COMPETENCY-BASED LEARNING MATERIAL

SECTOR
Automotive / Land Transport

QUALIFICATION
Automotive Servicing NC II
UNIT OF COMPETENCY
Small Engine System
MODULE TITLE
Motorcycle and Small Engine SRM

Date Developed: Document No. AS-NCI

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 COMPETENCY
BASED LEARNING
MATERIALS

Small Engine System

PARTS OF A COMPETENCY-BASED
LEARNING MATERIAL

Reference / Further Reading

Performance Criteria Checklist
Operation / Task / Job Sheet
Self-Check Answer

Self-Check v

Information Sheet
Learning Experiences

Learning Outcome Summary

Module Content

List of Competencies

List of Competencies
List of Competencies
In our efforts to standardize CBLM, the
above parts are recommended for use in
Front Page Competency Based Training (CBT) in
Technical Education and Skills
Development Authority (TESDA) Technology
Institutions. The next sections will show
you the components and features of each
part.

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 HOW TO USE THIS LEARNER’S GUIDE

Welcome to the Module: Motorcycle and Small Engine SRM. This module
contains training materials and activities for you to complete.
The unit of competency Small Engine System contains the knowledge, skills
and attitudes required for Automotive Servicing NC I. It is one of the CORE
Modules at National Certificate Level (NCI).

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

complete each learning outcomes of the module. In each learning outcome
there are Information Sheets, Resource Sheets and Reference Materials for
further reading to help you better understand the required activities. Follow
these activities on your own and answer self-check at the end of each learning
outcome. Get answer key from your instructor and check your work honesty. If
you have questions, don’t hesitate to ask your facilitator for assistance.

Recognition for Prior Learning (RPL)

You may already have some or most knowledge and skills covered in this
learner’s guide because you have:

Been working for some time.

Already completed training in this area.

If you can demonstrate to your trainer that you are competence in a particular
knowledge or skills, talk to him/her about having them formally recognize so
you won’t have to do the same training again. If you have qualification or
certificate of competency from previous training, show them to your trainer. If
the skills you acquired are still relevant to the module, they may become part
of the evidence you can present for RPL.
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At the end of this learning material is a learner’s diary. Use this diary to record
important dates, job undertaken and to other workplace events that will assist
you in further details to your trainer. A Record of Achievement is also
provided for your trainer to complete once you complete this module.

This learning material was prepared to help you achieve the required
competency in Small Engine System. This will be the source of information for
you to acquire knowledge and skills in this particular trade with minimum
supervision or help from your instructor.

In doing the activities to complete the requirements of this module, please be

guided by the following:

1. Talk to your trainer and agree on how you will both organize the
training of this unit. Read through the learning guide carefully. It is
divided into sections which cover all the skill and knowledge you need
to successfully complete in this module.

2. Work through all the information and complete the activities in each
section. Read information sheets and complete the self-check.

3. Most probably, your trainer will also be your supervisor or manager.

He/she is there to support you and show you the correct way to do
things.

4. Your trainer will tell you about the important things you need to
consider when you are completing activities and it is important that
you listen and take notes.

5. You will be given plenty of opportunity to ask questions and practice

on the job. Make sure you practice your new skills during regular
work shifts. This way you will improve both your speed and memory
and also your confidence.

6. Use the self-check questions at the end of each section to test your
own progress.
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7. Use the self-check questions at the end of each section to test your
own progress.

8. When you are ready, ask your trainer to watch you perform the
activities outline in this module.

9. As you work through the activities, ask for written feedbacks on your
progress. Your trainer keeps feedback/pre-assessment reports for this
reason. When you have this learning material and feel confident that
you have sufficient knowledge and skills, your trainer will arrange and
make an appointment with a registered assessor to assess you. The
results of the assessment will be recorded in your Competency
Achievement Record.

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 LIST OF COMPETENCIES

No. Unit of Competency Code

1. ALT723372
Small Engine System

2. Electrical System ALT723373

3. Service Chassis ALT723374

4. Overhaul Small Engine ALT723375

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 Date Developed: Document No. AS-NCI
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 MODULE CONTENT

QUALIFICATION Automotive Servicing NCII

UNIT OF COMPETENCY Small Engine System

MODULE TITLE Motorcycle and Small Engine SRM

This Covers the knowledge and skills the ability to

MODULE DESCRIPTOR Inspect, diagnose, adjust and service the fuel,
intake and exhaust, lubrication, cooling,
transmission and clutch system and its
components where applicable to motorcycle/small
engine units.

NOMINAL DURATION 40 hours

LEARNING OUTCOMES

1. Test System/Components and Identify faults.

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LEARNING OUTCOME SUMMARY
LEARNING TEST SYSTEM / COMPONENTS AND
OUTCOME No. 1 IDENTIFY FAULTS
CONTENTS:
1. Fuel System
2. Intake and Exhaust System
3. Lubrication System
4. Cooling system

ASSESSMENT CRITERIA:
1. Components are being identified

CONDITION:

METHODOLOGY:
Demonstration
Online Learning
Self-paced Instruction

ASSESSMENT METHOD:
Written/Online Examination
Practical Demonstration
Direct Observation

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LEARNING EXPERIENCES

LEARNING OUTCOME 1: TEST SYSTEM / COMPONENTS AND IDENTIFY

FAULTS

Learning Activity/Guide Special Instruction

1. Read Information Sheet No. 1.1 on If you have some problem on the content of
fuel system the information sheet, don’t hesitate to
approach facilitator. If you feel that you are
now knowledgeable on the content of the
information sheet, you can now answer self-
check provided in the module.
2. Answer Self-Check No. 1.1 on fuel Compare your answer to the answer key 1.1 If
system you got 100% correct answer in this self-
check, you can now move to the next
information sheet. If not, review the
information sheet and go over the self-check
again.
3. Read Information Sheet No. 1.2 on If you have some problem on the content of
intake and exhaust system the information sheet, don’t hesitate to
approach facilitator. If you feel that you are
now knowledgeable on the content of the
information sheet, you can now answer self-
check provided in the module.

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4. Answer Self-Check No. 1.2 on Compare your answer to the answer key 1.2.
intake and exhaust system If you got 100% correct answer in this self-
check, you can now move to the next
information sheet. If not, review the
information sheet and go over the self-check
again.
5. Read Information Sheet No. 1.3 on If you have some problem on the content of
Cooling and lubrication system the information sheet, don’t hesitate to
approach facilitator. If you feel that you are
now knowledgeable on the content of the
information sheet, you can now answer self-
check provided in the module.
6. Answer Self-Check No. 1.3 on Compare your answer to the answer key 1.3 If
cooling and lubrication system you got 100% correct answer in this self-
check, you can now move to the next
information sheet. If not, review the
information sheet and go over the self-check
again.
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Information Sheet No. 1.1-1

Fuel System

Learning Objectives:
After reading this Information Sheet, you must be able to:
 Enumerate Fuel System Components
 Identify Fuel system malfunctions

FUEL SYSTEM COMPONENTS

 CARBURETOR

The carburetor is
probably the most
misunderstood mechanical
part on a motorcycle and
many small engine
machines. All engines
require a proper mixture of
air and fuel for
combustion; the strange
device known as the
carburetor controls the
ratio of the fuel/air
mixture entering the
engine. This sounds
simple enough, but there
are many carburetor parts
that, if not set properly, will at best cause the bike to run badly, or at worst
keep it from running at all. The correct ratio of fuel and air is crucial for engine
performance.
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How It Works
Air enters the carburetor from the air intake, and speeds up drastically,
due to the narrowing of the interior walls of the carburetor. This air is blowing
perpendicular to the throttle slide – a valve controlled from the throttle cable.
When the throttle is opened, the cable raises the throttle slide located inside
the carburetor’s main body. As the slide rises, the fast moving air pulls the fuel
up the main jet from the float chamber. This works automatically because the
fuel wants to travel from an area of high pressure (the float chamber) to an
area of low pressure (the carburetor main body).

The fuel mixes with air and heads into the engine. The amount of fuel that
flows is dependent on the position and size of the needle valve (explained
below), the size of the main jet, and the height level of the fuel in the float
chamber. The fuel height in the float chamber is controlled by the floats.
Adjusting these floats is explained below.

Inside the Float Chamber

Looking more specifically at the float chamber, you will find the float. This
simple device controls the amount of fuel that enters the float chamber,
restricting or cutting off the supply by its settings.
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Float Chamber Components:

Needle valve assembly
Floats
Float pivot rod
Chamber and gasket
Drain plug
The float chamber is a reservoir for fuel, and contains all of the working
components of the float. Most float chambers are fixed to the base of the
carburetor, but some early machines used a remote system where the chamber
was located some distance away from the main carburetor body. Most float
chambers have a drain fitted for maintenance and, in some cases, to measure
the actual fuel height.

The Float and Needle

The floats in a carburetor are typically made from either brass or plastic. The
float chamber actually works similarly to a toilet tank. The floats essentially
“float” on the fuel in the float chamber. The floats pivot on a rod and, via the
tang, open or close the needle valve, causing fuel to enter or not enter the
chamber. When fuel is drawn up the main jet, the fuel level in the chamber
drops, thus the float also drops. This opens the needle valve allowing more fuel
to enter the chamber. When the float again rises with the fuel level, the needle
valve will close off the fuel supply.

Needle Plug

With a spring-loaded clip at one end and a tapered rubber tip at the other, the
needle valve works in unison with the float. The needle valve also works with
the seat assembly, which is simply a screw-in brass bolt – drilled to take the
shape of the rubber tipped needle. The seat assembly is the end of the fuel line,
where fuel is waiting to enter the chamber. When the chamber is full, the
rubber-tipped needle is pressed into the seat, preventing fuel from overflowing
the chamber.
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 FUEL INJECTORS

Fuel injection compensates automatically for altitude, temperature, and

barometric pressure because it has sensors that measure air pressure. If you
ride up Pikes Peak, for example, you will have the same mixture at the top that
you had at the bottom. You won't have the same power because air density is
lower. Fuel Injected motorcycles are fast taking over carbureted ones, which
until the beginning of the new millennium ruled the roost. It wasn't until 1980
that fuel injection made its way on a street going bike. As things stand today,
almost every premium motorcycle comes equipped with an FI system.

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 FUEL FILTER

A fuel filter is a filter in a

fuel line that screens
out dirt and rust particles from the fuel, and is normally made into cartridges
containing a filter paper. They are found in most internal combustion engines.
Fuel filters serve a vital function in today's modern, tight-tolerance engine fuel
systems. Unfiltered fuel may contain several kinds of contamination, for
example paint chips and dirt that has been knocked into the tank while filling,
or rust caused by moisture in a steel tank. If these substances are not removed
before the fuel enters the system, they will cause rapid wear and failure of the
fuel pump and injectors, due to the abrasive action of the particles on the high-
precision components used in modern injection systems. Fuel filters also
improve performance, as the fewer contaminants present in the fuel, the more
efficiently it can be burnt.
Fuel filters need to be maintained at regular intervals. This is usually a case of
simply disconnecting the filter from the fuel line and replacing it with a new
one, although some specially designed filters can be cleaned and reused many
times. If a filter is not replaced regularly it may become clogged with
contaminants and cause a restriction in the fuel flow, causing an appreciable
drop in engine performance as the engine struggles to draw enough fuel to
continue running normally.
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 FUEL PUMP

A fuel pump is a component in motor vehicles that transfers liquid from

the fuel tank to the carburetor of the internal combustion engine.
Carbureted engines often use low pressure mechanical pumps that are
mounted outside the fuel tank, whereas fuel injected engines often use electric
fuel pumps that are mounted inside the fuel tank (and some fuel injected
engines have two fuel pumps: one low pressure/high volume supply pump in
the tank and one high pressure/low volume pump on or near the engine).
[1]
 Fuel pressure needs to be within certain specifications for the engine to run
correctly. If the fuel pressure is too high, the engine will run rough and rich,
not combusting all of the fuel being pumped making the engine inefficient and
a pollutant. If the pressure is too low, the engine may run lean, misfire, or stall.
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 FUEL TANK

A fuel tank (also called a petrol tank or gas tank) is a

safe container for flammable fluids. Though any storage tank for fuel may be
so called, the term is typically applied to part of an engine system in which
the fuel is stored and propelled (fuel pump) or released (pressurized gas) into
an engine. Fuel tanks range in size and complexity from the small plastic tank
of a butane lighter to the multi-chambered cryogenic Space Shuttle external
tank.

FUEL SYSTEM MALFUNCTION

If you’re not a mechanic, then you might not realize that the fuel pump
on your bike is about to go on the fritz. The fuel pump is responsible for
getting the fuel from the gas tank to the engine so the bike will run without
sputtering or stalling. If your fuel pump fails, then your bike is going to be
stranded. There are warning signs that you need to check into repairing or
replacing your fueling motorcycle parts.
Your car requires an efficient fuel system for the engine to run correctly.
The fuel system of a vehicle is comprised of the fuel
tank, filter, pump, tank and injector or carburetor. If just one of those
components fails, it will cause the entire fuel system to malfunction.
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Fuel is one of the key ingredients that your car engine need to function
correctly, and anything that might hinder the free flow of the fuel to the engine
will lead to poor performance, or it might prevent the car from starting at all.
Therefore, it is advised for the drivers to be cognizant of the symptoms of
a malfunctioning fuel system to address them before they worsen. A few of
those warning signs will be discussed below.

 A Whining Noise is Coming from the Fuel Tank

One of the first warning signs that you are need of motorcycle fuel pump
repairs is a loud whining sign coming from your fuel tank. A normal
pump should have a low humming sound instead. If you notice a loud
whine, then the bike could be old and faulty or even have problems with
the fuel that is running through it.

 The Bike Surges

Sometimes when a motorcycle fuel pump is malfunctioning, the bike will

be riding along smoothly, then suddenly surge forward as if it’s getting
too much gas. This can be caused by irregular resistance building up in
the fuel pump motor and needs to be repaired or replaced right away.

 The Engine Stalls/Won’t Start

It’s important to note that riders who fail to heed the above signs that
they need to have their motorcycle fuel system inspected, repaired, or
replaced will eventually end up with and a bike that just won’t start.
Once the fuel pump completely malfunctions, the fuel can’t reach the
engine for it to fire. You will be stranded wherever you are until help
arrives, so heed the warnings.

These are just a few of the warning signs that you need to repair or replace
fueling motorcycle parts. Remember, it’s best to heed the warnings than being
stranded on the side of the road waiting on a tow truck for a replacement fuel
pump.
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TROUBLESHOOTING

Engine cranks but won’t start

 No fuel in tank
 No fuel to carburetor
 Cylinder flooded with fuel
 No spark at plug
 Clogged air cleaner
 Intake air leak
 Improper throttle operation
 Compression too low
 Contaminated fuel
 Faulty auto bystarter
 Clogged idle system or auto bystarter passages

Engine lacks power

 Clogged air cleaner

 Faulty carburetor
 Faulty ignition system

Lean mixture

 Clogged carburetor fuel jets

 Float level too low
 Faulty float valve
 Intake air leak
 Clogged fuel tank cap breather hole
 Bent, kinked or restricted fuel line

Rich mixture

 Float level too high

 Clogged air jets
 Clogged air cleaner
 Faulty auto bystarter
 Faulty float valve
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Engine idles roughly, stalls or runs poorly

 Clogged fuel system

 Faulty auto bystarter (electric choke)
 Ignition malfunction
 Faulty carburetor
 Poor quality fuel
 Lean or rich mixture
 Incorrect idle speed
 Contaminated fuel
 Intake air leak
 Incorrect pilot screw adjustment
 Float level incorrect

Misfiring during acceleration

 Faulty ignition system

 Faulty carburetor
 Faulty accelerator pump

Backfiring at deceleration

 Float level too low

 Incorrectly adjusted carburetor
 Lean mixture in idle system
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SELF-CHECK 1.1

Direction: Give the correct answer of the following questions.

1. What component in motor vehicles that transfers liquid from the fuel

tank to the carburetor of the internal combustion engine.

2. Give atleast 3 reasons why engine cranks but won’t start.

3. It screens out dirt and rust particles from the fuel.

4. It is a device that mixes air and fuel for internal combustion engines in

the proper air–fuel ratio for combustion.

5. What is the pros of fuel injection?

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ANSWER KEY 1.1

1. Fuel pump

2. No fuel in tank, No fuel to carburetor, Cylinder flooded with fuel, No

spark at plug, Clogged air cleaner, Intake air leak, Improper throttle

operation, Compression too low, Contaminated fuel, Faulty auto by-

starter, Clogged idle system or auto by-starter passage.

3. Fuel Filter

4. Carburetor

5. They reduce the emission and have a better performance with better

fuel efficiency.
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Information Sheet No. 1.2

INTAKE AND EXHAUST SYSTEM

Learning Objectives:
After reading this Information Sheet, you must be able to:
 Explain the function of the engine air-intake system.
 Explain the function of the intake system components.
 Explain the function of the engine exhaust system.

Combustion requires air, fuel, and heat. Certain ratios of all three are
necessary if an engine is to operate. This chapter discusses air as it is required
to support combustion in the cylinder of an engine, the processes of scavenging
and supercharging, and the group of parts involved in supplying the cylinders
of an engine with air and in removing the waste gases after combustion and the
power event are finished. The engine parts that accomplish these functions are
commonly referred to as the intake and exhaust systems.

INTAKE SYSTEMS

Primary function of intake system is to supply the air required for

combustion, the system also cleans the air and reduces the noise created by
the air as it enters the engine. An intake system may include an air silencer, an
air cleaner and screen, an air box or header, intake valves or ports, a blower,
an air heater, and an air cooler. Not all of these parts are common to every
intake system. The differences will be explained as these systems are
discussed.

Scavenging and Supercharging

In the intake systems of all two-stroke cycle engines and some four-
stroke cycle engines, a device known as a blower is installed to increase the
flow of air into the cylinders. The blower compresses the air and forces it
into an air
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box or manifold, which surrounds or is attached to the cylinders of an
engine. Thus, more air under constant pressure is available as required
during the cycle of operation.

The increased amount of air, a result of blower action, fills the cylinder with
a fresh charge of air. During the process, the increased amount of air helps
to clear the cylinder of the gases of combustion. The process is called
scavenging, and the intake system of some engines, especially those
operating on the two-stroke cycle, is sometimes called the scavenging
system. The air forced into the cylinder is called scavenge air, and the ports
through which it enters are called scavenge ports

Scavenging must take place in a relatively short portion of the operating

cycle. The duration of the process differs in two- and four-stroke cycle
engines. In a two-stroke cycle engine, the process takes place during the
latter part of the downstroke (expansion) and the early part of the upstroke
(compression). In a four-stroke cycle engine, scavenging takes place when
the piston is nearing and passing top dead center (TDC) during the latter
part of an upstroke (exhaust) and the early part of a downstroke (intake).
The intake and exhaust openings are both open during this interval of time.
The overlap of intake and exhaust permits the air from the blower to pass
through the cylinder into the exhaust manifold, cleaning out the exhaust
gases from the cylinder and, at the same time, cooling the hot engine parts.

When scavenging air enters the cylinder of an engine, it must be so directed

that the waste gases are removed from the remote parts of the cylinder. The
two principal methods by which removal is accomplished are referred to as
port uniflow scavenging and valve uniflow scavenging. In the uniflow
method of scavenging, both the air and the burned gases flow in the same
direction. This action causes a minimum of turbulence and improves the
effectiveness of the scavenging action.
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PORT UNIFLOW SYSTEM

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Valve uniflow scavenging and supercharging are not common to all diesel
engines For instance, in some four-stroke cycle engines, the air enters the
cylinder as a result of a pressure difference created by the piston as it moves
away from the combustion space during the intake event. This type of intake is
sometimes referred to as the suction-type, or naturally aspirated, intake;
however, the air is actually forced into the cylinder because of the greater
pressure outside the cylinder. An increase in airflow into the cylinders of an
engine can serve to increase power output, in addition to being used for
scavenging. Because the power of an engine comes from the burning of fuel, an
increase in power requires more fuel. The increased fuel, in turn, requires more
air because each pound of fuel requires a certain amount of air for combustion
The supplying of more air to the combustion spaces than can be supplied
through the action of atmospheric pressure and piston action (in four-stroke
cycle engines) or scavenging air (in two-stroke cycle engines) is called
supercharging.

Date Developed: Document No. AS-NCI

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 In some two-stroke cycle engines, the cylinders are supercharged during
the air intake simply by an increase in the pressure of scavenging air. The
same blower is used for supercharging and scavenging. Scavenging is done
when air is admitted under low pressure into the cylinder while the exhaust
valves or ports are open. Supercharging is done with the exhaust ports or
valves closed—a condition that enables the blower to force air under pressure
into the cylinder and thereby increase the amount of air available for
combustion.
A supercharged engine occurs when the manifold pressure exceeds the
atmospheric pressure. The increase in pressure, resulting from the
compression action of the blower, will depend on the type of installation. With
the increase in pressure and amount of air available for combustion, there is a
corresponding increase in combustion efficiency within the cylinder. An engine
of a given size that is supercharged can develop more power than an engine of
the same size that is not supercharged. For a four-stroke engine to be
supercharged, a blower must be added to the intake system because exhaust
and intake in an unsupercharged engine are performed by the action of the
piston.
The timing of the valves in a supercharged four-stroke cycle engine is
also different from that in a similar engine that is not supercharged. In a
supercharged engine, the closing of the intake valve is slowed down so that the
intake valves or ports are open for a longer time after the exhaust valves close.
The increased time that the intake valves are open (after the exhaust valves
close) allows more air to be forced into the cylinder before the start of the
compression event.
The amount of additional air that is forced into the cylinder and the
resulting increase in horsepower depends on the pressure in the air box or
intake manifold. The increased overlap of the valve openings also permits the
air pressure created by the blower to remove gases from the cylinder during the
exhaust event.
Study frames 1 and 2 so that you will understand how the opening and
closing of the intake and exhaust valves, or ports, affect both scavenging and
supercharging. Also, note the differences in these processes as they occur in
supercharged two- and four-stroke cycle engines.

Date Developed: Document No. AS-NCI

June 2020
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In this figure, frames 1 through 3, the circular pattern represents crankshaft

rotation. Some of the events occurring in the cycles are shown in degrees of
shaft rotation for purposes of illustration and easier comparison only. (When
working with the timing of a specific engine, check the appropriate
instructions.) When studying Figure, frames 1 through 3, keep in mind that the
crankshaft of a four-stroke cycle engine makes two complete revolutions in one
cycle of operation, while the shaft in a two-stroke cycle engine makes only one
revolution per cycle. Also, keep in mind that the exhaust and intake events in a
two-stroke engine do not involve complete piston strokes as they do in a four-
stroke engine.
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INTAKE SYSTEM COMPONENTS
Intake Manifold

The intake manifold is attached to the

cylinder head. Its construction and design
depends on its application. It is normally
made of an aluminum alloy.
On carburetor engines, the intake manifold
supports or houses the carburetor. While on
EFI engines it can house or support a
throttle body.

Throttle body
The intake manifold can accommodate a carburetor or a Throttle Body
Injection unit as illustrated. In
either case the mixing of the
air/fuel mixture is done at the
manifold base.The butterfly
shaft connected to the throttle
cable controls the airflow
through the unit.

In multi-point EFI systems, a

throttle body is attached to the
intake manifold. While the
butterfly shaft is attached the
throttle cable, it also has a
Throttle Position Sensor (TPS)
attached to it as well.
The TPS signals the ECU of the
throttle opening position so it
can complete its fuel
requirement calculations.
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Air Induction Component

The air induction components consist of an air cleaner and housing,

solid and flexible-duct tubing, and connectors.
The air induction system draws in ambient air from the environment.
The inlet opening may be located in various positions under the hood.

 Air Cleaner
The air cleaner filters the incoming air. The air cleaner element
may be manufactured from pleated paper, oil impregnated cloth
or felt, or in an oil bath configuration.
Another function of the air cleaner is to muffle the resonation
(that is,
dampen the
noise) of the
swirling
incoming air.
The location of
the air cleaner
is dependent
on the
available
space and the
hood design

 Ducting
The ducting can be made of
hardened plastic with flexible
rubber couplings to absorb engine
movement. These are usually
secured in place by metal worm
drive clamps.

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EXHAUST SYSTEM COMPONENTS

Exhaust Manifold
A vehicle's exhaust manifold plays the leading role in motorcycle exhaust
system. It connects to each exhaust port on the engine's cylinder head, and it
funnels the hot exhaust
to the exhaust pipe. With
the help of the exhaust
manifold gaskets, it also
prevents the toxic
exhaust fumes from
sneaking into the vehicle
and harming the
occupants. Needless to
say, it's pretty important
to have an exhaust
manifold in good working
order.

Oxygen Sensor
The O2 sensor is mounted in the exhaust
manifold to monitor how much unburned oxygen
is in the exhaust as the exhaust exits the engine.
Monitoring oxygen levels in the exhaust is a way
of gauging the fuel mixture. It tells the computer
if the fuel mixture is burning rich (less oxygen) or
lean (more oxygen).

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Catalytic Converter

ACAT Motorcycle Universal Catalytic Converters Improve Exhaust Flow,

Increase Power, Reduce Emissions.

Exhaust Hanger
The exhaust system hangers, also
known as exhaust supports, are the
mounts that are used to secure and
support the exhaust pipes to the
underside of the vehicle.
The exhaust hangers are usually
made of rubber to absorb vibrations
from the engine and to allow for flex
for the exhaust to move as the
vehicle travels
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Muffler/Silencer

A muffler or silencer is a device for reducing the noise emitted by

the exhaust of an internal combustion engine—especially a noise-deadening
device forming part of the exhaust system.
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SELF-CHECK 1.2

Direction: Give the correct answer of the following questions.

1. Which of the following components is part air-intake system?

A. Muffler B. Air box C. Spark arrester D. Silencer

2. What process involves using an increased amount of air to clear the

cylinder of combustion exhaust gases?

A. Natural exhaust B. Turbocharged

C. Supercharged D. Scavenging

3. What component is used on a diesel engine air-intake system to ensure

the incoming air is and clean?

A. Filter B. Cleaner C. Muffler D. Silence

4. What is the device that reduce noise emitted by the exhaust of an

internal combustion engine?

A. Filter B. Intake Manifold C. Exhaust Manifold D. Muffler

5. It supplies the air and fuel mixture to the cylinder.

A. Intake Manifold B. Exhaust Manifold

B. C. Cleaner D. Silencer
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ANSWER KEY 1.1-2

1. B

2. D

3. A

4. D

5. A

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 Information Sheet No. 1.3

COOLING AND LUBRICATION SYSTEM

Learning Objectives:
After reading this Information Sheet, you must be able to:

 Identify design and functional features of individual cooling

system components.
 Identify types of lubrication (oil) systems.

COOLING SYSTEM

An internal combustion engine produces power by burning fuel within

the cylinders; therefore, it is often referred to as a "heat engine." However, only
about 25% of the heat is converted to useful power. What happens to the
remaining 75 percent? Thirty to thirty five percent of the heat produced in the
combustion chambers by the burning fuel are dissipated by the cooling system
along with the lubrication and fuel systems. Forty to forty-five percent of the
heat produced passes out with the exhaust gases. If this heat were not
removed quickly, overheating and extensive damage would result. Valves would
burn and warp, lubricating oil would break down, pistons and bearing would
overheat and seize, and the engine would soon stop.

Date Developed: Document No. AS-NCI

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The cooling system has four primary functions. These functions are as follows:

 Remove excess heat from the engine.

 Maintain a constant engine operating temperature.
 Increase the temperature of a cold engine as quickly as possible.
 Provide a means for heater operation (warming the passenger
compartment).
Air is continually present in large enough quantities to cool a running
engine; therefore, vehicle engines are designed to dissipate their heat into the
air through which a vehicle passes. This action is accomplished either by direct
air-cooling or indirectly by liquid cooling. In this chapter we will be concerned
with both types, and the discussion will include a description of the various
components of the systems and an explanation of their operation.
1.1 AIR-COOLED SYSTEM
The simplest type of cooling
is the air-cooled, or direct,
method in which the heat is
drawn off by moving air in
direct contact with the
engine. Several fundamental
principles of cooling are
embodied in this type of
engine cooling.
The rate of the cooling is
dependent upon the
following:
 The area exposed to
the cooling medium
 The heat conductivity
of the metal used & the volume of the metal or its size in cross section
 The amount of air flowing over the heated surfaces
 The difference in temperature between the exposed metal surfaces and
the cooling air
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Maintaining the Air-cooled System
You may think that because the air-cooled system is so simple it requires
no maintenance. Many mechanics think this way and many air-cooled engine
failures occur as a result. Maintenance of an air-cooled system consists
primarily of keeping cooling components clean. Clean components permit rapid
transfer of heat and ensure that nothing prevents the continuous flow and
circulation of air. To accomplish this, keep fans, shrouds, baffles, and fins free
of dirt, bugs, grease, and other foreign matter. The engine may look clean from
the outside, but what is under the shroud? An accumulation of dirt and debris
here can cause real problems; therefore, keep this area between the engine and
shroud clean.

1.2. LIQUID-COOLED SYSTEM

Nearly all multicylinder engines used in automotive, construction, and
material-handling equipment use a liquid-cooled system. Any liquid used in
this type of system is called a COOLANT.
A simple liquid-cooled system consists of a radiator, coolant pump, piping, fan,
thermostat, and a system
of water jackets and
passages in the cylinder
head and block through
which the coolant
circulates. Some vehicles
are equipped with a
coolant distribution tube
inside the cooling
passages that directs
additional coolant to the
points where
temperatures are highest.
Cooling of the engine
parts is accomplished by
keeping the coolant
circulating and in contact
with the metal surfaces to
be cooled.
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The operation of a liquidcooled system is as follows:
 The pump draws the coolant from the bottom of the radiator,
forcing the coolant through the water jackets and passages, and
ejects it into the upper radiator tank.
 The coolant then passes through a set of tubes to the bottom of
the radiator from which the cooling cycle begins.
 The radiator is situated in front of a fan that is driven either by the
water pump or an electric motor. The fan ensures an airflow
through the radiator at times when there is no vehicle motion.
 The downward flow of coolant through the radiator creates what is
known as a thermosiphon action. This simply means that as the
coolant is heated in the jackets of the engine, it expands. As it
expands, it becomes less dense and thereforelighter. This causes it
to flow out of the top outlet of the engine and into the top tank of
the radiator.
 As the coolant is cooled in the radiator, it again becomes more
dense and heavier. This causes the coolant to settle to the bottom
tank of the radiator.
 The heating in the engine and the cooling in the radiator therefore
create a natural circulation that aids the water pump.

1.2.1 Radiator
In the cooling system, the radiator is
a heat exchanger that removes the
heat from the coolant passing
through it. The radiator holds a large
volume of coolant in close contact
with a large volume of air so heat will
transfer from the coolant to the air.
The components of a radiator are as
follows:
 CORE—The center section of
the radiator made up of tubes
and cooling fins.
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 TANKS—The metal or plastic ends that fit over core tube ends
to provide storage for coolant and fittings for the hoses.
 FILLER NECK—The opening for adding coolant. It also holds
the radiator cap and overflow tube.
 OIL COOLER—The inner tank for cooling automatic
transmission or transaxle fluid.
 PETCOCK—The fitting on the bottom tank for draining coolant

1.2.2 Radiator hose

Radiator hoses carry coolant between
the engine water jackets and the
radiator. Being flexible, hoses can
withstand the vibration and rocking of
the engine without breaking.
The upper radiator hose normally
connects to the thermostat housing on
the intake manifold or cylinder head.
The other end of the hose fits on the
radiator. The lower hose connects the
water pump inlet and the radiator
A molded hose is manufactured into a
special shape with bends to clean the
parts especially the cooling fan. It must
be purchased to fit the exact year and
make of the vehicle.
A flexible hose has an accordion shape and can be bent to different angles.
The pleated construction allows the hose to bend without collapsing and
blocking coolant flow. It is also known as a universal type radiator hose.
A hose spring is used in the lower radiator hose to prevent its collapse. The
lower hose is exposed to suction from the water pump. The spring assures
that the inner lining of the hose does NOT tear away, close up, and stop
circulation.
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1.2.3 Radiator Pressure cap
The radiator pressure cap is used on nearly all of the modern engines.
The radiator cap locks onto the radiator tank filler neck Rubber or metal seals
make the cap-to-neck joint airtight.

The functions of the pressure cap are as follows:

1. Seals the top of the radiator tiller neck to prevent leakage.
2. Pressurizes system to raise boiling point of coolant.
3. Relieves excess pressure to protect against system damage.
4. In a closed system, it allows coolant flow into and from the coolant reservoir.

1.2.4 Water Pump

The water pump is an impeller or centrifugal pump that forces coolant
through the engine block, cylinder head, intake manifold, hoses, and radiator.
It is driven by a fan belt running off the crankshaft pulley.
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The major parts of a typical water pump include the following:

 WATER PUMP IMPELLER—a disc with fanlike blades that spins and
produces pressure and flow.
 WATER PUMP SHAFT—steel shaft that transfers turning force from the
hub to impeller. WATER
 PUMP SEAL—prevents coolant leakage between pump shaft and pump
housing.
 WATER PUMP BEARING—plain or ball bearing that allows the pump
shaft to spin freely in the housing. WATER
 PUMP HUB—provides mounting place for the belt and fan.
 WATER PUMP HOUSING—iron or aluminum casting that forms the main
body of the pump
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Oeration of the water pump is as follows:
  The spinning crankshaft pulley causes the fan belt to turn the water
pump pulley, pump shaft, and impeller.
 Coolant trapped between the impeller blades is thrown outward,
producing suction in the central area of the pump housing.
 Since the pump inlet is near the center, coolant is pulled out of the
radiator, through the lower radiator hose.

 After being thrown outward and pressurized, the coolant flows into the
engine. It circulates through the block, around the cylinders, up through
the cylinder heads, and back into the radiator.

1.2.5 Fan and Shroud

The cooling system fan pulls a large volume of air through the radiator
core that cools the hot water
circulating through the radiator. A fan
belt or an electric motor drives the fan
A fan driven by a fan belt, is known as
an engine-powered fan and is bolted to
the water pump hub and pulley.
Sometimes a spacer fits between the
fan and pulley to move the fan closer
to the radiator. Besides removing heat
from the coolant in the radiator, the
flow of air created by the fan causes
some direct cooling of the engine itself.
An electric engine fan saves energy and increases cooling system efficiency. It
only functions when needed. By speeding engine warm-up, it reduces
emissions and fuel consumption. In cold weather, the electric fan may shut off
at highway speeds. There may be enough cool air rushing through the grille of
the vehicle to provide adequate cooling. On some models a timed relay may be
incorporated that allows the fan to run for a short time after engine shutdown.
This, in conjunction with thermosiphon action, helps to prevent boilover after
engine shutdown.
The radiator shroud ensures that the fan pulls air through the radiator. It
fastens to the rear of the radiator and surrounds the area around the fan.
When the fan is spinning, the shroud keeps air from circulating between the
back of the radiator and the front of the fan. As a result, a large volume of air
flows through the radiator core.
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1.2.6 Thermostat
The thermostat senses engine temperature and controls coolant flow
through the radiator. It allows coolant to circulate freely only withinthe
blockuntil the desired temperature is reached. This action shortens the warm-
up period. The thermostat normally fits under the thermostat housing between
the engine and the end of the upper radiator hose. The pellet-type thermostat
that is used in modern pressurized cooling systems incorporates the piston and
spring principle. The thermostat consists of a valve that is operated by a piston
or a steel pin that fits into a small case, containing a copper impregnated wax
pellet. A spring holds the piston and valve in a normally closed position. When
the thermostat is heated, the pellet expands and pushes the valve open. As the
pellet and thermostat cools, spring tension overcomes pellet expansion and the
valve closes.
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LUBRICATION SYSTEM
PURPOSES OF LUBRICATION
The functions of an engine lubrication system are as follows:

 Reduces friction and wear between moving parts

 Helps transfer heat and cool engine parts.
 Cleans the inside of the engine by removing contaminants (metal,
dirt, plastic, rubber, and other particles)
 Absorbs shocks between moving parts to quiet engine operation
and increase engine life.

LUBRICATING (OIL) SYSTEM COMPONENTS

1. Oil Pan
- The oil pan, normally made of thin sheet metal or aluminum, bolts to
the bottom of the engine block. It holds a supply of oil for the
lubrication system. The oil pan is fitted with a screw-in drain plug for
oil changes. Baffles may be used to keep the oil from splashing
around in the pan.
2. Oil Level Gauge
- The oil level gauge, also known as a dipstick. It consists of a long rod
or blade that extends into the oil pan. It is marked to show the level of
oil within the oil pan. Readings are taken by pulling the rod out from
its normal place in the crankcase, wiping it clean, replacing it, and
again removing and noting the height of the oil on the lower or
marked end. This should be done with the engine stopped unless the
manufacturer recommends otherwise. It is important that the oil level
not drop below the LOW mark or rise above the FULL mark.
3. Oil Pump
- The oil pump is the heart of the lubricating system; it forces oil out of
the oil pan, through the oil filter, galleries, and to the engine bearings.
Normally, a gear on the engine camshaft drives the oil pump;
however, a cogged belt or a direct connection with the end of the
 camshaft or crankshaft drives the pump in some cases. There are two
basic types of oil pumps—rotary and gear.
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4. Oil Pickup and Strainer
The oil pickup is a tube that extends from the oil pump to the bottom of
the oil pan. One end of the pickup tube bolts or screws into the oil pump or to
the engine block. The other end holds the strainer. The strainer has a mesh
screen suitable for straining large particles from the oil and yet passes a
sufficient quantity of oil to the inlet side of the oil pump. The strainer is located
so all oil entering the pump from the oil pan must flow through it. Some
assemblies also incorporate a safety valve that opens in the event the strainers
become clogged, thus bypassing oil to the pump. Strainer assemblies may be
either the floating or the fixed type.
5. Oil Filter
The oil filter removes most of the impurities that have been picked up by
the oil, as it circulates through the engine. Designed to be replaced readily, the
filter is mounted in an accessible location outside the engine. There are two
basic filter element configurations—the cartridge type and spin-on type.
6. Oil Galleries
Oil galleries are small passages through the cylinder block and head for.
lubricating oil. They are cast or machined passages that allow oil to flow to the
engine bearing and other moving parts.
The main oil galleries are large passages through the center of the block They
feed oil to the crankshaft bearings, camshaft bearings, and lifters. The main oil
galleries also feed oil to smaller passages running up to the cylinder heads.

Date Developed: Document No. AS-NCI

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SELF-CHECK 1.3

Direction: Give the correct answer of the following questions.

1. What is considered the heart of the lubricating system; it forces oil out of
the oil pan, through the oil filter, galleries, and to the engine bearings?

2. What device senses engine temperature and controls coolant flow

through the radiator?

3. It removes most of the impurities that have been picked up by the oil, as
it circulates through the engine.

4. Itis a special fluid that runs through your engine to keep it within its
correct operating temperature range.

5. What companent ensures the coolant keeps moving through the engine

block, radiator, and hoses to help maintain a proper operating
temperature?

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ANSWER KEY 1.3

1. Oil Pump

2. Thermostat

3. Oil Filter

4. Coolant

5. Water Pump
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