped with manual drain valves and/or an automatic
moisture ejector valve which can be drained for the removal of moisture from the air
brake system.
AIR DELIVERY SYSTEM

The air delivery system delivers the air brake pressure from the air supply system to
the brake chambers. It controls the amount of air pressure that is delivered to the
brake chambers, and thus controls the amount of braking during a stop. It consists of
the foot control valve, the relay valve, quick release valve, and the brake chamber.
AIR STORAGE SYSTEM

A number of variations have been incorporated into the air storage system of
Louisville models however they may be broadly classified thus:
 Two tank system with emergency release - introduction (1975) to august 1980.
 Two tank system less emergency release - August 1980 to 1983 Model Year.
The two tank system has the primary tank on the vehicle right hand side and
secondary on the left.
 Three tank system 1983 Model Year.
The three tank system uses a dust compartment reservoir on the right hand side, the
smaller (rear) tank acting as a "wet tank" by cooling and condensing contaminants.
Air operated equipment should not be connected into the "wet tank".
The above is a simplified statement of design levels, changes in pipe and hose
diameters and routing and valve positioning will be evident on inspection of various
models.
Refer to diagrams in this section for general layout.
PARKING/EMERGENCY SYSTEM
The parking brake system is composed of a parking brake control valve, a relay or
double check valve (tractors), quick release valves and spring brake chambers. The

spring brake chambers use a powerful spring to mechanically apply the brakes when
air pressure is not available (provided the brakes are properly adjusted).
Air pressure releases the spring brake chamber when the vehicle is moving. The air
pressure is delivered to the spring chamber by a relay valve or a double check valve
which is controlled by an air pressure signal from the control valve on the instrument
panel. The relay valve or double check valve also functions to prevent the application
of the spring brakes and service brakes at the same time thus preventing brake
system damage.
TRACTOR/TRAILER AIR BRAKE SYSTEM

The tractor trailer air brake system is standard on 9000 models. Its function is to
provide air supply to the trailer for its braking system and control the trailer brakes
during normal and emergency stops. It also protects a tractor's brake system should a
failure occur in the trailer's air system and provides operation of the trainer brakes
independent of the tractor brakes. The following components are part of this system:
tractor air supply control valve, tractor protection valve, trailer brake hand control
valve and the hoses, hanger and connectors.
Air pressure from the reservoir to the reservoir port of the governor forces the piston
to overcome the resistance of the pressure setting spring. (The piston and the inlet
and exhaust valve move up when reservoir air pressure reaches the governor cut-out
setting.) The exhaust stem seats on the inlet and exhaust valve thus opening the inlet
passage. Reservoir air pressure then flows by the open inlet valve, through the
passage in the piston and out the unloader port to the compressor unloading
mechanism.
As air pressure in the reservoir drops to the governor cut-in setting, the force exerted
by air pressure on the piston will be reduced so that the pressure spring will move the
piston downward. The inlet valve will close and the exhaust valve will open. With the
exhaust valve open, air in the unloader line will escape through the exhaust stem and
out the exhaust port.
Some governors am mounted directly to the compressor, allowing direct connection

between the compressor unloader and the governor unloader port.
SAFETY VALVE
The Safety Valve protects the air brake system
against excessive air pressure build up. The
safety valve consists of a spring loaded ball
valve subjected to reservoir pressure which will
permit air to exhaust the reservoir pressure to
the atmosphere if reservoir pressure rises above
the valve pressure setting which is determined by
the force of the spring. A safety valve setting of
1034 kPa (150 psi) is used and is not
adjustable.

Should system pressure rise to approximately 1034 kPa (150 psi) air pressure would
force the ball vent off its seat and allow reservoir pressure to vent to the atmosphere
through the exhaust port in the spring cage.
When reservoir pressure decreases sufficiently, the spring forc e will seat the ball
check valve, sealing off reservoir pressure. This occurs at 930 kPa (135 psi) for the
1034 kPa (150 psi) setting. It is important to note that the desired pressure setting of
the safety valve is determined by the governor cut-out pressure. The opening and
closing pressures of the safety valve should always be in excess of the governor cut-
out pressure setting. The pressure setting is stamped on the lower wrench flat of the
valve.
Normally, the safety valve remains inoperative and only functions when reservoir
pressure rises above the setting of the valve. Constant 'popping off' or exhausting of
the safety valve can be caused by a faulty safety valve, governor compressor unloader
mechanism, or a combination of any of the preceding items.
AUTOMATIC MOISTURE EJECTOR

VALVE (Typical)
The Automatic Moisture Ejector Valve
(Fig. 4) expels moisture and
contaminants from the air system
reservoir. It operates automatically from
ascending and descending reservoir
pressures and
requires no control from other sources.
The automatic moisture ejector valve
may be drained manually by depressing
the stem wire located in the exhaust
port.
The elector valve has a die cast
aluminum body and cover, and is
mounted in the bottom or lower end
port of the air system reservoir. Automatic Moisture Ejector Valve
With no air pressure in the system, the inlet and exhaust valves are closed. Upon
charging the air system, a slight pressure opens the inlet valve which permits air and
contaminants to collect in the sump. The inlet valve remains open when pressure is
ascending in the system until (governor) cut-out pressure is reached. The spring
action of the valve guide in the sump cavity closes the inlet valve. The inlet valve and
the exhaust valve are now closed.
When reservoir pressure drops approximately 13 kPa (2 psi), air pressure in the sump
cavity opens the exhaust valve and allows moisture and contaminants to be ejected
from the sump cavity until pressure in the sump cavity drops sufficiently to close the
exhaust valve.
The length of time the exhaust valve remains open and the amount of moisture and
contaminants ejected depends upon the sump pressure and the reservoir pressure
drop that occurs each time air is used from the system.

To drain the valve manually, use a tool to move the wire in the exhaust port upward
and hold it in until draining is completed to 0 kPa (0 psi).
LOW PRESSURE INDICATOR SWITCH

Low pressure indicator switches are located in both the primary and secondary air
supply lines. The switches operate a warning buzzer and a light in case of low air
pressure.
TANK CHARGING VALVE

A valve is provided in the supply reservoir to allow air pressure to build up in the
brake system from an external air source. The tank valve is similar to a tire valve stem
and operates similarly.
AIR GAUGE
Air Brake systems are dual circuit type which provides an emergency brake system,
primary or secondary service circuit, should a failure occur in any part of the brake
system. The air gauge provides a direct reading of each service system's air pressure.
PRESSURE PROTECTION VALVE -- PR-3

The pressure protection valve is a normally closed,
pressure control valve which can be referred to as
a non-exhausting sequence valve. An example
would be in an air brake system to protect on
reservoir, or reservoir system from another, by
Closing automatically at a preset pressure should
a reservoir system failure occur. The valves can
also be used to delay filling of auxiliary reservoirs
to ensure a quick build-up of brake system
pressure. Air entering the supply port is initially
prevented from flowing out the delivery port by the
inlet valve which is held closed by the pressure
regulating spring above the piston.
When sufficient air pressure builds beneath the piston to overcome the setting of the
regulating spring, the piston will move, causing the inlet valve to unseat (open), and
allow air to flow out the delivery port. As long as air pressure at the supply port and
beneath the piston remains above the specified closing pressure, the inlet valve will
remain open.
SINGLE CHECK VALVE

Single check valves protect the
primary and secondary air reservoirs
against air pressure loss in the
compressor, the supply tank against a
loss of either primary or secondary
system pressure by protecting the
remaining system's operation, and
allow an emergency stop.

The single check valve is located in the air line from the supply tank to each reservoir.
It allows air to flow in one direction only and
prevents the flow of air in the reverse direction.
Air flow in the normal direction moves the check
valve disc from its seat (Fig. 6), and the flow is
unobstructed. Flow in the reverse direction is
prevented by the seating of the disc, which is
caused by a drop in the up-stream all pressure
and assisted by the spring.
FOOT CONTROL VALVE (E-7)
The foot control valve is mounted to the dash

panel and uses a suspended pedal. It is of the
dual brake valve type which provides two
separate circuits to control the primary and
secondary systems of the dual or split systems.
Dual foot control valves are connected to each of

the air supply systems. The all from supply
tanks is metered by the foot control valve as the
driver applies the pedal during a brake stop. The
metered air pressure is then delivered to a rear
axle relay valve which controls the amount of air
to the brake chambers. This amount of air is
proportional to the air delivered from the foot
valve air.
The front brakes are supplied directly from the

foot control valve.
RELAY VALVE TYPE R-6
The relay valve is an air actuated, graduating

directional control valve of high capacity and fast
response. Upon receipt of signal pressure from
the service brake valve, it will graduate hold and
release air pressure from the brake chambers to
which it is connected.
MODULATING VALVE (R-7)
This valve performs four functions:

1. Limits an adjustable hold-off pressure to the spring brake actuators.
2. Provides for quick release of air pressure from the spring cavity of the spring brake
actuator allowing fast actuator application.
3. Modulates the spring brakes through application of the foot brake valve in the
event of loss of rear axle service brake pressure, This action takes advantage of the

driver's natural reaction to apply the foot brake valve in an emergency brake
situation and eliminates the need to actuate dash mounted controls.
BRAKE SERVICE AIR CHAMBER
The air system on air vehicles with spring actuated rear wheel parking brakes is
equipped with a tank valve for connection to an outside air supply, This valve permits
the system to be re-charged with air from an outside source, releasing the spring
actuated parking brakes. This enables the vehicle to be towed in an emergency.
Outside air source can be used only if the protected system is in operating condition.
The brake chamber assembly consists of two separate air chambers, each with its own
diaphragm and push rod. The service brake chamber applies the brake by air
pressure and releases it by spring pressure when air is exhausted. The parking or
emergency brake is applied by spring pressure and is released by air pressure.
Diaphragms should be replaced every 80,000 km (50,000 miles) or every 12 months.
Compressed air, admitted to the brake chamber, enters the chamber behind a
dLm3hraoPa which forces the push plate and push rod outward. On cam-type air
brakes, the outward movement of the push rod rotates the slack adjuster which
rotates the brake camshaft and cam, forcing the shoes against the drum. Air pressure
delivered to the air chambers (delivered through the inlet port) acts on the diaphragm,
thus moving the push rod and plate. The amount of force coming from the chamber is
equal to the air pressure multiplied by the effective area of the diaphragm.
This force is proportional to the air pressure delivered to the chambers.
WARNING: The very strong spring in these

units is highly compressed and can cause
serious, even fatal, injury if the spring is
released without control. Do not remove
chamber clamp before the spring is caged.
Install release tool in spring plate and tighten
down to cage the spring.
REAR SPRING BRAKE CHAMBER

Spring brakes are a dual purpose device
containing both a Service Air Brake Actuator
and a Spring Mechanism for positive parking and emergency use. Application is by
driver control or automatic at a predetermined service brake air system pressure.
As Parking Brake - Once applied, spring brakes cannot be released unless adequate
air pressure is available to operate the service brakes.
As Emergency Brake - Spring brakes are capable of stopping a moving vehicle if there
is a failure in the normal service brake air system.

SPRING BRAKE ACTUATOR OPERATION
A spring chamber incorporating a powerful
internal spring and an operating piston is
installed in place of the pressure plate of the
service brake actuator. Its purpose is to apply
the brake mechanically, by means of the
spring and piston, to act as a parking brake.
Manual Release
The spring pressure can be wound-off, by a
threaded bolt on each spring chamber, to
allow the vehicle to be moved in an
emergency, when there is a system failure or
low air pressure, or to dismantle the brakes
for repair. When the parking brake is 'OFF'
the service brake part of the actuator will
operate normally for service brake
application.
The Emergency Spring Brake Release

Reservoir and Control Valve
The function of this reservoir (3rd tank) is to
provide sufficient air to release the spring (park)
brakes at least twice after they have automatically
applied because of a failure on the air supply side
of the park brake control valve (e.g. compressor
drive failure) and so allow the vehicle to be moved
to a place of safety for repair. In its normal
operating condition the emergency spring brake
release valve allows the blended park brake supply
circuit air to pass unhindered to the park brake
control to provide release pressure in the spring
brake unit. To release the spring brakes after a
blended air supply failure, depress the emergency
release valve knob. The failed supply circuit will
now be closed off at the valve and air from the
emergency release tank will be routed through the
valve to the park brake control and be available to
release the brakes.
CAUTION: The only braking available with the

system in this condition is by the park brake
control. Use only to move the vehicle to safety.
QUICK RELEASE VALVE

The quick release valve reduces the time required to release the brakes by hastening
the exhaust of air from the brake chambers or valves. The valve body contains a
diaphragm which permits supply pressure from the control valve to flow through the
quick release valve to the brake chambers. When control pressure is reduced, the air

which has passed through, escapes rapidly through the exhaust port, rather than
back through the brake valve.
DOUBLE CHECK VALVE

Double Check Valves are used in an air brake system to direct a flow of air into a
common line from either of two sources, whichever is at the higher pressure. They
may be used for directing air flow for specific functions or to select the higher
pressure of either of two sources of air as a supply source.
It is used with the tractor hand control valve to allow either foot brake control or hand
brake control valve applications of the trailer brakes.
The double check valve operates as follows: air under pressure enters either end of the
double check valve (supply port). The moving shuttle responds to the pressure and
seals the opposite port, assuming it is at a lower pressure level than the other. The air
flow continues out the delivery port of the double check valve.
The position of the shuttle will reverse if the

pressure levels are reversed.
VM1 - TRACTOR/TRAILER VALVE (Where

fitted)
The VM1 valve is a combination of two
double check valves and a tractor protection
valve.
With this valve either of the two service brake

circuits of the dual air system on the vehicle
can be used to apply the trailer brakes. In
addition the VM1, when used in conjunction
with a control valve such as the PP-3/7, can
open and close the trailer service and

supply hoses in the same manner as a
tractor protection valve.
The VM1 prime mover or tractor protection manifold is located on the air manifold and
performs three main functions.

1. In conjunction with the prime mover or
Tractor Protection Control Valve it
provides manual or automatic shut off
of air to the trailer brake system. When
the control valve is in the manual
position air supply to the trailer system
is cut off. When the control valve is
placed in the automatic position air
supply to the trailer system is shut off
should there be a sudden drop in air
pressure on the trailer side of the
primer mover or tractor protection
manifold, as with a trailer breakaway.
2. The second function of the prime mover

or tractor protection manifold is to
permit operation of the trailer brakes
from either the prime mover/tractor
primary or secondary circuit. As long as
both prime mover or tractor air circuits
are in operation, blended air from both
circuits, which is supplied by the prime
mover/tractor brake valve, will be
supplied to the trailer brakes, Should
either prime mover/tractor air circuit
malfunction, the prime mover/tractor
protection manifold would provide
pressure from the operating air circuit
to the trailer.
3. The third function of the prime

mover/tractor protection manifold is to
permit independent control of the trailer
brakes by means of a hand control valve
located on the steering column.
The prime mover/tractor protection
manifold also includes connections for
service stoplights and trailer emergency
stoplights.
The functions of the double check valve
and the trailer emergency breakaway
valve have been incorporated in the
prime mover/tractor protection
manifold.
CONTROL VALVE (PP-3/7)

The PP-3/7 push pull control valve is a
pressure sensitive, manually operable,
on-off control which will automatically
return to the exhaust position when manual force is removed and supply air
pressure is below the required minimum.

Learning Outcome # Check tire and tire pressure

7
Assessment Criteria 1. Tire inspected for unwanted solid object.
: 2. Tire inspected for wear and deformities in accordance
with manual.
3. Cause of abnormal tire wear determined.
4. Tire pressure check in accordance with manufacturer’s
specification.
Resources :
1. Automotive Mechanics 1oth edition, pp. 749-753
Crouse-Anglin;
2. Auto Repair. John Doyle; pp. 297-298
3. The Automotive tire drive trains and pp. 118-121

chassis unit; Felizardo Y. Francisco;
4. Modern technical Physics; Arthur Bieser pp. 382-384
5. Matter and chemistry pp. 106-107
6. Modern technical Physics; Arthur Bieser; pp. 268-269
7. Automotive Mechanics; 10th ed, Crouse- pp. 757-763

Anglin;
Learning Outcome #7: Check tire and tire pressure
You've encountered problems while

inspecting/bleeding air tank, haven't you?
In this activity, you are going to learn about tires

following manufacturer's specifications
1. Read: Resource on identifying the following: edition, Crouse-Anglin, pp.
1.1purpose of tires 749-753
1.2bias and radial plies
1.3tire tread
1.4tire valve

2. Read: Resource on inspecting tire for unwanted
solid object.
2.1 inspect tire for solid unwanted object
2.2 determine tire air pressure,
temperature and volume
2.3 record tire rotation Prepare task sheet
3. Self-Check #8
4. Refer to Model Answers #8
5. Call the teacher to check your answers.

Learning Outcome #7: Check tire and tire pressure
After performing the first activity, you are now

going to inspect tire for wear and deformities in
accordance with manufacturer's manual.
1. Read: Resource on causes of tire wear and The Automotive Drive Trains
deformities. and Chassis Unit, Felizardo Y
Francisco, pp. 118-121
2. Perform correct procedures in inspecting tire for
wear and deformities considering proper use of
personal protective equipment, proper handling
of tools and equipment.
Modern Technical Physics,
3. In inspecting tire, determine causes of abnormal Arthur Bieser, pp. 382-388
tire wear. Matter and Chemistry, pp.
3.1 Read: 106-107
- ideal gas flow
- polymers
4. Call the teacher to check your answers.
Consider the next activity and find out the science

concept relevant to the pressure gauge.
1. Perform actual checking of tire pressure in

accordance with manufacturer's manual.
2. Measure/convert units from English to metric or Modern Technical Physics by

vice versa. Bieser, pp. 268-269.
3. Apply correct procedures in checking tire Automotive Mechanics 10th

pressure. edition, Crouse-Anglin, pp.
757-763.
4. Call the teacher to check your performance.

INFORMATION SHEET No. 1(LO7
Checking Tire and Tire Pressure
TIRES AND TUBES

Purpose of Tires
The automotive chassis includes the brake, steering,
and suspension systems. The chassis components
that drive the vehicle and support its weight are the
wheels and tires. Only the vehicle tires have contact
with the road surface.
Tires have two functions. First they are airfilled
cushions that absorb most of the shocks caused by
road irregularities. The tires flex as they meet those
irregularities. This reduces the effect of road shocks
on the vehicle, passengers, and load. Second, the
tires grip the road to provide good traction. This
enables the vehicle to accelerate, brake and make
turns without skidding.
Types of Tires
There are two types of ties: tube and tubeless. Tube
tires have an inner tube inside the tire. This is a
round rubber container that holds the air which
supports the vehicle. Both the tube and tire mount
on the wheel rim. The tire valve is part of the tube
and protrudes through the rim. Compressed air is
forced through the valve to inflate the tube. The air
pressure in the tube then causes the tire to hold its
shape. Tubes are used in some truck and motorcycle
tires. Tubes are seldom used in passenger and light-
duty vehicles. Most automotive vehicles use tubeless
tires. The tire mounts on an airtight rim so air is
retained between the flange and the tire bead.

Tire Construction
The tire casings for tube and tubeless tires are
made in the same way. Layers of cord or plies
are shaped on a form and impregnated with
rubber. The tire sidewall and treads are then
applied. They are vulcanized in place to form
the tire. To vulcanize means to heat the
rubber under pressure. This molds the tire
into desired form.
The number of cord layers or plies varies.
Passenger-car tires have 2, 4, or 6 plies.
Heavy-duty truck and bus tires may have up
to 14 plies. Tires for heavy-duty service, such
as earth-moving machinery, may have up to
32 plies.
All tires do not have the same shape or profile.
The aspect ratio or profile ratio differs. This is
the ratio of a tire's section height to section
width. Three aspect ratios are 80, 70, and 60.
The lower the number, the wider the tire
appears. A 60-series tire is only 60 percent
high as it is wide.
Bias and Radial Plies

Plies can be applied two ways: diagonally or
radially. For many years, most tires had
diagonal or bias plies. These plies crisscross.
This makes a tire that is strong in all
directions because the plies overlaps, however,
the plies tend to move against each other and
produce heat, especially at high speed. Also,
the tread tends to close or "squirm' as it meets
the road. Radial tires were brought out to
remedy these problems. In a radial tire, the
plies run parallel to each other and vertical to
the tire bead. Stabilizer belts are applied over
the plies to give strength parallel to the beads.
Belts are made of rayon, nylon, fiberglass, or
steel mesh.
All new cars and most light-duty vehicles have

radial tires. The radial-tire sidewall is more
flexible than the bias-ply. Therefore, the radial
tire tread wraps around the edge of the tire to
compensate for the flexible sidewall. The result is that the radial tread does not hell
up as much when the vehicle rounds a curve. This keeps more of the tread on the
road and reduces the tendency of the tire to skid.
The radial tire provides better fuel economy than a bias-ply tire. This is because the
radial has less rolling resistance and less engine power is required to roll the tire. The
radial also wears more slowly. It has less heat buildup and the tread does not squirm
as the tire meets the road.
Some bias-ply tires are belted. These tires are bias-ply tires to which stabilizer belts
have been added under the tread.
Tire Tread
Tire tread is part of the tire that meets the
road. It has a raised pattern molded into it.
There are many designs, depending on the
intended use of the tire. Many passenger
vehicles use mud-and-snow tires. These can
be identified by M+S or M&S molded into the
sidewall. They provide quiet running with good
traction in mud and snow.
Mud and snow tires are used on four-wheel-drive pickup trucks. Its tread pattern is
deeper and wider or "more aggressive" than normal tread designs. This provides better
mud-and-snow traction with acceptable wear on paved surfaces. The tread compound
is also designed to resist tearing and chunking.
The treads shown are symmetric and nondirectional. "Nondirectional" means the tire
can run equally well in either direction. The tire can be installed with either sidewall
facing out. The tire must be installed for forward rotation in the direction of an arrow
on the sidewall.
Directional and asymmetric sports car tread are used as the rear of the Chevrolet
Corvette. "Asymmetric" means the inside half of the tread is not the same as the
outside half. The tire is installed on the side of the car marked on the sidewall, and
with the specified direction of forward rotation. This tire provides better braking and
handling characteristics than a comparable symmetric, nondirectional tire. Different
size tires are used at the front and rear of the Corvette. As a result, each tire is
position specific. It can run only in a specified wheel-position on the car. Other tires
are classified as snow tires, studded tires, and off-road tires. Snow tires have large
rubber cleats that cut through snow to improve traction. Studded tires have steel
studs that stick out above the tread. These improve traction on ice and snow.
However, many states regulate or ban studded tires because of possible damage to the
road
surface. A variety of off-road tires are available. These often have tread patterns using
knobs or cleats. Off-road tires usually make noise and wear prematurely when driven
on the highway.
Some tires use two different compounds in the tread. Con compound is softer than
the other for improved traction. In general, the softer the compound, the better the
traction. The harder the compound, the longer the tread life.
Tire Valve
Air is put into the tire or tube trough a spring-loaded tire valve or Schrader valve. On
tube tires, the valve is on the inner tube and sticks out through a hole in the rim.
Tubeless tires use a separate tire valve mounted in a hole in the rim.
Spring force and air pressure hold the tire valve in its normally-closed position. A cap
is usually threaded over the valve stem end to protect it from dirt. The cap also keeps
guard against air leaks. Some tire valves have a non-movable valve core. The core is
three-pronged white plastic. A special deflator is required to let air out of the tube.

Tire pressure
The amount of air pressure in the tire
depends on the type of tire and how it is
used. Passenger-car tires are inflated
from about 22 to 36 psi (152 to 248
kPa). Heavyduty tires for trucks and
buses may be inflated to 100 psi (690
kPa). The maximum inflation pressure is
marked on the tire sidewall. A tire
placard or tire information label lists the
recommended inflation pressure for
each tire. This label is usually located
on a door edge or door jamb, or inside
the glovebox door. The label also lists
maximum load and tire size (including
spare). Running the tires at the specified
pressure helps provide better vehicle
handling while avoiding premature tire
wear. Underinflated tires wear on the
outsides of the tread.
Also, the tires flex excessively which

produces extra heat and more rapid
wear. Overinflation causes the center of
the tread to wear. The tire cannot flex
normally and this puts stress on the
sidewalls and plies.
Tire Pressure Monitoring

Some vehicles have an electronic low-
tire pressure warning system (TPWS).
This system senses or monitors the tire
pressure in a moving vehicle. When the
pressure drops in a tire, an
instrumentpanel light illuminates to
alert the driver. A tire-pressure-sensor
and transmitter mounts inside the tires
on each wheel. When the tire pressure
fall below 25 psi (172 kPa), the tire
pressure sensor sends a radio signal to
the receiver-control module in the
instrument panel. This turns on the
LOW TIRE PRESSURE light.
The receiver-control module also has
selfdiagnostic capabilities and can store
fault codes. If no signal is received from
a tirepressure sensor, the control
module turns on a SERVICE LTPWS
light.

The tire-pressure sensors are peizoelectric devices and do not need batteries. In a
piezoelectric device, a small voltage appears across a crystal when a pressure is
applied. In the tire-pressure sensors, the vibration produced by the rolling tire
generate the voltage. Therefore, the system works only when the vehicle is moving or
the tire is being vibrated.
Tire Size and Sidewall Markings

The format for the metric tire-size designation found on most tires is shown. Various
letters and numbers may appear in each position. Each marking has a special
meaning.
TIRE INSPECTION
Cautions for Servicing Tires
Several cautions must be followed to avoid personal injury and to prevent damage to
the wheel and tire.
1. Matching tire and wheel width. Do not try
to install a narrow tire with a high-aspect
ratio on a wide rim. For example, a tire
with an 80 aspect ratio must not be
installed on a wide rim that requires a 60
tire.
2. Matching tire and wheel diameter. Do not

try to mount a 16-inch tire on a 16.5-inch
wheel, or a 15-inch tire on a 15.5-inch
wheel. The result could be a deadly
explosion when inflating the tire. Check
the rim size. It may be stamped near the
center of the wheel disc.
3. Mixing tires. All tires on a vehicle should be the same size, construction (radial or
non-radial), and speed rating unless otherwise specified by the vehicle
manufacturer. If two radials and two non-radials are on the vehicle, put the radials
on the rear. Snow tires should be installed in pairs on the drive axle (either front or
rear), or on all four wheels. Never put non-radial (bias or belted-bias) snow tires on
the rear if radials are on the front. Match tire sizes and construction on four-wheel
drive vehicles. Tires affect vehicle stability and handling. Mixing tires may cause
handling problems.
4. Respecting compressed air. A terrific force is contained in an inflated tire. An

explosion of the tire-and-wheel assembly can result from improper or careless
mounting procedures. Never stand over a tire while inflating it. If the tire explodes,
the sudden release of compressed air has enough energy to throw a person more
than 30 feet (9 m) in the air. People have been seriously injured or killed by
exploding tires.
5. Protecting your eyes Wear eye protection (safety glasses, safety goggles, or a face
shield) when demounting and mounting tires. When deflating a tire, avoid the air
stream from the tire valve. The air comes out at high speed and can blow dirt or
debris into your eyes.
Checking Tire Pressure and Inflating Tires

Before checking tire pressure and adding air, know the correct pressure for the tire.
The specification is in the owners manual and on the vehicle tire-information label.
When the vehicle is carrying a heavy load, pulling a trailer, or driving at sustained
highway speed, higher tire pressure may be necessary. Maximum pressure should
never exceed the maximum pressure marked on the tire sidewall.
Inflation pressure is given for a cold tire. Pressure increases as tire temperature rises.
Highway driving on a hot day can increase the tire pressure from 5 to 7 psi (35 to 48
kPa). As the tire cools, it loses pressure. Never bleed a hot tire to reduce its pressure.
The pressure will then be low when the tire cools. Install the cap on the tire valve after
checking pressure or adding air.
Tire Inspection
The purpose of inspecting tires is to determine if they are safe for further use. When
defects or improper wear patterns are found, inform the driver. Recommend the
services that will correct the cause of the abnormal wear.
Tires have tread-wear indicators or wear bars. These are filled-in sections of the tread
grooves that will show when the tread has worn down to 1/16 inch (1.6 mm). A tire
with a wear bar showing is worn out and should be replaced. Too little tread remains
for continued safe driving. A tread-depth gauge can be inserted into the tread grooves
to measure tread depth of at least 1/32 inch (0.8 mm) in any two adjacent grooves at
any location on the tire.
Check for bulges in the sidewalls. Bulges mean plies have separated and the tire could
fail at any time. Tires with separated or broken plies should be replaced.

Wheels and Tires
 Examine the sidewalls and tread area of each tire in turn. Check for cuts, tears,
and lumps, bulges, separation of the tread, and exposure of the ply or cord.
Check that the tire bead is correctly seated on the wheel rim, that the valve is
sound and properly seated, and that the wheel is not distorted or damaged.
 Check that the tires are of the correct size for the vehicle, that they are of the
same size and type on each axle, and that the pressures are correct.
 Check the tire tread depth. The legal minimum at the time of writing is 1.6mm
over at least three-quarters of the tread width. Abnormal wear may indicate
incorrect front wheel alignment.

SELF-CHECK No. 1 (LO7)
1. Technician A says the lower the aspect ratio the wider the tire appears.
Technician B says aspect ratio is the ratio of the tires section height to section
width. Who is right?
a. A only
b. B only
c. both A and B
d. d. neither A nor B
2. All the following are true about radial tires except-

a. all plies run parallel to each other
b. there is less squirm than with bias-ply tires
c. a belt steel mesh or other material is applied over the plies
d. a radial tire has greater rolling resistance than bias plies
3. Recommend inflation pressures for the front and rear tires on the car are listed in
the-
a. VECI label
b. tire information label
c. VIN number
d. sidewall markings
4. If two radials and two non-radials are on the vehicle, the radials should be-
a. on the front c. removed from the vehicle
b. on the rear d. inflated to a higher pressure
5. When rotating tires, all the following are true except-

a. do not rotate tire if the front and rear tires are of different sizes.
b. directional tires must remain on the same side of the car.
c. check tire pressure after rotating tires.
d. always perform a five tire rotation.

ANSWER KEY LO7
1. A
2. D
3. B
4. B
5. A

Learning Outcome # Check underchasis body bolts and nuts

8
Assessment Criteria 1. Body bolts and nuts inspected for tightness and
: damage.
2. Cross member bolts and nuts checked for tightness.
3. Transmission mounting bolts and nuts checked.
4. Propeller shaft bolts and nuts checked for tightness
and damage.
5. Leaf spring shackle center bolts and nuts checked for
tightness and damage.
Resources :
1. Automotive Mechanics 10th ed; Crouse- pp. 58-69
Anglin; pp. 38-47
2. Power train and under chassis. (Shop pp. 11-17

manual)

Learning Outcome #8: Check underchassis body bolts and nuts
This is your last activity for Module 1.

In this activity, you are going to: Automotive Mechanics 10th
1. Read: Resource to identify the location of edition, Crouse and Anglin,
underchassis bolts and nuts. pp. 38-47.
2. Indicate your observation in the diagram

provided.
Fill-out the checklist.
3. Check underchassis body bolts and nuts for
tightness and damage.
4. Self Check #9
5. Refer to Model Answers #9
6. Call the teacher to check your work.
INFORMATION SHEET No. 1 (LO8)
Checking Underchassis Body Bolts and Nuts
Automotive Fastener, Bolts and Nuts
FastenersFasteners hold automotive parts together, Examples are screws, nuts, and
studs. Others are rivets, snap rings, and cotter pins. Most fasteners are removable so
the assembly can be taken apart. There are 3 permanent ways of fastening pans
together, such as soldering and welding. Metal pans and panels are welded together to
form the car body.
Screw Threads
A fastener that has a spiral ridge, or screw thread, on its surface is a threaded
fastener. This includes bolts, screws, studs, and nuts.
Bolts and screws are lengths of rod with a head on one end and threads on the other.
A stud looks like a headless bolt with threads on one or both ends. Bolts, screws. And
studs have external (outside) threads, Nuts and threaded (or tapped) holes have
internal (inside) threads.
Screws, bolts, studs, nuts, and tapped (threaded) holes are manufactured with either
US customary (USC) or metric screw threads. They are not interchangeable. A USC
screw will not fit a metric tapped hole.
And a metric screw will not fit a USC tapped hole. Some cars have metric fasteners.

Others have USC fasteners. Some have both. To work on a variety of cars, you need
new fasteners of both types available. In addition, your tools must include both USC
and metric sockets and wrenches.
USC Screw Threads

Five ways of describing USC screw threads are:
1. By size
2. By threads per inch or pitch
3. By thread series, which is the coarseness or fineness of the thread
4. By thread class (closeness of fit)
5. By right-hand or left-hand direction of the threads. All threads are right-hand
unless otherwise noted. If the bolt tightens as the head is turned clockwise, the
bolt has right-hand threads.
When you are doing a service job, you must use the correct screw, bolt, or nut. A 1/4-
inch screw can have 20, 28, or 32 threads per inch. You cannot use a 20-thread
(coarse) screw in a 28-thread (fine) hole.
METRIC SCREW THREADS
Metric bolts, screws, and threads are measured in millimeters. Thread pitch is the
distance between individual threads. A pitch may run from 1 to 2 mm as the diameter
of the threads increases. A bolt with a basic thread diameter of 6 mm has a pitch of 1
mm. A bolt with a thread diameter of 16 mm has a pitch of 1 mm.
Bolt and Screw Strength

The type of material from which the bolt or screw is made determines its strength.
Markings on USC and metric screw and bolt heads show their strength. Common
metric fastener bolt-strength markings are 9.8 and 10.9. On metric fasteners, the
higher number indicates greater strength.
The table shows typical applications for bolts or screws of different strength. The
minimum tensile strength is the pull in pounds that a round rod with a cross section
of 1 square inch can stand before it break apart. Higher-strength bolts and screws are
more expensive. They are used only where the
added strength is needed.
Screw and Bolt Heads

Vehicles have a great variety of screw and bolt heads. Several parts along with
screwdrivers and wrenches required to turn them are shown. Most bolts have hex
heads. This means the heads are hexagonal, or six-sided.
Nuts
The hex nut is the most common in the automotive shop. The slotted hex and the
castle nut are used with a cotter pin
OPERATION SHEET No. 1 (LO8)

Checking Underchassis
Front and rear  Starting at the front right-hand

suspension and side, grasp the road-wheel at
wheel bearings the 3 o'clock and 9 o'clock
positions and shake it
vigorously.
 Check for free play or insecurity
at the wheel bearings,
suspension balljoints, or
suspension mountings, pivots and attachments.
 Now grasp the wheel at the 12 o'clock and 6 o'clock
positions and repeat the previous inspection. Spin the

wheel, and check for roughness or tightness of the front
wheel bearing.
 If excess free play is suspected at a component pivot
point, this can be confirmed by using a large screwdriver
or similar tool and levering between the mounting and the
component attachment. This will confirm whether the
wear is in the pivot bush, its retaining bolt, or in the
mounting itself (the bolt holes can often become
elongated).
 Carry out all the above checks at the other front wheel,
and then at both rear wheels.
Springs and  Examine the suspension struts (when applicable) for
shock absorbers serious fluid leakage, corrosion, or damage to the casing.
Also check the security of the mounting points.
 If coil springs are fitted, check that the spring ends locate
correctly in their seats, and that the spring is not badly
corroded, cracked or broken.
 If leaf springs are fitted, check that all leaves are intact,
that the axle is securely attached to each spring, and that
there is no deterioration of the spring eye mountings,
bushes, and shackles.
 The same general checks apply to vehicles fitted with
other suspension types, such as torsion bars, hydraulic
displacer units, etc. Ensure that all mountings and
attachments are secure, that there are no signs of
excessive wear, corrosion or damage, and (on hydraulic
types) that there are no fluid leaks or damaged pipes.
 Inspect the shock absorbers for signs of serious fluid
leakage. Check for wear of the mounting bushes or
attachments, or damage to the body of the unit.

Shock  Depress each corner of the vehicle in
absorbers turn, then release it. The vehicle
should rise and then settle in its
normal position. If the vehicle
continues to rise and fall, the shock
absorber is defective.
 A shock absorber which has seized will
also cause the vehicle to fail.
SELF-CHECK No. 1 ( LO8 )
Select the one correct, best, or most probable answer to each question. You can find
the answer in the section indicated at the end of each question.
1. Pitch in USC threads is:

a. distance between individual threads
b. number of threads per inch
c. depth of the threads
d. thread class
2. Pitch in metric threads is the:

a. thread class
b. number of threads per inch
c. depth of the threads
d. distance between individual threads
3. Technician A says the more lines there are on the head of a USC bolt, the
stronger the bolt. Technician B says the higher the number of the head of a
metric bolt, the stronger the bolt. Who is right?
a. A only
b. B only
c. both A and B
d. neither A nor B
4. Nuts and bolts that have a continuous resistance turning are:

a. prevailing-torque fasteners
b. torque-to-yield fasteners
c. used with a cotter pin
d. self-tapping setscrews
5. Bolts that are tightened by measuring how much head is turned are:
a. prevailing-torque fasteners
b. torque-to-yield fasteners
c. used with a cotter pin
d. self-tapping setscrews
6. Before installing a bolt in an aluminum part, coat bolt threads with antiseize
compound to:
a. lock the bolt in place
b. prevent thread damage when removing the bolt
c. turn the bolt with less torque
d. none of the above

ANSWER KEY No. 1 (LO8)
1. B
2. D
3. B
4. A
5. B
6. A

ACKNOWLEDGMENT
Copyright Department of Education 2008
First Published JUNE 2008
This draft was prepared at the Competency-Based Learning Materials Development Workshop
conducted at the Development Academy of the Phils, Tagaytay City on May 5-10, 2008.
This learning instrument was developed by the following personnel:
Technology Teacher:
George C. Callanta
Don Alejandro Roces, Sr. Science-Technology High School
Quezon City
John Diego
Isabela School of Arts and Trades
Isabela
Robert Domingo
AFG Bernardino Malolos Trade School
Malolos, Bulacan
Lino Olit
Calapan Community Vocational HS
Calapan Mindoro
Romeo Ibloguin
E. Rodriguez Vocational HS
Sta. Mesa, Manila
Nelson Señedo
Tagum National High School
Tagum, Davao del Norte
English:
Belen Tado
Facilitators:

Ms. Beatrice A. Adriano
Encoder:
Rowena S. Fonacier
This work was produced with funding provided by the Department of Education.
REFERENCE AND FURTHER READING

1. Automotive Mechanics 9th and 10th edition, Crouse/Anglin
2. Automotive Technology - A System Approach, 2nd edition, Jack

Erjavec/Robert Scharff
3. Today's Technician Shop Manual for Manual Transmission and Transaxles ,

Jack Erjavec
4. Brakes 10 - Technical Training Bulletin "L" Series Air Br


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TABLE OF CONTENTS

How to Use this Module ………………………………………….. i

Learning Outcome 1 ………………………………………………… 1

Welcome to the Module on “Performing Underchassis Preventive

The unit of competency “Perform Underchassis Preventive Maintenance”

You are required to go through a series of learning activities in order to complete

Recognition of Prior Learning (RPL)

Date Performing Underchassis Preventive Maintenance Page no.

Date Performing Underchassis Preventive Maintenance Page no.

This module contains information and practices in performing under chassis

1. Check clutch and brake fluid and lines

2.1 Transmission/differential checked for leakage.

3.1 Technical data pertaining to power steering fluid are accessed.

Date Performing Underchassis Preventive Maintenance Page no.

5.1 Data pertaining to air tank obtained.

6.1 Tires are inspected for solid objects struck.

Date Performing Underchassis Preventive Maintenance Page no.

Module Title Performing Underchassis Preventive Maintenance

Learning Outcome Check clutch fluid and lines

2. Automotive Mechanics, 10th edition pp. 536-552

3. Toyota Repair Manual

Date Performing Underchassis Preventive Maintenance Page no.

Learning Outcome#1 : Check clutch fluid and lines

Learning Activity #1 Resources

If ready, take your time and be sure to observe 5

1. Read information on Automotive clutch its Automotive Brake System

3. Read: Resources for types and uses of fluid,

4. Answer: Self-Check #1 to asses your

5. Refer to Answer key #1 for the correct

Date Performing Underchassis Preventive Maintenance Page no.

REQUIREMENTS OF THE CLUTCH

1. It must engage the transmission and the engine smoothly.

A. PARTS OF THE CLUTCH

Date Performing Underchassis Preventive Maintenance Page no.

CLUTCH COVER ASSEMBLY OR PRESSURE PLATE ASSEMBLY

Date Performing Underchassis Preventive Maintenance Page no.

MECHANICAL TYPE CLUTCH

HYDRAULIC OPERATED CLUTCH

Date Performing Underchassis Preventive Maintenance Page no.

PEDAL DOWN, CLUTCH DISENGAGED

Date Performing Underchassis Preventive Maintenance Page no.

Date Performing Underchassis Preventive Maintenance Page no.

How to Check the Fluid for a Hydraulic Clutch in Your Car

Supplies and Materials

Check the Fluid for a Hydraulic Clutch in Your Car

Things You’ll Need:

Date Performing Underchassis Preventive Maintenance Page no.

Add brake fluid if it's low.

Tips & Warnings

 Cars with a clutch cable do not use any fluid.

Date Performing Underchassis Preventive Maintenance Page no.

Date Performing Underchassis Preventive Maintenance Page no.

Date Performing Underchassis Preventive Maintenance Page no.

Check your knowledge in fluids by completing this self-check.

1. A chemically-inert hydraulic fluid used to transmit force and motion is called

2. What are the three types of fluids?

4. A silicon-based fluid that can take even higher temperatures is called

10. What are the component parts of a master cylinder?

Date Performing Underchassis Preventive Maintenance Page no.

6. Hard and prolonged braking

8. Fluid level sensor

Date Performing Underchassis Preventive Maintenance Page no.

Unit of Competency: PERFORM UNDERCHASSIS PREVENTIVE