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ATE 504 - Engine Testing Instruments

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60 views18 pages

ATE 504 - Engine Testing Instruments

Uploaded by

Moses Idoko
Copyright
© All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF or read online on Scribd
re ‘esting “nstruments this chapter we describe the testing instruments 1886 by automotive technicians to check the engine 0 its systems. You will find that we review some of the tast instruments covered in earlier chapters. We do this to put together, in this chapter, the com- »lete story of engine testing instruments. CENGINE TESTING INSTRUMENTS The testing instruments we cover in this chapter are ‘Tachometer, which measures engine speed in revolu- ‘ons per minute (ram) -ompression tester, which measures the abil- “ty of the cylinders to hold cornpression Cylinder-ieakage tester, which finds places where vate Is compression leakege Vacuum gauge, which measures. intake-manifold S. Exhaust-gas analyzer, which measures the amount of pollutants in the exiaust gas ». Ignition timing light, which Is used to set the Ignition timing and check the spark advance 7. Oscilloscope, which shows the overall operating con- dition of the ignition-system circuits *. Chassis dynamometer, which checks the engine and "s operating parts under operating conditions There are also instruments to test the battery, starting motor, charging system, and cooling system. There are other instruments to test ignition coils, condensers, spark plugs, distributor contact-point gwell, and distributor ad- ‘vance mechanisms, ‘TACHOMETER ‘The tachometer measures engine speed in revolutions Der minute (rpm). It is a necessary instrument because the Idle speed must be adjusted to a specific rom. Also, ‘many tests must be made at specific engine speeds. The taghométer is connected to the ignition system and oper- ales electrically. The tachometer measures the number ot times the primary clrcult is Interrupted. It translates this into engine rpm. The tachometer selector knob can be turned to 4,6, oF B, the number of eylinders in the engine being tested. Figure 42-1 shows a tachometer connected 10 an engine. Many high-performance cars have tachometers, mounted on the instrument panel. They teli the driver how fast the engine is turning. Then he or she can keep the ipms where the engine develops maxiiaum torque. This lets the driver get the best performance from the engine. Many of these tachometere have a red tine at the lop rom on the dial, Tha rad line marks the danger point for angina speed. The driver should keop below this engine speed, ‘Some car tachometers are mechanical instead oF etee= trical. They are driven off a gear on the ignition distribu- tor shaft. They operate somewhat like the speedometer (34-17) ® 23 ¢ The cylinder-compression tester measures the ability of the cylinders to hold compression, Pressure operates on a diaphragm In the tester. It causes the neadie on tho face of the tester fo move around to indicate the pressure being applied. Figure 42-2 shows a compression tester bbeing used to measure the pressure in an engine cylinder To use the tester, first remove ail the spark plugs. A recommended way to do this is to disconnect the wires ‘and loosen the plugs one tuin. Then reccnnect the wires. land start the engins. Then, run the engine for a few moinents at 1,000 :pm, ‘Turn off the engine and remove the plugs. The combustion gases wi ulow out af tho plug CYLINDER-COMPRESSION TESTER \vell any dit that could fall into the eylinder when the spark’ plugs are removed, The gases also blow out of Ye combustion chamber any loosened carbon that was caked around the exposed threaded end ot the plus: This prevents carbon and dirt particles from getting under 2 Valve and holding the valve open during the compres sion test Next, screw the compression-tester iting into the sparkplug hole of cylinder No. 1, as shown in Fig. 42-2. To protect the coil from high voltage, disconnect the lead from the negative terminal of the coil, This is the lead that goes to the distributor. Then, hold the throttle wide ‘open, and operate the starting motor to crank the engine. ‘The needle will mave around to show the maximum com pression pressure the cylinder is developing. Write down this figure. Test the other oylinders the same way. RESULTS OF THE ___ COMPRESSION TEST The manufacturer's specifications tell you what the com- pression pressure of the cylinders should be. If the test shows that the compression is low, there Is leakage past the piston rings, valves, or cylinder-head gasket. To cor- rept the trouble, you must remove the cylinder head and inspect the engine parts, Before you do this, you can make one more test (0 pinpoint the trouble, Pour a small quantity of heavy oll into the cylinder through the spark-plug hole, Then retest the compression. If the pressure increases to @ more normal fiqute, the low compression is due to leakage past the piston rings. Adding the oll helps seal the rings tem- porarily so they can hold the compression pressure bet- ter. The trouble in this case is caused by worn piston rings, a worn cylinder walt, or a worn piston. The trouble ‘could also be caused by rings that are broken or stuck in the piston-ring grooves, If adding the oll does not increase the compression pressure, the leakage {s probably past the valves. This ould be caused by: @ 42-4 1, Broken valve springs 2. Incorrect valve adjustment 3, Sticking valves 4, Wor or burned valves 5, Worn or burned valve seats / 6, Worn canshatt lobes 7. Dished or worn valve litters it may also be that the cylinder-head gasket is blown." This means the gasket has burned away so that compression pressure is leaking between the cylinder head and the oylinder block. Low compression between two adjecent cylinders is probably caused by the head ‘gasket blowing between the cylinders. Fig. 42-1, Tachometer connucted to an engine. (Siap-0n Tools) Fig. 42-2. Cylinder compression testr in use, (Chavrelot Mlor Division of General Motors Corporation) z Engine Testing Instruments 417 Whatever the cause—rings, pistons, cylinder walls, aves, or gasket—the cylinder head has to be removed » the trouble can be fixed. We discussed engine service arligr in the book. CYLINDER-LEAKAGE TESTER 42-5 ‘The cylinder-ieakage tester does about the same job as ve compression tester, but in a different way. It applies air pressure to the cylinder with the piston at top dead center (TDC) on the compression stroke. In this position, both valves are closed. Very litle air should escape trom rhe combustion chamber. Figure 42-3 shows a cylinder- leakage tester. Figure 42-4 shows the tester connected 10 an engine cylinder and how it pinpoints places where leakage can occur. To use'the tester, first Yemove all plugs, as we have explained. Then remove the air cleaner, the crankcase lilet cap or dipstick, and the radiator cap. Set the throttle wide open, and fill the radiator to the proper level. You are:now feady to begin, Connect the adapter, with the whistle, to the spark-plug hole, of cylinder No. 1, Turn the engine over until the whistle Sounds. When the whistle sounds, the piston Is ‘ving up on the compression stroke, Continue to rotate }e engine until the TOG timing marks on the engine align. When the marks align, the piston Is at TDO. Dis- connect the whistle from the adapter hose and connact the'tester, as shown in Figs. 42-3 and 42-4, Apply air bpregsure from the shop supply, Note the gauge reading, which shows the percentage of air leakage from the cyl- inder. Specifications vary, but Ifthe reading is above 20 percent, there is excessive leakage. If the alr leakage is cessive, check further by listening at the carburetor, ai pipe, and crankcase filer pipe. If the air is blowing out of an-adjoining oylinder spark plug, it means that the head gasket is blown between the cylinders. Figure 42-4 shows what it maans if you can hear air ‘escaping at any of the three listening points, If air bub- bles up through the radiator, then the trouble is a blown eyllAder-head gasket or a cracked cylinder head. This aligus leakage from the cylinder to the cooling system, ‘Check the other cylinders in the same manner. A spe- slal adapter supplied with the tester lets you quickly find OC on the other cylinders. When you use the tester, follow the Instructions that explain how to use the ENGINE-VACUUM GAUGE ‘The englne-vacuum gauge Is important for tacking down, ‘roubles: in an engine that does not run as well as it should. This gauge measures intake-manifold vacuum, The Intake-manifold vacuum changes with different oper~ ‘18. Engine Trouble Diagnesis and Tune-Up ating conditions and with differant engine de The way the vacuum varies from normal shows you what IS ‘wrong inside the engine. Figure 42-8 shows the vacuum gauge connected to the Intake manifold. With the gauge connected, start the engine. Operate it at idle and at other speeds, as ex plained in the following paragraphs. The test must be made with the engine at operating temperature. The ‘meanings of various readings are explained in the follow ing paragraphs (see Fig, 42-6) A steady and fairly high reading on idle indicates nor- mal performance, Specifications vary with different en gines, but a reading somewhere between 17 and 22 inches (432 and 559 mm] of mercury indicates the engine Js okay. The reading will be lower at higher altitudes because of the lower atmospheric pressure, For every 41,000 feet (305 m] above sea level, the reading will be reduced about 1 inch (25.4 mm]. NOTE “Inches of mercury” refers to the way the vac- tuum gauges are set up. There is no mercury in the gauge; it is just @ way of measuring vacuum A steady and low reading indicates late ignition or valve timing or possibly leakage around the pistons. Leakage around pistons—excessive blow-by—could be due to ‘worn or stuck piston rings, worn cylinder walls, or worn pistons. Each of these conditions reduces engine power. With reduced power, the engine does not “pul ‘as much vacuum, ‘A vary low reading indicates a leaky intake manifold or carburetor gasket, or possibly leaks around the carbu- retor throttle shatt. Air leaking into the manitold reduces the vacuum and engine power NOTE Late-model engines, with high-lit cams and mare valve overlap, may have a lower and more uneven in- take-manifold vacuum. Also, certain avtomotive-engine ‘emission controls lower intake-manifold vacuum. Back-and-forth movement of the needle that increases with engine spood indioates weak valve earings, Gradua falling back of the needle toward zer0 with the tengine idling indicates a clogged exhaust line. Regular dropping back of the needle indicates a valve sticking open or a plug not fring Irregular dropping back of the needle indicates that valves are sticking only part of the time. Floating motion or slow back-and-forth movement of the needle indicates an air-uel mixture that Is too rich. A test can be made for loss of compression due to leakage around the pistons. This would be the result of stuck or worn piston rings, worn cylinder walls, or worn pistons. Race the engine for a moment, and then quickly 88 the throttle. The needle should swing around to 28 to 25 Inches [684 to 635 min] as the throttle closes, Incicating good compression. Ifthe needle falls to swing ‘round thin fat, there 16 tose of compraasion. Further ‘Necks should be made, EXHAUST-GAS ANALYZER At one time the major use of the exhaust-gas analyzer Was to adjust the carburetor. It is stil used for that PUr~ ose, but today it is also used to check the emission controls on the car. We cover emission controls in Chaps. 35 to 37. We explain there that their main purpose 10 cut down on carbon monoxida (CO), hydrocarbon (HO), and oxides of nitrogen (NO,) in the exhaust gas Figure 42-7 shows one type of exhaust-gas analyzer. To use it, you stick a probe into the tail pipe of the car (Fig. 42-8). The probe draws out some of the exhaust gas and carries it through the analyzer. Two dials on the face of the analyzer, sliown in Fig. 42-9, tell you how much HC and CO are in the exhaust gas. The HC meter reports. in parts per million. The CO meter reports a percentage. Federal and state laws set the maximum legal limits on the amount of HC and CO permitted in the exhaust, A differant kind of tester is required tor NO,, but it works in the same general way. It draws exhaust gas, from the tail pipe and runs the gas through the analyzer. The meter raports the amount of NO, in the exhaust gas. Generally, NO, testers are available only in testing labo- ratories. They are not widely used in the automotive service'shop. Authorities say, however, that soon all well-equipped shops will have them IGNITION TIMING LIGHT ‘Rg you. know, the sparks must reach the plugs in the cylinders at exactly the right timé. Adjusting the distribu- for to make the sparks do this i called “ignition timing." You can adjust the distributor by turning the distributor inits mounting, The procedure is described in @) 33-12 You use a timing ght (Fig. 42-10) t0 check the timing @ 42-9 OSCILLOSCOPE The oscilloscope, described in @33-2 to 2-5, Is a high-speed voltmeter. It has a picture tube like that in aifelevision set. On the tube, it draws the voltages In the igfition-system primary or secondary circuit. If there Is blo; the picture, or traces, show what is wrong. Be- tion system, the trout sides showing what is wrong In the igni oscilloscope can also detect many engine troubles. For éxample, with loss of compression in a cylinder, the sec- ondary voltage does not have to go as high. This shows Up on the trace for that cylinder, because the spike does inot go as high as it would with normal compression. Row SHOP ain EubeLy Fig. 42-2. Gylinder lea {TDC in cylinder No. 1 age tester, The whisile is used 0 lors \{un Electric Corporation) CHECK THE RADIATOR FILER Hipe ron teak: Fron & CRACKED EHLINGER BLOCK On HExp, Sarmomascown Reso Gasker. GASKET LEAK TO WATER JACKET CHECK THE CARBURETOR iro or, FA LEAKAGE PRS THe INTAKE VALVE. A SUPPLY q LsTEN Ar THE OIL FILLER Tuge FoR EXCESSIVE LEAKAGE GausED Ov PISTON: file TROUBLES. Fig, 42-4, How the cylinder leakage tester works. It applies air ‘te the cylinder through the spark-plug hole with the ‘oth valves closed. Points where alr i leaking (Gun Electric Corporation) biston at TOC and fan then be pinpointed, as shown —— Bivtace MAwiFOLO Vacuum gauge connected to the intake manifold for at (Sun Electric Corporation) Fig. 42~! ‘a manifold vacuum te Engine Testing Instruments 419 > ‘Low avo STEADY A LOW AND STEADY READING RAPID VIBRATION WHEN. INDICATES LOW COMPRESSION, ENGINE IS ACCELERATED. “i LEAKS, OR LATE INDICATES WEAK TION TIMING VALVE SPRINGS IvTERMITTENT OROP OF NEEDLE INDICATES STICKY VALVES, FLOATING MOTION OF NEEOLE inoIcaTEs ICH naixTURE TYPICAL VACUUM GAUGE READINGS 4258, Vaovum~gauge readings and thelr meanings, coe. Flo, 42-7, Exhaustemission analyzer. (Sun Electric Corpor DYNAMOMETER line chassis dynamometer can tast the engine power ‘output under various operating conditions. It ean dupli- ay kind of road tost at any load or spood desired by the operator, Tho part of the dynamometer that you can 368 consists of two heavy rollars mounted st or a ive above loor level (Fig. 42-11). The eas driven onto 2 rollers, as shown in Fig. 42-12, s0 that the car ols Can drive the rollers. Next, the engine Is started, the transmission is put into gear. The ear is then vated as If t were out on an actual road test Under the floor isa device that can place loads on the iets Tis ‘allows the technician to operate the engine 420 Engine’ Trouble Diagnosis and Tune-Up / TAILPIPE exuAusr Gas. Plekur Fig, 42-8, Exhaust-gas analyzer connected for exhaust gas test Under various conditions. You can find out how the en- ine would do during acceleration, cruising, idling, and deceleration. The test instruments, such as the scope, dwell tachometer, and vacuum gauge, are hooked into the engine. These instruments then show the condition of the engine as it operates. ‘The dynamometer can also be used to check tne trans- mission and the differential. For example, the shift points and other operating conditions of an automatic trans- ‘mission can be checked on the dynamometer. Special diagnostic dynamometers are becoming more popular. These units have many instruments attached and have ‘motored rollers that permit testing of wheel alignment, suspension, brakes, and steering, . Fig. 42-10. The timing ight lashes every time No. + spark plug @ 4211 COOLING-SYSTEM TESTERS ‘There are three basic types of tester for the cooling sys- tem; antireaze tester, pressure tester, and belttension tester. Let us look at each of these. 1. Coolant antifreeze tester There are three kinds of antireeze testers, as explained in dotall In @ 24-7. AS Fig. 42-11, Chassis dynamometer of rollors are set at floor lovel. (Sun Elect Fig. 42-12. Automobile in place on a chassis dynamometer The ‘ear wheels drive the dynamometer rollers, which are tush with tho floor, At the same time, instruments on the test panel meas lure car speed, engine power output, engine vacuum, and soon (Sun Electric Corporation) you know, the antitreeze protects the engine from dam age resulting from coolant freeze-up, Thus, it is impor- tant to check the coolant during cold weather, to find out how much protection it has against freezing, That is, you measure the concentration of antifreeze. The three types, of testers are the hycromoter (Fig, 42-13), the retractome- ter (Fig. 42-14), and the kind with balls in a glass tube Engine Testing Instruments 41 'g, 42-18, Cooling-system hydrometer being used to check olant for amount of freeze-up protection. (Ford Motor Cor any) Fig, 42-18, Cleaning refractometer measuring window in prepac allon fer, checking eootant. Fig. 42-15, Prossure testor used to check the cooling system foPieaks: (Texaco Incorporated) 422 Engine Trouble Diagnosis and Tune-Up 2. Pressure tester Tho prossure tester is a small with a pressure gauge (Fig. 42-15). Ih is attached! ¥ the radiator filler neck, as shown, and the pump is operated to apply pressure. If the pressure holds steady ani thara are no signs of leaks, the cooling system is tight. 3, Belt-tension tester One type of belt-tension tester is shown in Fig. 42-16. If there is not enough tension, the bett will slip. The fan and water pump will not be driven fast enough, and the engine will overheat. Al the belt will wear out rapidly. Adjustment is made by moving the alternator out slightly. ) 42-12 PCV-VALVE TESTER In Chap. 36 we mentioned that modern engines are equipped with a positive crankcase ventilating (PCV) sys- tem. This system passes air through the crankcase and thon up to the intake manifold. The air passing through picks up any blow-by or hydrocarbon that has leaked down past the piston rings. The unburned and partly ‘burned gasoline then passes through the engine again, where it has another chance to burn. ‘The PCV valve in the system is designed to prevent too much air from flowing during idle. It the valve sticks open, too much air will low, The idle mixture will be upset, and the engine will Idle roughly and may even sta, If the valve sticks closed, not enough air will get through, and blow-by products can gather in the erank- case. This could seriously damage the engine, because these products Include corrosive acids and goo. They could plug oil lines and cause the engine to fall from oll starvation, A PCV-valve tester is shown in Fig. 42~17. UEL-SYSTEM TESTERS We have already covered various testers that check fuel- system performance. The exhaust-gas analyzer, engine- vacuum gauge, oscilloscope, and other instruments are Used to check engine performance. An important part of the engine is the fust system, and these test instru- ‘ments also report on the fuel system. There are also ump pressure and capacity testers that check on how well the fuel pump Is doing its job. Figure 42-18 shows a fuel-pump pressure and capacity tester ELECTRIC-SYSTEM TESTERS A variety of testers are required to test the electrical equipment on the car, These include the distributor, col, and condenser testers for ignition-system components, To check the charging system, ammeters and voltmeters are required. Any of several instruments ean be used to ‘check the battery, including @ hydrometer, a voltmeter, a 421 tester, and a cadmium-tip tester. We have de. scribed all these testers in earlier chapters. REVIEW QUESTIONS 1. What is the purpose of we tachometer? What Is the purpose of compression of the cylinder-comp jester?: How is it used? What is the purpose of the cylinder-teakage 2: it used? 4. If the compression is low in a 'be the'purpose of pouring some heavy oil der and rechecking it? 5. If adding oil does not change thi inder, what would the oylin= compression pres sure, what are five possible causes of low compression? 8. What are the three listening points when you use the eylinder-leakage test 7. Name three abnormal vacuum-gauge readings. Ex- plain the trouble that could cause each 8. What is the purpose of the ignition timing light? How is it usea? 8. What is the purpose of the oscilloscope? How is It used? 0. What used? he purpose of the dynamometer? How is it 11, What are the three basic types of cooling-system testers? 2, Explain how to use the cooling-system pressure tester 18, Explain how to use the PCV tester. 14, Name three tuel-system testers, and explain how to use them 15, Name four electric-system testers. “FIg. 42-16, Special tool used to check the tension of the fan ‘all. (Gheveolet Motor DWision of General Motors Corporation) SELF PROJECTS Feolect your own file of I ‘engine testing instrume ave the instrument instruc avila copier. You can then fl cryebook. It you can't get the instru ‘down the instructions, and file Notebook. Writing them down Is really Di helps you to remember. tions copied. pe packages, bores, cans, and instuction snes 2 ne ae automotive parts are good source tom colt this information 19 your ee aan the information fron cook. For instance, COPY oe ante ‘a sheet of notebook : from parts packages on sheet 'e boxes from spark plugs and printed on the side. sta it on a sheet of Paste instruction sheets fof notebook paper. Tht other parts may have instructions Cut out the side of the box, and pai paper. Write down all the information you find on 3 ¢ File all these sheets in your notebor Starting a service job, of engine oil Always read all instructions before Fig, 42-17, PCV tester on a valvo cover ready for a test. (Ford Maior Company) FUEL-OUTLET Hid Host. RESTRICTOR ‘CARBURETOR FUELANLET PORT FUELINLET UE TO caneuaeron Fig. 42-18, Fue-pump pressure and capacity tests. Engine Testing Instruments 423 CHAPTER 43 =ngine Trouble Diagnosis This chapter discusses various engine troubles and plains what may cause them. It also indicates Cures for these troubles. In other words, the chap- t8r covers engine trouble diagnosis or, as many call * tt engine “trouble-shooting.” Earlier chapters de- ing and repair procedures to use after a trouble has been traced to its cause. NOTE The troubles and possible causes aro not listed according to how often they occur. That is, item 1 (or Item a under “Possible Cause") does not necessarily ‘occur more often than item 2 (or item b). ‘The chart that follows liste various engine complaints, their possible causes, and checks or corrections to be made, The information in this chart will shorten the time you néed to correct @ trouble. If you follow a logical prodédure, you can usually find the cause of trouble quickly; On the other hand, haphazard guesswork wastes time and effort ENGINE TROUBLE-DIAGNOSIS CHART Se0:@ 43-2 10. 43-19 for detailed explanations of the trouble causes and corrections listed below. COMPLAINT POSSIBLE CAUSE CHECK OR CORRECTION Gr Engine wil not twin a, Run-down battery Fecharge or replace; start engine with over (@ 48-2) jumpar battery and cables ‘Starting cireuit open Find and eliminate the open; check for ty (oF loose cables Remove starting moter, and tree dive Remove for teardown and correction ¢, Starting-motoretve jammed , Starting motor jammed t Engine jammed (Check engine to find trouble ‘Tranamission not in neutral, or neutral switeh out Check and adjust if necessary ‘of adjustment 49. Seat bell nat fastened, of interlock faulty check intriock Also causes listed under item 3 below, "Engine turns over at normal speed but does not start”; river may have run battery down trying to start °2. Engine tures over Run-down battery slowly but does not start (43-3) b, Defective starting motor ©. Bad connections in stating circuit 4d. Also causes listed under item 3 below, tums over at normal speed but docs not start driver may have run battery down tring to st Recharge or roplace; start engine with jumper battery and cables Repair or replace ‘Check for toose or dy cables; clean and tighten \GINE TROUBLE-DIAGNOSIS CHART (Continued) OMPLAINT _POSSIBLE CAUSE 3. Enigine twins over at normal speed but does not start (43-4) 8. Ignition system defectva b. Fuel pump detective or everchoking ©. Alr leaks in intake manifold or carburetor @. Detect in engine ©. Ignition bypass resistor burned out 1. Plugged tet titer 9 Plugged or collapsed exhaust system Engine runs but ‘misses on one lider (@ 43-6) 8. Detective spark plug ». Distributor cap or spark-plug wire defective ©. Stuck valve 6. Broken valve spring ©. Burned valve 4. Bent push rod 9. Flat cam lobe hh, Detective piston or rings |. Detective head gasket |. Intake-manitotd jeak 5 Engine runs but ‘misses on itfereng ylinders (@ 43-6) a. Detective distribytor advance, coil, condengor b. Detective tual system ©. Crossfiring plug wires 4. Burned valves fe, Worn pistons ang rings . Overheated engine 9, Manifold heat-cantrol valve sticking h, Restricted exhayst gino lacks power, acceleration, or 4. Ignition detective high-fpeed: b. Fuel system defestive; secondary throttle valves porformance, hot or rot opening cold (@ 43-8) . Throttle valve not opening fully @. Restricted exhaust e. Loss of compression 1. Excessive carbon in engine 9. Defective valve action fh. Excessive rolling resistance from low tires, dragging brakes, whee! misalignment, etc. § |. Heavy oll j. Wrong or bad fuet k. Transmission not downshitting, or torque converter detective a. Engine overheats 'b. Choke stuck partly open ® . Sticking manifold heat-control valve Engine lacks power, ‘ceBlération; or viespeed performance; hot «. Vapor lock ony (@ 43-8) CHECK OR CORRECTION Try spark test; check timing, ignition syste Prime engine; chock acceloratar-pump ‘discharge, fuel pump, fuel line, choke, ‘carburetor Tighten mounting; replace gaskets 33 ngeded heck compression or leakage (€ 43-5), ‘valve action, timing Replace lean or replace Replace collapsed parts Clean or replace Replace Froe valve; service guide Replace Roplace Replpce Replace camshatt Replace; service cylinder wall as necessary Replace Replace gasket; tighten manifold bolts Check distributer, ete. Check fuel pump, flex line, cartuuretor Replace; relocate Senige Sorvige Check cooling system Froe valve Check tail pipe, muttler; eliminate restriction Check timing, distributor, wiring, condenser. coil, plugs Check carburetor, choke, fier. sir cleaner, fuel pump ‘Adjust linkage Check tail pipe, mutfler; eliminate restriction Check compression or leakage (€) 43-5) Remove carbon Check with compression, leakage, or vacuum tester (@ 43-5 and 43-7) Correct the defect causing rolling resistance Use lighter oil Use good fuel of correct octane Check transmission Check cooling system (see itm 9 below) Repair or replace Free valve Use different fuel, or shield fuel tine a. Automatic choke stuck open Manifold heat-control valve stuck open ~-€ Cooling-system thermostat stuck open “Z. Engine vals stuck open performance, cold only (@ 43-8) Repair or replace Free valve Repair or roplace Free valves, service valve stems and guides as needed Engine TroubleDiagnosis 425 r 'GINE TROUBLE-piaGNosis CHART (Continued) gine dverheats: x10) 0. Réugh idle Engine stalls cold or as i watms up (49-12) 2 Engine sale after Idling oF siow-speed ving (@ 43-12) gine sal ater high-speed aivng ew 4 Engine backtires e219 5, Engine:cun-on or ieseling (@ 48-14) 118. Too mgch HC ang CO in gxhaust| (@ 43:15) 826° Engine Trouble Diagnosis and Turie-Up POSSIBLE CAUSE Lack of coolant Ignition timing late Loose or broken fan Thermostat stuck closed Clogged water jackets Detective raciator hose Defective water pump insutiient engine oi High-atude,hot-climate operation Detective fan clutch Valve timing late, slack ting chain has allowod chain to jump a tooth a 2 i k Carburetor ite adjustment incorrect PV valve stuck open Other causes, Isted under Hams 6 to 8 above, Enging lacks power Choke vate stuck elased, or wil not close Fuel not gating to or through carburetor Manifold heatcontrol valve stuck Throttle solenoid improperly set Engine icing spoed £01 too low Malluntioning PCV valve {Defective fuel pump ©, Overheating © High carburetor-stat level 4 laling adjustment incorrect © Maifunctioning PCY valve {. Thyottle solenoid improperly set ‘2. Vapor lock Carburetor venting or ldle compensator valve detective . Engine overheats 4. Maifunetioning PCV valve «. Improperly set theottle solenola 2. Ignition timing off . Spark lugs of wrong heat range «©, Excessively rich or loan mixture 4. Overheating of engine @, Carbon in engine {. Valves hot or sticking 9. Cracked alstrioutor cap hi Inoperative anibacktie valve iL Crossfring plug wires 2, {dle-sop or solenoid adjustment not correct . Engine overheating ©. Hotspots in cylinders 4d. Timing advanced Ignition miss ». Incorrect ignition timing *e, Carburetor troubles 4, Faulty ar injection . Defective TCS system 1. Detective catalytic converters HECK OR CORRECTION "dd coolant Adjust ting Tighten or relace lean out Replace Repa or replace Aad of Dive more sly kep radiator ited Rep Retin, ast or replace Roadjust fle misture and speed place Open choke valve; rae oF repair automalc choke Check fuel pum, lines, titer, Hat, ito Free valve Adjust Increate Idling speed to speciieg value Replace Repair or replace fuel pump See item 9 above, “Engine overheats Adjust Adjust Replace Agi Use aiforent fuel or shield fue ine (Check and repair See item 9 above, "Engine overheats Replace Adjust ‘Agjust timing Install correct plugs Fair or readjust fuel pump or carburetor Soe Item $ above, “Engine overheats Clean out Adjust; fre; clean; replace it bad Replace cap Replace Replace ‘Adjust; fix solenoid See item 9 above, “Engine overheats ‘Check plugs, pistons, oylinders for carbon check valves for detects and faulty seating Adjust ‘Check plugs, wiring, cap, col, ete. ‘Time ignition (Check choke, float level, idle-mixture adjustment screw, etc, 2s listed in tem 20 below Check pump, hoses, manifold Check system Replace converters or catalyst e IBLE-DIAGNOSIS QHART (Continued) : — CHECK OR CORRECTION Suwlawr POSSIBLE CAUSE i rae Seeanynamo Oe ecient : combustion chambors, y a Be 7 Correct seals: rbplace gaskets ib areal © Eoeresl beats stion chamber Check valve-stem clearance, piston rinas, @a-16) Drive mare siowly 6 High-speed diving Replace See iter 9 above Roplace oil Check oll ines, oll pump, reliot valve 49, Low olf pressure 4, Worn engine bearings Engine overeating €. Ol dilation or foaming +d. Lubricating-system detects Drive more reasonati 20. Bkcosive tut a. Jocrab stars Dive more slowly consummation tig speed Male longor uns ee" een enn ae haus inet ee eal a 6. Excess uo pen: par or replace automatic choke © Ghat ay cedar wae pen gh opouretar Hat lvl Adjust A stuck or ety Host nod evel Free and clean i Wor gubuctr Js Replace I, Stack utonng fod or fut-power piston Free Kae fob oh ot 0 fast Adjust 1 Suck pocterator- pump check vae Free th Corurtr late Replace gaskets: tahten screws, ete Opinger not ng hock eal condenser, ining pugs | ' contact pont, wing «. Automat wangmisson piping of not upshiting _Chepk wancmision P. Lose af engine somprocion (wor engin) Check compression of leakage (@ 43-5) G. Deecive valve acton (worn camehel chan hock with compression lakage, o slack, jumped foath) +. Excessive rolling resistance from low tires, dragging brakes, wheel misalignment, etc. Clutch slippage vacuum tester (45-5 and 49-7) Correct the defects causing the rolling resistance ‘Adjust or repair 21, Engine Is noisy Ga ‘a. [Link] Valve ahd tappet Readjust valve clearance, or replace noisy hhydrauli titers , Ping or chatter on Detonation due to low-octane fuel, carbon, Use higher-octane ‘ual; remove carbon; load or ‘vanced ignition timing, or causes listed under adjust ignition timing acceleration Item 14 above, “Engine backfires’ z Light knock or Worn connecting-rod bearings or erankpin, Replace or adjust bearings; service Pound with engine misaligned rod, lack of oll ‘rankpins; replace rod; correct lack of oll Heating 4. Light metalic Worn or oose piston pin or lack of eit Service pin and bushing; correct lack of oll ‘double knock, usually most audible during idle ©. Chattering or ‘Worn rings, cylinder walls, low ring tension, Service wal; alae rings rattling during broken rings ts i tection * fata” Pon lap eto orn pon, wala, colepaad_Raplac ores pte; sence wat + tlle sound,’ ton i nana ns acl Telco rods; corredt wok oo sae ot place Tos; evel ack misaligned connecting rods metallic knock, endshvust bearing knock on cluten engagement oF Sener load or hard acceleration acceleration eaten Specially when cold >, Miscotanous Rattles, etc, trom loosely mounted accessories: ump, ete 43-2 ENGINE WILL NOT TURN OVER '"the sngine will not turn over when starting Is attampted ‘[Link] the headlights er dome light, und try to start The lights will (1) stay bright, (2) dim considerably, (8) {im slightly, (4) go out, or (5) not burn at all the lights stay bright, there is an open circuit in the farting motor or starting;motor circuit. Check as out- lined in @ 43-3. Also, the transmission may not be in eutral, or the neutral switch is out of adjustment, In addition, on late-model cars, the ignition-interiock safety belts may not be fastened properly, or the system may b= detective deh SION GPS AN, “engine is jammed, butit is probably trouble in the starting motor. Remove tobe down ENGINE TURNS OVER SLOWLY BUT DOES NOT START Causes of this condition could be a run-down battery, @ detective starting motor, or mechanical trouble In the engine. |Check the battery, starting motor, and circuit as outlined in Chaps. 27 and 29. If they are normal, the trouble ‘probably is in the engine (defective bearings, rings, afd so on, that could produce high friction). Re- member that, in cold weather, cranking speed is reduced by thickening of the engine oil and reduction of battery atficiency. 428 Engine Trouble Diagnosis and Tune-Up Regular noise: worn main bearings; irregular: worn plac or service baring Tighten mounting alternator, hora, oll pan, tront bumper, water NOTE If the battery is run down, it could be that the driver has discharged the battery in attempting to start The cause of starting fallure could be as noted bel @ 43-4 ENGINE TURNS OVER AT NORMAL CRANKING SPEED BUT DOES NOT START This means the battery and starting motor are in normal condition. The cause of trouble is probably in the ignition or fuel system. The difficulty could be due to overchok- ing.® Try cranking with the throttle wide open. If the ‘engine does not stan, disconnect the lead from one spark plug (or from the center aistributor-cap terminal), Hold tha leed clio about % Inch [4.76 mm} from the engine blouk, Crank the ongine te one ite good spark: oor TVW byPh WoguTH, orwok hs (anion aybarT. iP a onacre does oeour, the ignition aystom is prebably okay (iho timing could be off, however) It the ignition system operates normally, the fuel system should be analyzed. First, prime the engine by operating the carburetor accelerator pump several times. Or re move the air cleaner, and squirt a small amount of gaso: line into the carburetor air horn CAUTION Gasoline is highly explosive. Keep back out of the way while priming the engine; the engine might backfire through the carburetor. Replace the air cleaner before cranking. tthe engine now starts and runs for a fow seconds, the fuel system is probably faulty. It is not delivering fue! to the engine. Temporarily disconnect the fuel inlet 10 the carburetor. Hold a container undar the fuel line to catch fuel, and crank the engine to see whether fuel is delivered. If itis not, the fuel pump is detective or the fuel line is clogged. If {uel is delivered, the fuel fier is probably at fault, the automatic choke is not working correctly, or possibly there are air leaks into the intake manifold or carburetor. It the fuel and ignition systems seem okay on prelimi- nary checks, check the mechanical concition of the en- gine with the compression and leakage tests (@ 49-5). *This applies toa cold engine. Failure to start with a hot engine may be due to a defective choke that fas to open properly az the engine warms up. This would cause flooding of the engine (alivery of too much gasoline). Open the throttle wide whl ‘ranking (this dechokes the engine), or open the choke valve by hand. CYLINDER COMPRESSION AND @ 435 LEAKAGE TESTERS ‘These testers are used to determine whether oF not the oylinder can hold compression, or whether there is ex cessive leakage past the rings, valves, or head gasket. The compression tester (Fig. 42-2) has been a basic engine-testing instrument for many years. Recently, the cylinder-leakage tester has come into use. Some opera- tars believe that itis more accurate in pinpointing detects Inthe cylinder. The use of compression and leakage testers has been @eseribed in detail (compression tester in @) 42-3 and 42-4, and leakage tester in @ 42-5) "ENGINE RUNS BUT MISSES A missing engine Is a rough engine. if one or more Eylindrs fail to fre, the engine is thrown out of balance. ‘The result is roughness and loss of power. It is some- times hard to track down a miss. The miss might occur at some speeds and not others. Also, a miss may skip around. The modern method of checking out a missing engine is to use an oscilloscope and a dynamometer The oscilloscope is discussed in @ 39-2 to 33-5. The dynamometer is discussed in @ 42-10. If these testing instruments are not available, then the test can be made as follows, Use insulated pliers to remove each spark-plug wire in turn, {© locate the missing cylinder. Removing the plug wire prevents the spark from reaching the plug, and the plug wil not fie. if eemoving the wire changes the engine rhythm of speed, then the cylinder was delivering power before you removed the wire. But if there Is no change In engine speed or rhythm, then that cylinder was missing before you removed the wire. J. Check a missing cylinder further by removing the ‘sparkplug lead. Hold it close to the engine block while the engine is running. If no spark occurs, there is proba bly @ high-tension leak due to a bad lead or a cracked 6 butned distributor cap. If a good spark occurs, install ‘a new spark plug in the cylinder (or swap plugs betwaen two cylinders). Then reconnect the lead, and see whether the cylinder stl misses. If it dos, the cause of the trouble is probably defective engine parts, such as valves or rings, 2, Ifthe miss is hard to locate, perform a general tune-up (Chap. 44), This will disclose, and maybe eliminate, vari- ‘ous causes of missing. These could include defects in the Ignition system or fuel system, loss of engine com- pression, sticky or damaged engine valves, overheated engine, sticky manifold heat control, clogged exhaust, and so on, 3. With most oscilloscopes, you can make a power batanco test that wil quickly pinpoint the missin "7, “tasmanian eer on ae YO @ 3-7 ENGINE VACUUM GAUGE 19 important engine tester for trackin : rere at tne ut doesnt parm Sts factory. measures intake-manifold vacuum 1 intake-manifold vacsum varies with diferent operating conditions, and with ditferont engine defects. The man ner in which tho vacuum varies from normal indicates the type of engine trouble (€ 42-6 explains how to use th vacuum gauge). 19 down trou vet a4 ewaitie LACKS POWER Gattis ar autaneses (soe 0 S08) canbe 1. Engine lacks power and acceleration either hot or cold The fuel system may not be enriching the mix- ture as the throttle is opened. This could be dus to a faully accelerator pump or a defective high-speed or {ull-power circuit in the carburetor. Also, the fuel system could be supplying an excessively lean or rich mixture, This could be dus to a defective fuel puinp, clogged lines, clogged filter, worn carburetor jets or lines, alr leaks at the carburetor or manifold joints, malfunctioning PCV. valve, and so on. Carburetor and fuel-systam action can, be checked with an exhaust-gas analyzer (@ 42-7). - Another condition could cause lack ot power with the engine hot or cold. This is en improper linkage adjust- ‘ment that prevents full throttle opening, Also, the ignition system may be causing trouble, awing to incorrect timing, @ “weak” coll, reversed polarity (see Fig. 33-21), wrong Sspark-plug heat range, and so on. The wrong fuel or oll for the engine could reduce performance. In the engine, humerous conditions could cause loss of power: engine deposits (carbon), lack of compression (faulty valves, rings, worn cylinder walls, pistons, and so on), and defec- tive bearings. A clogged exhaust (bent or collapsed ex- haust pipe or tail pipe or clogged mutter) could create Engine Trouble Diagnosis 429 sek Pressure that would cause poor eAgine pertorm- SASS: Also, any sort of excessive rolling resistance would GESOID engine power and hold down engine acceleration Ad SpEed. This would include dragging brakes, under- Inllated tires, misaligned wheels, and excessive Iriction 'n/the transmission or powertrain 2. Engine lacks power only when hot The engine May be overheating (@ 43-10). Also, the automatic Choke may not be opening normally as the engine warms UB, the’manifold heat-control valve may be stuck, or there hay"be a vapor lock in the fuel pump or line, 3. Engine lacks power when cold or reaches oper- ating temperature too slowly The automatic choke May be leaning out the mixture too soon (before the engine warms up). The manifold heat-control valve may ‘ot be closed (s0 that insufficient heat reaches the intake manifold). Or, the cooling-system thermostat may be luck open. In this case, water circulation goes on be- tween the engine and radiator even with the engine cold, ‘and s0 warm-up is delayed. Occasionally, engine valves ‘iay stick when the engine is cold, but as the engine ‘warms:up, the valves become free and work normally Q 9 EXHAUST-GAS ANALYZER At one time the major use of the exhaust-gas analyzer ‘was to. adjust the carburetor. Today, its major job Is to ‘check the emission controls on the car. Ifthe emission controls are not working properly, there will be excess HG and CO in the exhaust. The exnaustgas analyzer measures the amount of HC and CO in the exhaust gases coming out the tall pipe. Use of the exhaust-gas analyzer IS discussad in @ 42-7. ENGINE OVERHEATS @ 43-10 ‘Most engine overheating is caused by loss of coolant due {0 leaks in the cooling system. Other causes include a {60se or broken fan belt, a defective water pump, clogged Water jackets, a defective radiator hose, and a detective thermostat or fan clutch. Also, late ignition or valve timing, lagk-of engine oil, overloading the engine, of high-speed, high-altitude, or hot-climate operation can cause engine overheating. Also, freezing of the coolant Could cause lack of coolant circulation so that local hot Spots and bolling develop. @ aa ROUGH IDLE {ithe engine idles roughly but runs normally above ide, {hances are the idle speed and idle mixture are incor- {ciy'adjusted. A rough idle could algo be due to other Gauses, such as a loose vacuum hose or one thal is disconnected from the intake manifold '430. Engine Trouble Diagnosis and Tune-Up ENGINE STALLS engine starts and then stalls, note whather th stalling takes place before or after the engine war ater idling oF slow-speed driving, or alter high tul-load driving. Special note should be made of the PCV valve. If this valve becomes clogged or sticks, It wl cause poor idling and stalling u, wed of 1, Engine stalls before it warms up This could be due to an improperly set fast or slow idle, or to improper adjustment of the idle tuel-mixture needle in the carbu: rotor. Also, it could be due to a low carburetor float setting oF to insufficient fuel entering the carburetor. This condition could result from a thermostatic ar cleaner not working, dirt or water in the fue! lines or filter, a detective fuel pump, or a plugged fuel-tank vent, Also, the carbu relor could be icing, Certain ignition troubles could ‘cause stalling after starting. But, as a rule, if the ignition troubles are bad enough to cause stalling, they would also prevent starting. However, burned contact points might permit starting but could fail to keep the engine going. One other condition might be an open primary resistance wire. When the engine Is cranked, this wire 's bypassed. Then, when the engine starts and cranking stops, this wire becomes part of the ignition primary cie cuit. Ifthe wire were open, the engine would then stall 2. Engine stalls as it warms up This could result it the choke valve were stuck closed. The mixture becomes too rich for a hot engine, and the engine stalls. If the ‘manifold heat-control valve sticks closed, the al-tuel ‘mixture might become overheated and too lean, causing the engine to stall. If the hotidle speed is too low, the ‘engine may stall as it warms up because the idling speud {drops too low, Also, stalling may be caused by overheat- ing of the engine, whieh could cause vapor lock. 3. Engine stalls after idling or siow-speed driving This could occur if the fuel pump has a cracked dia- phragm, weak spring, or detective valve. The pump falls to deliver enough {uel for idling or siow-speed operation (although it could deliver enough for high-speed opera- tion). If the carburetor tloat level is set 100 high of the Idle adjustment s too rich, the engine may “load up" and stall. Alean idle adjustment may also cause stalling. The engine may overheat during sustained idling or slow speed driving. With this condition, air movement through the radiator may’not be sufficient to keep the engine ‘e001. Overheating, in turn, could cause vapor lock and engine stalling. (See @ 43-10 for causes of overheating.) 4, Engine stalls after high-speed driving This could cour It enough heat accumulates to cause a vapor lock, The remedy here would be to shield the fuel line and ful Pump or use a less volatile fuel. Failure of the venting ompensator valve In the carburetor may also sause stalling attor high-speed operation. Excessive ‘overheating of the engine is also a primary cause of siating (@ 43-10), ENGINE BACKFIRES ‘Most backtiring is caused by a faulty antibacklire valve. It cold also be due to late ignition timing, oF ignition ccrossfiring (caused by the spark jumping across the dis- tributor cap oF through the cable insulation). In addition, It could be due 10 spark plugs of the wrong heat range (which overheat and cause preignition), excessively rich ‘mixtures (caused by fusl-pump or carburetor troubles), overheating of the engine (@ 43-10), carbon in the en= gine; hot valves, or intake valves that stick or seat poorly. Carbon in the engine, if excessive, may retain enough heat'to cause the air-tuel mixture to preignite as it enters the cylinder, so that backfiring occurs, Carbon also in- creases the compression ratio and thus the tendency for knocking and preignition. Hot plugs may cause preig- nition; cooler plugs should be installed, If intake valves, hang open, combustion may be garried back into the carburetor. Valves which have been ground excessively so that they have sharp edges, valves which seat poorly, or valves which arg carboned so that they overheat often produce backfiring ‘Modern engines, with thelr emission controls, require a fairly high hot idle for best operation, This makes run-on, ‘or dieseling, possible. If there are hot spots in the com- ‘bustion chambers, the engine can continue to run If the throttle is not completely closed. The hot spots take the lace of the spark plugs. Ifthe throttle Is slightly open, enough airtuel mixture could get past it to keep the engine running. Ignition in the combustion chambers Would be caused by the hot spots. Modern engines have an iate-stop solenoid to close the throttle compleiely when the ignition switch is turned off If an engine runs on, or diesels, check the idle-stop solénoid. (it present), to make sure it is releasing when the'ignition is turned off. It could require adjustment to Permit the throttie to closé completely. Be sure the en- ging speed is not set too high. The trouble could also be due to advanced ignition timing. Correction of engine overheating is covered in @ 43-10. Correcting hot spots "may require spark-plug service, or removing the cylinder head for cleaning, plus valve service @ 43-15 TOO MUCH HC AND co oe IN EXHAUST lithe exhauat gas analyzer (@ 42-7) discloses that there is fo much HC and CO in the exhaust, correction must be made. Some states raquire exhausts (O70 igitl cars during state inspection. Cara that emit too tafe ‘and CO must be repaired before they can v6 PH This restriction is designed to get the highways. Here are the possible causes. are obvious moyger The worrertl wg" 1. Missing due to ignition problems such as faulty 62” high-tension wiring, gistributor cap, ignition coll, O° denser, or contact points. (It can also be caused by sts or burned valves.) 2, Incorrect ignition timing : 8. Carburetor troubles such as the choke sticking closed: ‘worn jets, high float level, and other conditions listed in 43-18, 7 ae 4, Faulty alt-injection system which does not inject enough air into the exhaust manifold to completely burn the HC and CO, This could be caused by a faulty air anifold, pump or a leaking hose or air manifol 5, Detective transmission-controled spark systom which permits vacuum advance in all gear pesitions instead o hhigh and reverse only. | os 6, Defective catalytié converters which must be replac fr serviced to restore the catalytic action. @ a6 EXCESSIVE OIL CONSUMPTION Oil is lost tram the engine in three ways: (1) by burning inthe combustion chamber, (2) by lenkage in liquid form, and (8) by passing out of the crankcase through the ‘crankcase ventilating system in the forin of mist or vavor External IGakage can often be defected by inspecting the seals around the oll pan, valve cover plato, and tim- ing-gear housing, o at ollline and titer connections. Burning of oll in the combustion chamber gives the exhaust gas a bluish tinge. Oil can enter the combustion chamber throuigh the PCV system, through the clearance between intake-valve or exhaust-velve stems and valve guides, and past piston rings. |t intake-valve-stem clearance is excessive, oil is “pulled” through this clearance, and into the combustion ‘chamber, on each intake stroke. The appearance ot tne intake-vaive stem often Indicates that this is occuring. Some of the oil remains on the underside ot the valve and stem to form carbon. The remedy is to install valve seals or a new valve guide and possibly a new valve Probably the most common cause of excessive oil con- ‘sumption lo passage of oll into the combustion chamber between the piston rings and the cylinder walls, This is ‘often called “oll pumping." It is due to worn, tapered, ‘or out-of-round cylinder walls or worn or carbonec rings. In addition, when engine bearings are worn, excessive oil is thrown on the cylinder wails. The rings are not able to control all of it. Too much oll works up into the com- bustion chamber, Engine Trouble Diagnosis 431 ___ igh speed must also be considera it there is excos- “ye ll Consumption. High speed means high tempera ves and thus thin oil. More oil, and thinner oil, is thrown 'cylindar walls at high speed. The piston rings, noving at high speed, cannot function so effectively. So more oil works up into the combustion chamber. In addi tion, the churning effect of the ail in the crankcase cre- ‘ates more oil vapor and mist at high speed. More oll is thus fost through the crankcase ventilating system. Tests show that an engine uses several times as much oil at 60 mph (miles per hour) as at 30 moh. 43-17 Low olf pressure is often a warning of worn oil-pump OF engine bearings, The bearings can pass so much oll that the oll pump cannot maintain oll pressure. Also, the end bearings will probably be oil-starved and may fail. Other Causes of low oil pressure are a weak reliet-valve spring, ja worn oll pump, a broken or cracked oil line, and a clogged oil line, Oil dilution, or foaming, sludge, insult ns" oll 9° gil made too thin by engine overheating ill Saune low oll BraRMUte, ~ Low oil PRESSURE 43-18 ‘This condition can be caused by almost anything in the car, trom the driver to underinflated tires or a defective ‘Choke. A fuelsmileage tester can be used to accurately Check fuel consumption (Fig. 43-1). The compression or feakage tester and the vacuum gauge (@ 42-8 to 42-6) will help determine whether the trouble is in the engine, fuel system, ignition system, or elsewhere.” Also, the fexhaust-gas analyzer, dynamometer, and fuelflow meter ‘are usotul in analyzing the problem. ithe trouble seems to be in the fuel system, consider the following EXCESSIVE FUEL CONSUMPTION 4. A-dtiver who pumps the accelerator when idling and 3g the first to get away when the stoplight ‘cessive amounts of fuel 'e choke partly closed after warm-up insists on bein changes will use ex 2. Operation with th will use excessive amounts of fuel 3. Short-run operation means the engine will be oper ting on warm-up most of the time, This means fue consumption will be high. A jough test of mixture richness that does not require any teeing Rstruments 1s to instll a set of new or cleaned spark Sgetor tno correct heat range for the engine and to operate Feat efor 18 of 20 minutes. Thon stop the car, and remove and tee eine ihe plugs, If iney afe coated with a black carbon de SRehr the miture is too rch. (See ato g under item 4 belo) Break exnsust smoke is another indication of an excessively rich frosture: The mixture is 10 rich to burn fully, and so the exhaust (928 contains “soot,” or unburned fuel. 432. Engine Trouble Diagnosis and Tune-Up pu Of is tho oni CUTE: ‘These three conditions aro due tO tion, Changing operating conditions tons scvssive fuel consumption ie not duo to any of Wei, tne ertpeok the fuel pump for excossive pressure, HGH cmp pressure will cause a nigh float-bow! level and check pump pressure fuck righ mixture. Special gauges is not due to high tuel- ‘onditions, the trouble is it could be any of the 4, excessive fuel consumption pump pressure or to operating °F fixely to be in the carburetor following: ir tho ear is oquipped with an automatic choke, ie 2 pre may not be opening rapidly enough during Warr tp of may not open fully. This can Be checked by re uP ving the air cleaner and observing choke operation during warm-up. cere iggged air cleaner that does not admit sultctent A jract somovinat like a partly closed choke vale t should be cleaned or replaced, rin the float bowl it will cause fuel to the carburetor k open or may ‘The cleaner element oc. Ifthe float level is hia! flooding and delivery of excessive Thé needle valve may be stucl aie Now Ta tly, The float eve! should be checked fala 4 gL APE at gum a rm i eat toe cy a ee fuel eenaumption wit regu, Meas shaun we ‘checked and adjusted as necessary . where the accelerator-pump circuit «rg of the check valve to close properly may alow fuel tartgod into the carburetor air horn. The carburetor wil require disassembly. {The metering rod may be stuck in the throttle position, or the economizer val dpen., These permit the high-speed fulkpower circuit 10 tanction, supplying an excessively rich mixture, The car- puretor will require disassembly for repair @. Worn jets, permitting the discharge of too much fuel Fequite replacement during carburetor eebullding 6. Faulty ignition can also cause excessive fuel con cumption, The ignition system could cause engine miss has a check valve, high-speed tull- ve may be held and thus fallure of the engine to use all the fuel, This sort of trouble also is found with loss of power, acceler: 8), Conditions ation, or high-speed performance (@ in the ignition system that might add to the trouble in- tlude a "weak" coil or condenser, incorrect timing, faulty Savance-mechanism action, dirty or worn plugs or con tact points, or defective wiring 6. Inferior engine action can produce excessive fuel con sumption, Examples are loss of engine compression from worn or stuck rings, worn or stuck valves, or @ loose oF burned cylinder-head gasket. Power is lost under these conditions, and more fuel must be burned to achieve the same speed. (Refer to @ 42-3 to 42-5 for compression and leakage checking procedures.) 7. Excessive fuel consumption can also result from con- ditions that make it hard for the engine to move the car Jong the toad. Such factors as low tires. 489008 rakes, defective automatic transmission, and m'selia” rent of wheels increase the rolling resistance of #RO CoP The engine must use up more fuel to overcome tniS °° cessive rolling resistance. nase NOISES 43-19 Other noises some engine noises have little meaning 15 prompt mny indicate serious engine trouble that requ attention to prevent major damage to the engine, Various hoises and their causes are described below along with tests that may be necessary to confirm a diagnosis {A listening rod or stethoscope is of help in locating the source of a noise. The rod acts like the stethoscope. When one end is placed at the ear and tho other end lat some part of the engine, noises from that part of the fongine are carried along the rod to the ear. A long screwdriver or one of the engine stethoscopes now avall- able cah be used. When using the listening rod to locate the source of a noise, put the engine end at various places on the engine until the noise is loudest. You can falso use a piece of garden hose (abort 4 feet (1 Tong) to place engine noises. Hold one ond of the hose to your ear, and move the other end of the hose around the engine until the noise is loudest. In this way you can, for example, locate a broken and noisy ring in @ particular cylinder, or a main-bearing knock, 2m) CAUTION Keep away from the moving fan belt and fan when using the listening rod. 4. Valve and tappet noise This is a regular clfeing jioise that gets louder as engine spoad increases. ‘The cease is usually excessive valve clearance or a defectiv hydraulic valve lifter, A feeler gauge inserted between the valve stem and lifter or rocker arm reduces the clear~ ance: if the noise also is reduced, then the cause is excessive clearance. The clearance should be 'é adjusted. If inserting the feolor gauge does not redu: the noise, itis the result of such conditiuns in the valve niechanism as weak springs, worn lifter faces, lifters loose in the block, rough adjustment-screw face, or rough cams. Or else the noise is not from the valves at all. (See other conditions listed below.) 2. Detonation Spark knock or detonation is a pinging CF chattaring sound most noticeable during acceleration or when the ear. climbing a hil. Some spark knock is ormal. When it becomes excessive, itis due to conc tions such as the use of fuel of too low an octane rating for the engine, carbon deposits in the engine: which ine crease compression ratio, advanced ignition timing, or tne conditions described in @ 43-13, 3. Connecting-rod noises Connecting-rod noises Fuelmiiage tester, a3 it looks fron outside and inside ‘ooKing oF pounding 6 usually have a fight k sound is most nviiceab: (not aeceierating or decelerat niore noticeable as the accelerator is, easeo off with the ‘car running at medium sp26d. To locate

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