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A U T O M O T I V E

E N G I N E S

DIAGNOSIS, REPAIR AND REBUILDING

6 T H E D I T I O N

T I M G I L L E S

Santa Barbara City College

Santa Barbara, CA

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Automotive Engines: Diagnosis,

Repair and Rebuilding, 6th Edition

Tim Gilles

Vice President, Career and Professional
Editorial: Dave Garza

Director of Learning Solutions:
Sandy Clark

Executive Editor: David Boelio
Managing Editor: Larry Main
Senior Product Manager:

Matthew Thouin

Vice President, Career and Professional

Marketing: Jennifer McAvey
Executive Marketing

Manager: Deborah S. Yarnell
Marketing Coordinator: Mark Pierro
Production Director: Wendy Troeger
Production Manager: Mark Bernard
Content Project Manager:

Christopher Chien
Art Director: Benj Gleeksman
Cover image: David Kimble Illustration

ALL RIGHTS RESERVED. No part of this work covered by the copyright herein
may be reproduced, transmitted, stored, or used in any form or by any means
graphic, electronic, or mechanical, including but not limited to photocopying,
recording, scanning, digitizing, taping, Web distribution, information networks,
or information storage and retrieval systems, except as permitted under
Section 107 or 108 of the 1976 United States Copyright Act, without the prior
written permission of the publisher.

Library of Congress Control Number: 2009936231
ISBN-13: 978-1-4354-8641-6

ISBN-10: 1-4354-8641-2

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D

EDICATION

The completion of this book was made possible with the help of a great many
individuals. Automotive Engines is dedicated to them and especially to my 
parents, for the inspiration, and to my wife, Joy, and children, Jody and Terri,
without whose help the book would not have been completed. Special
appre-ciation is due to my wife, Joy, who has managed the organization of the art
package, spending countless after-work and weekend hours developing and
organizing all the spreadsheets, captions, photos, and sketches, making
cer-tain they are in their correct locations—a substantial task.

This book is also dedicated to four important mentors: Lloyd Corliss,
my first automotive teacher, who shared his love of engines and whose
integ-rity and example inspired me to become an automotive teacher; Roger
Ayles-worth, who became a big brother to me while I worked in his automotive
business and who shared, by example, his attitude that, with knowledge, a
good mechanic can fix just about anything; and Bob Barkhouse, another big
brother and good friend. Bob is a retired automotive teacher and the author of a
very fine best-selling textbook on the upper end of engines. His example is one
of generosity. He has been a big help and an inspiration to me and countless
other teachers. My good friend and mentor, Joe Schuit, has been helping the
engine-rebuilding students at Santa Barbara City College in my engine
rebuild-ing classes since shortly after he retired from his automotive machine shop
business. Joe is an inventor with a gifted mind for automotive engines and an
enthusiasm that is contagious. A day never goes by without Joe sharing
some-thing new and valuable from his vast library of knowledge and experience.

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“In memory of our friend, Jimmy Stephens (1964-2009),

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v

Contents

Dedication ■ iii

Preface ■ ix

About This Book ■ ix

Features of the Text ■ xii

About the Author ■ xv

ASE Certification Tests ■ xvi

Acknowledgments ■ xvii

S E C T I O N 1

Engine Construction, Diagnosis, Disassembly, and Inspection

1

CHAPTER 1 Engine Operation

2

Simple Engine ■ Four Stroke Engine Operation ■ Cylinder Arrangement ■

Valvetrain ■ Cylinder Block ■ Front-Wheel Drive ■ Engine Classifications ■

Combustion Chamber Designs ■ Direction of Crankshaft Rotation ■ Firing

Order ■ Engine Cooling ■ Spark and Compression Ignition ■ Putting It All

Together ■ High-Performance Engine Trivia ■ Study Questions ■ ASE-Style

Review Questions

CHAPTER 2 Engine Shop Safety

26

General Shop Health and Safety ■ Shop Cleanliness ■ Fire Prevention ■ Tool

and Equipment Safety ■ Lifting Equipment ■ Other Shop Equipment Safety ■

Hazardous Materials ■ Engine Shop Safety Test

CHAPTER 3 Diagnosing Engine Problems 54

Diagnosing Problems Before a Repair ■ Oil Consumption ■ Oil Leaks ■ Fuel

Mixture Problems ■ Compression Loss ■ Engine Noises ■ Oil Pressure

Problems ■ Cooling System Problems ■ Electronic Failures/Engine Damage ■

Study Questions ■ ASE-Style Review Questions

CHAPTER 4 Engine Removal, Disassembly, Inspection,

and In-Chassis Repairs

98

Service Information ■ Service Literature ■ Service Records ■ Engine

Removal ■ Front-Wheel Drive Engine and Transaxle Removal ■ Engine

Disassembly ■ Ordering Parts ■ Types of Engine Rebuilds ■ Major

Engine Repair—Engine in the Vehicle ■ Study Questions ■ ASE-Style

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vi

• CONTENTS

CHAPTER 5 Cleaning the Engine

153

Cleaning Methods ■ Cleaning the Inside of the Engine ■ Study

Questions ■ ASE-Style Review Questions

CHAPTER 6 Measuring 171

Metric System ■ Measuring Tools ■ Precision Measuring Tools ■ Study

Questions ■ Vernier Caliper Practice ■ Micrometer Practice

S E C T I O N 2

The Breathing System

185

CHAPTER 7 Cylinder Head: Parts and Service

186

Cylinder Head Material ■ Head Disassembly ■ Carbon Removal ■

Crack Inspection ■ Crack Repair ■ Valve Guide Inspection ■ Valve

Guide Repair ■ Reaming Valve Guides ■ Valve Guides and Seals ■

Resurfacing Heads ■ Study Questions ■ ASE-Style Review Questions

CHAPTER 8 Cylinder Head: Springs, Valves, and Valve Seats

223

Valve Springs ■ Pushrods ■ Rocker Arms ■ Valves and Valve

Service ■ Valve Seats and Service ■ Reassembling the Head ■ Study

Questions ■ ASE-Style Review Questions

CHAPTER 9 Camshafts, Lifters, Timing Belts, and Chains

267

Camshaft ■ Controlling Camshaft End Thrust ■ Valve Lash (Clearance) ■

Valve Lifters ■ Hydraulic Lifters and Lash Adjusters ■ Hydraulic

Lifter Operation ■ Valve Timing ■ Roller Cam and Lifters ■ Cam Drives ■

Timing Chains and Belts ■ Timing the Cam to the Crank ■ Timing Belts ■

Timing Belt Replacement ■ Study Questions ■ ASE-Style Review Questions

CHAPTER 10 Engine Power and Performance

312

Intake and Exhaust Manifolds ■ Engine Modifications to Improve

Breathing ■ Exhaust Manifolds ■ Turbochargers and Superchargers ■

Belt-Driven Superchargers/Blowers ■ Camshaft and Engine Performance ■

Checking Camshaft Timing ■ Camshaft Phasing, Lobe Centers, and Lobe

Spread ■ Variable Valve Timing ■ Active Fuel Management/Displacement

on Demand ■ Power and Torque ■ Measuring Torque and Horsepower ■

Dynamometer Safety Concerns ■ Study Questions ■ ASE-Style Review

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CONTENTS •

vii

S E C T I O N 3

Cylinder Block Assembly

377

CHAPTER 11 Cylinder Block: Inspection and Service

378

Cleaning the Block ■ Oil and Water Plugs ■ Oil Jet Cooling ■ Aligning

Dowels on the Back of the Block ■ Main Bearing Caps and Registers ■ Main

Bearing Bore Alignment ■ Decking the Block ■ Inspecting Cylinder

Bores ■ Deglazing Cylinders ■ Reboring Cylinders ■ Honing Cylinders

to Size ■ Chamfering the Cylinder ■ Cylinder Sleeves ■ Lifter

Bores ■ Final Block Preparation ■ Cam Bearings ■ Study Questions ■

ASE-Style Review Questions

CHAPTER 12 Crankshaft, Bearings, and Engine Balancing

415

Crankshaft Design ■ Crankshaft End Thrust ■ Checking Crankshaft

Condition ■ Other Crankshaft Modifications ■ Checking Bearing

Clearance ■ Crankshaft Design and Engine Balance ■ Engine Balancing ■

Study Questions ■ ASE-Style Review Questions

CHAPTER 13 Pistons, Rings, and Connecting Rods

458

Pistons ■ Piston Rings ■ Piston Pins ■ Connecting Rods ■ Study

Questions ■ ASE-Style Review Questions

CHAPTER 14 Lubrication 498

Oil ■ Engine Oil ■ Engine Oil Licensing and Certification ■ Oil

Additives ■ Changing Engine Oil ■ Oil Pumps ■ Priming the

Lubrication System ■ Oil Filter ■ Changing the Oil Filter ■

Crankcase Ventilation ■ Study Questions ■ ASE-Style Review Questions

CHAPTER 15 Cooling System

534

Types of Cooling Systems ■ Accessory Belts ■ Thermostat ■

Thermostat Bypass ■ Radiators ■ Cooling System Pressure Cap ■

Radiator Fan ■ Coolant ■ Coolant Service ■ Study Questions ■

ASE-Style Review Questions

S E C T I O N 4

Engine Repair and Reassembly

579

CHAPTER 16 Engine Hardware: Fasteners,

Thread Repair, and Gaskets

580

Characteristics of Fasteners ■ Bolt Stretch ■ Torque and Friction ■ Drill

Bits ■ Taps, Threads, and Dies ■ Repairing Broken Fasteners and

Damaged Threads ■ Automotive Tubing Repair ■ Gaskets ■ Gasket

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viii

• CONTENTS

CHAPTER 17 Reassembly and Starting

638

Warranty ■ Reassembly ■ Completion of Assembly ■ Engine

Installation ■ Ignition System Installation and Timing ■ Engine

Starting and Break-In ■ Final Inspection and Cleaning ■ Study

Questions ■ ASE-Style Review Questions

Appendix ■ 683

Glossary ■ 701

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ix

Preface

ABOUT THIS BOOK

It is often said that engines never change. Although large changes are not the
norm, the internal combustion (IC) engine is constantly evolving. When the first
edi-tion of this text was written in 1980, futurists were quesedi-tioning whether the four
stroke cycle engine would still be around in 20 years. The long history of this
well-proven engine has shown continuous small refinements, and it is still the engine
that powers most of today’s vehicles. Compared with the engines that powered the
muscle cars of 1980, today’s engines are more refined, lighter, and offer improved
performance and durability.

Automotive Engines, Sixth Edition provides the reader with the comprehensive
knowledge needed to repair and rebuild these automotive engines. The most
com-plete book of its kind, it takes a generic, rather than product-specific, approach. The
text provides all of the need-to-know information in an easy-to-understand format.
Much effort has gone into organizing this book to make it easily readable, like a
story. To facilitate learning, all items related to a given topic are included within a
single chapter. Appropriate for entry-level as well as more experienced technicians
and machinists, this text also provides opportunities for the reader to develop
criti-cal diagnostic and problem-solving skills.

Organization of This Edition

This text is divided into four sections and is designed so that the student can
begin working in the shop right away. Section 1 covers engine construction,
disas-sembly, inspection, and parts ordering. Diagnosis techniques, both before and after

disassembly, are covered in detail. Also included are repair procedures that can be
performed while the engine is still in the vehicle. Tools and equipment procedures,
as well as safety issues, are covered throughout. Section 2 deals with the breathing
system. This includes the valvetrain and manifolds. Cylinder head repair, as well as
camshafts and turbochargers, are also discussed in this section. Section 3 discusses
the cylinder block assembly with a focus on lower-end repair procedures. The
lubri-cation and cooling systems are also covered. Section 4 deals with final reassembly
and starting the engine. Gaskets and miscellaneous repair procedures are covered in
this section as well.

New to This Edition

This sixth edition of Automotive Engines has been updated and refined to reflect

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x

• PREFACE

easier for students to survey each chapter by looking at the photos and captions
before reading the text.

The design and engineering of the internal combustion engine is continuing to
evolve, with high-performance sport compact cars becoming a larger share of the
engine repair and enhancement market. Vehicle restoration also accounts for a
sub-stantial part of the industry. In response to reviewer comments, these and other
areas have been addressed in this revision of the text.

Some of the new changes are listed next:

• New or updated case histories highlight real-world situations, providing more

critical thinking practices.

• An updated and expanded high-performance chapter, including more detailed

information on engine breathing, including intake and exhaust manifolds, flow
benches, turbocharging, supercharging, advance materials, and high-performance
camshaft information.

• Updates to the engine diagnosis chapter present the material the way it is

pre-sented in class. Students need to learn to diagnose an engine during disassembly
so they can assess its suitability for repair prior to spending a lot of money and
wasting a lot of time. Analyzing unusual wear or part failure will also help them
correct problems so they do not recur.

• New up-to-date information on cooling and lubrication systems has been added

to this edition of the text. Engines last far longer than they did 25 years ago, so
maintenance has become more important to vehicle owners. Cooling system
fail-ures that result in serious engine damage have become more common.

• New Vintage Engines additions help put newer technologies in historical

per-spective by offering interesting facts about older technologies while separating
them from the core text.

Use of the Text

A goal of Automotive Engines is to fill the needs of many, merging commonplace

and vintage content with the latest high-tech information. Some schools have smaller

engine course offerings, whereas others have large programs with classes of long
enough duration to complete the entire text. Some instructors will choose to assign
certain chapters, leaving others for an introductory course. Others will use some
chapters in a prerequisite introductory engines course, saving others for an advanced
engine-rebuilding course. For instance, Chapter 9 covers all of the camshaft-related
items that would be needed for an entry-level automotive apprentice, whereas the
new Chapter 17, Engine Power and Performance, consists of more advanced
techni-cal material for aspiring engine machinists and high-performance specialists.

There are many new and updated photos of engine disassembly and reassembly
on newer vehicles. The camshaft chapter emphasizes timing belt service, including
cam lobe position identification, so you can be sure you are doing the right thing.
This is something all good technicians should know, but many do not.

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PREFACE •

xi

use of a particular machine are avoided because they are available in the manual
that comes with the machine.

The primary aim of the text is to provide a student with adequate preparation
for entry-level employment with emphasis on the ASE A1 and M1 engine assembly
specialist areas. The text also provides a foundation for the M2 and M3 areas,
espe-cially in regard to ASE test preparation.

To the Student

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xii

Shop Tips

Found throughout the chapters, these tips cover
things commonly performed by experienced
technicians.

Features of the Text

Learning the theory, diagnosis, and repair
proce-dures for today’s complex engines can be
challeng-ing. To guide readers through this material, a series
of features are included that will ease the teaching
and learning processes.

Objectives

Each chapter begins with a list of objectives. The
objectives state the expected outcome that will
result from completing a thorough study of the
con-tents of the chapter.

CONTENTS

• Diagnosing Problems before a Repair
• Oil Consumption

• Oil Leaks
• Fuel Mixture Problems
• Compression Loss
• Engine Noises

• Oil Pressure Problems
• Cooling System Problems
• Electronic Failures/Engine Damage

OBJECTIVES

Upon completion of this chapter, you should be
able to:

• Use engine diagnostic tools and equipment
safely and properly.

• Diagnose engine and related problems and
determine the proper repair procedure.

INTRODUCTION

This chapter focuses on how to troubleshoot
problems on a running engine. Also discussed are
some of the external causes of engine problems that

can result in a repeat of a previous engine failure, if
allowed to continue unresolved. Internal engine
parts are shown here to illustrate some of the causes
and results of these problems. Internal problem

diagnosis after disassembly is also covered in more
detail in subsequent chapters.

It is very important that you diagnose the cause
of a problem before performing a repair. It is not
unusual for an inexperienced technician to spend
many hours of work only to discover that the repair
was unnecessary.

Five major diagnosis areas are covered:
• Possible reasons for oil consumption
• Causes of rough running or a loss of engine

power
• Engine noises

• Oil pressure problems
• Cooling system problems

There are many causes of engine problems.
Some are the result of normal wear and tear or a
lack of maintenance. Engine problems also might
be due to previous work on the engine. Problems
that appear to be engine-related can also be
caused by other automotive specialty areas, such
as the transmission or emission controls.
Some-times a problem with a system causes an engine
to fail. If the problem is not taken care of, the
fail-ure will recur.

Diagnosing Engine 
Problems

VINTAGE ENGINES

In the past, gasoline stations provided underhood service, and most of them had an
adjoining service facility

. Today many of the service facilities have been conver

ted to mini-markets.

One result of self-service is that eng

ines are suffering from a lack of maintenance.

C H A PT E R

3

11/14/09 1:43:34 PM

CHAPTER 3 Diagnosing Engine Problems 
• 85

it is advanced to the furthest point without causing
detonation. Modern computer-controlled engines
use a detonation sensor (

Figure 3.53), sometimes 
called a knock sensor. When it senses the vibration
caused by detonation, the computer retards the
igni-tion timing until the spark knock goes away. The
computer continually relearns the best timing for
the fuel by advancing the timing until detonation

occurs and then retarding the spark slightly until
detonation stops. All modern automotive engines
have this capability. Manufacturers recommend fuel
of a particular octane rating for each of their
vehi-cles. When fuel of a lower octane rating is used, the
timing will be adjusted to a lower amount of
advance. The price is a slight penalty in fuel
econ-omy and performance.

Older engines required more spark advance to
com-plete combustion by the targeted point of 11–14°
after TDC. On modern engines, to help speed up
normal combustion and prevent detonation, the
spark plug location is often centrally located, or
there are multiple spark plugs. This is more efficient
mechanically because firing the spark closer to TDC
means that the piston is not working against
com-pression for as long a time. One of the advantages
of a four-valve pent-roof combustion chamber is its
faster burn time.

Sometimes the pistons and cylinder head absorb
the sound of engine knock, making it inaudible.
This condition is called cold knock or inaudible
ping. Other times the rattling that results from
deto-nation can be very loud. The noise is caused by
vibration of the combustion chamber walls.

When the air-fuel mixture detonates, the
explo-sion is instantaneous and the loss of power can

result in serious engine damage, including broken
pistons, piston rings, and head gasket failure.

SHOP 
TIPS

• Spark plugs are a window to combustion chamber action.

Figure 3.52 shows spark plug conditions that resulted
during preignition and detonation.

• Dynamometers (see Chapter 1

0) are used to test eng
ines
under load. Experienced dyno operators know that the
temperature of exhaust gas in a detonating eng

ine will
drop.

Fuel Octane, Spark Advance, and 
Detonation

Octane rating is a measurement of a fuel’s ability
to resist explosion under pressure. Design engineers
test an engine on a dynamometer, using fuels of
dif-ferent octanes. Difdif-ferent spark advances are tested at
various speeds and loads to determine the engine’s
highest torque output. Ignition timing is best when

VINTAGE ENGINES

Before sophisticated computer-controlled spark timing, a common cause of
detonation was over-advanced ignition timing.

FIGURE 3.52 Damage due to (a) preignition and (b) detonation.
(a)

(b)

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FEATURES OF THE TEXT •

xiii

Key Terms

Each chapter ends with a list of the terms that
were introduced in the chapter. These terms are
highlighted in the text upon first use.

Safety Notes and Cautions

Safety is a major concern in any automotive
shop, so safety notes and cautions are listed
throughout to focus the reader’s attention on
impor-tant safety information.

Vintage Engines

These text boxes place newer technologies in
historical perspective by offering interesting facts

about older technologies while separating them
from the core text.

CHAPTER 3 Diagnosing Eng

ine Problems • 69

overheat. Converter overheating can be minimized by
dis-connecting the smog pump during the test.

SHOP 
TIP

Using an oscilloscope when per

forming a power balance
test allows the height of the firing lines to be observed. A
poorly performing cylinder with a high firing line can
indi-cate a lean air-fuel mixture; a low firing line can be
indica-tive of low compression.

The cylinder power balance test can also be
done with the engine running at higher speeds
than idle. Compare results at low and higher
speed.

An engine with a burned valve will perform
poorly at low engine rpm but would improve at
higher rpm. A leaking valve does not have as
sig-nificant an effect at higher speed as it does at low

speed because the air coming into the engine and
leaving it is moving too fast and has a much higher
volume.

A restriction in the intake, like that caused by a
worn cam lobe, with hydraulic adjustment will
result in little change in engine operation at idle.
The problem will become gradually more
pro-nounced as speed is increased.

EGR leaks do not respond when you richen the
mix-ture like air leaks do. The cylinder causing the rise

in engine rpm is the one from which the exhaust gas
for the EGR valve was picked up. Retest at cruise
rpm and the problem will disappear.

CAUTION

Cylinders should be shor

ted for only a few seconds at most.
Raw fuel entering the cataly

tic converter can cause it to
FIGURE 3.21 Electronic cylinder power balance. W

hen an injector is

disabled, engine rpm should drop.

(Courtesy of Tim Gilles)

VINTAGE ENGINES

Prior to OBD II, manual power balance testing was a routine procedure. On eng
ines

with contact point distributors, it was a common practice to disconnect each spark plug wire on an
idling engine and note the rpm drop. Y

ou can perform a power balance test on cars equipped with
electronic ignition electronically

. Allowing the coil to produce ignition sparks while spark plug
cables are disconnected can increase current flow in the coil to the point where the coil and
igni-tion module can be ruined. Eng

ine analyzers and hand-held scan tools have a feature that
auto-matically shorts out cylinders, one at a time, without removing spark plug cables.

It is important that each cylinder be shor

ted for the same leng

th of time and that the speed of the

engine returns to normal before shor

ting the next cylinder

. The test is most effective when done at

the lowest engine speed possible (5
00–600 rpm).

Vehicles equipped with computer-controlled fuel systems will automatically raise the eng
ine idle to

compensate as each cylinder is g

rounded out. Disabling the computer’s spark advance is required
to perform this test. Consult service literature for the correct procedure.

11/14/09 1:44:08 PM

Case Histories

These true stories describe automotive
situa-tions encountered by the author. They provide the
reader with insight into the critical thinking skills
necessary to diagnose automotive engine
problems.

CHAPTER 3 Diagnosing Eng

ine Problems • 95
The results of the test include information about
the viscosity (thickness) of the oil. (Oil is covered in
detail in Chapter 14.) Thicker oil is due to

oxida-tion, usually from heat. Thickening must be less
than 30% of the original viscosity. Thinner oil is
usually due to fuel dilution, either from an
accu-mulation of short trips or from a defect in the
engine’s fuel system.

Other results of an oil analysis include the oil’s
moisture content (which should be less than 2%) or
the presence of antifreeze/coolant, either of which
could indicate internal coolant leaks. The test also
gives results in parts per million of the presence of
metals such as iron, chromium, copper, aluminum,
and tin from worn or failing engine parts. Also
included is silicon, which is sand or dirt. High
amounts of iron indicate excessive wear to cylinder
walls. Aluminum can indicate piston wear and
chromium can indicate wear to chrome piston
rings. Excessive copper in an oil sample can be due
to a new oil cooler on the engine. After a first oil
change, this should no longer be a problem because
the inside of the oil cooler will oxidize during
nor-mal use. When lead and copper are found in the
sample, this can be due to engine bearing wear or
failure.

that the catalytic converter could overheat and melt,
causing exhaust system backpressure.

Oil Analysis

Large fleets use oil analysis to determine
when to change oil. They put hundreds of
thou-sands of miles on their engines and the engines
have very large crankcase capacities. In addition
to telling when the oil’s additives are depleting,
oil analysis performed by testing laboratories can
also tell if there is potential mechanical trouble on
the horizon.

A sample of about 4 ounces is sent to the
labora-tory. The oil is collected when the engine is at
oper-ating temperature. The lab is given information on
the original viscosity of the oil, how long it has been
since the last oil change, and how many miles are
on the engine.

Fleets often sample oil using a suction tube
inserted into the dipstick tube. Be sure that the
sam-ple is not taken from the bottom of the oil pan. This
will not yield an accurate result. If the oil sample is
taken through the oil pan drain opening, remove at
least 1 quart of oil so that dirt deposits are washed
away from the drain opening.

KEY TERMS

ATF
black light testing
block check tester

cranking vacuum test
cross fluid contamination

EGR

intake manifold vacuum
PCV

seized engine

STUDY QUESTIONS

1. When an engine runs for a long period with an
excessively lean air-fuel mixture, what kind of
engine damage can result?

2. Carbon has built up in the neck area of a valve.
What is the most probable cause?
3. If a spark plug is oil-fouled with carbon on only

one side, what could be the cause?
4. At the end of a spark plug deposit test, what must

be done before the engine is accelerated off idle?

5. A roar will be heard through the engine’s air
intake when the _____ system is restricted.
6. What happens to the outside of an exhaust pipe

at the point of an internal restriction?

7. During a compression test, remove all of the

_____ _____ so the starter can crank the engine
easily.

8. How many compression strokes (minimum)
should the engine crank during a compression
test?

11/14/09 1:45:09 PM

34 • SE

CTION I Engine Construction, Diagnosis, Disassembly
, and Inspection

drill). W

hen he plugged the drill into the wall, 
he was holding it in his hand and received a 
dangerous electrical shock. Luckily he was not seriously injured.

General Hybrid Safety

If you ev
er work on a hybr

id electrical system,

your life will depend on kno

wing wha

t and when

somethin

g is safe to touch. V
oltage can ran

ge up to

650 volts and 60 amps instantly

. This can be deadly
.

All hybr
id manufac

turers pro
vide ample inform

a-tion on the Internet to allo
w fire departm

ents and

other em

ergency personnel easy access for t
raining.

Toyota em
ergency inform

ation is a
vailable a

t the

followin
g Web site: http://

techinfo.to
yota.com.

SAFETY 
NOTE

Orange means high voltage. Do not forget this!
Figure 2.1

5

shows typical orange-colored high-voltage connections in a
hybrid vehicle.

Electric Shock

Twelve-v
olt direc

t current (DC) elec
trical

sys-tems like the ones used in a

utomobiles are not

capa-ble of induc
ing ser

ious elec

trical shock, unless the

engine has a dist
ributorless ignit

ion or is a

high-voltage hybr
id. Shop equipm

ent, ho
wever, is po

w-ered by either 110-v
olt or 220-v

olt alterna
ting

current. Ele

ctric shock hazards can be minimized
when usin

g electrical tools by not standin
g in water

To prev
ent a spark f

rom jumpin
g from the outlet to

the plug, be sure tha

t a tool is not in the “on
”

posi-tion before y

ou plug it into the outlet.
Three-wire elec

trical tools are the best choice for

commercial w
ork. The ext

ra terminal is connec
ted

to ground (
Figure 2.14

). If you use a hom

eowner-type tool with a tw

o-wire plug, it should be double

insula
ted. Tradit

ional a
utomot

ive wir
ing color is

black for ground and red for posit
ive, but in

com-mercial wir

ing the green wire is for ground.

CASE HISTOR
Y

An electrical plug on a drill with a metal housing 
was damaged, requiring replacement. A mechanic

bought a new three-wire plug, cut and stripped 
the wires and installed it on the cord. He had been

working on cars for many years and was used to 
the color code used around automotive batt

eries.

When he connect

ed the black wire to the ground

terminal, he was actually connecting one of the 
hot leads to ground (also the housing of the metal

Ground
socket

Ground ter
minal

FIGURE 2

.14 The third wire terminal is for g
round.

Orange cab
les

FIGURE 2

.15 High-voltage cables on hybrid vehicles are orange.
Accidental contact can kill you!

(Courtesy of Tim Gilles)

026-053.indd 34

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xiv

• FEATURES OF THE TEXT

Instructor Resources

An Instructor Resources CD is available to
instructors and includes the following
compo-nents: an electronic Instructor’s Guide with
answers to all end-of-chapter questions, Word files
of all end-of-chapter questions, a computerized

test bank in ExamView with hundreds of questions
for quizzes or exams, chapter presentations in
PowerPoint for each chapter of the text, a
search-able Image Library with hundreds of illustrations
to support in-class presentations, a NATEF
corre-lation grid connecting the chapter content with the
most current A1 task list, and electronic job sheets
to guide students through common engine
diagno-sis and repair procedures.

Notes

Throughout the text, notes are included to call
attention to need-to-know information.

ASE-Style Review Questions

Each appropriate chapter concludes with ten
ASE-style review questions to help the reader
pre-pare for the ASE Certification Exam.

Study Questions

At the end of each chapter, there are 15 study
questions of varying types. The questions provide
an opportunity for reinforcement and review of key
concepts presented in the chapter.

420 • SECTION III Cylinder

Block Assembly

NOTE

When ringing a crankshaft, the sprocket or gear must be
removed first, or the crankshaft will sound like it is cracked.
Hang the crankshaft by a wire. Holding it by hand will
deaden the sound.

A dull sound indica

tes the presence of a crack.

A forged crankshaft will ha

ve a sharper soundin
g

ring than a cast crankshaft.

NOTE

Some crankshafts require very careful handling. If you
dam-age a tone ring for a crankshaft position sensor like the one
shown in Figure 12.1

6, you can cause a drivability problem
due to the confusing signals received by the PCM.

A more accurate way to check for cracks is the

wet Magnaflux

đ magnetic particle inspec
tion

method (Figure 12.17)
.

ã A magnetic field is induced in the crankshaft by
spraying the crankshaft with a mixture of iron
particles suspended in a liqui

• Then a black light is used to detec
t the cracks.

NOTES

Magnaflux will not locate pinholes and casting defects. It
only works for cracks.

Before checking a burned crankshaft for cracks with
Magnaflux, grind it first.

attempt it because they find it more economical to
replace the crankshaft.

Another method of st

raightening crankshafts is

with a special press

(Figure 12.14). The press will
work with forged crankshafts but will likely break a
cast crankshaft.

A crankshaft tha

t is only slightly bent can often

be reground straight, but this has its limita
tions.

Rebuilders sometimes insist on receivin
g a

crank-shaft core that is standard or 0.010
" under to allow
for the possibilit

y that a crankshaft slightly out of

alignment can be correc
ted by regrinding.

Checking for Cracks

When a crankshaft is sev

erely worn, it will ha
ve

suffered poundin

g because the engine was opera
ted

with excessive clearance. There is a higher likelihood
this crankshaft to be cracked. A crankshaft burned
from oil starvation is not as likely to be cracked.

A crankshaft can be checked for obvious cracks
by “ringing” the counterw

eights with a light tap of

a hammer (Figure 12.15)
.
FIGURE 12.14 A crankshaft straightening press used on forged
crankshafts that are bent.

Hydraulic
press
Press
arm WRONG
Wire
RIGHT

FIGURE 12.15 Ringing a crankshaft to check for cracks. A dull sound
indicates a crack. Suspend the crankshaft with wire. Holding it with
your hand will invalidate the test. (

Courtesy of Tim Gilles

11/27/09 6:56:31 PM
456 • SE

CTION III
 Cylinder

Block Assembly

bearing crush
bearing spread

end thrust

externally balanced
fillet radius

locating lug or tan
g

Rockw
ell “C” scale
torsional vibra

tion

STUDY Q
UESTIONS
1. Wha

t is another nam

e for the rod journal?

2. Wha
t is the nam

e of the rounded area a
t the edge

of each bear
ing journal?

3. Wha
t is the dif

ference in appearance betw
een an

in-line en

gine rod journal and a V8 rod journal?

4. Which crankshaft is st
ronger

, cast or forged?

5. Wha
t is the term tha

t descr
ibes the crankshaft

being pushed forw

ard by the clutch or torque

converter?

6. When a rod journal is tapered, wha
t should be

checked as a possible ca
use?

7. List (in inches) the dif

ferent undersizes to which

a crankshaft can be reground.
8. Wha

t are the nam
es of tw

o types of hardenin
g?

a.
b.
9. The hardness spec

ification is usually giv
en on

the _____ “C” scale.

KEY TERMS

10. Wha

t part of the crankshaft can be rolled with a
hydraulic roller to increase crankshaft st

rength?

11. How much thicker than standard w
ould a 0.020’

’

undersized bear

ing insert be?

12. When there is less clearance, will a Plast
igage

reading be wi
der or narro

wer?

13. Wha
t are three propert

ies of a bear
ing?

a.
b.

c.
14. Norm

al main bear

ing wear is on the _____.

a. top
b. bottom
15. Nam

e three t

ypes of scales used in en
gine
bal-ancing.
a.
b.
c.
ASE-S

TYLE R
EVIEW Q

UESTIONS

1. An en

gine has a burned thrust m
ain bear

ing.

Technic
ian A sa

ys that this can be ca
used by a

driver who “r
ides” the clutch. T

echnic
ian B sa

that this can be ca
used by insuf

ficient clutch

pedal-f
ree trav

el. Who is r
ight?

a. Technic
ian A only
b. Technic

ian B only
c. Both A and B

d. Neither A nor B
2. Technic

ian A sa
ys tha

t norm
al main bear

ing

wear is on the top. T
echnician B sa

ys that w
orn
lower m

ain bear
ings can be ca

used by luggin
g

the engine. Who is r
ight?

a. Technic
ian A only
b. Technic

ian B only
c. Both A and B

d. Neither A nor B
3. Technic

ian A sa
ys that bear

ings ha
ve a soft

sur-face tha
t flows

away from high spots in case of a

nick in the crankshaft. T
echnic

ian B sa
ys that

dirt can be absorbed into the crankshaft journal
surface. Who is r

ight?

415-457.indd 456

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xv

Tim Gilles has authored and coauthored several textbooks. He has been an
automo-tive teacher since 1973 and is currently a professor in the Automoautomo-tive Technology
Department at Santa Barbara City College. He has a Master of Arts degree in

Occu-pational Education from Chicago State University and a Bachelor of Arts degree
from Long Beach State University. He holds the industry certifications of ASE
Mas-ter Engine Machinist and ASE MasMas-ter Automotive Technician.

Tim has been active in professional associations for many years, serving as
pres-ident and board member of the California Automotive Teachers (CAT) and as a
board member and election committee chair of the North American Council of
Automotive Teachers (NACAT). He is a frequent seminar presenter at association
conferences. Tim has been a longtime member of the California Community College
Chancellor’s Trade and Industry Advisory Committee. He is active in industry
asso-ciations, including AERA, ARC, and IATN and has served several terms as
educa-tion representative on the board of the Santa Barbara Chapter of the Independent
Automotive Professionals Association (IAPA).

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xvi

The National Institute for Automotive Service Excellence (ASE) certifies automotive
technicians in the eight specialty areas of automotive repair. Tests are given twice a
year at locations throughout the country and on the Internet. To become certified in
one of the specialty areas, you must correctly answer between 60% and 70% of the
questions, depending on the difficulty of the particular test. To become a Master
Auto Technician, you must pass all eight tests. To receive certification, you must also
have at least 2 years of automotive work experience. School training can count as
one of the years. If you do not have the work experience, you can still take the tests.
ASE will provide you with the test results and will certify you as soon as your
expe-rience requirement is met.

ASE and AERA have developed an Engine Machinist test series. The three tests
in the series are Cylinder Head Specialist, Cylinder Block Specialist, and Engine
Assembly Specialist. Passing machinist tests in all three of the areas qualifies you as

a Master Engine Machinist. Tests are administered as part of the regular ASE
Tech-nician test series.

Many employers ask for ASE certification when they advertise a job opening.
ASE certification provides a technician or machinist with a means of showing a
pro-spective employer that he or she has a validated training background. The practice
tests at the end of the chapters in this text provide examples of the types of questions
that will be found on the ASE A1 test on Engine Repair and ASE M1–3 tests on
Engine Machining. Sample ASE Engine Machinist test questions and explanations
are included at the back of the book.

</div>
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xvii

The author and publisher would like to offer special
thanks to the following reviewers for their
com-ments, criticisms, and suggestions on the sixth and
prior editions of this text.

Sixth edition reviewers:
Henry Baboolal

University of Northwestern Ohio
Lima, OH

Jim Brandon

Linn State Technical College
Linn, MO

David Christen

University of Northwestern Ohio
Lima, OH

Earl Comer

University of Northwestern Ohio
Lima, OH

Dave Hagen

AERA Engine Builders Association
Crystal Lake, IL

Tim LeVan

University of Northwestern Ohio
Lima, OH

Jason Norris

Pasadena City College
Pasadena, CA

Richard Rackow

Moraine Valley Community College
Palos Hills, IL

Chuck Rockwood

Ventura College
Ventura, CA
Michael White

University of Northwestern Ohio
Lima, OH

Reviewers prior to the sixth edition:

Steve Bertram, Palomar College, San Marcos, CA
David Christen, University of Northwestern Ohio,
Lima, OH

Kenneth P. Dytrt, Pennsylvania College
of Technology, Williamsport, PA

Dimitri Elgin, D. Elgin Cams, Redwood City, CA
Gary Engberg, Northeast Metro Technical College,
White Bear Lake, MN

John Kraemer, Western Iowa Tech
Community College, Sioux City, IA
Norman Laws, Professor Emeritus,
Chicago State University

Larry Leavitt, Pennsylvania College of Technology,
Williamsport, PA

Wilmer Martin, Automotive Training Center
J. C. Mitchell, Gaston College

Ted Nicoll, Central Missouri State University
Jerry Norris, Southeast Community College,
Milford, NE

Joe Polich, President, Production Engine
Rebuilders Association

Fred Raadsheer, British Columbia,
Institute of Technology, Vancouver, BC
Robert D. Raduechel, Modesto Junior College
Butch Reilly, Spokane Community College,
Spokane, WA

Chuck Rockwood, Ventura College, Ventura, CA
Charles Romack, Southern Illinois University
Jerry Rosenquist, Fel-Pro/Federal-Mogul
Raymond K. Scow Sr., Truckee Meadows
Community College

Gary Semerdjian, Santa Barbara City College,
Santa Barbara, CA

</div>
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xviii

• ACKNOWLEDGMENTS

Jason Spohr, Pasadena City College, Pasadena, CA
Bill J. Steen, Yuba College, Marysville, CA

Forrest J. Stewardson, Mayo Technical College
Don Sykora, Morton College, Cicero, IL

John Thorp, Illinois Central College, Peoria, IL
Christopher VanStavoren, Pennsylvania College of
Technology, Williamsport, PA

Bob Warnke, Hutchinson Technical College

The author would also like to thank the
mem-bers of the AERA for the tremendous job they do in
sharing technical information through their
organi-zation. AERA associate members from industry and
manufacturing have been extremely helpful in
pro-viding illustrations and technical help. Dave Hagen,

AERA Technical Support Manager, has made
count-less helpful suggestions for improvement of this

and earlier editions of Automotive Engines.

The author would especially like to thank his
Delmar Cengage Learning team—Matt Thouin,
Barbara LeFleur, Chris Chien, Mark Bernard, Dave
Boelio, and Sandy Clark—for their exceptional
effort and dedication in bringing this revision to
publication. Special thanks are due to Matt Thouin,
my product manager. Matt has very capably

man-aged this sixth edition revision of Automotive

</div>
(20)<div class='page_container' data-page=20>

Ebook Automotive engines diagnosis, repair and rebuilding (6th edition): Part 1

A U T O M O T I V E

E N G I N E S

<b>DIAGNOSIS, REPAIR AND REBUILDING</b>

6 T H E D I T I O N

<b>T I M G I L L E S</b>

Santa Barbara City College

Santa Barbara, CA

<b>D</b>

<b>EDICATION</b>

v

<b>Contents</b>

<b>S E C T I O N 1</b>

<b>Engine Construction, Diagnosis, Disassembly, and Inspection</b>

<b>1</b>

<b>CHAPTER 1 Engine Operation </b>

<b>2</b>

<b>CHAPTER 2 Engine Shop Safety </b>

<b>26</b>

<b>CHAPTER 3 Diagnosing Engine Problems 54</b>

<b>CHAPTER 4 Engine Removal, Disassembly, Inspection, </b>

<b>and In-Chassis Repairs </b>

<b>98</b>

vi

<b>CHAPTER 5 Cleaning the Engine </b>

<b>153</b>

<b>CHAPTER 6 Measuring 171</b>

<b>S E C T I O N 2</b>

<b>The Breathing System</b>

<b>185</b>

<b>CHAPTER 7 Cylinder Head: Parts and Service </b>

<b>186</b>

<b>CHAPTER 8 Cylinder Head: Springs, Valves, and Valve Seats </b>

<b>223</b>

<b>CHAPTER 9 Camshafts, Lifters, Timing Belts, and Chains </b>

<b>267</b>

<b>CHAPTER 10 Engine Power and Performance </b>

<b>312</b>

vii

<b>S E C T I O N 3</b>

<b>Cylinder Block Assembly</b>

<b>377</b>

<b>CHAPTER 11 Cylinder Block: Inspection and Service </b>

<b>378</b>

<b>CHAPTER 12 Crankshaft, Bearings, and Engine Balancing </b>

<b>415</b>

<b>CHAPTER 13 Pistons, Rings, and Connecting Rods </b>

<b>458</b>

<b>CHAPTER 14 Lubrication 498</b>

<b>CHAPTER 15 Cooling System </b>

<b>534</b>

<b>S E C T I O N 4</b>

<b>Engine Repair and Reassembly</b>

<b>579</b>

<b>CHAPTER 16 Engine Hardware: Fasteners, </b>

<b>Thread Repair, and Gaskets </b>

<b>580</b>

viii

<b>CHAPTER 17 Reassembly and Starting </b>

<b>638</b>

ix

<b>Preface</b>

<b>ABOUT THIS BOOK</b>

<b>Organization of This Edition</b>

<b>New to This Edition</b>

x

<b>Use of the Text</b>

xi

<b>To the Student</b>

xii

<b>Shop Tips</b>

<b>Features of the Text</b>

<b>Objectives</b>

3

xiii

<b>Key Terms</b>

<b>Safety Notes and Cautions</b>

<b>Vintage Engines</b>

<b>Case Histories</b>

xiv