Engine Mechanical Diagnosis: EMD - Course Guide 01

Engine Mechanical Diagnosis
EMD - Course Guide 01 1


COURSE GUIDE
COURSE OVERVIEW The Engine Mechanical Diagnosis Course provides Kia

service technicians with the opportunity to increase their skill
level and efficiency in diagnosing customer’s concerns
related to Engine Mechanical systems.
In this performance-based course, Kia service technicians

will demonstrate their diagnostic skills through hands-on,
instructor-supervised, guided practices including:
 Diagnostic Tools
 Oil Consumption & Analysis
 Cooling System Checks
 Timing Belt Analysis
 Continuously Variable Valve Timing Tests
 Spark Plug Analysis
COURSE GOALS Upon completion of this course, the Kia Service Technician
will have the ability to diagnose Engine Mechanical concerns
the first time, every time.
TARGET AUDIENCE Kia Dealership Technicians who diagnose and troubleshoot

moderately complex engine systems
PREREQUISITES You must complete the following:

 Web: Intro to Engine Mechanical Diagnosis Course &
Test TEC-01-015-1
ABOUT THE TRAINING Today’s complex automotive technology demands that you,
MATERIAL the professional Kia service technician, stay up-to-date with
the latest service information, special tools, and complex
repair procedures. We have adopted a modular training
delivery system that breaks down the critical information
into logical groupings. First, you will be presented with
system theory and operation, and then you will be given a
chance to practice what you have learned. Finally, we will
test what you have learned through a Performance
Assessment.
THEORY Theory explains the subject from basic to complex. This

allows you to obtain a working knowledge of a component
or system, which is a prerequisite for successful diagnosis
and repair.

GUIDED PRACTICE Guided Practice affords you the opportunity to familiarize

yourself with a component or system through hands-on
experience. The guided practices are to be Instructor
supervised and verified. These exercises may include the use
of KGIS, accessing kdealer.com, lab disassembly and
reassembly, live vehicle activities, and much more.
PERFORMANCE ASSESSMENT Performance Assessment provides the opportunity

for you to prove that you can perform the subject matter-
related tasks and procedures. Each technician must
successfully complete this assessment, which is designed to
test your cognitive (knowledge) and motor (hands-on)
abilities. The module must be completed individually, not as
a team.
GETTING THE MOST OUT OF This training material is designed to be part of a structured
THIS COURSE training plan consisting of lecture, interactive classroom
discussion, and hands-on shop activities under the direction
of a trained Kia Instructor. After completing the course
material, your understanding of the subject matter will be
verified through our Performance Assessment Module and
you must pass a written and hands-on evaluation.
COURSE MANAGEMENT The course and its materials are here for you to learn. Use
them and your time in a way that will benefit you when you
return to your dealership.
TAKE NOTES The course and its materials are here for you to learn. Use
them and your time in a way that will benefit you when you
return to your dealership.
ASK QUESTIONS If you do not understand something in this course, ask your
Instructor for clarification. Asking questions is strongly
encouraged to help you get the most out of this course.
TEAMWORK During the hands-on activities, you will often be working as

a team. By actively engaging in each activity to maximize
your learning experience. While in the lab, feel free to ask
the Instructor questions at any time.
LEARN AT EVERY This course is an opportunity for you to learn in a controlled

OPPORTUNITY environment under the guidance of a trained Kia Instructor.
Through active participation, you can build confidence in
your abilities to diagnose customer concerns right the first
time, every time!

COURSE AGENDA
DAY 1
NO. NAME TYPE
01 Course Guide Introduction

02 Diagnostics Theory
Morning Break
02 Diagnostics Theory
03 Diagnostics Guided Practice
Lunch
03 Diagnostics Guided Practice

Afternoon Break
SIMS Computer Simulations Class Demonstration
SIMS Computer Simulations Guided Practice
DAY 2
NO. NAME TYPE
SIMS Computer Simulations Guided Practice
SIMS Computer Simulations Discussion

Morning Break
04 External Inspections Theory
05 External Inspections Guided Practice
Lunch
05 External Inspections Guided Practice
Afternoon Break
06 Performance Assessment Quiz

PERFORMANCE ASSESSMENT The Performance Assessment Scorecard is used to track

SCORECARD your classroom participation, performance on guided
practices, performance on diagnosis & troubleshooting, and
any written knowledge assessments.
COURSE ACHIEVEMENT A final score of 80% or higher is needed for completion

credit of this course.
* Lack of punctuality and disruptive behavior will result in a

loss of points from class.
PERFORMANCE SCORECARD The Performance Scorecard tracks your performance on

guided practices, diagnosis & troubleshooting, and any
written knowledge assessments.
ANSWER SHEET Record your Performance Assessment answers on this sheet

and turn it in to your instructor for grading. Your score will
be transferred to the scorecard.
SCORECARD ROUTING One copy of the scorecard is yours, and one copy is used to
update your Kia technical training records. Should you not
complete the course, the third copy is forwarded to your Kia
District Parts and Service Manager (DPSM).
ICONS
The Reference Icon indicates you must refer to additional

publications in order to complete the questions or activity.
The Activities Icon indicates an activity that supports a

critical learning objective. These activities are offered
to help you master the material.
The Video Icon indicates there is a video segment

corresponding to the module information.
The Stop Icon indicates a section or activity is complete

and you must wait for further instructions.
The Feedback Icon indicates a progress check meant to

provide you with feedback on your understanding of the
course material. The Feedback Icon also indicates student
participation in presenting their findings and results from
Guided Practice activities for class discussion.

ACRONYMS CVVT Camshaft Variable Valve Timing

D-CVVT Dual Continuously Variable Valve Timing
DTC Diagnostic Trouble Code
DVOM Digital Volt Ohm Meter
ECM Engine Control Module
E-CVVT Electronic Camshaft Variable Valve Timing
ETM Electrical Troubleshooting Manual
GDS Global Diagnostic System
HLA Hydraulic Lash Adjuster
inHG Inches of Mercury
KDS Kia Diagnostic System
KGIS Kia Global Information System
MIL Malfunction Illumination Lamp
MLA Mechanical Lash Adjuster
NVH Noise, Vibration, & Harshness
OCV Oil Control Valve
PCM Powertrain Control Module
PCV Positive Crankcase Ventilation
PSI Pounds per Square Inch
RPM Revolutions Per Minute
SSB Start Stop Button
SST Special Service Tool
TDC Top Dead Center
TSB Technical Service Bulletin
VCI Vehicle Communication Interface (GDS)
VCI-II Vehicle Communication Interface II (KDS)
VIN Vehicle Identification Number
VMI Vehicle Measurement Interface
WLAN Wireless Local Area Network
Note: For the most up-to-date acronym list, refer to KGIS.

NOTES PAGE

Diagnostic Tools Theory
TARGET AUDIENCE Kia Dealership Technicians who are able to diagnose,

troubleshoot, and repair engine mechanical-related customer
concerns.
GOAL Upon completion of this material, the Kia service technician

will be able to demonstrate the knowledge required to
accurately diagnose engine mechanical-related customer
concerns using specific diagnostic tools.
OBJECTIVES Upon completion of this material, you will be able to:
Accurately interpret and understand the results of the

following diagnostic tools:
 Vacuum Gauge
 Compression Gauge
 Leak Down Gauge
 Borescope
 Block Check
 Cooling System Pressure Tester
 DVOM (Coolant Electrolysis Test)
 Stethoscope and Chassis Ears
 Global Diagnostic System
 Oil Pressure Gauge
Understand other variables that can affect engine

performance, such as:
 Cooling System
 Electrolysis
 Oil Viscosity
 Oil Consumption
 Oil Analysis
INSTRUCTIONS Carefully read through the material, take notes based on the
classroom discussion, and study each illustration.
Throughout the material, there will be Progress Check
questions for you to answer. You may use the material to
answer the questions.
TIME TO COMPLETE Approximately 45 minutes

INTRODUCTION While computer-controlled systems may indicate a concern

on a vehicle, there is no substitute for good mechanical
diagnostics to isolate the issue. The engine is essentially an
air pump, and we can use tools to determine how effective
the engine processes air and fuel mixtures.
This material will focus on the use of various diagnostic tools

that are effective in diagnosing a customer’s engine
mechanical-related concerns. The tools covered in this
module are:
 Vacuum Gauge
 Leak Down Gauge
 Borescope
 Block Check Dye
 DVOM
FEEDBACK: Remember these two elements while working

with the tools:
1. Understand the results
2. What do the results lead to next?

4-CYCLE ENGINE Kia 4-cycle (4-stroke) engines require two complete

revolutions of the crankshaft (720°) to perform one
complete cycle. The camshaft rotates once for every two
revolutions of the crankshaft.
During the intake stroke, air and fuel are drawn into the
Intake Stroke engine as the piston moves downward. The intake valve is
open during the intake stroke.

The fuel and air mixture is compressed as the piston moves

Compression Stroke upward. Both valves are closed during the compression
stroke.
The spark plug fires a few degrees prior to TDC to maximize

Combustion Stroke combustion chamber pressure and ignite the air fuel
mixture. This burning and expansion of gasses (rapid
expansion) forces the piston down. This may also be called
the power stroke. Both valves are closed during the
combustion stroke.

After the combustion stroke, the exhaust valve opens,

Exhaust Stroke allowing the burnt air/fuel mixture to be pushed out of the
engine past the open valve. At the top of this stroke, the
exhaust valve closes and the intake valve opens, starting the
cycle over.
Cylinder layouts for V6 (Left) and 4-cylinder (Right) engines

Cylinder Layout are shown in the examples above. Cylinder layout for the V8
engine is shown in the example below.

VACUUM GAUGE The Vacuum Gauge is an often-overlooked diagnostic tool.

Because the pistons, rings, and valves create a lower than
atmospheric pressure inside the engine (referred to as
vacuum), it makes sense to check them for engine
mechanical concerns using a vacuum gauge.
Vacuum Gauges read in Inches of Mercury (inHG). A typical

Kia engine will average 18-20 inHG at idle (at sea level).
To set up a Vacuum Gauge:
 Make sure the engine is at normal operating

temperature.
 Find a direct manifold vacuum source behind the
throttle body or on the intake manifold.
NOTE: A good place to connect the vacuum gauge is the

manifold vacuum side of the EVAP Purge Solenoid.
NOTE: Vehicles equipped with Electronic Throttle Body have

programming that opens the throttle slightly if the vacuum
exceeds 22 inHG on deceleration.
NOTE: Different engine designs produce a variety of

“normal” vacuum readings.

With the Vacuum Gauge connected properly, you can

Vacuum Gauge Diagnostics interpret the readings to determine the following conditions:
Normal
18”-20" steady at hot idle (at sea level), when the throttle is
snapped to WOT, the gauge goes to 0", as engine RPM
decreases to idle, the gauge comes up to approximately 25”
and quickly goes back to 18-20".
Vehicles equipped with Electronic Throttle Body have

programming that opens the throttle slightly if the vacuum
exceeds 22 inHG on deceleration.
Worn Rings or Diluted Oil
Idle vacuum reading is slightly lower than normal. A quick

throttle application drops to 0” (normal). The trick is how it
recovers after acceleration. An engine with worn rings or
diluted oil cannot seal as well and will only bounce up to 20-
22 inHG. Difficult to diagnose on newer vehicles as throttle
compensates.
Sticking Valves
Idle vacuum reading is Normal, but when the sticking valve

is actuated, the needle bounces between the normal 18”-20”
idle reading and 3 to 4 inHG lower.

Burnt Valves or Constantly Leaking Valves
The vacuum needle sweeps 6 to 8 inHG in a rhythmic

pattern.
Poorly Seated Valves
A steady sweep of the needle that drops 2 to 4 inHG, and

then rises to a normal level, will indicate poorly seated
valves.
Worn Valve Guides
A needle that sweeps 4 to 6 inHG may indicate worn valve

guides.
Weak Valve Springs
Raise the engine to 2000 RPM. If the needle flicks

dramatically between 10 and 14 inHG, you likely have weak
valve springs.

Late Valve Timing or Intake Leak
If the Vacuum Gauge is reading steady between 10 and 15

inHG, then there could either be a possible intake leak or
late valve timing.
FEEDBACK: How do you know the difference between late

valve timing and an intake leak?
Major Intake Leak
A low reading of 3 to 6 inHG that is steady may indicate a

severe intake leak. The vehicle will more than likely not stay
running without manipulating the throttle manually.
Clogged Catalytic Converter / Exhaust
Run engine at 2000 to 2500 RPM steady (normal idle

vacuum reading should be displayed). Vacuum gauge will
drop while holding throttle steady if an exhaust or cat is
plugged. Overheating may accompany the clogged
exhaust/cat.
Kia Hybrid vehicle valve timing is modified to simulate the

Atkinson Cycle Vacuum Readings Atkinson Cycle engine. This holds the intake valve(s) open
into the compression stroke and allows a portion of the
air/fuel mixture to be pushed back into the intake manifold.
The intake stroke and compression stroke are still the same
length as the power and exhaust stroke, however with the
late intake valve closing, this makes the length of the
compression stroke “shorter.” This decreases the
compression losses within the engine and allows more
energy from the power stroke to be captured. The down side

is that it decreases the torque output of the engine as well

as lower than normal engine vacuum (approx. 16 inHG at
idle, at sea level).
You need to be aware of these differences when diagnosing

a mechanical concern on an Atkinson Cycle engine.

COMPRESSION GAUGE Compression tests can be used to analyze and diagnose

customers’ concerns related to engine performance.
The cause of a problem may be related to poor compression

(or misfire) due to:
 Burnt Valves
 Blown Head Gasket
 Worn or Broken Primary Compression Rings
 Slipped Timing Belt (or Chain)
 Worn Valves
 Cracked Head
 Cracked Cylinder (Block)
 Restricted Intake Flow
 Restricted Exhaust Flow
CAUTION: The adapter hoses for the Leak Down Gauge

and the Compression Gauge are not interchangeable. There
is a Schrader valve on the Compression Gauge adapter that
is not present on the Leak Down Gauge adapter.
Various types of tests can be performed using a compression

Compression Gauge Diagnostics gauge. There are three tests available with this tool:
 Dry Compression Test
 Wet Compression Test
 Running (Dynamic) Compression Test
The goal is to identify any cylinders with low compression or

a compression difference of greater than 20% between any
two cylinders.

The “dry” compression test (also known as the cranking

Dry Compression Test compression test) is the most common test using the
compression gauge when testing the cylinder’s ability to seal
properly.
WARNING: You must disable both Fuel and Spark or

personal injury may occur.
To perform a dry compression test:

1. Ensure the battery is fully charged.
2. Remove the fuel pump fuse (or relay) to prevent the
engine from starting (and excessive fuel wash into the
oil).
3. Disconnect the ignition fuse (Sensor 1 or 2 fuse) to
prevent possible secondary ignition module damage.
4. Remove all spark plugs. Inspect them and keep them in
order.
5. Depress the throttle pedal to the floor (WOT) and crank
the engine 8 revolutions (4 compression strokes) or until
the compression gauge reaches its highest reading.
NOTE: Optima Hybrid can be cranked using the Engine On

Test under Data Treatment in Vehicle S/W Management on
GDS or KDS if there is an issue using the Start Stop Button
(SSB).
Pressing the throttle to WOT position with key on ready
mode can cause the engine to crank.
Once the test has been performed on each cylinder, the

results for each cylinder should be within 20%. If one
cylinder has greater than 20% difference, then that cylinder
is the likely concern.
FEEDBACK: How many compression strokes are there in 8

crankshaft revolutions?

NOTE: When performing a dry compression test, the data

from the first puff should be about half of the total data. In
other words, the first crank should register as 90 psi if the
overall result is 180 psi.
The wet compression test is similar to the dry compression

Wet Compression Test test but a small amount of oil is squirted into the cylinder.
The oil film on the cylinder walls helps to seal the rings.
During a wet compression test, the cylinder should increase

15 to 20 psi greater than the dry compression test reading.
If the compression increases dramatically in the low cylinder

during the wet compression test, then the likely cause for
the cylinder concern would be worn rings.
If the compression remains the same on the wet

compression test, then the likely causes could be:
 Poor Valve Sealing

 Head Gasket
 Cracked Head
 Cracked Block
 Heavy Cylinder Damage
 Severe Piston Damage
FEEDBACK: Which of these root causes are repairable?
NOTE: Excessively high compression readings (either Dry or

Wet) may indicate a clogged exhaust system.
NOTE: If dry and wet compression tests indicate an issue

with a particular cylinder, the next test to perform would be
a leak down test.

A running (or dynamic) compression test is one of the best

Running Compression Test tests to determine one cylinder’s ability to flow air through
the intake and exhaust. While the dry and wet compression
tests confirm the cylinder’s ability to seal, it doesn’t isolate
the condition of a cylinder’s ability to breathe or flow. A
vacuum test will check flow in a manifold for all cylinders but
not an individual cylinder.
As the title suggests, the engine will be running to test the
compression of each cylinder. There are a few differences
between this test and the dry and wet compression test.
To perform this test, you’ll need to:
1. Reconnect the fuel and ignition systems since they need

to be operational
2. Install all spark plugs, except the one for the cylinder
that will be used for the compression tester.
3. Do not connect the coil for the cylinder to be tested.
4. On non-GDI models, disconnect the fuel injector for the
cylinder being tested or fuel may wash the lubrication
from the cylinder.
5. Verify if the customer’s concern occurs when the engine
is cold or hot. Replicate the concern by running a cold or
hot running compression test.
CAUTION: DO NOT remove the Schrader valve PRIOR to

performing the running compression test. This will damage
the gauge. The running compression test can ruin the
Schrader valve on the tester.
NOTE: Schrader valves in compression gauges are not

interchangeable with tire Schrader valves, which will result in
lower readings.

Performing the Test To perform the test, start the engine and record the reading
(running compression). The result at idle readings is typically
half of the cranking (dry) compression.
Next, snap the throttle wide open to get a “gulp” of air as if

the engine were about to bog and record the reading (snap
throttle reading). The result should be 80% of the dry
cranking compression.
VIDEO: Running Compression Test
After performing the running compression test, you will have

three readings:
1. Cranking Compression readings (from dry and wet

compression tests performed earlier)
2. Running Compression readings
3. Snap Throttle readings

Understanding Compression The following results highlight two possible scenarios and
Results what the causes might be.
Scenario 1: If recorded results look like:
 Cranking Compression 180

 Running Compression 90
 Snap Throttle Compression 95
Notice that the snap throttle compression is much lower

than 80% of cranking compression. This indicates
restricted air intake flow for this cylinder, such as:
 Severely Carboned Intake Valve

 Worn Intake Lobe on the Camshaft
 Rocker Problem
 Variable Intake System concern
 Intake Camshaft Timing off
Scenario 2: If recorded results look like:
 Cranking Compression 175

 Running Compression 85
 Snap Throttle Compression 170
Notice that the snap throttle compression is much greater

than 80% of the cranking compression. This indicates
restricted exhaust flow for this cylinder, such as:
 Worn Exhaust Camshaft Lobe

 Collapsed Hydraulic Lash Adjuster
 Exhaust Camshaft Timing off
 Clogged exhaust
FEEDBACK: Can a worn cam lobe cause a misfire?

LEAK DOWN GAUGE A Leak Down Gauge (or cylinder leakage tester) is useful to
determine the amount of leakage in a combustion chamber.
While the compression test determines the cylinder’s ability

to create compression, the leak down test determines the
cylinder’s ability to seal and can help pinpoint where
compression loss may be occurring.
This tool will provide data that can be used to determine if

the cylinder is in good condition. A cylinder in poor condition
could lead to a misdiagnosis, which leads to unnecessary
ignition or fuel system work.
VIDEO: Leak Down Gauge.
NOTE: The leak down test should be performed in the firing

order of the engine. DO NOT rotate the engine in reverse
rotation or the belt or chain could possibly slip and valve
timing may be affected.

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

Leak Down Gauge Set-up
1. Loosen all spark plugs and retighten prior to warming the
engine (to prevent thread damage when removing on a
warm engine).
2. Warm the engine to normal operating temperature.
3. Remove all spark plugs. Keep in order with cylinders in
case you wish to examine them later.
4. Remove fuel pump fuse or relay and/or Sensor 1 or 2
fuse.
5. Remove air cleaner and oil filler cap.
WARNING: Remove the radiator cap prior to warming up

the engine to prevent possible injury from hot coolant. Use
caution as hot coolant may spill from the radiator.
6. Rotate the tested cylinder to TDC on Compression

Stroke.
7. Thread the adapter into the spark plug hole.
8. Turn the regulator knob off (full counter clockwise).
9. Connect tester to 120 psi air supply.
10. Dial regulator knob until the supplied pressure is at 100
psi.
NOTE: Some Leak Down Gauge manufacturers may vary the

supplied pressure. Follow the manufacturer’s instructions
carefully when performing a leak down test.

11. Record leakage for each cylinder.

12. Relieve the pressure in the lines by turning the regulator
knob counter-clockwise after each test.
CAUTION: Spark plug threads may soften/weaken as the
engine warms up. Be sure to insert the spark plug and
tighten by hand. Then use a torque wrench to tighten the
spark plug to specification.
Record the percentage of cylinder leakage for each cylinder.

Reading Engines with larger diameter bores will tend to show more
Leak Down Gauge leakage than smaller diameter bores.
Results
Less than 15% Greater than 15%
 Leakage less than 15% is acceptable.

 Leakage greater than 15% could indicate a concern.
Air escaping excessively is a concern that can be identified

by listening and feeling for air flow from the:
Intake valve not sealing.

Intake
 Be sure to have the throttle body open when listening for
sounds / feeling for air flow at the throttle body. If the
throttle blades are closed, then the air may bounce back
into the intake plenum and enter another cylinder, which
may sound like a head gasket if the cylinders are
adjacent.
 Leakdown air can travel from the crankcase, through the
PCV plumbing and into the intake, making you think you
have a bad intake valve when you don’t. Pinch off the
PCV vacuum and inlet hoses to eliminate misdiagnosis.
Exhaust valve not sealing.

Exhaust
Weak or damaged piston rings.
Oil Filler Cap
 It is normal to feel some flow at the oil filler cap as the
rings are where the “Normal” 10-12% reading comes
from.


Bubbles in the coolant indicate a faulty head gasket or a

Radiator hairline crack in the engine block or cylinder head.
Indicates that the cylinder being tested is leaking into the

Adjacent Spark Plug next cylinder through a faulty head gasket (or possible
cracked head).
Just as you can hear water rushing through pipes in walls,

can you HEAR the leak down air traveling through the
engine?
Also, do you FEEL air flowing out the intake, exhaust, etc.
You should be able to feel the air flow if you can hear it. This
may be more difficult at the exhaust.
If all cylinders indicate greater than 15% leakage, verify the

All Cylinders Below Spec arear of concern by listening to the following areas:
 Intake / Exhaust - Intake and/or exhaust valves not

sealing properly (possible slipped timing)
 Oil Filler – Worn rings
NOTE: A stethoscope can be useful for detecting small

amounts of leaking air while eliminating shop noise.

BORESCOPE The borescope can save a lot of time by viewing inside the
cylinder for damage before disassembling the engine. A
good borescope will typically have a built-in light to view in
dark places.
Several good uses for a borescope are:
 Piston Head - view for damage or interference
 Variable Intake Control System - search for any

missing clip or missing screws
 Combustion Chamber - foreign material
 Valves - Carbonization or damage
 Oil Leaks – Check for oil leaks in hard-to-see areas that

cannot be seen with a mirror and a flashlight
On MPI engines, you can view the back side of the intake
valves for carbon deposits by removing the fuel injectors.
CAUTION: Be sure to disconnect the battery to prevent the

starter motor from engaging. If the engine cranks over while
inspecting the cylinder, expensive damage will occur.
CAUTION: Be sure to remove the batteries from the

borescope after use so they do not leak and cause damage
to the borescope.

BLOCK CHECK A block check can be useful for confirming a combustion leak
into the cooling system via head gasket, cracked cylinder
head, or cracked engine block.
To set up a block check using the block tester and test fluid
(dye), follow these steps:
1. Drain or siphon the coolant about 2” to 3” below the

radiator cap filler neck.
NOTE: This test does not sample coolant; only exhaust

gases present in the cooling system. If coolant is drawn into
the test unit, the metallic filter may get contaminated or
corroded, which will affect the operation of the test.
2. Be sure the glass testing tube is clean with no residue

from prior tests, then add the test fluid to the glass
testing tube up to the “fill-to-here” line.
3. Snug the block tester rubber base into the radiator filler
neck. Do not twist on the glass tube.
4. Start the engine and place the suction bulb onto the top
of the block tester. Squeeze and release the bulb
repeatedly for 1 minute.
5. If the dye changes from blue to green to yellow, then

you have a combustion leak.
 Always discard the test fluid if it changes color.
Thoroughly clean and put the tester away.
NOTE: Block tester and dye can be found in most

aftermarket stores. This tester is from NAPA Auto Parts P/N
BK 7001006. Block Tester Test Fluid is P/N BT 600.
VIDEO: Block Check.

COOLING SYSTEM The cooling system is vital for proper engine operation.
Without a cooling system, the engine would obviously
overheat and seize. The typical gasoline engine is about
20% efficient in converting gasoline to mechanical energy,
and the other 80% is carried away in heat (another form of
energy).
Not only do cooling systems have to remove heat, they also

have to warm up the engine fast. A thermostat that is stuck
closed would overheat the engine and may result in engine
damage; if it is stuck open, then it will take a while to warm
up. A malfunctioning thermostat may set a P0128 DTC.
In addition to removing heat and warming up the vehicle

quickly, the cooling system must also maintain the proper
heat range.
After performing any cooling systems repair, inspect the

cooling system for leaks. Constant tension hose clamps will
leak coolant if they are not installed in their original position
on a coolant hose.

Care and maintenance of the cooling system is critical for

Electrolysis Testing long-term reliability. Electrolysis occurs when dissimilar
metals decay typically in the radiator and heater core.
Unfortunately, electrolysis can also rot away head gaskets
and cause a leak.
To check for electrolysis in the cooling system, follow these

steps:
1. Use a DVOM set to DC volts. Place the positive probe of

the meter in coolant flow and negative lead on negative
battery cable (see photo). Turn on all loads (A/C,
headlamps/radio/defroster) and run engine at 2,000
rpm. Record maximum voltage.
2. If the voltage is more than 400mV, perform a voltage

drop from the engine to the negative battery post and
from the frame/body to the negative battery post.
Voltage drops should not exceed 100 mV (.1V). Repair
and clean grounds if needed. Repeat step No. 1 to
confirm voltage is below limit.
3. If voltage is still over 400 mV (.4V), flush coolant and

refill with specified concentration.
4. If voltage drop is still greater than 100 mV (.1V), add a

wire from the radiator/heater core to a good chassis or
engine ground. Confirm continuity from core to negative
battery cable to confirm proper grounding.
* Technician Times, Volume 7, Issue 3

COOLING SYSTEM A Cooling System Pressure Tester is a great tool for

PRESSURE TESTER diagnosing cooling concerns and finding coolant leaks. The
tester has a gauge that allows you to view applied pressure
and watch for loss of pressure, indicating a possible leak.
CAUTION: Do not OVER pressurize the system or damage

may occur to the cooling system components.
Pressure is critical in a cooling system since it raises the

boiling point. If the coolant boils, the bubbles created in the
boiling process will stick to the walls of the cylinders in the
water jacket and in pockets in the cylinder head. Bubbles
displace water and create hot spots that can damage
components.
There are two tests that can be performed with the Cooling
System Pressure Tester:
 Cooling System Pressure Test

 Radiator Cap Pressure Test
CAUTION: Remember to use Kia Long-Life coolant pre-

mixed 50/50 coolant or mix only with distilled water. The
process of distillation removes impurities from the water
leaving only pure water (without minerals). Mineral deposits
can build up in a cooling system and restrict heat transfer.

Testing the Cooling System To set up the Cooling System Pressure Tester to test the
cooling system, follow these general steps:
1. Let the engine cool.
2. Remove the Radiator Cap and note the PSI rating on the
cap.
3. Connect the Cooling System Pressure Tester to the

radiator filler neck and pressurize the system to match
the PSI value listed on the cap.
4. Inspect for leaks. Listen for air bubbles escaping. Watch

the gauge for pressure drops.
NOTE: Sometimes the leak will be easy to find. Concerns

that are more difficult could take some time. For those
tougher concerns, leave the pressure tester on for an hour
or even overnight.

Testing the Radiator Cap To set up the Cooling System Pressure Tester to test the
Radiator Cap, follow these general steps:
1. Let the engine cool.
2. Remove the Radiator Cap and connect it to the cap

adaptor in the tester kit.
3. Connect the Cooling System Pressure Tester to the other

end of the adapter.
NOTE: Kia radiator caps typically have a “1.1” stamped onto

the steel tab of the radiator cap. This stands for 1.1 Bar (or
Barometric Pressure). Since Barometric Pressure is 14.7 then
1.1 Bar is equal to 16 PSI (rounded up). Be sure to check
the Bar Pressure reading on the radiator cap. Kia vehicles
may also be equipped with 0.9 Bar cap that is equal to 13
PSI (rounded up).
4. Pressurize the Radiator Cap. If the cap is working

properly, it will relieve at the pressure specified on the
cap.
 If the cap will not build to the specified pressure, it is
faulty.
 If pressure doesn’t bleed off from the cap (too high),
the cap is faulty as well.
NOTE: If the cap tests OK, be sure to inspect the radiator

filler neck for dings, which may release pressure. Also,
inspect the rubber on the radiator cap to determine if the
cap will seal appropriately.

STETHOSCOPE AND CHASSIS Stethoscopes and chassis ears can be very helpful in
EARS diagnosing sounds from the engine area. The sensitivity of
this equipment can quickly diagnose a top-end sound from a
bottom-end sound.
These tools can also be used to separate Transaxle sounds
from the engine sounds. For example, a damaged flex plate
or a screw that backs out of a torque converter could make
sounds that increase with RPMs, which may be disguised as
engine sounds.
To operate the chassis ears:

1. Attach the clip close to the suspected noise
2. Secure wires away from heat or moving parts
3. Start the engine and duplicate the condition
4. If driving, have an assistant or use an external speaker,
if equipped.
What would a lower end noise sound like? Upper end?

 Lower end: low, bass-type sound
 Upper end: higher pitched, tingy sound
Would the sound match RPMs?

 Lower end matches RPM
 Upper end is half the speed of RPMs
VIDEO: Electronic Chassis Ears.

GLOBAL DIAGNOSTIC The GDS and KDS are powerful tools that can aid with
SYSTEM (GDS) / diagnostics. You can find the latest information by searching
KIA DIAGNOSTIC Technician Times Articles, Technical Service Bulletins, Pitstop
SYSTEM (KDS) Articles, and Campaigns.
Several clues may indicate something is mechanically wrong

with the engine, such as:
 Lean Fuel Trims - Caused by low compression.
 Injector Pulse Widths - May compensate for

mechanical engine concerns.
 Diagnostic Trouble Codes - Mechanical engine

concerns can create misfires.
 Power Balance Test - Use the GDS or KDS to perform

an Actuation Test on the fuel injectors.
Use the GDS or KDS to see if the vehicle has been

reprogrammed.
NOTE: Get the latest Service Information for oil pressure

specifications and cylinder head bolt torque specifications
using the GDS, KDS, or KGIS.

Fuel Trim is the adjustment the PCM makes to the fuel

Fuel Trims mixture to maintain a balanced air/fuel ratio. Fuel trim is
usually displayed as a percentage (%) reading in Engine
Current Data.
POSITIVE (+) fuel trim values mean the PCM is adding fuel
(increasing the pulse width or on-time of the fuel injectors)
to add more fuel to the engine to RICHEN the fuel mixture
because it thinks the engine’s air/fuel mixture is running too
lean.
NEGATIVE (-) fuel trim values mean the PCM is subtracting

fuel (decreasing the pulse width or on-time of the fuel
injectors) to reduce the amount of fuel injected into the
engine to LEAN out the fuel mixture to compensate for what
it perceives as a rich running condition.
Short Term Fuel Trim (STFT) is what the engine

computer is doing to the fuel mixture right now. This value
changes rapidly and can bounce around quite a bit
depending on engine load, speed, temperature, and other
operating conditions). Values normally range from negative
10 percent to positive 10 percent, though the readings may
jump as much as 25 percent in either direction.
Long Term Fuel Trim (LTFT) is a longer term average of

what the engine computer has been doing to balance the
fuel mixture over a predetermined interval of time. This
value is a more accurate indicator of how the fuel mixture is
being corrected to compensate for changes in the air/fuel
ratio that are occurring inside the engine.
If compression is low in one or more cylinders or a vacuum

leak is present, current data may display positive (+) LTFT
values as the engine thinks it is running lean.

LUBRICATION It has been said that oil is the “life blood” of an engine,
which means it is important to keep clean and viable. Oil
that has been contaminated with fuel dilution, contaminated
with water, or not maintained where the oil has extended
beyond the manufacturer-recommended service interval will
have adverse effects on the mechanical components that
require lubrication.
Oil viscosity is the thickness of the oil. A lower viscosity

Oil Viscosity rating means the oil will flow faster while higher viscosity
ratings mean the oil will flow slowly.
The 5w-20 and 5w-30 used in Kia vehicles flows well for a
wide variety of temperatures. The “5” indicates the flow at
cold temperature while the “20” or “30” indicates the flow at
operating temperature.
NOTE: Most Kia models have the oil viscosity listed on the
oil filler cap itself. Check the oil cap, KGIS, or the owner’s
manual for the recommended oil viscosity.

We often receive calls asking what normal oil consumption

Oil Consumption is. Kia does not publish any official oil consumption numbers;
however, we can offer some general guidelines.
 Normal oil consumption should be in the range of 1 quart

every 2000 to 4000 miles, depending on vehicle
operating conditions. Examples of operating conditions
that can increase oil consumption are:
o High-speed driving with frequent wide open throttle
operation.
o Mountain and city driving.
o New vehicles with less than 3000 miles (during
engine break-in, oil consumption could be up to 1
quart/1000 miles).
o Heavily loaded vehicle (full passenger/cargo load).
 Always check the oil level hot, with the engine at normal
operating temperature. Remember fluid expands when
hot.
* Technician Times, Volume 2, Issue 3
NOTE: On the subject of city driving oil consumption, keep

in mind that the engine is often idling for long periods of
time in stop-and-go situations and traffic jams. This results
in many hours of engine running time without covering
many miles, which will give high oil consumption numbers
that are not realistic.

Careful diagnosis for an oil consumption concern is critical.

External Inspections One example could be a stuck thermostat.
If the thermostat is stuck open, it may inhibit the engine

from warming up, which will cause excessive deposits. Those
deposits could cause stuck oil control rings, which leads to
excess oil on the cylinder walls and causes an oil
consumption concern.
FEEDBACK: If the oil consumption concern is valid, then

begin with some external inspections:
 Are there any publications on this concern?

 Is the engine overfull?
 Are there any external leaks?
 Is there blue smoke from the exhaust?
 Any deposits on the spark plugs?
 Is the vehicle short-tripped?
 Does the vehicle idle for prolonged periods?
 Does the service history, or lack of one, add evidence for
oil consumption?
 Excessive oil in the intake? This could be caused by a
malfunction in the PCV system causing excessive reverse
flow or excessive reverse flow caused by blow-by in the
system.
Inspect the PCV system for:
 Wrong PCV valve (aftermarket?).

 PCV valve installed improperly.
 PCV stuck open (deposits, high idle).
 PCV fresh air hose blocked.
 PCV vacuum hose blocked.
 PCV baffling damaged on valve cover.
The PCV system uses engine vacuum to draw crankcase

vapors into the intake system to be burned as part of the
engine combustion. The air drawn into the engine by the
PCV system is filtered by the air filter.

Oil consumption can also result from internal engine

Internal Inspections mechanical concerns. A compression gauge and leak down
gauge can determine if the cylinder has ring-sealing
problems. This can be an internal concern for excessive oil
consumption.
FEEDBACK: Other internal causes for oil consumption are:
 Cylinder wall damage.

 Wrong head gasket after a repair could have blocked
head drain holes, which would flood the head with too
much oil and force oil past the valve guides.
 Seized rings.
 Oil deposits in the ring groove.
 Valve deposits could indicate oil consumption down the
valve guides. A borescope would be handy for this
inspection.
 Valve guide seals.
 Valve guide wear.
 Cylindricity means that the cylinder must be a perfect
hole; rings will not seal if cylinders are tapered or oval.
 Cylinder scoring.
 Cylinder bluing from lack of lubrication.
 Cylinder glazing means for new rings to seal that the
cylinders must first be deglazed.
 Excessive ring-end gap.
 Excessive bearing clearance will have increased oil flow
and could sling excessive oil on the cylinder wall
increasing oil consumption.

OIL PRESSURE Oil is vital to your engine’s mechanical components, and

pressure is how it gets there. Oil pressure will vary for nearly
every Kia engine so be sure to check the Service Information
for the latest specifications.
Oil pressure can be checked with an Oil Pressure Gauge. The

Oil Pressure Gauge Oil Pressure Gauge is useful to determine excessive HLA
sounds or bottom-end concerns.
When setting up the gauge, be sure to:
1. Check that the oil is at the proper level.

2. Warm the engine up to operating temperature.
3. Remove the oil sending unit.
4. Connect the gauge to the oil-sending unit port.
5. Start the engine and check for leaks around the gauge
connection at the engine block.
6. Check the gauge to see it is operating properly.
7. Keep the gauge away from the hot exhaust or any
moving parts.
8. Record the data.
Reading the Results The reading will be low, normal, or high relative to
specification.
 Low - clogged pick up screen, faulty oil pump, worn
connecting rod or main bearings, aftermarket oil filter,
contamination, damaged oil pan, or stuck relief valve.
 Normal - inspect for maintenance and change oil as
needed.
 High - possible restriction in the oil galleries or stuck
closed relief valve in the oil pump, this may cause hyper
extended hydraulic lifters and valves not closing fully
(leaking).
NOTE: Some engine noise concerns have been results of

aftermarket oil filters.



OIL ANALYSIS An oil analysis is not a common test method for most
concerns. However, it can be useful for persistent concerns
or for customers who are meticulous about their Kia.
A Wear Metal Reference Guide will relate the trace metals

found in the analysis and relate them to the suspect
component.
NOTE: The oil analysis can be useful for customers who also
experience an oil consumption concern.
Iron - Cylinders, Gears, Rings, Crankshafts, Liners, Bearings,

Housings, Rust
Chromium - Rings, Roller Bearings, Rods, Platings Lead,
Bearing Overlays
Copper - Bearings, Bushings, Thrust Washers, Oil Cooler,
additives in the oil
Tin - Bearings, Bushings, Piston Platings
Aluminum - Pistons, Bearings, Pumps, Rotors, Thrust
Washers
Nickel - Valves
Silver - Bearings, Bushings, Platings
Manganese - Liners, Rings, additive in fuel
Silicone - Airborne contaminants (poor air filtration) and
abrasives in the oil used as an anti-foaming agent
Boron, Sodium, and Potassium - Found in anti-freeze
Magnesium, Calcium, and Barium - Detergent additive
and dispersant
Phosphorous, Zinc, and Molybdenum - Anti-Wear
additive

THIS PAGE INTENTIONALLY BLANK

Summary
Diagnostic tools are useful for accurately diagnosing engine

mechanical concerns. The engine is an air pump that must
draw in air. It must also be able to remove the burnt gases
from the combustion chamber. Using these diagnostic tools
will help you determine how well the engine is sealing,
compressing, and flowing.
In this material, you have learned how to:
Accurately interpret and understand the results of the

following diagnostic tools:
 Vacuum Gauge
 Leak Down Gauge
 Borescope
 Block Check Dye
 DVOM
Understand other variables that can affect engine

performance, such as:
 Cooling System
 Electrolysis
 Oil Viscosity
 Oil Consumption
 Oil Analysis

PROGRESS CHECK QUESTIONS 1. During which of the strokes listed below for a 4-cycle
engine are air and fuel drawn into the engine?
A. Intake
B. Compresion
C. Combustion
D. Exhaust
2. When diagnosing an engine using the vacuum gauge,

the needle sweeps 6 to 8 inHG in a rhythmic pattern.
This indicates which of the conditions listed below?
A. Worn rings
B. Late Valve Timing
C. Major Vacuum Leak
D. Burnt Valves
3. A technician is performing a leak down test on a Kia 2.0L

engine.
Technician A says if you hear and feel air coming from
the exhaust pipe during this test, this would indicate a
faulty exhaust valve.
Technician B states that if you hear air coming from the
intake manifold during this test, this would indicate a
faulty intake valve.
Who is correct?
A. Technician A only
B. Technician B only
C. Both Technician A and Technician B
D. Neither Technician A nor Technician B
4. Two technicians are discussing leak down testing.

Technician A says the engine should be at operating
temperature before performing this test.
Technician B says you should fill the cylinder with
unregulated shop air.
Who is correct?

PROGRESS CHECK QUESTIONS 5. A technician is using a borescope in a Kia engine.

(CONT.) Technician A says that you can view carbon deposits on
the intake valves with this tool.
Technician B says you can view the piston for signs of
damage.
Who is correct?
6. Two Technicians are discussing electrolysis and testing

with a DVOM.
Technician A says electrolysis can corrode away head
gaskets.
Technician B says the voltage should not exceed 200mV
at idle.
Who is correct?
7. Two technicians are discussing how to use KGIS on the

GDS or KDS as a resource to find information related to a
mechanical engine concern.
Technician A says you can search the latest Technician
Times Articles, Technical Service Bulletins, Pitstop
Articles, and Service Campaigns.
Technician B says you need a special tool that is not
supplied with the GDS to read Fuel Trim data.
Who is correct?

Notes Page

DIAGNOSTIC TOOLS GUIDED PRACTICE

troubleshoot, and repair engine mechanical-related customer
concerns.
GOAL Completing this guided practice prepares you to diagnose

and troubleshoot engine mechanical concerns using the
appropriate diagnostic tool.
OBJECTIVES Upon completion of this guided practice, you will be able to

accurately set-up, calibrate, and interpret the readings of
the following diagnostic tools:
Vacuum Gauge
Compression Gauge
Leak Down Gauge
Borescope
Block Check Dye
Cooling System Pressure Tester
DVOM
Chassis Ears & Stethoscope
GDS Scantool
Oil Pressure Gauge
INSTRUCTIONS Carefully read through the material and take notes based on
the classroom discussion. Throughout the guided practice,
there will be activities for you to participate in.
REQUIRED MATERIALS In order to complete this guided practice, you will need the
following items:
Pen or Pencil
Safety Glasses
TIME TO COMPLETE Approximately 2 Hours

ACTIVITY 1 – VACUUM GAUGE
In this activity, you will use a vacuum gauge to check the

operating condition of the engine. Follow all shop safety
rules.
Assigned Vehicle: __________________________________
1. Find the appropriate adapter for the Vacuum Gauge (if

applicable) and connect the Vacuum Gauge to a good
manifold vacuum source on the vehicle.
2. Pull the Main Relay, Fuel Pump relay or the Sensor 1 or 2

fuse. With the Vacuum Gauge secured, crank the engine.
What was the cranking vacuum? _____________
3. Reconnect the Main Relay or the Sensor 1 or 2 fuse.

With the Vacuum Gauge secured, start the engine. What
is the reading on the Vacuum Gauge with the Air
Conditioning Off? _____________
4. Turn the A/C on. What is the reading on the Vacuum

Gauge? _____________
5. Is this a normal or abnormal condition? _____________

If abnormal, what may be the cause(s)?
* If abnormal, contact your Instructor.
6. Snap the throttle (not rev the engine). What does the
Vacuum Gauge do? ______________________________
Why? _________________________________________
7. With the engine idling, disconnect an ignition coil

connector. What is the reading on the vacuum gauge?
_____________
8. Turn off the engine, put the Vacuum Guage back in its
case and reconnect the disconnected hose from the
engine.

ACTIVITY 2 – COMPRESSION GAUGE
In this activity you will use a compression gauge to perform

the following compression tests:
 Dry Compression Test
 Wet Compression Test
 Running Compression Test
Follow all shop safety rules.
TASK 1 1. Open the Compression Tester Kit and make sure all of
DRY COMPRESSION TEST the appropriate accessories are available.
2. With a DVOM, check battery voltage. What is the

reading? _____ V
If voltage is low, the engine turns slowly and
Compression Gauge readings will be lower.
3. Loosen and re-tighten all spark plugs prior to warming

the engine to prevent thread damage.
4. Bring the engine to operating temperature to ensure

tight tolerances.
5. Set the parking brake and pull the Main Relay, Fuel
Pump relay or the Sensor 1 or 2 fuse.
6. Remove all of the spark plugs.
7. Perform a DRY COMPRESSION TEST: Insert the

adapter into the spark plug hole of cylinder 1.
8. While holding the accelerator pedal to the floor, crank

the engine over 7-8 times (until the highest reading is
achieved). Repeat this test for each cylinder and record
the highest reading below. X out cylinders 5 and 6 if
working on a 4-cylinder engine.
CAUTION: Be sure to release the pressure in the gauge by

pressing the release button before moving the gauge to the
next cylinder.
Cylinder 1 2 3 4 5 6
Dry
Reading

TASK 2 Follow all shop safety rules. This test will ONLY be
RUNNING performed on one cylinder.
COMPRESSION TEST
NOTE: The single-cylinder engine running compression test

is just for practice. When testing at the shop, all cylinders
will be tested.
1. To perform a RUNNING COMPRESSION TEST: Install

all of the spark plugs and ignition coils into all cylinders,
except for the cylinder to be tested. Be sure to torque
the spark plugs to specification.
2. Carefully thread the adapter into the spark plug hole to

be tested and connect the tester.
3. Start the engine and record the (engine running)

readings. Can you get a good reading? If not, try
inserting the Schrader valve and test again.
NOTE: Use the technique that will give you the best reading
to complete the exercise.
The Schrader valve will be damaged during this test. If

readings are not steady, replace the Schrader valve.
4. Quickly snap the throttle to get a gulp of air into the

cylinder. Do not rev the engine as the gulp of air is what
we are measuring, not RPM. Record your results for
each cylinder. X out cylinders 5 and 6 if working on a 4-
cylinder engine.
Running
Snap
5. Are the results within specification?

If not, list the possible concerns.
6. Put the components back into their case, install the spark
plug and ignition coil, and clear any DTCs using GDS or
KDS.

ACTIVITY 3: LEAK DOWN GAUGE
In this activity, you will use a leak down gauge to check the
sealing of the cylinder (rings, valves, head gasket). Follow all
shop rules.
1. Bring the engine up to operating temperature.
2. Remove all of the spark plugs. Remove the intake hose,

oil filler cap, and radiator cap.
WARNING: Be careful when removing the radiator cap on a

hot engine or personal injury may result.
3. Position the cylinder to be tested in the Top Dead Center

position of the Compression Stroke.
CAUTION: Remember to only rotate the engine in the

direction of normal rotation or you may jump timing.
4. Insert the adapter hand tight into the spark plug hole of
the cylinder to be tested.
5. Turn the regulator on the gauge fully counter-clockwise

before connecting the gauge to the air supply hose.
6. Connect the air supply hose to the gauge. Connect the

gauge to the adaptor on the engine. Adjust the regulator
knob to 100 psi on the gauge and record cylinder
leakage below.
Reading
7. Did you hear any excessive sounds from the throttle

body, oil filler cap, or exhaust? Were there any bubbles
in the radiator?
[ ] Yes [ ] No
If YES, where? _________________________________

ACTIVITY 3: (CONT)
8. Reduce the regulator pressure to 0 psi before

disconnecting the adaptor. Repeat steps 4 to 10 for each
cylinder to be tested.
9. After all cylinders have been tested, return the

equipment back to the storage container. Leave the
spark plugs out of the engine.

ACTIVITY 4: BORESCOPE
In this activity, you will use a borescope to inspect the

cylinders of the engine. Follow all shop rules.
1. With the spark plugs still removed from the previous

activity, use the borescope to inspect all the cylinders.
2. Did you find any damage to the piston or scoring of the

cylinder walls in any of the cylinders?
[ ] Yes [ ] No
If YES, what did you find?
3. How would the borescope assist in determining a

cylinder sealing issue that is discovered during a leak
down test?
4. Return the equipment to the storage container and

install the spark plugs and ignition coils on the engine.
Clear any DTCs using GDS or KDS.

ACTIVITY 5: BLOCK CHECK
In this activity, you will check for a cracked block or blown

head gasket using the block checker. Follow all shop rules.
1. Set the emergency brake or raise the vehicle so the

wheels are off the ground.
2. Remove the radiator cap. Drain the coolant so the fluid

level is about 1” - 2” from the base of the filler neck.

3. Remove block check test kit from container. Pour tester

fluid into the glass test unit to the marked “fill level.” Put
the lid back on the primary fluid container.
4. Place the glass test unit onto the radiator filler neck by
securing and gently twisting the rubber base.
CAUTION: Do NOT twist the glass tube as the force can

crack the glass tube.
5. Start the engine and let it warm to operating

temperature. Place the rubber squeeze bulb onto the
glass test unit. Squeeze the rubber bulb for 1 minute
with the engine running.
CAUTION: You will be sampling air in the top of the

radiator for combustion gases. Do not sample coolant! If
coolant is entering the glass test unit, you will need to drain
more coolant from the system.
6. What color is the fluid after 1 minute of squeezing the

bulb on a warm engine? ________________________
If the fluid is blue and didn’t change, then it is safe to
pour back into the primary container and reuse.
If the color of the fluid changed (or if coolant was sucked
in), discard the fluid and rinse the glass test unit clean.
NOTE: ONLY reuse blue fluid that is not contaminated by

combustion gasses.
7. Return the components back to the storage container

and reset the vehicle.

ACTIVITY 6: COOLING SYSTEM PRESSURE TESTER
In this activity, you will pressurize the cooling system and

check for leaks using the cooling system pressure tester.
Follow all shop rules.

1. This test is best if performed on a cool engine. Heat

causes parts to expand and may seal a leak.
2. Carefully remove the radiator cap and protect yourself

from any coolant.
3. Check the coolant level in both the reservoir and

radiator.
Are they within specification?
[ ] Yes [ ] No
4. Connect the cooling system pressure tester to the

radiator filler neck.
5. Pressurize the system to the PSI indicated on the

radiator cap.
Is the system holding the pressure?
[ ] Yes [ ] No
Are there any leaks?
[ ] Yes [ ] No
If so, where is the source of the leak?

ACTIVITY 6: (CONT.)
6. Remove the cooling system pressure tester and connect

the adapter to test the radiator cap.
What is the pressure rating of the radiator cap? _______
What is the pressure reading on the tester? _______
Is this within specification?
[ ] Yes [ ] No
7. Return the equipment to its storage case and reset the

vehicle.

ACTIVITY 7: DVOM
In this activity, you will use a DVOM to measure coolant

electrolysis. Follow all shop rules.

1. Use a DVOM set to DC volts. Place the positive probe of

the meter in coolant flow and negative lead on negative
battery terminal. Turn on all loads (A/C, headlamps,
radio, defroster) and run engine at 2,000 rpm. Record
maximum voltage.
2. If the voltage is more than 400mV, perform a voltage

drop from the engine to the negative battery post and
from the frame/body to the negative battery post.
Voltage drops should not exceed 100 mV (.1V). Repair
and clean grounds if needed. Repeat step #1 to confirm
voltage is below limit.
Record your results __________
3. If voltage is still over 400 mV (.4V), notify your

Instructor.
4. Return the equipment to the storage container and reset

the vehicle.

ACTIVITY 8: CHASSIS EARS & STETHOSCOPE
In this activity, you will use the chassis ears and/or

stethoscope to pinpoint any abnormal engine noises. Follow
all shop rules.
1. Remove the Chassis Ears from the container.
2. Connect the clips to various locations to detect the

specified sounds:
a. Valve Train
b. Accessory
c. Bottom End
d. Automatic Transaxle
3. Secure the transmitters and cables away from heat and

moving objects using the velcro straps. Turn the
transmitters ON.
4. Start the engine and double-check the transmitters, clips,

and cables to ensure they are free from heat and moving
objects.
5. Turn on the receiver and adjust the volume as needed.
6. Toggle the receiver buttons 1 -4. Notice the intensity

meter.
Do you hear any abnormal sounds?
[ ] Yes [ ] No
7. Gently snap the throttle.

Did you hear any abnormal sounds?
[ ] Yes [ ] No
8. Hold the throttle steady between 2000 and 2500 RPM.

Do you hear any abnormal sounds?
[ ] Yes [ ] No
9. Turn off the engine. Put the transmitters and receiver

back into the case and reset the vehicle.

ACTIVITY 9: GDS / KDS SCAN TOOL
In this activity you will check the following using the Global
Diagnostic System (GDS) or Kia Diagnostic System (KDS)
Scantool:
 STFT
 LTFT
 DTCs
Follow all shop rules.
1. Connect the VCI and GDS or the VCI-II and the KDS
Scantool to the vehicle.
2. Once connection has been established, go to Engine

Current Data and record the STFT and LTFT below.
STFT __________
LTFT __________
NOTE: In current data, STFT and LTFT may have different

names such as "lambda correction”.
3. Check the vehicle for DTCs. Are there any DTCs present
that can be cause by an engine mechanical concern?
If so, please list the DTCs
4. List any engine mechanical concern that could be related

to the fuel trim values and DTCs present.
5. Return the GDS or KDS equipment to its proper location


ACTIVITY 10: OIL PRESSURE GAUGE
In this activity, you will check engine running oil pressure

using an oil pressure gauge. Follow all shop rules.
1. Using KGIS, GDS or KDS, locate the Oil Pressure Switch

and find the oil test specifications for the assigned
vehicle.
2. With a drain pan handy, raise the vehicle and remove

the Oil Pressure Switch. Be sure to protect your eyes,
clothes, and anything else that can be damaged by oil.
3. Screw the Oil Pressure Gauge into the Oil Pressure

Switch hole in the engine block.
WARNING: Be careful of hot surfaces and moving parts.
4. Start the engine.

What is the cranking oil pressure? _____________
What is the running oil pressure? _____________
Was the test performed Hot or Cold? _____________
What RPM was the test performed as specified on the
Global Diagnostic System? _____________
Is this within specification? _____________
5. Test the Oil Pressure Switch

With a DVOM set to Ohms, is there continuity between
the terminal and the body?
[ ] Yes [ ] No
If there is no continuity, the switch is bad.
6. Use a Mighty Vac, and apply 7 psi to the oil hole of the
switch.
Is there continuity?
[ ] Yes [ ] No
If there is no continuity when 7 psi is applied through the

oil hole, then the switch is operating properly.

ACTIVITY 10: (CONT.)
7. With 7 psi of vacuum applied, also check for air leakage.

Is there air leakage?
[ ] Yes [ ] No
If air leaks, the diaphragm is broken and the switch will

need to be replaced.
8. Return the equipment to their proper storage containers

 YOU HAVE COMPLETE THE GUIDED PRACTICE

ACTIVITIES
 PLEASE RETURN TO THE CLASSROOM FOR

FURTHER INSTRUCTION.

NOTES PAGE

External Inspections Theory

troubleshoot, and repair engine mechanical related customer
concerns.
GOAL Upon completion of this material, the Kia service technician

will be able to demonstrate the knowledge required to
accurately inspect external engine mechanical-related
customer concerns using specific diagnostic tools.
OBJECTIVES Upon completion of this material, you will be able to

accurately interpret and understand the following external
engine mechanical inspections:
 Techline PWA Program

 Timing Belt / Chain
 Valve Clearance
 Camshaft
 Continuously Variable Valve Timing (CVVT, D-CVVT, & E-
CVVT)
 Oil Control Valve
 Oil Control Valve Filter
 Oil Pan Inspection
 Turbocharger
 Sealing surfaces
INSTRUCTIONS Carefully read through the material, take notes based on the
classroom discussion and study each illustration. Throughout
the material there will be Progress Check questions for you
to answer. You may use the material to answer the
questions.
TIME TO COMPLETE Approximately 60 minutes

INTRODUCTION Not all engine mechanical concerns can be diagnosed using

a scan tool and simply checking for DTCs. There are
instances when checking the mechanical components is
needed to accurately diagnose a concern.
This module will focus on the use of various external engine
inspections that are effective in diagnosing customer’s
engine mechanical related concerns.
The items covered in this section are:

 Valve Adjustment
 Camshaft Inspection
CVVT)
 Turbocharger Operation
 Sealing surface inspection
FEEDBACK: Remember the Kia 5-Step Process:

 Verify the Concern
 Analyze the Concern
 Diagnose the Concern
 Repair the Concern
 Verify the Repair

This section focuses on accurately diagnosing the concern

prior to repairing and replacing parts on a customer’s
vehicle.
TECHLINE PWA PROGRAM If diagnosis concludes that a short block or long block
replacement is required, the following steps must be
performed in order to ensure the warranty claim is
processed properly.
1. Verify the subject vehicle is currently under the

manufacturer’s warranty.
2. Fill out the Engine Core Data/PWA Form COMPLETELY.
3. After completing the Engine Core Data/PWA Form,

ensure that both you (the technician) and the service
manager sign and date the bottom.
4. Once the form is signed, start a Techline Warranty

Authorization Case for ENGINE repair. Fill in all
information completely and attach an electronic copy of
the completed and SIGNED Engine Core Data/PWA
Form to the case under Attachments.
 You can scan or take a picture of the form.
5. Once you receive approval from Techline for long or

short block replacement, perform the repair.

For complete information about the Techline PWA Program,

including electronic copies of the Engine Core Data/PWA
Form for printing:
A. Go to Kdealer.com and select the Fixed Ops tab.

B. Select Warranty (below Fixed Ops).
C. Click Warranty Bulletins in the left menu and locate
the Techline Warranty Authorization PWA Program
bulletin in the bulletin list. Click to view.

SPARK PLUG ANALYSIS One of the simplest checks that can be performed on an
engine is to closely analyze the spark plugs. Racers have
known for years that proper combustion and engine
operating conditions can be determined with a spark plug
inspection.
Kia only uses aluminum cylinder heads, and it is not

recommended to remove or install the spark plugs on hot
cylinder heads or the spark plug threads may get stripped
out.
CAUTION: Dielectric grease does NOT conduct electricity. It

does have excellent thermal properties and can be used
between the porcelain section on the spark plugs and the
boot of the ignition coil.
Do not put dielectric grease on any metal component such

as the spark plug threads or the spark plug connector. An
alternative is to use Copper Anti-Seize, which conducts
electricity and will reduce the potential for the spark plug
threads seizing in the cylinder heads. The aluminum cylinder
heads and the steel spark plug threads are dissimilar metals
and will have a tendency to seize over long service intervals.
CAUTION: Be sure to install and torque plugs by hand to

the manufacturer’s specification. Never install using an air
tool.

NORMAL – This plug has been running at the correct

temperature in a “healthy” engine. Operating in such a
desirable environment results in deposits that will be light
tan or gray in color with most grades of commercial
gasoline.
OIL FOULED – A spark plug shorted by excessive oil

entering the combustion chamber. This is often caused by
piston rings or cylinder walls that are badly worn.
Oil may also be pulled into the chamber because of
excessive clearance in the valve stem guides or badly worn
valve stem seals.
If the PCV valve is plugged or inoperative, or if the hose is
clogged, it can cause a buildup of crankcase pressure. This
condition can force oil and oil vapors past the rings and
valve guides into the combustion chamber.
Place the oily plug aside for 20 minutes. If later it is dry, it
was fuel fouled not oil fouled.
CARBON FOULED – Basically, soft, sooty carbon deposits,

as shown below, have a dry, black appearance. If only one
or two plugs in a set are fouled, it is a good practice to
check for sticking valves or bad secondary ignition wires.
Fouling of the entire set might result from an incorrect heat
range spark plug or an over-rich air/fuel mixture caused by a
clogged air cleaner filter element. Fuel injectors that
malfunction can also lead to this condition. Other causes
include weak ignition system voltage or poor cylinder
compression.
WORN – This spark plug shown has served its useful life
and should be replaced. Voltage required to fire the plug has
approximately doubled and will continue to increase the
longer the engine operates.
Even higher voltage requirements (as much as 100%) above

normal may occur when the engine is accelerated quickly.
Poor engine performance and a loss of fuel economy are
traits of worn spark plugs.

INSULATOR GLAZING – This condition may cause

misfiring at high engine RPM. Shiny deposits usually suggest
that temperatures have suddenly increased during hard
acceleration. As a result, normal metallic deposits do not
have a chance to slough off the plug, and they melt and
form a conductive coating that causes the misfire.
MECHANICAL DAMAGE – Mechanical damage to the firing

end is caused by a foreign object in the combustion
chamber. When working on an engine, it is advisable to keep
the spark plug holes covered to prevent debris from entering
the combustion chamber during service.
OVERHEATED – Note the dead white or gray insulator nose

that appears “blistered.” Electrode gap wear rate will be
considerably in excess of that normally expected. This is
often caused by over advanced ignition timing, poor engine
cooling system efficiency (scale, stoppages, and low level), a
very lean A/F mixture, a leaking intake manifold, or the use
of a spark plug too hot for the application.
SPLASH FOULED – Can be caused by bad valve seals. Note

how the center electrode is fouled on one side.
ASH FOULED – A buildup of combustion deposits comes

from burning oil and/or fuel additives during combustion.
These are normally nonconductive.
However, when heavier deposits are allowed to accumulate

over long mileage periods resulting in a plug misfire
condition.

GAP BRIDGING – This rare condition is caused by

combustion deposits thrown loose and are lodged between
the electrodes, causing a dead short, and misfire. Fluffy
materials that accumulate on the side electrode may melt to
bridge the gap when the engine is suddenly put under a
heavy load.
PREIGNITION – This causes the center electrode and the

ground electrode to melt. Preignition is caused by glowing
combustion chamber deposits, hot spots in the combustion
chamber due to poor control of engine heat, or ignition
cross-firing between spark plug wires.
DETONATION – Can fracture the insulator nose of the

spark plug. Explosions that occur when the operating
condition exists apply extreme pressure on internal engine
components. Major causes include a faulty EGR valve, lean
air/fuel mixtures, ignition timing advanced too far, and
insufficient octane rating of the gasoline.

TIMING BELT AND The timing belt and chain is a critical component that keeps
TIMING CHAIN the camshafts mechanically timed to the crankshaft. The
marks on the camshaft sprockets and crankshaft must line
up perfectly with their corresponding alignment marks. If the
marks do not line up, whether it is due to age or the timing
belt slipped, then there will be a drivability concern and
possible damage on an interference engine.
Over time, the belts and chains tend to wear and need
service. Symptoms of belt stretch could include performance
or a MIL illumination. Some timing chains may also produce
excessive noise due to chain stretch.
FEEDBACK: What is the interval for timing belt service?
NOTE: With the exception of the following, ALL Kia engines

are interference engines:
 2.0L engine used in 2002 and earlier Sportage models is

non- interference
 1.8L engines used in 2001 and earlier Spectra and 2004
and earlier Sephia models are non- interference
If cam/crank timing on an interference engine is not correct,

or the belt/chain breaks or jumps a tooth, the pistons will
contact the valves and bend them. Also, do not rotate an
interference engine with the belt or chain off to prevent
valve damage.

When the timing belt or chain is working properly, the valve

timing is in perfect synchronization with the crankshaft,
connecting rods and pistons.
Kia uses two types of timing components:
 Timing Belt
 Timing Chain
Timing belts tend to be quieter than chains, which reduce

NVH related customer concerns. Also, timing belts are less
costly to manufacture, less mass than a chain, and do not
require lubrication.
However, there are times when the timing belts or chains do
not work properly due to:
 Skipped tooth or damaged sprocket
 Worn from normal use
 Weak tensioner
CAUTION: It is recommended to inspect the timing belt or

chain tensioner, if necessary, when servicing the timing belt
or chain. The tensioner can fatigue over time, causing
timing-related concerns shortly after service of a new timing
belt or chain. This does not apply to ratcheting oil pressure-
type tensioners.
CAUTION: Always turn the crankshaft in the direction of

engine rotation. Turning the crankshaft in the opposite
direction of rotation may cause the belt or chain to jump
timing.

When a customer experiences a timing belt or chain

concern, typical concerns include:
 Engine misfire (possible MIL illumination)

 Abnormal Valve Train Noise regardless of engine speed
 If the timing belt (or chain) breaks, mechanical damage
will occur on an interference engine. Also, the engine
may not crank since the crankshaft may not rotate due
to debris or damage.
Follow the Service Information for vehicle specific data for

timing belt or chain replacement.
CAUTION: If the tensioner must be reused, it is

recommended (not required) to compress the tensioner in a
vertical position, not horizontal.
 If the tensioner is compressed horizontally, then air
could get past the seal into the high-pressure chamber
which could result in weaker tensioner pressure,
excessive valve timing noise, and timing mark concerns.
 If compressed horizontally, wait 5 minutes after
compressing before removing the locking pin.
 Also, the tensioner must be set undisturbed on the block
for a minimum of 5 minutes before cranking the engine
over.
While the timing belt is off, be sure to check all pulleys and
accessory drives for smooth operation. If a customer is
concerned with a noise under the hood, it may be a result of
an accessory, pulley, or bearing wearing out.

BALANCE SHAFTS A balance shaft is an eccentric weighted shaft that offsets

vibrations in engine designs that are not inherently balanced.
The basic concept is a pair of balance shafts that rotate in
opposite directions at twice the engine speed.
Balance shafts are most common in inline four-cylinder

engines, which, due to their design asymmetry, have an
inherent second order vibration (vibrating at twice the
engine RPM) that cannot be eliminated no matter how well
the internal components are balanced. This vibration is
generated because the movement of the connecting rods in
an even-firing four-cylinder inline engine is not symmetrical
throughout the crankshaft rotation, no matter how closely
the components are matched for weight (balanced).
For many years, 2.0L was viewed as the “unofficial”

displacement limit for a production inline four-cylinder
engine with acceptable Noise, Vibration, and Harshness
(NVH) characteristics (i.e. balance shafts were not deemed
necessary). The problem increases with larger engine
displacements (longer stroke), the magnitude of the inertial
vibration increases.

Balance Shaft Module
On Kia engines, the balance shaft(s) may be chain or belt

driven. Some balance shafts are built into the engine block
while others are in separate modules bolted to the engine
(such as the 2.4L 4-cylinder as shown above).
The oil pumps are part of this balance shaft module as well.

Balance Shaft Belt
Balance Shaft
Tensioner
When servicing the timing belt (or chain), it is also a good

Service idea to service the balance shafts timing belt or chains.
KMA recommends that the counter balance shaft belt be

replaced when replacing the engine timing belt, even though
this replacement is not specifically required per the
maintenance section of the Service Manual. On belt-driven
shafts, inspect the belt tensioners, too.
Recommended service intervals are as follows:

Service Intervals
Timing Belts:
 Under normal conditions, the engine timing belt and
counter balance shaft belt should be inspected every
30,000 miles and replaced every 75,000 miles.
 Under severe conditions, the engine timing belt and
counter balance shaft belt should be replaced every
50,000 miles or 48 months.
NOTE: This information DOES NOT supersede the owner’s

manual or KGIS maintenance schedule. ALWAYS refer to
the maintenance schedule for the specific vehicle for correct
timing belt service intervals.
Timing Chains:
Do not require replacement as a maintenance item.

VALVE ADJUSTMENTS Valve adjustments are recommended at regular service

intervals. Valve clearance increases due to engine and
camshaft wear. Engine wear that affects valve adjustments
include camshaft lobe wear, tappet wear, and valve wear.
Engines in some Kia vehicles have an inspection and

replacement schedule depending on the engine type and
customer’s usage style (Normal or Severe Maintenance
Schedule in the Owner’s Manual).
 Normal valve clearance inspection / adjust, if necessary,
is every 60,000 miles.
Having the proper valve lash adjustment promotes the

How Does Valve Lash Effect following conditions:
Engine Operation?
 Helps maintain the proper engine operating temperature

 Helps maintain optimum fuel economy
 Reduces unusual oil consumption and wear
 Helps maintain rated horsepower output
 Helps extend the life of the engine
 Helps keep a lower cost of ownership

Having a valve lash adjustment too tight, the following

Valve Lash Too Tight conditions can occur:
 Poor idle quality (un-even)

 Low-end performance would suffer
 Cause the engine to run hotter than normal
 Potential exhaust valve damage (burned valves)
Having a valve lash adjustment too loose, the following

Valve Lash Too Loose conditions can occur:
 A “noisier” than normal valve train

 Cause an accelerated wear on valve train components
 Potential chance of damaging/breaking of valve train
components
 High-end performance loss
 Could cause a slight improvement of low end
performance
A combination of these two conditions could cause uneven

idle and possible engine damage.

There are two types of Valve Lash Adjustors used in the KIA
Types of Valve Lash Adjusters family of engines, these are:
 HLA – Hydraulic Lash Adjustor (aka Hydraulic Tappet)

 MLA – Mechanical Lash Adjustor (aka Solid Tappet)
Rocker Style HLA
Bucket Style HLA
HLA An HLA consists of a hollow expanding piston (oil filled)

tappet. HLAs are designed to ensure that the valve train
always operates with “zero” clearance, lending to quieter
operation. Clean oil is critical to the operation of HLAs.

Oil flows into the HLA, where it flows past the check ball into
a chamber in the inner plunger and forces the inner plunger
away from the outer plunger. This action takes up the space
between the camshaft and the valve. When the cam lobe
contacts the HLA, the oil trapped inside cannot be
compressed and therefore applies pressure to the valve to
open it. As the lobe rotates away and the valve closes, the
oil trapped inside can flow out through holes in the side of
the HLA.
 A faulty HLA (noisy adjustor) is simply replaced. There

HLA Service Maintenance
isn’t any measurement that can be made.
 A faulty/noisy HLA means that the internal piston
mechanism is not providing the correct “hydraulic” action
required to activate the valve properly and maintain the
recommended “zero” clearance.
This “hydraulic” action can be tested and possibly found to

be just dirty. This testing method is available in the vehicle’s
service information to help determine if the adjustor needs
to be replaced (faulty) or simply cleaned.
Other reasons to replace an HLA adjustor(s) could fall under

the following conditions:
 Excessive clearance/wear found in all/most of the
adjustors.
 Due to a service condition, the cylinder head and/or the
engine block needs to be replaced.

MLA In the KIA family of engines, two types of MLAs are used:
 Bucket-style shim
 Puck-style shim
The bucket-style shim is shaped like a bucket with its open

Bucket end facing the top of the valve stem and its bottom side
touching the cam lobe. The valve stem rides inside of the
bucket-shaped opening.
The puck-style shim consists of a solid disc that rides on the

Puck top of a bucket, touching the cam lobe.
Both of these MLA types require being removed from the

engine and replaced (as required) to ensure the proper
operating valve lash clearance.

Valve adjustment scheduled inspection and/or adjustment

Checking MLA Clearance intervals are 60,000 miles. This proper clearance is what
ensures that an engine will run smoothly and to its peak
horsepower rating.
MLA adjustor (shim) clearance is measured between the

base circle of the cam lobe (when the valve is fully closed)
and the shim. A feeler gauge is used to represent the proper
clearance between the cam and the adjustor.
 If the feeler gauge tolerances are lower than
specification, then the valve adjustor is too thick
(clearance too small). A thinner shim should be used to
replace the existing one.
 If the feeler gauge is too loose (clearance too large),
then a thicker shim should be used.
 If the clearance is excessive, check that the
camshaft lobe is not worn prior to replacing the
shim.

VALVE CLEARANCE Selecting the correct shim (bucket or puck) to obtain the
ADJUSTMENT PROCEDURE correct valve clearance adjustment is critical to proper
operation of the engine.
To remove and change bucket-style shim requires removal

Changing MLA Bucket Shims of the camshaft to allow changing of the shims. Refer to
KGIS for the correct procedures when performing camshaft
and bucket shim removal and installation.
1. Measure the existing MLA clearance (as described

earlier).
2. Once removed, measure the existing shim thickness

using a micrometer.
3. Select the correct shim to bring the clearance within

specifications and reinstall the camshaft.
1. Measure the existing MLA clearance (as described

Changing MLA Puck Shims
earlier).
2. Remove the shim from the engine using special tool

09220 – 2D000 pliers and stopper.

3. With the valve in the correct position, collapse the valve

spring using the pliers.
4. Insert the stopper along the edge of the lifter bucket

between the lifter bucket and the camshaft, allowing the
shim to be removed.
5. Remove the pliers. The stopper will remain in position

and keep the valve compressed.
6. Remove the shim using a small screwdriver or magnet.

7. Measure the existing shim thickness using a micrometer.

This particular puck shim is for an exhaust valve and
measures 0.0882”.
 The valve clearance measured before removal is
0.0068”.
 The specified valve clearance for and exhaust valve
on this engine (at 68°F) is 0.28 mm (0.0110”).
8. Compare the shim and the MLA clearance measurement

and refer to the chart (on the next page) to figure out
which shim to install.
In this case, we would install a No. 4 shim that is 2.12
mm (0.0835”) thick.
NOTE: There is a separate shim chart for intake and

exhaust valves (exhaust valve shown). Full-size versions of
both charts are in the Guided Practices for this section.
Another way to select the right shim is by using the

following formula: A + B - X = Y
A = Measured Clearance
B = Installed Shim Measured Thickness
X = Service Info Clearance Specification
Y = New Shim Thickness for proper Clearance
Using the measurements above:

0.0068 + 0.0882 - 0.0110 = 0.084 (No. 4 Shim)
9. Use the pliers to compress the valve spring and remove

the stopper and the pliers.


CAMSHAFT INSPECTION We will discuss measuring the camshaft lobes using digital
calipers to identify a worn camshaft lobe, in addition to
measuring camshaft end play using a dial indicator.
Symptoms of a worn camshaft lobe can include:
 Cylinder miss – More noticeable in HLA engines.

 Lifter Tapping – Most common indicator of worn cam
lobe. Most noticeable at idle.
 Backfiring / Popping – Starts at higher RPMs but
works down to lower RPMs as lobe wears more.
 DTCs – Misfire code for cylinder with worn lobe.

To use the digital calipers to measure a camshaft lobe,

Measure Camshaft Lobe perform the following:
1. Using KGIS, locate the camshaft lobe specifications for

your vehicle.
2. Rotate the camshaft so the calipers can be placed over

the camshaft lobe as shown below.
3. Place the digital calipers on the camshaft and measure

the height of the cam lobes.
4. Compare your measurements to the specifications in

KGIS.
 If one of the camshaft lobes is not within specs, the
camshaft must be replaced.

The camshaft is supported in the engine head by the

Camshaft End Play bearings caps. Ideally, the bearings and the camshaft never
come into physical contact; instead, under running
conditions, they are separated and protected by an oil film
or wedge that absorbs the loads. These loads are both radial
(spinning) and longitudinal (fore and aft) forces.
End play is the allowed amount of front-to-rear movement of

the camshaft in the cylinder head (may also be known as
thrust).
A dial indicator is used to measure end play.

To measure camshaft end play:

Measure End Play
1. Attach the dial indicator base to the cylinder head.
Position the dial indicator to allow the most "straight on"
measurement (as shown).
2. Touch the tip of the plunger to the camshaft, camshaft

gear, or CVVT.
NOTE: Make sure to compress the plunger to about half-

way between fully extended and fully compressed.
3. With the dial indicator mounted, move the camshaft

away from the dial indicator. To do this, use a pry bar
between the cam lobes and a bearing cap and carefully
pry the camshaft away from the dial indicator.
NOTE: Use care not to pry too hard against the cam lobe or
bearing cap to prevent damage.

4. After prying the camshaft, loosen the dial indicator bezel

lock screw and rotate the dial so that “0” lines up with
the needle. Lock the bezel lock screw.
5. Now carefully pry the camshaft in the opposite direction.
6. Note the measurement on the dial indicator.

7. Repeat this process a couple times to make sure you get

the correct measurement.
8. Compare your measurement to specifications in KGIS to

decide how to proceed further.
 The end play of this camshaft is .005”.
 The specification for this vehicle (2009 Spectra) and
engine (2.0L) is 0.0040 – 0.0079”.
 This reading tells us the end play of the camshaft is
within specifications and is OK.
If when measured, excessive end play is found, the damage

has been done. Replace the camshaft. If necessary, replace
the cylinder head.
Crankshafts also have end play specifications that are

Crankshaft End Play measured similarly to camshafts. Crankshaft end play is
controlled by the machined crank thrust surface and thrust
bearings (A).
Excessive end play means one of these two surfaces is worn

and requires service.

CVVT Kia Motors uses a Continuously Variable Valve Timing

(CVVT) System in its vehicles. The crankshaft is in direct
rotation with the exhaust (and/or intake) camshaft sprocket.
Oil provides the hydraulic pressure into the CVVT unit, which
advances or retards the timing of the camshaft. This means
the camshaft can have a range of degrees of advance
incrementally between 0° and 40°.
D-CVVT This dual configuration is often referred to as the Dual

Continuously Variable Valve Timing (D-CVVT) System. Many
engines adjust both the intake and exhaust camshafts at the
same time. The D-CVVT will use a separate CVVT unit to
operate each camshaft.
The range of advance and retard are as follows:

 Exhaust cam can retard up to 40°
 Intake cam can be advanced 40°

E-CVVT Newer engines such as the 2.4L in the 2016 Sorento use a
combination of a CVVT along with an E-CVVT (Electric
Continuous Variable Valve Timing). In this configuration, the
intake cam is adjusted using an electric motor, while the
exhaust uses a traditional hydraulic CVVT unit.
Kia uses the CVVT to enhance performance that will increase

Why go through all of this engine efficiency as well as reduce emissions.
trouble?
What do we mean when we say advance and retard?

 Advance means the cam is operating earlier relative to
crankshaft position.
 Retard means the cam is operating later relative to
crankshaft position.

Kia engines equipped with CVVT do not have EGR valves.

EGR Function Because Kia can control the amount of camshaft overlap, we
can vary the timing of the camshafts under the right
conditions to create a natural EGR effect that reduces NOx
emissions.

The heart of the hydraulic CVVT unit consists of:

Hydraulic CVVT Components
 Sprocket
 Rotor (aka Vane)
 Spring Loaded Locking Pin
 Vane Seals
 Housing
The CVVT uses hydraulic pressure from the engine oil supply
to either pressurize the advance or retard side of the vane.
The vane moves clockwise or counter-clockwise within the
housing depending on which side of the vane is pressurized.
A spring loaded locking pin holds the intake CVVT unit in the
at rest position (fully retarded). When the oil supply is fed to
the CVVT unit, the locking pin will release and the vane can
advance the intake camshaft incrementally between 0° and
40°.
The normal position can be held with the spring-loaded

locking pin if there is a lack of oil pressure.
The exhaust CVVT unit is held in the advanced position by a

large coil spring. Oil pressure retards the exhaust camshaft
timing between 0° and 40°.

The CVVT mounts directly onto the intake camshaft and/or

exhaust cam. The locator matching pin is used to align the
CVVT unit to the proper location.
If you suspect that the valve train components might be

distorted, a check of the camshaft position with the GDS or
KDS and visual inspection of the valve train is required.
Using GDS or KDS in Current Data mode, monitor the

desired and actual camshaft position parameters on both
engine banks. The desired value should be at 0° when the
engine is idling.
At off idle and under a load (power brake), camshaft values

should increase.

If the actual position exceeds +/– 3.00 (fluctuating) the

position of the CVVT / exhaust dowel pin and camshaft
bores should be inspected.
If excessive wear has been identified on the CVVT (including

the intake sprocket / exhaust sprocket / camshafts), replace
all these components together due to component wear.
Tighten both the CVVT unit (which includes the intake
sprocket) and exhaust camshaft sprocket bolt to 49.2~57.9
lb-ft while maintaining the stationary position of the
camshaft by holding the hexagon portion of the camshaft.
Failure to properly inspect valve train components and/or
torque the intake and exhaust camshaft bolts can cause
wear and repeat dowel pin and bore distortion.
* Courtesy of Pit Stop PS051

The Oil Control Valve (OCV) controls the flow of oil to either
CVVT Oil Control Valve the advance or the retard chambers of the CVVT unit. When
pressure is sent into either of the advance or retard
chambers, the opposite chamber releases pressure back
through the valve.
The OCV receives full battery voltage and duty cycles to

assure the proper advance or retard of the camshaft.
Use care not to damage the OCV when installing the engine
cover on 1.6L GDI engines. Clearance between the OCV and
the bottom of the engine cover is minimal; therefore, dealer
personnel should refrain from using excessive force when
trying to ensure the engine cover is fully seated.
* Refer to PS296

The Oil Control Valve (OCV) can be tested using the GDS or
KDS Actuation Tests.
This should put the CVVT to full advance, and the idle should
stumble. If it doesn’t change, then debris may be clogging
the OCV Filter or the supply oil passages may be clogged.
Refer to TSB ENG 046 for additional information about OCV

inspection.

Filter
The CVVT Oil Filter is a secondary filter that is separate from

CVVT – Oil Filter the engine’s primary filter. It is designed to provide extra
filtering to protect the CVVT Oil Control Valve from debris
that can potentially damage the valve and create an engine
performance concern.
The location of the CVVT Oil Filter can be:

 On the side of the block
 Internal between the engine block and the cylinder head
 Integrated to the OCV and is not serviceable
The filter is designed to be removed and cleaned if it

becomes clogged. This task is obviously more difficult if the
filter is located within the engine. Refer to the vehicle’s
Service Information for location and service data.
NOTE: The CVVT Oil Filter can become clogged due to

sludge, lack of maintenance, or debris. Emphasize customer
maintenance to reduce potential CVVT Oil Filter concerns.

Oil flows differently when it is cold than when the engine is

Oil Viscosity warm. When the oil is cold, it is typically thick. The thicker
viscosity affects the CVVT operation, and the ECM must
compensate for the different flow values.
NOTE: Oil that is not recommended can also have an effect

on CVVT operation as well as non-manufacturer additives.
Some older models are equipped with an Oil Temperature

CVVT – Oil Temperature Sensor Sensor (OTS).
If the OTS terminals become corroded, which increases

resistance in the circuit, then the ECM will set a DTC P0196,
P0197, or P0198. Follow the Service Information for the
latest component tests.
The Oil Temperature Sensor requires two trips to illuminate

the MIL.

E-CVVT KIA now uses an Electric Continuous Variable Valve Timing

(E-CVVT) system in many models. The E-CVVT is located on
the intake camshaft of the engine (A) and uses DC motor
rotation to control the rotation angle of camshaft, relative to
the rotation of the crankshaft (0 to 90°) - regardless of
engine oil pressure. The exhaust camshaft timing is
hydraulic CVVT.
E-CVVT controls the DC motor current using a duty signal to

more closely control the system, to increase reaction speed
of the intake cam, improve start ability, and reduce
emissions. The result is improved performance and fuel
efficiency.
E-CVVT has an operating angle that is double that of CVVT.

Operation
There is no sensor inside E-CVVT. Valve timing is calculated
by comparing CKPS and CMPS. For precision control, the
camshaft has been given a 4-flank-type target wheel.

In the event of a failure, the E-CVVT is automatically

Fail-Safe maintained in a maximum retarded state by cam torque.
The E-CVVT assembly bolts to the intake camshaft in a

E-CVVT Components similar fashion to the traditional CVVT assembly, utilizing a
single bolt.
The electrical connector that drives DC motor is mounted in

the cover assembly. The cover contains contacts that
connect to the brush plate.

To prevent the E-CVVT from engine oil contamination, the

cover assembly contains an oil seal, assembly plug, and
assembly cover plug.

The brush plate contains slip rings to connect to the contacts

on the housing cover. The brushes in the brush plate
connect to the armature assembly.
The housing (Yoke with integrated magnets) contains an

additional oil seal at the rear to prevent oil from damaging
the motor.
The reducer is bolted to the motor housing and contains the

timing gear as well as the components that allow the timing
to be advanced or retarded by the motor.
The E-CVVT system utilizes two seals to prevent intrusion of

Oil Intrusion oil and/or dust – a seal on the cover and a seal that is
recessed in the E-CVVT. If oil is found inside the cover, the
cover, the oil seal within the E-CVVT assembly and the E-
CVVT assembly should be replaced.
VIDEO: E-CVVT Cover & Motor Plug Installer
Refer to:
 PitStop PS415
 Tech Times Vol 18, Issue 3
NOTE: Cover and Motor Plug Installer Special Tool (P/N

09243 C1000) must be used for this procedure.


After replacing the E-CVVT, you must reset the E-CVVT

E-CVVT Replacement values using GDS or KDS. Follow the on-screen instructions
to perform the procedure correctly.
 The vehicle learns the E-CVVT cam position during

cranking.
 During the procedure, after the position is learned (while
cranking) the vehicle starts.

OIL PAN It may seem obvious not to raise a vehicle by the oil pan as
pan damage does occur. Oil must circulate throughout the
entire engine and any restriction to oil flow that isn’t
designed by the manufacturer is not recommended.
Some customers with oil pan damage may experience lower

end noise regardless of engine RPM. This is due to oil
starvation to the connection rod bearings and main bearings.
FEEDBACK: Is oil pan damage covered under warranty?

TURBOCHARGERS Adding a turbo to an engine allows designers to use a

smaller displacement engine for better fuel economy in
normal driving but still have strong acceleration under load.
This is due to the increased air and fuel delivered to each
cylinder due to the turbocharger forcing more air into the
engine than what the engine would otherwise normally be
able to bring in.
VIDEO: Theta Turbo operation.

Kia vehicles are equipped with either a single or twin scroll
turbocharger.


Turbochargers have two separate turbines that are joined by

How the Turbocharger Works one common shaft. The first turbine is called the exhaust
turbine and it is used to drive the second turbine, which is
called the compressor.
The common shaft rides on a set of bearings that are

lubricated by filtered engine oil. This oil is typically supplied
by a hose that is drawn from the housing at or near the oil
filter. The oil is kept in the center housing by a set of seals
at each end of the common shaft.
On a single scroll turbocharger, the exhaust turbo housing is

Single Scroll mounted to the exhaust manifold and is driven from exhaust
gasses. As the exhaust gases flow through the exhaust
turbine, it spins the turbo. This turbo then spins the
compressor turbine, which draws in outside air and
compresses the air as it flows through the compressor
housing. This air that flows out of the compressor is
pressurized in the intake manifold and then forced into the
cylinders.

Twin-scroll turbocharger designs have two exhaust gas inlets

Twin Scroll divided by split walls inside the turbine housing, with both
gas passages controlled by a waste-gate. A smaller sharper
angled passage for quick response and a larger less-angled
passage for peak performance.
With variable camshaft timing, exhaust valves in different

cylinders can be open at the same time, overlapping at the
end of the power stroke in one cylinder and the end of
exhaust stroke in another. In twin-scroll designs, the
exhaust manifold physically separates the channels for
cylinders that can interfere with each other so that the
pulsating exhaust gasses flow through separate spirals
(scrolls). With common firing order 1-3-4-2, two scrolls of
unequal length pair cylinders 1-4 and 3-2.
This lets the engine efficiently use exhaust scavenging

techniques, which decreases exhaust gas temperatures and
NOx emissions, improves turbine efficiency, and reduces
turbo lag at low engine speeds.

Special maintenance should be taken when changing the oil.

Turbocharger Maintenance (Oil) Follow the recommended maintenance schedule for the
specific vehicle. The reason for this is that the turbo is
utilizing hot exhaust gases and is spinning at a high rate of
speed. This causes the oil to get very hot in the center
housing and can cause thermal viscosity breakdown as a
result of these high temperatures. If there is doubt
regarding a vehicle’s oil maintenance, an Oil Analysis test
may be helpful to educate the customer about oil
maintenance and the type of oil recommended by the
manufacturer.
Since the shaft spins on bearings, oil must be clean and

operation pressure must be maintained at the bearings. Low
oil pressure or clogged oil ports before the bearings can
quickly damage the shaft bearings. A clogged return line
after the bearing may cause the shaft seals to leak due to
too much pressure.
NOTE: Kia only recommends factory oil and filters. An

improper oil filter may not filter debris from the oil that can
get between the bearing and the shaft, which results in
permanent pitting or grooving.
A clogged oil feed or return line may be caused by oil

Oil “Coking” "coking" (pronounced "coke-ing") issues. Coking is a solid
residue that develops when engine oil is subjected to
extreme oxidative and thermal breakdown when the
lubrication system is operating at extreme temperatures.
The oil filter will pick up most of the coke deposits until the
filter reaches its maximum saturation point which will then
force the filter to go to bypass mode.
Coking builds up in the oil galleys over time and an oil filter
in bypass mode may increase the deposit rate in the oil
galleys.
NOTE: The coking thresholds for oil on turbocharged

engines vary per the individual company’s formula. Follow
Kia’s maintenance recommendations oil changes and be
extra vigilant if the vehicle is equipped with a turbocharger.

Kia Motors only recommends genuine Kia parts for air filters.
Turbocharger Maintenance (Air If an aftermarket filter is used or if the air filter has been
Filter) removed, then small bits of debris may enter the compressor
side of the turbo housing. The turbine wheel blades are
balanced from the manufacturer and are at risk of being
nicked or cracked. A turbocharger can spin at very high
speeds. If the blades are damaged on the turbine and it is
out of balance, this can damage the bearings and the turbo
housing as well.
NOTE: Make sure that the air filter is clean and not full of
debris. This can result in low flow to the compressor or could
lead to debris in the compressor itself.

One of the concerns that customers have may be a loss of

Related General Turbo Concerns power. There are a few different reasons for this concern:
 Clogged air filter - If the intake is starving the turbo of
fresh air, this will limit the amount of boost that the
compressor can produce resulting in a loss of power.
 One of the compressed air intake pipes could be leaking
or disconnected - If an intake pipe is leaking or
disconnected, then the compressed air that is being
produced for the engine by the turbo is being released
into the atmosphere, which means there will be a
reduction of boost pressure.
Another concern that a customer may have is that every

time they have the oil changed, they notice after a few
weeks that the oil may be low. This typically means that the
car is burning oil or using oil. When a car is turbocharged,
you have to look at the signs for the oil consumption. An
area you should look at is the turbo. This sometimes
happens when the turbo is abused. Check the turbo housing
for oil seepage at the shaft seals. While you are inspecting
the seals, check the shaft for excessive end play. This may
mean that the oil is escaping from around the shaft seals
and is leaking into the housing of the turbo.
NOTE: If the oil is not flowing freely as a result of a partially

clogged port after the shaft bearings, the oil may be building
up in the housing and burned. An Oil Pressure Gauge may
be helpful to determine if the right PSI is being delivered
through the turbo.

The waste gate is used to protect the turbo and engine from
The Waste Gate being harmed from too much boost. The waste gate is a
valve that acts as a short cut for excessive exhaust gas to be
diverted away from the turbine when there is too much
boost being produced. With an excessive amount of exhaust
flowing over the compressor turbine, the turbo can over rev
and permanently damage the turbo or cause damage to the
engine. The waste gate opens to divert exhaust gases away
from the exhaust turbine to slow it down. This in turn slows
the compressor turbine (being connected by a common
shaft) to reduce boost pressure.
The waste gate is actuated by a valve that drives a shaft

that opens and closes the waste gate. This valve can be
actuated either electronically or by air pressure. The valve
will be set by the manufacturer to a predetermined amount
and when it reaches that limit, the valve will open the waste
gate and release the pressure in the turbo away from the
compressor turbine.
A waste gate that is stuck open or partially open will cause

the vehicle to have a noticeable loss of power. This loss of
power will be a result of the turbo never reaching its full
boost pressure that is determined by the manufacturer.
With a waste gate that is stuck closed, the customer will

notice a significant amount of boost at higher speeds. The
concern with too much boost is that under load, the waste
gate can no longer protect the turbo and result in permanent
turbo and/or engine damage.

The Recirculation Valve (RCV) (also called the Blow-Off Valve

Recirculation Valve (BOV)) keeps the boost from stopping the compressor wheel
when the throttle is closed. This is to prevent turbocharger
damage.
The RCV is operated by engine vacuum. The PCM controls

the operation of the RCV Control Solenoid Valve. This valve
controls the vacuum to the RCV. When the RCV receives
manifold vacuum (when the throttle plates are closed and
the PCM commands the RCV Valve to send vacuum to the
RCV), the RCV opens, allowing the pressure in the intake
between the turbo and the throttle body to vent to the air
filter inlet through the recirculation hose.

TORQUE-TO-YIELD BOLTS Torque-To-Yield (TTY) bolts are designed with a specific

length and have a specific tensile strength. They provide a
more accurate means of fastening and are less susceptible
to engine vibrations.
They have the ability to expand and contract while retaining

a constant pressure, such as on a cylinder head gasket.
Through the process of tightening bolts, there is an effect

that is referred to as “clamping.” Because TTY bolts have a
relative low tensile strength, the bolts go through a process
of elasticity that can create a relatively high clamping
strength for their size.
The process to tighten a TTY head bolt is somewhat unique

in that the bolt is first tightened to a specific torque. This
torque is then followed by torque to turn. When they reach
this phase of the process, Torque-To-Yield head bolts reach
the elastic stage. Depending on the tensile strength, if the
bolts are turned beyond the recommended specification,
they are vulnerable to breaking. Since TTY bolts are
tightened to torque and then torque to turn within their
specification where they reach their strongest point, the TTY
bolts create much higher clamping rate than standard bolts.
NOTE: Common locations for Torque-To-Yield bolts are the

cylinder head bolts and crankshaft bolt. Other TTY bolts
include the oil pump assembly and GDI high pressure pump.
Always refer to the Service Information for torque values
and specifications.

Once a bolt is tightened beyond its yield point, it can no

longer reach the same clamping strength because it has
been permanently stretched (as shown above). The risk of
reusing TTY head bolts is that they are prone to breaking
since they have already been stretched.
CAUTION: Never reuse a Torque-To-Yield bolt.
NOTE: When performing repairs, identify any TTY bolts

requiring replacement when ordering parts.

The crankshaft pulley bolt is a critical fastener that requires

Crankshaft Bolts accurate torque execution. The difficulty with applying
torque to the crankshaft pulley bolt is that the crankshaft
tends to rotate when torque is applied.
It is recommended to secure the crankshaft (Kia offers

several Special Service Tools for various applications) so that
the crankshaft can be held stationary while the crankshaft
bolt is being torqued.
CAUTION: Under NO circumstances should the bolt be

installed using an impact gun! A bolt may come loose shortly
after the vehicle has been serviced. The usual indicator of
such loosening is a customer’s concern of a rattling noise
coming from the engine compartment. Ultimately, this may
be traced to the crankshaft pulley assembly. Proper bolt
torque is essential for long-term durability and increased
customer satisfaction.
Technician Times – Volume 9, Issue 2, Page 7

SEALING SURFACE Earlier, we watched a video and discussed how to diagnose

INSPECTION an engine with a blown head gasket by performing a block
check using a block tester and test fluid.
When a vehicle experiences a head gasket failure, more than

likely, the engine has reached temperatures that could cause
damage to the cylinder head or the cylinder block. Besides
an actual crack in the head or block, the typical damage to
the sealing surface is called “warpage.”
Warpage is when the sealing surface of the head or block is

no longer flat or straight and is uneven. If a cylinder head is
reused without checking for warpage, even when using a
new head gasket, the new head gasket has a high chance of
failing.
Inspection for a warped cylinder head or engine block is

performed using a steel straight edge and a feeler gauge.
NOTE: Besides cylinder heads and blocks, intake and

exhaust manifold sealing surfaces can also be checked for
warpage using a straight edge and feeler gauges.

1. Lay the straight edge across the cylinder head.
2. Verify that the feeler gauge DOES NOT fit between the
straight edge and the head or block surface.
 Check in multiple locations.
 You will measure in multiple directions as shown.
 The feeler gauge you use to check depends on the
specifications for in KGIS for the specific vehicle.
3. If the feeler gauge fits between the straight edge and

head or block ANYWHERE, the cylinder head should be
replaced.
Refering to the image above, the specification is 0.0015”.
The feeler gauge fits between the straight edge and
cylinder head surface. This indicates the cylinder head is
warped and requires replacement.

Summary
External systems can create engine mechanical concerns. As

a Kia service technician, you should be able to demonstrate
the knowledge required to accurately inspect external engine
mechanical-related customer concerns.
In this material, you have learned about the following

external engine mechanical inspections:
 Techline PWA Program

 Valve Adjustment
 Camshaft Inspection
CVVT)
 Turbocharger Operation
 Head gasket surface inspection

PROGRESS CHECK QUESTIONS 1. A vehicle is being serviced with new spark plugs.
Technician A says that dielectric grease should be applied
to the spark plug coil boots.
Technician B says that it is best to install the spark plug
with an air tool.
Who is correct?
D. Neither Technician A nor Technician
2. Two technicians are discussing timing belt replacement.

Technician A says that you should rotate the crankshaft
opposite the normal engine rotation two times after
installing the new belt.
Technician B says that a new tensioner may be needed,
but if an old tensioner must be used it is recommended
that it be compressed vertically.
Who is correct?
3. Which type of CVVT controls cam timing on both the

intake and exhaust camshafts using oil pressure?
A. E-CVVT
B. CVVT
C. D-CVVT
D. All of the above.

PROGRESS CHECK QUESTIONS 4. A vehicle pulls into a Kia Service Center with a
(CONT.) Continuously Variable Valve Timing concern.
Technician A says that oil viscosity can affect CVVT
operation.
Technician B says that a clogged OCV filter could affect
CVVT operation.
Who is correct?
5. Torque-To-Yield bolts are ONLY used for head bolts.
A. True
B. False
6. All of the following are true when checking a cylinder

head for warpage EXCEPT:
A. If the feeler gauge fits between the straight edge

and head ANYWHERE, the cylinder head should be
replaced.
B. A surface with only one area of warpage can be
reinstalled with no issues.
C. The feeler gauge you use to check depends on the
specifications for in KGIS for the specific vehicle
D. Follow the workshop manual instructions for locations
to measure warpage.

Notes Page

External Inspections Guided Practice

troubleshoot, and repair engine mechanical related customer
concerns.
GOAL Completing this guided practice prepares you to diagnose

and troubleshoot engine mechanical concerns using the
appropriate diagnostic tool.
OBJECTIVES Upon completion of this material, you will be able to perform

the task in each guided practice:
 Continuously Variable Valve Timing Inspection

 Camshaft Lobe Inspection
 Valve Clearance Inspection
 Camshaft End Play Inspection
 Cylinder Head Surface Inspection
 Timing & Balance Shaft Belt / Chain Service
 Oil Control Valve / Filter Inspection
INSTRUCTIONS Carefully read through the material and take notes based on
the classroom discussion. Throughout the guided practice
there will be activities for you to participate in.
REQUIRED MATERIALS In order to complete this guided practice, you will need the
following items:
 Pen or Pencil
 Safety Glasses
TIME TO COMPLETE Approximately 2 Hours

Activity 11: CVVT Inspection
In this activity, you will inspect the operation of the CVVT

system.
1. Go to the CVVT station and locate the following

components:
 Air Hose
 Air Nozzle with rubber tip
 CVVT Unit mounted on camshaft
2. Find a GDS that is available and locate the CVVT Testing

procedures for a 2008 Spectra (LD). Go to Engine
Mechanical System > Cylinder Head Assembly > Repair
Procedures. Carefully read and understand steps 1 - 6.
3. Connect the Air Hose to the air supply, and then connect
the Air Nozzle to the Air Hose. Use the Air Nozzle to test
the CVVT unit. If a camshaft is not available, then find
the appropriate hole on the CVVT unit.
WARNING: Hearing protection may be recommended.
4. Does the CVVT unit rotate freely after the locking pin has
been released? _________________________________
5. If the CVVT unit does not rotate after the locking pin has
been released, what could be the concern?
6. Return the components to the table and disconnect the

Air Hose and Air Nozzle.

Activity 12: Camshaft Lobe Inspection
In this activity, you will measure the intake and exhaust cam
lobe height on a 2008 Kia Spectra 2.0L (LD) camshaft using
digital calipers.
1. At the CVVT station, locate the following components:

 Calipers
 CVVT Unit mounted on camshaft
2. Using KGIS locate the camshaft Cam Height

specifications for the intake and exhaust lobes and note
them below.
INTAKE: __________
EXHAUST: __________
3. Using the calipers, measure the height of one of the

intake and exhaust lobes and record your results below.
INTAKE: __________
EXHAUST: __________
4. Is this measurement within specifications for Cam

Height?
YES [ ] NO [ ]
5. Return the components to the table.

Activity 13: Valve Clearance Inspection
In this activity, you will use a micrometer and shim selection

charts to properly adjust the valves on a 2008 Kia Spectra
2.0L (LD) cylinder head.
1. Go to the cylinder head station, which features the

Spectra 2.0L cylinder head. Locate the following
components:
 Special Service Tool for turning the camshaft and
clearancing the tappet
 Feeler Gauge
 Pick with magnet
 Cylinder head
 Micrometer
2. Find a GDS that is available and locate the section that

covers adjusting the intake and exhaust valves. Go to
2008 Spectra 2.0L > Engine Mechanical System >
General Information > Repair Procedures. Carefully read
and understand steps “A” through “I.”
3. Measure and record the existing clearance. __________
4. Using the tools available, remove a shim for both the

intake and exhaust.
5. Measure the shims using the micrometer.

What is the thickness for both the intake and exhaust
shims?
 Intake __________
 Exhaust __________
6. Using the Adjusting Shim Selection Charts on the

following pages for reference, are these shims within
specification?
[ ] Yes [ ] No
If they are out of specification, which shim is required to

bring the clearance back into specification?
7. Reassemble the cylinder head and place the tools

carefully on the workbench.

VALVE ADJUSTMENT SHIM SELECTION CHART (INTAKE)

VALVE ADJUSTMENT SHIM SELECTION CHART (EXHAUST)

Activity 14: Camshaft End Play Inspection
In this activity, you will use the dial indicator to measure

camshaft bearing end play on a 2008 Kia Spectra 2.0L (LD)
cylinder head.
1. At the station where you just measured and performed

the valve adjustment, locate the following components:
 Dial indicator set with mounting block
 Cylinder head
 Screwdriver or pry bar
2. Using KGIS, locate the camshaft end play specification.

What is the specification? __________________
3. Setup the dial indicator onto the cylinder head as shown

in the theory section. Position the dial indicator plunger
point onto the camshaft.
4. Using the pry bar or screwdriver, pry the camshaft

toward the cam gear end of the cylinder head. Pry
between the cam gear and the bearing cap.
CAUTION: Use care not to damage the bearing cap or cam

gear by applying too much pressure.
5. Set the dial indicator dial to 0 by loosening the bexel lock

and rotating the dial face.
6. Using the pry bar or screwdriver, pry and move the

camshaft away from the cam gear end of the cylinder
head. Pry between one of the cam lobes and the bearing
cap.
CAUTION: Use care not to damage the bearing cap or cam

lobe by applying too much pressure.
7. What is the reading of the dial indicator after prying the

camshaft in the opposite direction? ________________
8. Is this measurement within specifications for camshaft

end play?
YES [ ] NO [ ]

Activity 15: Cylinder Head Surface Inspection
In this activity, you will use the straight edge and feeler
gauges to measure the flatness of a 2008 Kia Spectra 2.0L
(LD) cylinder head to check for warpage.
1. At the station where you just measured camshaft end

play, locate the following components:
 Straight edge
 Feeler Gauge
 Cylinder head
2. Using KGIS, locate the Flatness of gasket surface

specification.
What is the specification? __________________
3. Turn the cylinder head over to expose the head gasket

mounting surface.
4. Using the Straight Edge and the correct feeler gauge

based on KGIS Flatness of gasket surface specifications,
measure the cylinder head gasket area for flatness. Use
the diagram below to indicate where you placed the
straight edge by drawing a line.
5. In the graphic above, indicate the location(s) where the

clearance is above specification (where the feeler gauge
went through) with an “X”.
6. Based on your measurement, does this cylinder head

require replacement?
YES [ ] NO [ ]

Activity 16: Timing / Balance Shaft Belt Service
In this activity, you will successfully remove and install the

timing belt AND the balance shaft belt by following the
service information procedures.
1. Find the engine on a stand that is designated by your

Instructor.
2. Get the timing belt and balance shaft belt Service

Information for that engine from GDS, KDS or KGIS.
Typically, the information for servicing timing belts can
be found under Engine Mechanical System > Timing
System > Timing Belt > Repair Procedures.
Were you able to locate the procedures?
[ ] Yes [ ] No
3. Following the procedures listed in the Service

Information, remove the timing belt and balance shaft
belt (if equipped).
CAUTION: Only turn the crankshaft in the normal operating

rotation otherwise the timing may slip. Once removed, show
the timing belt(s) to the Instructor.
4. Compress the tensioner following the procedure in the

Service Information and reinstall the balance shaft belt
and timing belt.
5. When completed, ask the Instructor to review the timing

belt and balance shaft belt installation.
Instructors initials: ____________
6. Place the tools back on the bench.

Activity 17: Timing / Balance Shaft Chain Service
In this activity, you will successfully remove and install a

timing chain AND balance shaft chain(s) by following the
service information procedures.
1. Find the engine on a stand that is designated by your

Instructor.
2. Get the timing chain Service Information for that engine

from GDS, KDS or KGIS. Typically, the information for
servicing timing chains can be found under Engine
Mechanical System > Timing System > Timing Chain >
Repair Procedures.
Were you able to locate the procedures?
[ ] Yes [ ] No
3. Following the procedures listed in the Service

Information, remove the timing chain(s) and balance
shaft chain(s) (if equipped).
CAUTION: Only turn the crankshaft in the normal operating

rotation otherwise the timing may slip. Once removed, show
the timing chain(s) to the Instructor.
4. Reinstall the chain(s) and compress the tensioner(s)

following the procedure in the Service Information.
5. When completed, ask the Instructor to review the timing

chain(s) and balance shaft chain(s) installation.
Instructors initials: ____________
6. Return the tools and the engine.

Activity 18: Oil Control Valve Inspection
NOTE: Ensure the ignition is OFF whenever you plug or

unplug the oil control valves.
TASK 1 In this task, you will test the oil control valve resistance
OCV TESTING using a DVOM.
1. Locate the vehicle recommended by your Instructor. Be

sure to connect the exhaust hose to the vehicle. Also,
make sure you have a DVOM available.
2. Get the oil control valve Service Information for that

engine from GDS, KDS or KGIS. Typically, it can be found
under Fuel System > Engine Control System > CVVT Oil
Control Valve > Repair Procedures.
3. Using a T-Connector, on the vehicle measure the oil

control valve resistance using a DVOM.
What was your reading? ___________________
Was your reading within specification?

[ ] Yes [ ] No
TASK 2 In this task, you will test the Oil Control Valve (OCV) of the
OCV OPERATION CVVT system.
1. Connect the GDS or KDS to the vehicle.
2. Check the resistance of the loose oil control valve on the

bench with a DVOM.
3. Check against the specification in the GDS, KDS, or KGIS

and compare.
What was your reading? ___________________
Was your reading within specification?

[ ] Yes [ ] No

TASK 2 (CONT.) 4. Plug the loose oil control valve into the harness
connector. Start the vehicle and rev the engine. Observe
the OCV operation through its ports.
5. Plug back in the installed OCV. Bring up “Camshaft

Position - Target” and “Camshaft Actual Position” on the
GDS and graph them. Start and rev the engine. Watch
the two valves on the GDS.
6. Shut off the vehicle, plug in the loose OCV, start and rev
the engine, and watch the two values on the GDS.
7. With the loose OCV installed, bring the vehicle up to

1500-2000 rpm and hold it there for a minute or so, and
try to set a DTC.
* Plug in the installed OCV, clear codes, and disconnect all

equipment.
TASK 3 In this task, you will identify the type of oil control valve
OCV FILTER filter that a vehicle is equipped with.
1. Using the GDS or computer lab, find the information to

answer the blanks below.
 External - for external filters
 Internal - for internal filters
 Solenoid - for filters in the solenoid
1.6L Rio JB ____________________

1.6L Soul AM ____________________
2.0L Spectra LD ____________________
2.0L Forte TD ____________________
2.4L Optima MG ____________________
2.7L Optima MG ____________________
3.3L & 3.8L Sorento BL ____________________
3.5L Sorento XM ____________________
4.6L Tau Borrego HM ____________________

TASK 3 (CONT.) 2. List the items that must be removed to service the
internal filter?
3. List the items that must be removed to service the

solenoid filter?

 YOU HAVE COMPLETE THE GUIDED PRACTICE

ACTIVITIES
 PLEASE RETURN TO THE CLASSROOM FOR

FURTHER INSTRUCTION.

Engine Mechanical Diagnosis: EMD - Course Guide 01

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Engine Mechanical Diagnosis: EMD - Course Guide 01

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Engine Mechanical Diagnosis

EMD - Course Guide 01 1

EMD - Course Guide 01 2

COURSE OVERVIEW The Engine Mechanical Diagnosis Course provides Kia

In this performance-based course, Kia service technicians

TARGET AUDIENCE Kia Dealership Technicians who diagnose and troubleshoot

PREREQUISITES You must complete the following:

THEORY Theory explains the subject from basic to complex. This

EMD - Course Guide 01 3

GUIDED PRACTICE Guided Practice affords you the opportunity to familiarize

PERFORMANCE ASSESSMENT Performance Assessment provides the opportunity

TEAMWORK During the hands-on activities, you will often be working as

LEARN AT EVERY This course is an opportunity for you to learn in a controlled

EMD - Course Guide 01 4

01 Course Guide Introduction

03 Diagnostics Guided Practice

03 Diagnostics Guided Practice

SIMS Computer Simulations Guided Practice

SIMS Computer Simulations Guided Practice

SIMS Computer Simulations Discussion

04 External Inspections Theory

05 External Inspections Guided Practice

06 Performance Assessment Quiz

EMD - Course Guide 01 5

PERFORMANCE ASSESSMENT The Performance Assessment Scorecard is used to track

COURSE ACHIEVEMENT A final score of 80% or higher is needed for completion

* Lack of punctuality and disruptive behavior will result in a

PERFORMANCE SCORECARD The Performance Scorecard tracks your performance on

ANSWER SHEET Record your Performance Assessment answers on this sheet

The Reference Icon indicates you must refer to additional

The Activities Icon indicates an activity that supports a

The Video Icon indicates there is a video segment

The Stop Icon indicates a section or activity is complete

The Feedback Icon indicates a progress check meant to

EMD - Course Guide 01 6

ACRONYMS CVVT Camshaft Variable Valve Timing

Note: For the most up-to-date acronym list, refer to KGIS.

EMD - Course Guide 01 7

EMD - Course Guide 01 8

Diagnostic Tools Theory

TARGET AUDIENCE Kia Dealership Technicians who are able to diagnose,

GOAL Upon completion of this material, the Kia service technician

OBJECTIVES Upon completion of this material, you will be able to:

Accurately interpret and understand the results of the

Understand other variables that can affect engine

TIME TO COMPLETE Approximately 45 minutes

EMD - Course Guide 01 9

INTRODUCTION While computer-controlled systems may indicate a concern

This material will focus on the use of various diagnostic tools

FEEDBACK: Remember these two elements while working

EMD - Course Guide 01 10

4-CYCLE ENGINE Kia 4-cycle (4-stroke) engines require two complete

EMD - Course Guide 01 11

The fuel and air mixture is compressed as the piston moves

The spark plug fires a few degrees prior to TDC to maximize

EMD - Course Guide 01 12

After the combustion stroke, the exhaust valve opens,

Cylinder layouts for V6 (Left) and 4-cylinder (Right) engines

EMD - Course Guide 01 13

VACUUM GAUGE The Vacuum Gauge is an often-overlooked diagnostic tool.

Vacuum Gauges read in Inches of Mercury (inHG). A typical

To set up a Vacuum Gauge:

 Make sure the engine is at normal operating