Format No: 01

Issue No: 03
Date w.e.f.: 01Aug 2018

LAB MANUAL

Subject Name: AUTOMOBILE ENGINEERING

Subject Code: ME561

Department: Department of MechanicalEngineering

Chandigarh-Patiala National Highway (NH-07), Rajpura, Patiala, Punjab-140401

Prepared By: Mr. Prabhjot Singh Reviewed By: Dr. Kulwinder Singh Approved By: Dr. Anoop Kumar Singh

Date: 17/07/2018 Date: 24/07/2018 Date: 01/08/2018

 Table of Contents

Sr.No. Name of Experiment

1 Trouble shooting in cooling system of an automotive vehicle.

2 Valve refacing & valve seat grinding & checking for leakage of valves.

Trouble shooting in the ignition system, setting of contact breaker points

3
and spark plug gap.

Demonstration of wheel alignment/ steering system and measurement of

4
steering geometry angles and their impact on vehicle performance.

Fault diagnosis in transmission system including clutches gears box

5
assembly and differential.

6 Replacing of ring & studying the method of replacing piston after Repair.

7 Demonstration of wheel balancing of an automobile.

Trouble shooting in braking system with specific reference in master

8 cylinder brake shoes, Overhauling of the system and adjusting of system
and testing.

To practice some of the task in braking system

9

Table of Contents
 Experiment No. 01

TROUBLESHOOTING IN COOLING SYSTEM OF AN AUTOMOTIVE VEHICLE

1.Aim: Troubleshooting in the cooling system of an automotive vehicle.

2.Objective/Outcome expected: Identify various reasons for failure.
a) The function of coolant additive
b) Components of cooling system
c) Possible type of failures in the system
3. Tools & Equipment’s required with specifications:
a) Cooling system,
b) Thermometer,
c) Pliers,
d) Screwdrivers
4. Procedure: Theory/description/procedure.

a) Theory: The purpose of the cooling system is to keep the engine at its most efficient
temperature at all speeds and under all operating conditions. During the combustion of the air-
fuel mixture, and engine cylinder temperature of 2500 degrees Celsius or higher may be reached
by the burning gases. Most of the heat is absorbed by the cylinder walls, cylinder head and
piston. They, in turn, must be provided with some means of cooling so that they will not get too
hot. Also, removing too much heat will reduce the thermal efficiency of the engine. The cooling
systems are designed to remove 1/3 of the heat produced due to combustion.

Fig 1 Sysmetic of 4 cylinder engine

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 Experiment No. 01

Basically, there are two types of cooling in the Automobiles

i. Air Cooling (Air is used as a cooling agent)
ii. Liquid Cooling (Coolant/water is used as cooling agent)
Main parts of cooling system
i. Radiator:-It cools off the coolant mixture by allowing air passing through the
tube/fin area to dissipate the heat generated by the engine.
ii. Water pump:-It draws the cooled antifreeze from the radiator and pump it
through the engine block, cylinder head, heater core and back to the radiator.
iii. Freeze plug:-This is a steel plug designed to seal holes in the engine block and
cylinder head created from the casting process. In freezing weather, they may
push out if there is not enough antifreeze protection.
iv. Head gasket/timing cover gasket:-It seals the central part of the engine to
prevent oil, antifreeze and cylinder pressure from mixing.
v. Thermostat:-This controls the minimum operating temperature of the engine. The
thermostat is closed when the engine is cold to speed up and opens when the
average operating temperature is achieved to allow antifreeze coolant to pass
through the radiator.
vi. Hoses:-This connects the other main component of the cooling system. The hose
manufacturer recommends replacing it every four years regardless of appearance
because there may be deterioration of the inside hose that cannot be seen.
vii. Electric cooling fan:-Most front-wheel-drive automobiles use this because of the
transversely mounted engine. It is turned on by a system of sensors and relay
when the engine reaches about 2300 degrees F and stays on until the engine is
cooled about 2000 degrees F.
5. Result Analysis
Troubleshooting and their remedies: In air cooling systems, the main problem is the
reduction of cooling effect because of a layer of dirt or oxide (less thermal
conductivity), which can be checked by regularly washing and keeping the cooling fins
clean. The three general liquid cooling system complaints are: - engine overheating,
slow worm up and cooling system leak. The possible cause of these complaints is listed
in the cooling system trouble diagnosis chart as follows:-

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 Experiment No. 01

Table 1 Couse and effect in automobile engine

COMPLAINT POSSIBLE CAUSE CORRECTIVE ACTION
1. Loss of coolant a) Pressure cap and gasket  Inspect and wash gasket
defective. replace only if the cap will
b) Leakage not hold pressure.
c) External leakage  Pressure test system
 Inspect hose, hose
connection, radiator, edges
2. Engine overheating d) Internal leakage of cooling, gaskets, core
plug, oil cooler, water pump,
expansion tank repair or
a) Low coolant level replace.
b) Loose belt  Check torque of head bolts,
c) Pressure cap deflection check for internal crank
3. Engine fails to reach d) Radiator obstructed casing blown gasket,
average operating e) Thermostat stuck closed cracked cylinder head or
temperature f) Igniting timing fault block.
g) Temperature gauge
defective  Fill coolant up to the level
h) Inadequate coolant flow  Tight the belt.
i) Exhaust system restricted  Test and replace.
 Remove
 Test and replace if required.
a) Open/missing thermostat  Check to time and adjust it.
b) Defective temperature  Check electrical circuit.
gauge  Check the water pump.
 Check and repair.
 Test and replace.
 Check electrical circuit.

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 Experiment No. 01

6. Precautions:
Following safety precautions are to be observed before, during and after the
experiment.
a) Be careful while the opening pressure cap as the hot liquid may ooze out.
b) Don’t put hands between the cooling fan as it may start automatically.
c) Don’t expose your bare hands to the coolant.

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 Experiment No. 02

EXAMINE THE INLET AND EXHAUST VALVE OF THE FOUR-STROKE ENGINE.

1. Aim: Valve refacing & valve seat grinding & checking for leakage of valves.
2. Objectives/ Expected outcomes:
a) To understand the assembly and disassembly of a valve mechanism
b) To know about the use of feeler gauge
c) The reason behind the unequal sizing of valves of inlet and exhaust valve.
3. Tools/types of equipment required with specifications:
a) Valve grinding equipment
b) Grinding paste, rotating tool
c) Cylinder headstand
d) Set of spanners
e) Spring compressor
f) Circlip
g) Plier
4. Procedure: Theory/description/procedure.
a. Theory: Valve Nomenclature
Face: This is the skirt around the base of the uppermost part of the valve.
Seat: This is the ground area of the cylinder head that matches the shape of the face.
Together the Face and the Seat provide the tight gas-tight seal necessary for engine
operation.
Stem: This is the metal "stick" that controls the opening of the valve. Usually, a cam
turns and lifts the branch, which in turn raises the valve.
Guide: This is a tube in which the stem moves. Together with the guide and stem

Fig 1 Symetic diagram of valve

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 Experiment No. 02

b) Procedure:
i. Removing the valve:
 Drain the cooling system. Disconnect upper radiator hoses from the engine.
 Remove the air cleaner. Disconnect throttle linkage fuel line & air &vacuum hoses
from the carburettor or the fuel injection system.
 Remove or move aside lines & hoses are necessary to get at the cylinder head.
 Disconnect spark plug cables & temperature sending unit wire.
 Remove PVC hoses. On the air injection system, disconnect the air hose at the
check valve. Then remove the air supply to assembly.
 Remove valve cover.
 On engines with stud-mounted rocker arms, the rockers arm & the pushrod can now
be removed. If they are left on, the nuts should be loosened so that the rocker arms
can be moved aside & the pushrods removed.
 Pushrods should be placed in a rack in order & can be reinstalled in proper
positions. On the overhead valve engine, the condition of the pushrods & valve
lifters should be checked.
 Remove cylinder head bolts. Take the cylinder head off the engine.
 Remove only one valve at a time unless you are planning a total overhaul. This is
because they wear in each valve face and seat and each stem and guide match.
 To remove the valve, make use of a spring compressor.
 Compress the spring and remove the locking cap.
 Please take a look at the end of the valve stem; you will see that it has a small plate
or washer and a locking device (which is probably a simple cotter pin). Compress
the spring using the spring compressor, then remove the locking device and plate.
 You should now be able to draw the valve out of its guide by pushing up on the
stem.
ii. Refacing the valve & valve seat grinding
Place a cloth in through the valve hole to prevent the grind paste from getting where it is
not desired. This stuff is designed for grinding metal, so imagine what it would do if it got
between the moving parts of your engine. Apply the course grade paste to the face in a
thin layer using your finger. Place the valve into the seat and rotate it back and forth under
a light pressure around half a turn, then back. Do this for five seconds. Lift the valve and
turn it a quarter turn then repeat. Do this through all four quarters.

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 Experiment No. 02

Fig 2 procedure of cleaning valve

Remove the valve from the seat and carefully wipe all the paste from the valve and
the seat. Next, apply the finishing compound and repeat the operation. When done,
remove the valve and wipe away all the paste. Repeat the refacing check with
engineers blue to see if the job has been done well. If not, repeat. Another way of
testing is to mark the face of the valve with a lead pencil about every 5mm, replace
the valve in the set, rotate it through a single turn, remove the valve, and check the
marks. If they are all removed, then the job is done.
iii. Reassembly
 Lightly put oil in the valve all over.
 Put the compressed spring back in place and drop in the valve.
 Put the locking device in place and put the locking pin back in.
 Decompress the spring and remove the spring compressor.
 Push the valve stem with your finger. It should not show any side to side
movement.
 Try to activate the valve taking note of the spring pressure.
 All the valves should be the same.
 Try and rotate the valve through a complete turn with the screwdriver and
make sure it works freely without binding.

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 Experiment No. 02

5. Precautions:
Following safety precautions are to be observed before, during and after the experiment.
a) Be careful to avoid over-grinding of the valve seat.
b) Always use clean & uniform grinding paste & lapping compound.
c) Replace the compound frequently

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 Experiment No. 03

IGNITION SYSTEM OF THE PETROL ENGINE

1. Aim: Troubleshooting in the ignition system, setting of contact breaker points and spark
plug gap.
2. Objectives/ Expected outcomes:
a) Importance of ignition timing.
b) Identify faulty elements in the whole ignition system.
c) Spark plug types and their utilization.
3. Tools/Equipment with specifications:
a) Spanner set
b) Ignition system
c) Battery
d) Pliers
e) Screwdrivers
f) Multimeter etc.
4. Procedure: Theory/description/procedure.

a) Theory: The purpose of the ignition system is to ignite the compressed air-fuel
mixture in the engine combustion chamber. This should occur at the correct time for
the combustion to begin. To start the combustion, the ignition system delivers an
electric spark that jumps a gap at the combustion chamber ends of the spark plugs.
This spark ignites the compressed air-fuel mixture. The mixture burns, creating
pressure that pushes the piston down the cylinder to rotate the crankshaft to make the
engine run.

Fig. 1 Ignition system: working & construction

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 Experiment No. 03

The ignition system includes a battery, ignition switch, ignition coil, distributor (with
contact points & condenser), secondary winding & the spark plugs. An ignition circuit
consists of two sub-circuits: the primary, which carries low voltage; and the secondary,
which carries high voltage. The primary circuit, controlled by the ignition key, releases
12 volts of electricity from the battery or alternator through the coil to a set of breaker
points in the lower part of the distributor, or to the relay in electronic ignition
applications. When the points or relay are closed, current flows through the chassis back
to the battery, completing the circuit. When the points or relay are open, the flow stops,
causing a high-voltage surge to pass from the coil through a rotor in the top of the
distributor to the spark plugs. Once the car has started, the voltage regulator protects the
battery from being overcharged by the alternator. The condenser absorbs part of the low-
voltage current when the points are open.

Components of the spark ignition system

i. Battery It is the electric power source of an ignition system. The ignition
system derives its power from the battery. A battery generates Electric energy
as a result of a chemical reaction. The charging system using an alternator keeps
the battery charged. When the spark is generated at the spark plug, a large
amount of current is drawn. A good battery is one that is able to give the rated
voltage under all load conditions.
ii. Ignition switch The ignition switch connects the ignition coil to the battery
when the ignition key is on. It is provided in the primary circuit as the voltage
flowing is only 12 Volts. This ignition switch also acts as a vehicle's security
system as the vehicle will not start until the ignition switch is turned on.
iii. Ignition coil The Ignition Coil is a step-up transformer that raises the battery
voltage to a high voltage that may reach 25000 volts. The high voltage causes
the sparks to jump the gap at the spark plugs. The ignition coil contains both
primary & secondary winding circuits. The coil primary winding includes 100-
150 turns of heavy copper wire. The turn of this wire must be insulated from
each other, or they would short out & will create the primary magnetic field that
is required. The secondary winding circuit coil contains 1500-3000 turns of fine
copper wire, which also must be insulated from each other. The further increase
the coil magnetic field around a soft iron core. To withstand the heat of current
flow the ignition coil is filled sometimes with oil for cooling. The ignition coil
is the heart of the ignition system. As current flows through the coil, a strong

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 Experiment No. 03

magnetic field is built up. When the current is shut off, the magnetic field
collapses. The secondary circuit consists of the secondary winding, which
produces the high voltage needed to arc across the spark plug gap. The voltage
is sent out the cap, where a rotor distributor distributes the spark to the various
spark plugs at the right time.
iv. Distributor, The distributor, helps in accomplishing two jobs. First, it has a
set of contact breaker points that work as a fast-acting switch. When the points
close the current flows through the coil. When the points are open, the flow of
current stops & the coil produces a high voltage surge. A condenser connects
across the points . It aids the collapse of the magnetic field & helps reduce
arching that burns away the points.
Secondly, the distributor distributes the high voltage surges to the spark plugs in
the correct firing order. A coil wire delivers the high voltage from the coil to the
centre terminal of the distributor cap. Inside the cap, a rotor is on the top of the
distributor shaft. The distributor takes its drive from the engine camshaft by a
pair of gears. The high voltage surge jumps the small gap from the rotor blade
to the terminal. The spark plug wires carry the high voltage to the spark plug in
the cylinder that is ready to fire.
v. Contact breaker The contact breaker points are located in a distributor which
opens &closes, the breaker point as many as 15000 25000 times a minute.
When the points are closed, circuit current is allowed to flow through the
ignition coil, thereby building a magnetic field around the winding. When the
points are open, they interrupt the current flow, thereby collapsing the magnetic
field & releasing a high voltage surge. This high voltage enters the top of the
distributor, where an ignition rotor distributes that voltage to the right spark
plugs at the right time.
vi. Condenser The condenser provided prevents arching by absorbing excessive
current when the point opens & provide a buffer for the voltage fluctuations,
thereby intensifying the surge at the time of closing of contacts to resume the
supply of current to the plugs.

vii. Primary and secondary coil cables There are two active circuits in an ignition
system: the primary and secondary circuits. The primary circuit is composed of
wiring between the power source and the ignition coil and carries a 12V or 24V.

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 Experiment No. 03

The ignition switch is provided on the primary circuit as the voltage is low. The
secondary cables or wiring include the coil wire and the spark plug wires. These
cables connect between the centre of the ignition coil and the distributor cap and
between the distributor cap and the spark plugs. These cables are 7-8mm. These
cables use silicon jackets for insulation.
viii. Spark plugs. The spark plug has two solid metal conductors called electrodes
positioned to form a gap. The gap is between the insulated centre electrode and
the ground electrode. This gap is kept in between .7-1.5mm. The spark jumps
the gap to ignite the compressed air-fuel mixture in the engine cylinder.
Causes of ignition failure

Ignition system failure in contact point system can be grouped into three
categories

Loss of energy in a primary circuit may be due to the following

 Resistance in a primary circuit due to defective leads, lousy connection,
distributor contact points faulty or open coil primary winding
 Points not primarily set
 discharge battery of defective alternator
 Defective condenser,
Loss of energy in a secondary circuit due to
 Spark plug fold, broken or improperly gapped.
 Defective high voltage wiring, which allows high voltage leakage
 High voltage leakage across coil head distributor cap and rotor
 Defective connections in high voltage circuit
 Defective ignition coil.
 Out of time due to
 Timing not set properly
 Distributor bearing or shaft bent
 Centrifugal advance defective
 Pre-ignition due to fouled plugs.
b) Procedure:
Service of ignition system components
i. Spark plug service: Spark plugs will fail and wear rapidly if they are not
of the correct heat range. There are spark plug cleaners that send blast the

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 Experiment No. 03

electrodes and proclaim tip. These after filing, the electrodes gap can be
reset if the plug is in good condition.
ii. Contact point service: Buried or worn contact points should be replaced.
They are supplied in sets with stationery and moveable point on the
contact arm. Adjustment is made by turning an eccentric or by moving the
stationary contact point support.
iii. Distributor service: The contact point distributors require periodic
checking of contact points and their replacement or adjustment as
necessary. Also, the centrifugal and vacuum advance should be checked
to ensure their proper functioning. These checks require the removal of
distributor for testing in a distributor tester, which tests it at various
speeds and vacuum to check the operation performance of centrifugal and
vacuum advances.
5. Precautions: Following safety, precautions are to be observed before, during and after the
experiment.
a) Do not short circuit the battery by joining the positive & the negative
terminal.
b) Ensure that the insulation of the secondary coil is in good condition.
c) Make sure that the connections are correct before connecting the power
supply.

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 Experiment No. 04

STUDY OF STEERING GEOMETRY AND THEIR EFFECT ON TYRE LIFE OF AN

AUTOMOBILE

1. Aim: - Demonstration of wheel alignment/ steering system and measurement of steering

geometry angles and their impact on vehicle performance.
2. Objectives/ Expected outcomes
a) To be able to predict the possible cause of tyre wear.
b) Understand the mutual effect of elements on tyre life and steering stability.
c) Differentiate between manual and assisted steering systems.
3. Tools & types of equipment required with specifications:
a) Steering System Arrangement
b) Jacks
c) Measuring rods
d) Scribers
e) Bevel Protector
f) String
g) Wheel alignment machine etc.
4. Procedure: Theory/description/procedure.
a) Theory: -The steering system allows the driver to guide the car along the road and
turn as desired. These are of two types: Manual Steering & Power Steering. The
steering system includes the steering wheel, steering column, steering

Fig 1 STEERING SYSTEM

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 Experiment No. 04

Gearbox, Pitman arm or drop arm, drag link, tie rods, steering knuckle etc. and in case
of power steering, the effort required to turn the wheels is with the help of an external
agency, either hydraulic or electronic.
Hydraulic power steering is very dependable but complex in operation. When
problems occur, a basic understanding prevents many expensive mistakes.
Virtually all vehicles built today employ power steering. Electric steering is
becoming increasingly popular, but hydraulic steering is likely to remain prevalent for
the foreseeable future. Hydraulic steering uses a pump, generally driven by a belt.
The pump supplies pressure, and driver control is provided through either the rack and
pinion or a steering gearbox.

Fig 2 Power Steering

Much of the system is similar, whether a rack and pinion or a steering box are used.
Rack and pinion offer lighter weight and more precise control. Steering gears are
more durable and tolerate rough treatment far better. This is why many SUV and
truck applications use steering gearboxes. With either system, fluid pressure from the
pump is used to push against a piston. When the wheel is turned, pressure flows to
one side and the piston moves. The piston is attached to the steering gears.
Hydraulic pressure does the work, and the driver controls the direction by turning the
steering wheel. The key to the operation is a compassionate valve system. Both
systems use a similar torsion bar driven valve to direct and relieve pressure in
the cylinder. When the steering wheel is not being turned, the steering valve is at

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 Experiment No. 04

rest. In this position, fluid flows around the valve and out to the reservoir. Slight
pressure also enters both sides of the assist cylinder. Because pressure is equal on
both sides of the piston, nothing occurs. As the steering wheel is rotated, a susceptible
torsion bar twists and turns the steering control valve. The valve blocks the port to
the reservoir, and fluid flows through an opening to one side of the steering gear. At
the same time, the other side of the cylinder is vented to the reservoir.
With pressure on one side and none on the other, the piston moves and causes the
wheels to turn. When the steering wheel is released, the valve returns to neutral,
pressure equalizes, and the turning of the wheels stops. Turned in the opposite
direction, the port that was previously pressurized is vented to the reservoir. Fluid
pressure is now applied to the opposite side of the steering gear, and the vehicle steers
the other way. The most common problems with steering gears and rack and pinions
are leaks and slack in the steering. The pump, pressure and return lines also leak and
are replaceable. Leaking from the gearbox or rack and pinion most often is repaired
by installing a rebuilt part.
Steering geometry parameters
The various parameters that enter into front end steering geometry are:
a) Camber
b) Caster
c) Steering axis inclination
d) Included Angle
e) Scrub Radius
f) Toe-In and Toe out
The following sections will include these parameters along with their effects on
steering performance.
a) Camber
This is the angle between the wheel and the vertical measured in degrees, when
viewed from the front of the vehicle. If the top of the wheel is learning out from the
centre of the car. Then the camber is positive otherwise negative. If the camber is out
of adjustment it will cause tires wear on one side of the tires tread.

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 Experiment No. 04

Fig 3 Drivers view while driving autmobile

b) Caster
Caster is the angle between the line passing through the steering pivots and the
vertical measured in degrees, when viewed from the side of the vehicle. If the top of
the pivot is leaving towards the rear then caster is positive and otherwise negative.

Fig 4 Caster in automobile

If the caster is out of adjustment, it can cause a problem in straight-line tracking.
When the caster is different from side to side, the vehicle pulls to the side with the less
positive caster. If the caster is equal but too negative, the steering will be light.
Positive caster improves straight-line tracking because of caster line intersect the
ground ahead of the contact path of the tire.
c) Steering angle inclination
Steering axis inclination is defined as an angle measured in degrees between the line
passing through the steering pivots and the vertical when viewed from the vehicle's
front. The steering axis is an imaginary line about which the steering action of the
wheels takes place.

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 Experiment No. 04

Fig 5 Steering angle inclination

d) Included angle
This is the angle formed between the SAI and the camber. The included angle is
defined as the algebraic sum of SAI and the camber. If the camber is negative, then
the included angle will be less than SAI; otherwise, be more. The included angle must
be the same from side to side, even if the camber is different. If it is not the same,
then the knuckle has a tendency to bend.
e) Scrub radius
This is the distance between where the SAI intersects the ground and the centre of the
tire. This distance must be exactly the same from side to side or the vehicle will pull
strongly at all speeds. In contrast, included angle problem will affect it. Different
wheels or tires from side to side will cause differences in scrub radius as wheel as the
tire is low on air.
The positive scrub radius is when the tire contact patch is outside of the SAI pivot,
while the negative scrub radius is where the contact path is inboard of the SAI pivot.
With a positive scrub, radius stepping on the brake will cause the steering wheel to try
to rip out of your hand. A negative scrub radius will minimize the effect. Scrub radius
is inherent in design attributes and is not adjustable.
f) Toe in & toe out
The toe in measurement is the difference in the distance between the front of the tires
and the back of the tires, as seen from the top of the vehicle. It is measured in
fractions of an inch and is usually set close to zero, which means that the wheels are
parallel with each other.

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 Experiment No. 04

Fig 6 Toe in & toe out

Toe-in means that the fronts of the tires are closer to each other than the rear Toe out
means just opposite. An incorrect toe-in will cause rapid tire wear to both tires
equally. This type of wear is called the saw-tooth wear pattern. Suppose the sharp
edges of the tread section are pointing to the centre of the car. Then there is too much
to toe in. If they are suggested to the outside of the car, then the near is too much toe
out. Toe is always adjustable on the front wheel and on some cars, is also adjustable
for the rear wheels.
g) Toe out on turns:
When you steer a car through a turn, the outside front wheel has to navigate under and
the inside front wheel must steer at a sharper angle than the outer wheel
b) Procedure:
Measurement of steering parameters
The steering parameters like Toe in and toe-out can be measured by using the wheel
alignment machine. The rest of the parameters can be measures manually by using a
string, bevel protector and measuring rod.
5. Precautions: Following safety precautions are to be observed before, during and after the
experiment.
a) Put the vehicle in gear so that while taking measurements the vehicle must not move
b) Use proper lifting jacks
c) Place the jacks on a smooth horizontal surface.

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 Experiment No. 05

MANUAL TRANSMISSION SYSTEM OF A REAR WHEEL DRIVE VEHICLE.

1. Aim: Fault diagnosis in transmission system including clutches gears box assembly and
differential.
2. Expected outcomes/Objectives:
a) Identify the basic parts of transmission used in automobile.
b) Understand the concept of Hotch kiss and toque tube drive.
c) Torque transmission through friction clutch
d) Impact absorption in clutch plate
3. Tools &Equipments required:
a) Transmission System
b) Wrench, hammer
c) Set of spanners
d) Screwdriver
e) Plier
f) Chisel etc.
4. Theory: -
a) Transmission system- Transmission system is responsible for the flow of
power from the engine to the wheels as per the requirements. The main
components of the transmission system are clutch, gearbox, and propeller
shaft, differential, axles etc.
b) Clutch-Clutch is a device which is used to resume or cut the power supply from the
engine to the gearbox whenever required.

Fig 1 gearbox and clutch mechanism in automobile

c) Gearbox- Gearbox is used to get varied combinations of speed and torque
depending on the

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 Experiment No. 05

load requirements. The gearbox consists of gears mounted on splined shafts

with a selector mechanism. The gearbox comes in manual and automatic
transmission versions. It is used in converting speed at the cost of torque and
torque at the cost of speed. Sliding mesh, Constant mesh and synchromesh are
various types of manual gearboxes. The transmission allows the engine
crankshaft to turn fast wheels turn slowly. The transmission can change the
ratio of crankshaft speed to car speeds as car speed increases. Thus the engine
crankshaft may turn about 4, 8 and 12 times of each wheel revolution. In
addition the transmission indulges a reverse gear so that the car can be backed.
Each of these gear ratios is selected manually by driver
d) Differential-When the vehicle takes a turn; the outer wheel must travel faster
than the inner wheel so that the wheels must remain in contact with the road
ensuring a smoother ride. If the propeller shaft were geared rigidly to both rear
wheels each wheels would have to skid to

Fig 2 Symmetric of differential gearbox

make a turn. The job of the differential is to avoid these troubles by allowing one rear or
front wheel to turn faster than the others when car goes around a curve.

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 Experiment No. 05

5. Trouble shooting various transmission components:

Troubleshooting in Clutch
S No Comm. Trouble Diagnosis Chart
Complaint Possible Cause
a) Binding or incorrectly
adjusted linkage.
Clutch Slips
1. b) Broken engine mount
when engaged
c) Internal damage or out of
adjustment
a) binding linkage
Clutch Chatters b) broken engine mount
or grabs when Misaligned clutch
2.
engaged housing Internal
problems disc hub
binding on shaft
a) linkage out of
adjustment
Clutch spins b) broken engine mount
3.
c) Internal problems morn
face weak spring
a) worn disc hub or shaft
b) misalignment
c) won throughout
bearings
d) work pilot bearing on
4. Clutch noise crank shaft
e) linkage pilot needs
lubrications
f) Release lever’s rubbing
g) Morn or weak retrack
spring
a) Misalignment
5. b) Flywheel not seated or
warped
For Clutch
Check or Correction
Lubricate adjust; check for
broken return spring
replace remove clutch for
service.
Lubricate adjust
Replace
Realign or replace free disc
hub on shaft replacedisc
pressure plate assembly
Readjust
Replace
Replaces disc, pressure
Plate adjust lever
Replace
Align Clutch & Engine
Replace
Replace
Lubricate
Adjust
Replace
Align transmission and
check with engine
Seat flywheel on flange or

LM/ME561/05 Page 3 of 6
 Experiment No. 05

Clutch pedal replace.

pulsation c) Release lever out of Adjust
adjustment
d) Warped disc or pressure Replace
plate
a) driver abuse Avoid riding clutch speed
b) cracks in flywheel or shift popping
Rapid friction pressure plate faces
6. disc facing near c) internal problems wear
spring oil on face Replace parts adjust lever.
release lever out of
adjustment
a) binding in linkage Lubricate adjust
Clutch pedal b) pedal shaft binding or Free up seal lubricate
7. shift floor board seal
c) Over centre spring out Adjust, replace
of adjustment or broken

6. Troubleshooting in transmission
Complaint Possible Cause Check or Correction
a. Clutch not releasing Adjust
b. Excessive clutch
pedal Adjust
1.
Hard shifting c. Play shifting tube
into gears binding into steering
column Correct tube alignment
a. Clutch not releasing Adjust
b. Gear shift linkage Adjust
not adjusted
Transmission c. Linkage needs Lubricate
2.
Stick in gears lubrication
d. Insufficient or Replace with correct
incorrect lubricant in lubricant
transmission

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 Experiment No. 05

a. Gear shift linkage Adjust

not adjusted
b. Excessive play of Replace worn
shaft and gear
c. Bearing worn Replace
3.
d. Synchronizer worn Replace
Transmission e. Transmission loose
on clutch housing
f. Clutch housing Tighter mounting bolts
misaligned Correct it
a. Clutch slipping Replace lubricate
b. Gear tooth stripped Replace gear
No power c. Shifter fork or other Replace
4. through linkage part broken
transmission d. Gear or shift broken Replace parts
e. Drive key sheared
Replace
a. Bearing worn or Replace, lubricate
dry Replace
b. Defective input
5. Transmission shaft bearing Replace
c. Gear worn
d. Poilet Bushing Replace
loose in crankshaft
a. In correct or Replace with correct
insufficient lubricant lubricant
b. Main gear bearing Replace or lubricate
Transmission worn or dry
noisy in gear c. Gear loose on main Replace worn
6.
shaft
d. Worn or damaged Replace
synchronizer
e. Speedometer gear Replace
worn

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 Experiment No. 05

Troubleshooting in differential
a. Incorrect internal Differential should be
Unusual adjustment of the drive adjusted.
1. humming noise pinion
in differential b. Incorrect internal
adjustment of the ring gear
a. Heavy contact on Both must be corrected
Noise on the heel ends of the gear
2
Acceleration teeth
b. Heavy toe contact
a. Pinion gears tight Loose the pinion gear
on the pinion shaft
b. Damaged gears on Replace pinion gear
pinions
3 Noise on Curves c. Too much backlash Replace Gears
between gears
d. Worn differential Replace case
case bearing
e. Defective Axle Change Axle

7. Precautions:
a) Be careful while dealing with these heavy parts.
b) Always wear protective equipments
c) Keep the working area clean from oil and grease

LM/ME561/05 Page 6 of 6
 Experiment No. 06

REPLACING OF RING & STUDYING THE METHOD OF REPLACING PISTON

AFTER REPAIR.

1) Aim: -Replacing of ring & studying the method of replacing piston after Repair.
2) Expected outcomes/objectives:
a) Functions of Oil ring and their position on piston.
b) Function of pressure ring and their position on piston
c) Measuring the size of piston at correct spot.
3) Tools & equipments required with specifications:
a) Set Of Spanners
b) Ring Expander
c) Ring Compressor
d) Plier
e) Screwdriver Set
f) Cleaning Pan
g) Hammer
h) Circlip Plier.
4) Procedure: Theory/description/procedure.
a) Theory & Procedure:
i. Piston replacement: Piston & connecting rods are removed from the cylinder
block as an assembly. First of all drain & remove the oil pan. Turn the crankshaft
so that number 1 piston is near BDC. If the rod & the cap have no identifying
marks, mark each one of them. Turn the crankshaft to get at & number the rods &
caps of other cylinders. Remove the rods bolts & cap. Use rod bolt guide sleeves
to keep the bolt threads from scratching the crankshaft journal. Push up the piston
rod assembly & remove it from the top of the cylinder. Remove the other
assemblies. Put them in order in a numbered piston rack
ii. Separating pistons & rod: Connecting rod is attached to the piston with a free-
floating pin. To remove the pin, remove the retainer & slide the pin out. If the pin is
a press fit place the piston & rod assembly in a special fixture. Then use the shop
press to force out the pin. A pin press will also do the job. However, failure to
properly support the piston may distort or break it.

LM/ME561/06 Page 1 of 4
 Experiment No. 06

iii. Piston & ring service: New piston rings usually must be installed if the piston is
removed from the cylinder after the engine has run. Once the rings break in coating
& tool marks wear off, the rings will not reseat & seal if they are installed. Use a
piston ring expander & remove the rings from the piston. Inspect the piston for
wear, scuff marks, scored skirts, & worn ring grooves. Look for cracks at the ring
lands, skirts, pin bosses, & heads. If any piston is damaged locate & correct the
cause. Discard all damaged pistons. Scrap the piston heads Clean. Soak the pistons
in a part cleaning solution that is safe to use on aluminium .Do not use corrosive or
caustic solutions. Don’t use a wire brush on piston skirts. They could damage the
pistons. Clean out the ring grooves with a ring groove cleaner or a piece of an old
ring. Clean out oil holes or slots in the back of ring grooves with a drill & small
picks. Measure the diameter of the piston with a micrometer. Measure the diameter
of the cylinder. If the clearance is excessive, install a new piston. A typical piston is
0.025-0.05mm.Engines with excessively worn or tapered cylinders require reboring.
Then install new oversize piston & rings. Install the rings on the piston with the
proper side facing up. Piston rings installed upside down may cause excessive oil
consumption.

Fig 1 A typical piston details

LM/ME561/06 Page 2 of 4
 Experiment No. 06

Fig 2 sectional view of a typical piston

Push a compression ring from the new ring set down to the bottom of ring travel
in the cylinder. Measure the piston ring & gap. Typical end gap is from.025-
.51mm.If the gap is too small; the ring diameter is too large. A smaller diameter
ring set is needed. Some rings can be filled to get the proper end gap. If the end
gap is within specification, check the fit of each compression ring in its piston
groove. Roll the ring all the way around the groove. If the fit is tight the groove
probably need cleaning. If the ring is too loose check the piston ring side
clearance or groove clearance.
To check ring clearances place the ring in the groove. Measure the clearance in
between ring & the groove with the thickness gauge. Typical side clearance
should be. 025mm. It should not exceed .010mm for most engines. Side clearance
can increase due to the pounding effect of the rings moving up & down in their
grooves. Install the oil rings on the piston. Spiral the oil rings into place. Then
install the compression rings with a ring expander. Never try to spiral
acompression ring into place. Some are brittle & may break. Others might bend
& then stick in the grooves. Position the rings so the end gaps have the proper
relationship as specified by the manufacturer.

LM/ME561/06 Page 3 of 4
 Experiment No. 06

iv Piston & ring assembly installation: Make sure that hands, work, bench, tools,
all engine parts are clean. Don’t unwrap the bearings until you are ready to install
them. Wipe each bearing half with a clean lint free cloth just before installing it.
Put the bearing shells in the cap & rod. If the shells have locking tangs make sure
the tangs enter the notches provided in the cap & rod. Then coat each bearing half
with clean engine oil or with the specified engine assembly lubricant. Dip the
piston in oil & then compress the rings so that they slide into the cylinders. One
method is to use a piston ring compressor. Use guide sleeves to protect the crank
pins when installing the assemblies. Make sure the piston & rods are assembled&
installed facing in the proper directions. With a thickness gauge measure the
connecting rod side clearance. Too little clearance means a bend or twisted
connecting rod. If the connecting rod side clearance is within specifications,
complete the installation of the piston & rod assemblies. Follow the steps
described above for each cylinder. If no additional engine service work is to be
performed, the oil pan can be installed.
5) Precautions: Following safety precautions are to be observed before,
during and after experiment.
a) Heavy blows can distort or break the rod or cap or may cause the
beginning of hairline fracture
b) Handle the pistons with care
c) If the pin is too loose in the piston, get a new piston & pin set.
d) Always wear protective clothing and safety devices
e) Keep the working area clean from oil and grease.

LM/ME561/06 Page 4 of 4
 Experiment No. 07

DEMONSTRATION OF WHEEL BALANCING OF AN AUTOMOBILE

1. Aim: Demonstration of wheel balancing of an automobile.

2. Objectives/ Expected outcome:
a) Importance of Balancing.
b) Effect of unbalanced wheel on tyre life and vehicle stability.
c) Understanding the logic of tyre specifications.
3. Tools and equipments with specifications:
a) Manual Verniercaliper
b) Measuring Compasses
c) Clamp Weights
d) Adhesive Weights
e) Wheel for Balancing Etc.
Operating range:
S. No. Function Minimum- Maximum

1. Rim width 2” – 19”

2. Rim dia 8” – 24”
3. Maximum wheel dia 1200 mm
4. Maximum wheel weight 80 Kg

4. Procedure: Theory/description/procedure.
a) Theory: Rotating components experience significant quality and performance
improvements when balanced. Balancing is the process of aligning a principal inertia
axis with the geometric axis of rotation through the addition or removal of material.
By doing so, the centrifugal forces are reduced, minimizing vibration, noise and
associated wear. Virtually all rotating components experience significant
improvements when balanced. Consumers throughout the global market continue to
demand value in the products they purchase. They demand performance - smaller,
lighter, more efficient, more powerful, quieter, smoother running and longer lasting.
Balancing can contribute to each of these and is one of the most cost effective means
of providing value to the consumer.
Balancing machines fall into two major classes .those that spin the workpiece and
those that don’t. These are known as dynamic and static balancers respectively. A
dynamic balancer is also known as a centrifugal balancer. Dynamic balancers are

LM/ME561/07 Page 1 of 4
 Experiment No. 07

further separated into two distinct classes .soft bearing and hard bearing balancers.
This distinction is made according to the relative stiffness of the measuring system.
Static balancers depend totally upon the force of gravity to detect unbalance.
Consequently, they are only sensitive to static unbalance and are completely unable
to detect couple unbalance. A dynamic balancer with 2 sensing elements is
required to sense couple unbalance.

Fig 1 Symmetric of wheel balancing apparatus

Fig 2 Function and control of different part of machine

Before wheel balancing, remove the old balance leads and mud, carpolite or metal stuck
in somewhere, such as the gaps in wheel. Make sure that the air pressure of the tyre
accord with the standard value and there is no deformation on the rim locating surface

LM/ME561/07 Page 2 of 4
 Experiment No. 07

and mounting hole. While balancer running do not impact it to ensure the best testing
result.
b). Procedure:
i. Turn on the main power
ii. Position a suitable cone on the shaft (flange)
iii. Place the wheel on the shaft against the cone.
iv. Push the unlocked quick-action clamping nut onto the shaft and press firmly
against the wheel.
v. After the WBE 4110 is switched on, the software version appears in the
control/display panel for several seconds. After this, both displays show the
value 0.
vi. Place the electronic verniercalliper for measuring the rim distance, width and
diameter on the rim and hold in position for one second.
vii. The measurement location display depends on the balancing program
selected.
viii. An acoustic signal sounds to indicate that the position has been registered.
ix. The left-hand display shows the rim width, the Right-hand display the rim
diameter.
x. If the rim distance and rim diameter cannot be electronically measured, the
wheel data may also be entered manually.
xi. The rim width can be read on the rim or measured with the compass.
xii. Close the wheel guard.
xiii. The unbalance measurement commences automatically. Eight seconds later,
the balancer brakes and the exact imbalance value can be analyzed and be
displayed.
xiv. On left of display inner balancing plane, on right of display outer balancing
plane.
xv. Open the wheel guard.
xvi. Turn the wheel slowly by hand to locate the balanced point, make sure that all
the balance
xvii. Indicators on the inner lateral side are light.
xviii. Move the wheel to the corresponding position 12 o'clock.
xix. Turn the wheel slowly by hand to locate the balanced point, make sure that all
the balance

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 Experiment No. 07

xx. Indicators on the outer lateral side are light.

xxi. Insert the adhesive weights as required on the inner and outer side.
xxii. Position the slider at the edge of the rim.
xxiii. Place the adhesive weight with the ejector at the corresponding position and
press on.
xxiv. Insert the second adhesive weight required in the inner weight pliers.
xxv. Position the slider at the edge of the rim.
xxvi. Position the adhesive weight with the ejector and press on.
xxvii. The clip on weight is positioned and secured in the balancing program
xxviii. Repeat above operation till the display screen shows 0, 0 the operation ends
and remove the wheel.
5. Result Analysis:
Observation
a) Amount of mass to be added to the wheel must be noted from display of the
machine.
b) Location for adding that mass can either outer or inner side of the rim
6. Precautions: Following safety precautions are to be observed before, during and after
experiment.
a) For the equipment using single phase power supply, when starting the operation
push the wheel by hand one time to assist starting and prolonging service life.
b) Do not uninstall or replace the parts without the instruction of the technical
c) Person, otherwise the regular operation of the machine could be affected.
d) Make sure the lock nut is tightened.
e) Do not strike the spindle shaft when installing or removing the wheel.

LM/ME561/07 Page 4 of 4
 Experiment No. 08

VEHICLE BRAKING SYSTEM (HYDRAULIC)

1. Aim: -Troubleshooting in braking system with specific reference in master cylinder

brake shoes, Overhauling of the system and adjusting of system and testing.
2. Objectives/Expected outcome:
a) Concept of drum and disk Hydraulic brakes
b) Specification of Brake oil and their uses
c) Evolution of tandem master cylinder and vacuum assistance to it.
3. Tools & equipments required with specifications:
a) Braking System
b) Hand Tools
c) Screw Driver
d) Pliers
e) Spanner Set
f) Pressure Gauge
4. Procedure: Theory/description/procedure.
a) Theory: - As the name implies the brake system is required to stop the vehicle. The
braking system is used mostly operate hydraulically by pressure applied through a
braking fluid. These are brakes that the driver normally uses to stop the car in
addition to parking brake system which is mechanically operated by a separate foot
or hand lever. The modern automatic brake system has been refined over many year
has become extremely efficient. Following are some of the main components of
hydraulic braking system.
i. Brake lever-This is a mechanical lever attached to the master cylinder. This
lever comes in contact with the driver’s foot when brakes are applied. This lever
is pivoted so as to transfer the foot reaction to the piston of the master cylinder
ii. Master cylinder-The master cylinder is located in the engine compartment on
the firewall directly in front of driver’s seat. Master cylinder is responsible for
generating the pressure on braking fluid which further actuates the wheel
cylinder thereby emerging braking action. If differential braking is required on
the front and rear wheels then also it is the job of master cylinder. Twin
chamber master cylinders are very much common now days. Master cylinders
have become very reliable and rarely malfunction however the most common
problem that they experience is internal leak. This will cause the brake pedal to

LM/ME561/08 Page 1 of 5
 Experiment No. 08

slowly sink to the floor when your foot applies steady pressure letting go of the
first pedal and immediately stepping on it again brings the pedal back to the
normal height.
iii. Brake fluid-This is a special fluid that has specific properties. It is designed to
with stand cold temperature without thickening as well as very high temperature
without boiling. Brake fluid must meet standards. The brake fluid level will
drop slightly in the reservoir as the brake pedal is pressed as the master cylinder
allows the fluid o come from the reservoir to be pushed to the wheel cylinders
for actuations. This is a normal condition and no cause for concern if the level
drops noticeably over a short period of time or goes down to about two third full
has your brakes checked as soon as possible. Keep the reservoir covered.

Fig 1 Symmetric of foot pedal brake in automobile

LM/ME561/08 Page 2 of 5
 Experiment No. 08

Fig 2 Symmetric of foot pedal operated hydraulic brake in automobile

iv. Brake lines: The brake fluid leaves from the master cylinder to the wheels
through a series of steel tubes and reinforced rubber hoses. Rubber hoses are
only used in place that require flexibility; such that the front wheel which move
up down as well as steer. The rest of the system use non-corrosive seamless
steel tubing line requires special fitting at all points if a steel line requires repair,
the best way is to replace the complete line.
v. Brake shoes: Like the disc pads, brake shoes consist of metal shoes with the
friction material or lining riveted or bonded to it. Also like disc pads. The lining
eventually wears out and must be replaced if the linings are allowed to near
through to the bare metal shoe.

LM/ME561/08 Page 3 of 5
 Experiment No. 08

Fig 3 Symmetric details of drum brake assembly

vi. Brake drum: These are made of metal and have a machined surface on the
inside where the shoe makes contact. Just as with disc rotors brake drum will
show signs of near as the brake lining seat themselves against the machined
surface of the drum, when new shoes are installed the brake drum have a
maximum diameter specification that is stamped to the outside of the drum
where a drum is machined it must never exceed that measurement. If the surface
cannot be machined within the limit, the drums must be replaced.
vii. Wheel cylinder: The wheel cylinder consists of a cylinder that has two pistons
one on each side. Each piston has rubber seat and a shaft that connects the
piston with the brake shoe where brake pressure is applied the piston are forced
out pushing the shoe into contact with the drum wheel.
viii. Return spring: These springs pull the brake shoes back to their rest position
after the pressure is released from the wheel cylinder. If the springs are weak
and do not return, the shoes all the way it will cause premature lining near
because the linings will remain in contact with the drum a good technician will
examiner the spring during a brake job and recommend their replacement if they
show signs of fatigue on certain vehicles the person may recommend replacing
thus ever they look good.

LM/ME561/08 Page 4 of 5
 Experiment No. 08

Fig 4 Location of shoe pad in brake drum

b). Procedure:
Trouble shooting
a. Brake drags- incorrect shoe adjustment
b. Car pulls to one side-some brake lining have become soaked into oil or brake
fluid
c. Soft pedal – Air in the hydraulic system.
d. Poor brake action – Improper brake shoe adjustment.
e. Brake too sensitive – brake lining are greasy.
f. Noisy brakes – brake linings near so much that rivets contact the brake drum.
g. Proper action should be taken well in time as brakes form the critical systems of
an automobile and timely maintenance ensures safe driving.

LM/ME561/08 Page 5 of 5
 Experiment No. 09

TO PRACTICE SOME OF THE TASK IN BRAKING SYSTEM

1. Aim: Practice of the following:

a) Adjustment of pedal play in clutch, brake, hand brake lever and steering wheel
play.
b) Air bleeding from hydraulic brakes, air bleeding of diesel fuel system.
2. Objective/Expected outcome: To identify problem and overcome that by mechanical
adjustment.
3. Tools/Equipment with specifications:
a) 14mm Open-ended wrench (for adjusting brake light switch)
b) 17mm Flare-ended wrench (for loosening locknut on booster rod)
c) Pliers(for turning booster rod to adjust)
4. Procedure: Theory/description/procedure.
a) Theory:
i. Adjustment of pedal play in clutch, brake, hand brake lever and steering
wheel play: In the quest for a firm, responsive brake pedal, many people will
spend lots of time and money on new pads, stainless steel lines, high end fluids,
and even bigger master cylinders when it is very possible that they have
overlooked the simplest little thing that will make a huge change to how the
pedal feels underfoot.

Fig 1 Symmetric of push rod play in pedal brake

LM/ME561/09 Page 1 of 4
 Experiment No. 09

Before making any adjustment, first determine if this adjustment will help you. If
you feel that your brake pedal travels a long distance before you get braking force
(and it's not air in the line), you may have too much freeplay. Test freeplay on a
car that is NOT running by first pumping the pedal several times to get rid of
booster vacuum assist, then with approx a 2 lb force (easy press with 2 fingers)
move the brake pedal. You will be able to feel an initial tiny slop in the linkage
mechanism (from the clevis pin) and then the freeplay of a few mm, then you'll
feel pressure from the master cylinder preventing you from pushing it further. The
distance the pedal moves during the "freeplay" part of this movement is what you
are trying to adjust. The spec is from 0.5mm to 2mm according to the service
manual:
To adjust freeplay, first get a good look at the area and what things are: Use your
17mm Flare Wrench to loosen the locknut on the booster rod. Use your pliers to
turn the rod until freeplay is minimized. Don't go too far or your brakes will drag.
You MUST maintain at least 0.5mm of freeplay to prevent dragging brakes!
Remember, if you're trying to get less freeplay, you need to turn it so that less of
the end of the rod sticks through the bracket on the back of the pedal.
After adjusting rod, tighten the locknut down to keep the setting. Then, test your
brake lights to make sure they activate when you apply light braking pressure (if
you are using light brakes in traffic and your lights don't come on, some moron
will plow you). If you need them to activate sooner, adjust the position of the
brake light switch by loosening its locknut and turning the other nut the proper
direction to pull the switch up and back a little. This will increase the freeplay a
bit. The key is to end up with between 0.5 and 2mm of freeplay between the
switch and rod adjustments. Be sure to tighten the locknut down again after
adjusting. If you want to bring the freeplay on the pedal extremely tight, but still
want your brake light to turn on with the slightest pedal touch to avoid getting
rear-ended, remove brakelight switch from the pedal assembly, file off a
milimeter or two of the button tip, then reinstall. This will give the button a
shorter stroke to activate and allow your adjustment to be tighter.
ii. Air bleeding from hydraulic brakes, air bleeding of diesel fuel system
1. Remove the top of the master cylinder reservoir.
2. Draw out the old fluid

LM/ME561/09 Page 2 of 4
 Experiment No. 09

3. Clean the reservoir

4. Fill the master cylinder with clean brake fluid
5. Pump the brake pedal several times
6. Loosen the bleeder valves. Using a box-end wrench (often 5/16") that fits the
bleeder bolt, loosen the bleeder valves, but leave them closed. A little oil
drizzled or sprayed on the bolts the day before will help to loosen them.
7. Hook a tube to the bleeder bolt. Using a piece of clear plastic tubing
(aquarium tubing works fine), push one end of the tube over the brake bleeder
bolt.
8. Put the other end of the tube into a small, clear bottle with an inch or two of
clean brake fluid
9. Put a piece of 1 x 4 lumber or some other "spacer" under the brake pedal.
This will prevent the pedal from travelling too close to the floor and you
begin to bleed the brakes in it. (This will keep air from being sucked back
into the brake cylinder.
10. Refill the master cylinder reservoir. Remove the top of the master cylinder
reservoir and top off the master cylinder reservoir with fresh fluid.
11. Have a helper sit in the driver's seat and slowly depress the brake pedal with
an even force and hold it down. The helper should shout "down" when the
pedal is down as far as it will go.
12. Starting with the rear passenger wheel (back right for left-hand drive cars),
turn the bleeder bolt to the left one quarter-turn. Old fluid and air will go
down the tubing into the bottle. When the fluid stops, close the bleeder valve.
13. Shout "up" to your helper, who at this point should remove his or her foot
from the pedal, allowing it to move up.
14. Repeat this process until new, clear fluid comes from the bleeder tube. After
every five times the brake pedal is depressed, top off the master cylinder
reservoir with fresh fluid. Never let the reservoir get too low, or air will be
sucked into the master cylinder.
15. Tighten the bleeder bolt back up.
16. Repeat steps 12 to 15

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 Experiment No. 09

Fig 2
5. Precautions: Following safety precautions are to be observed before, during and after
experiment.
a) For the equipment using single phase power supply, when starting the operation
push the wheel by hand one time to assist starting and prolonging service life.
b) Do not uninstall or replace the parts without the instruction of the technical
c) Person, otherwise the regular operation of the machine could be affected.
d) Make sure the lock nut is tightened.
e) Do not strike the spindle shaft when installing or removing the wheel.

LM/ME561/09 Page 4 of 4
Chandigarh-Patiala National Highway (NH-07), Rajpura, Patiala, Punjab-140401