Engine Repair Fundamentals

engine repair
engine repair fundamentals

self-study
COURSE CODE: 32S01S0 ORDER NUMBER: FCS-13031-REF
Ford Customer Service Division Technical Training
IMPORTANT SAFETY NOTICE

Appropriate service methods and proper repair procedures are essential for the safe, reliable operation of all motor vehicles, as well as the personal safety of the individual doing the work. This manual provides general directions for accomplishing service and repair work with tested, effective techniques. Following them will help assure reliability. There are numerous variations in procedures, techniques, tools and parts for servicing vehicles, as well as in the skill of the individual doing the work. This manual cannot possibly anticipate all such variations and provide advice or cautions as to each. Accordingly, anyone who departs from instructions provided in this manual must first establish that he compromises neither his personal safety nor the vehicle integrity by his choice of methods, tools or parts. As you read through the procedures, you will come across NOTES, CAUTIONS, and WARNINGS. Each one is there for a specific purpose. NOTES give you added information that will help you to complete a particular procedure. CAUTIONS are given to prevent you from making an error that could damage the vehicle. WARNINGS remind you to be especially careful in those areas where carelessness can cause personal injury. The following list contains some general WARNINGS that you should follow when you work on a vehicle.
Always wear safety glasses for eye protection. Use safety stands whenever a procedure requires you to be under the vehicle. Be sure that the ignition switch is always in the OFF position, unless otherwise required by the procedure. Set the parking brake when working on the vehicle. If you have an automatic transmission, set it in PARK unless instructed otherwise for a specific service operation. If you have a manual transmission it should be in REVERSE (engine OFF) or NEUTRAL (engine ON) unless instructed otherwise for a specific service operation. Operate the engine only in a well-ventilated area to avoid the danger of carbon monoxide. Keep yourself and your clothing away from moving parts when the engine is running, especially the fan and belts.
To prevent serious burns, avoid contact with hot metal parts such as the radiator, exhaust manifold, tail pipe, catalytic converter and muffler. Do not smoke while working on the vehicle. To avoid injury, always remove rings, watches, loose hanging jewelry, and loose clothing before beginning to work on a vehicle. Tie long hair securely behind your head. Keep hands and other objects clear of the radiator fan blades. Electric cooling fans can start to operate at any time by an increase in underhood temperatures, even though the ignition is in the OFF position. Therefore, care should be taken to ensure that the electric cooling fan is completely disconnected when working under the hood.
The recommendations and suggestions contained in this manual are made to assist the dealer in improving his dealership parts and/or service department operations. These recommendations and suggestions do not supersede or override the provisions of the Warranty and Policy Manual, and in any cases where there may be a conflict, the provisions of the Warranty and Policy Manual shall govern. The descriptions, testing procedures, and specifications in this handbook were in effect at the time the handbook was approved for printing. Ford Motor Company reserves the right to discontinue models at any time, or change specifications, design, or testing procedures without notice and without incurring obligation. Any reference to brand names in this manual is intended merely as an example of the types of tools, lubricants, materials, etc. recommended for use. Equivalents, if available, may be used. The right is reserved to make changes at any time without notice. WARNING: MANY BRAKE LININGS CONTAIN ASBESTOS FIBERS. WHEN WORKING ON BRAKE COMPONENTS, AVOID BREATHING THE DUST. BREATHING THE ASBESTOS DUST CAN CAUSE ASBESTOSIS AND CANCER. Breathing asbestos dust is harmful to your health. Dust and dirt present on car wheel brake and clutch assemblies may contain asbestos fibers that are hazardous to your health when made airborne by cleaning with compressed air or by dry brushing. Wheel brake assemblies and clutch facings should be cleaned using a vacuum cleaner recommended for use with asbestos fibers. Dust and dirt should be disposed of in a manner that prevents dust exposure, such as sealed bags. The bag must be labeled per OSHA instructions and the trash hauler notified as to the contents of the bag. If a vacuum bag suitable for asbestos is not available, cleaning should be done wet. If dust generation is still possible, technicians should wear government approved toxic dust purifying respirators. OSHA requires areas where asbestos dust generation is possible to be isolated and posted with warning signs. Only technicians concerned with performing brake or clutch service should be present in the area. Copyright 2000 Ford Motor Company Produced and Coordinated by Technical Support Operations Ford Customer Service Division March, 2000
CUSTOMER EXPECTATIONS
Customer Expectations: Service
1. Make it convenient to have my

vehicle serviced at your dealership.
5. Provide me with a clear and thorough

explanation of the service performed.
2. The Service Advisor should

demonstrate a genuine concern for my service needs.
6. Call me within a reasonable amount of

time after my service visit to ensure that I'm completely satisfied.
3. Fix it right the first time. 4. Complete servicing my vehicle in a

timely and professional manner. Expectation 3
7. Be responsive to questions or concerns

I bring to your attention.
Fix It Right The First Time, on Time. Both service advisors and technicians are important players when it comes to Expectation #3. Why Customers tell us Fixing It Right The First Time, on Time is one of the reasons they would decide to return to a dealer to buy a vehicle and get their vehicles serviced. Technician Training It is our goal to help the technician acquire all of the skills and knowledge necessary to Fix It Right The First Time, on Time. We refer to this as competency. Technicians Role Acquire the skills and knowledge for competency in your specialty via: STST New Model Self Study Self Study FordStar Broadcasts FordStar Broadcasts Ford Multimedia Training (FMT) Instructor Led Instructor Led The Benefits The successful implementation of expectations means: Satisfied customers Repeat vehicle sales Repeat service sales Recognition that Ford and Lincoln/Mercury technicians are the Best in the Business
TABLE OF CONTENTS
INTRODUCTION ............................................................................................................................ Intro-1 Introduction ............................................................................................................................... Intro-1 Engine Repair Curriculum ......................................................................................................... Intro-2 Engine Repair Curriculum Path ................................................................................................. Intro-3 Course Description and Format ................................................................................................. Intro-4 LESSON 1: ENGINE FUNDAMENTALS ......................................................................................... 1-1 Objectives ........................................................................................................................................ 1-1 Contents ........................................................................................................................................... 1-1 Engine Fundamentals ...................................................................................................................... 1-2 Four-Stroke Operation ..................................................................................................................... 1-3 Intake Air System .......................................................................................................................... 1-10 Fuel System ................................................................................................................................... 1-13 Ignition System .............................................................................................................................. 1-14 Exhaust System ............................................................................................................................. 1-15 Exhaust Gas Recirculation (EGR) System .................................................................................... 1-16 Cooling System ............................................................................................................................. 1-17 Lubrication System ........................................................................................................................ 1-20 Positive Crankcase Ventilation (PCV) System .............................................................................. 1-23 Review Questions .......................................................................................................................... 1-25 LESSON 2: OIL AND LUBRICANTS ............................................................................................... 2-1 Objectives ........................................................................................................................................ 2-1 Contents ........................................................................................................................................... 2-1 Primary Purposes of Engine Oil ...................................................................................................... 2-2 Oil Properties ................................................................................................................................... 2-8 Rating Oils ..................................................................................................................................... 2-11 Additives ........................................................................................................................................ 2-12 Engine Damage.............................................................................................................................. 2-14 Review Questions .......................................................................................................................... 2-17 LESSON 3: FUELS ............................................................................................................................. 3-1 Objectives ........................................................................................................................................ 3-1 Contents ........................................................................................................................................... 3-1 Types of Fuels .................................................................................................................................. 3-2 Gasoline Additives ........................................................................................................................... 3-4 Additives That Do Not Improve Performance ................................................................................. 3-5 Alternative Fuels .............................................................................................................................. 3-9 Review Questions .......................................................................................................................... 3-11
Engine Repair Fundamentals
March, 2000
TABLE OF CONTENTS
LESSON 4: COOLANT ...................................................................................................................... 4-1 Objectives ........................................................................................................................................ 4-1 Contents ........................................................................................................................................... 4-1 Purpose of Coolant .......................................................................................................................... 4-2 Types of Coolant .............................................................................................................................. 4-3 Review Questions ............................................................................................................................ 4-9 LESSON 5: SEALANTS .................................................................................................................... 5-1 Objectives ........................................................................................................................................ 5-1 Contents ........................................................................................................................................... 5-1 Sealants ............................................................................................................................................ 5-2 Review Questions ............................................................................................................................ 5-7 ANSWERS TO REVIEW QUESTIONS Lesson 1 ............................................................................................................................... Answers-1 Lesson 2 ............................................................................................................................... Answers-3 Lesson 3 ............................................................................................................................... Answers-5 Lesson 4 ............................................................................................................................... Answers-7 Lesson 5 ............................................................................................................................... Answers-9
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INTRODUCTION
INTRODUCTION
The Engine Fundamentals self-study is the first course of the Engine Repair Curriculum. Since this course sets the building blocks for the other courses, it is important that it be completed first. It is also important that all prerequisite courses be completed prior to taking this self-study, as this will lead to a better understanding of the material presented. This course has two main goals. The first goal is to introduce you to the basic engine theory of operation. The second goal is to provide an understanding of the symptom-to-system-to-component-to-cause diagnostic process. As you learn new information, try to relate the new knowledge to the basic engine systems as a whole. Think about the cause-and-effect relationships between the subsystems and components. Understanding the cause-andeffect relationships will help you in diagnosis. This course will include information related to basic engine systems. Some of the topics that will be covered in this course include the following:
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Four-stroke operation Intake air system Fuel system Ignition system Exhaust system Exhaust gas recirculation (EGR) system Cooling system
Although you may be familiar with some of these topics, it is essential that you, as a professional engine technician, have a thorough understanding and mastery of this information. You will find that mastery learning is necessary to diagnose and service the latest engine systems.
March, 2000
Intro-1
INTRODUCTION
ENGINE REPAIR CURRICULUM
Each course found in the Engine Repair Curriculum is one of the following types:
l
Self-study This type of course is a self-paced program. The technician is responsible for learning the material on his or her own. The training material consists of a reference book and an accompanying videotape. The videotape is designed to support the material in the reference book and should not be used on its own. Ford Multimedia Training (FMT) This type of course is also self-paced. The multimedia course allows the technician to interact with the training materials. The multimedia course allows the technician to utilize the knowledge attained in the self-study course. The FMT concentrates on relationships, such as the cause-andeffect relationships between symptoms and components. Classroom The classroom course allows for practical, real-world application of skills and knowledge learned in the other courses.
There are five courses in the Basic Engine Curriculum. Please refer to the Engine Repair Curriculum Path that follows.
Course Codes
These courses may be found in the STARS planner using the following course codes:
Engine Performance
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Engine Repair Fundamentals Self-Study .................................................................. Automotive Measuring Tools FMT .......................................................................... Base Engine Operation and Diagnosis ......................................................................... Engine Repair Classroom .......................................................................................... Servicing New Engine Designs Fordstar ..................................................................
Course code: 32S01S0 Course code: 32S02M0 Course code: 32S03M0 Course code: 32S05T0 Course code: 32S06F0
Why Training?
1. Customers bring vehicles to the dealership because they want the best service possible. They believe that no other technician besides you, a Ford trained technician, could know their vehicle better. 2. Customers expect a dealership to Fix It Right The First Time, On Time. So, how do you live up to the customers expectations? The answer is continuous training. Training allows you to gain efficiency. Efficiency makes you an asset to the customer, the dealer, and yourself. Training promotes job security and allows you to learn the latest and greatest technology and service procedures.
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INTRODUCTION
ENGINE REPAIR CURRICULUM PATH
ENGINE REPAIR CURRICULUM PATH

1
Engine Repair Fundamentals SS

2
Automotive Measuring Tools FMT Base Engine Operation and Diagnosis FMT
4 2
Engine Repair Classroom

3
Servicing New Engine Designs FORDSTAR
Legend
Prerequisites NVH (Classroom) Basic Electrical Part 1 (Self Study) Basic Electrical Part 2 (FMT) Basic Electrical Part 3 (Classroom) Electronics Part 1 (Self Study) Electronics Part 2 (FMT) Electronics Part 3 (Classroom)
1
2 3 4
= Self Study (SS) = Ford Multimedia Training (FMT) = FORDSTAR = Instructor Led Classroom
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Intro-3
INTRODUCTION
COURSE DESCRIPTION AND FORMAT Course Description for Self-Study Learners
This Student Reference Book is designed for use as part of a self-study training course, which means you can allow yourself as much time as you need to learn the information in each section. A videotape has been developed to accompany this book. The videotape provides information that can best be presented through visual means. Lesson Review Questions are provided throughout this book to help evaluate your individual learning needs. Answers to the Lesson Review Questions are provided with page references to help you determine your strengths and weaknesses. If you have difficulty answering certain questions, review the material until you feel confident that you understand the information. Take as much time as you need to master the material. You may not answer the questions 100% correctly the first time around. With study, you will quickly master those areas with which you may have difficulty.
Evaluation Strategy
The final evaluation questions for this self-study course are also on Base Engine Operation and Diagnosis FMT CD-ROM. You must pass this test for the Engine Repair Fundamentals Self-Study before you can begin the FMT course.
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LESSON 1: ENGINE FUNDAMENTALS

OBJECTIVES
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CONTENTS
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Describe the Four-Stroke Theory. Describe the Intake Air System. Describe the Fuel System. Describe the Ignition System. Describe the Exhaust System. Describe the Exhaust Gas Recirculation System. Describe the Cooling System. Describe the Lubrication System. Describe the Positive Crankcase Ventilation System.
Engine Fundamentals Four-Stroke Operation Intake Air System Fuel System Ignition System Exhaust System Exhaust Gas Recirculation (EGR) System Cooling System Lubrication System Positive Crankcase Ventilation (PCV) System Review Questions
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ENGINE FUNDAMENTALS
The engines used in all Ford Motor Company passenger vehicles are four-stroke internal combustion engines. Internal combustion means the burning of the fuel used to power the vehicle takes place inside the engine. Although todays engines are far more efficient in terms of fuel economy, cleaner exhaust emissions, and increased durability, they still use the same basic principles of operation as the original four-stroke engines. Cylinders are inserted or cast into the engine block. The cylinder houses a piston. The piston is connected to a crankshaft by a connecting rod. The up and down movement of the piston is converted into rotary motion by the crankshaft. The crankshaft is used to transfer power to the drivetrain.
2 4 3
FS020-C
Item 1 2 3 4 Cylinder Piston
Description
Connecting Rod Crankshaft
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FOUR-STROKE OPERATION
RFS001-D
Item 1 2
Description Intake Stroke Compression Stroke
Item 3 4
Description Power Stroke Exhaust Stroke
The four-stroke system of operation consists of an intake stroke, compression stroke, power stoke, and exhaust stroke. One stroke is counted each time the piston moves the entire length of the cylinder. The term four-stroke engine is used because the piston moves up or down the cylinder four times in one cycle.
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Intake Stroke
The intake stroke begins as the intake valve opens. The piston moves down the cylinder bore due to the rotation of the crankshaft. The energy required to move the piston from the top of the cylinder to the bottom comes from either the rotation of the flywheel or overlapping power strokes on a multiple-cylinder engine. The pistons downward motion creates a low-pressure region in the area above the piston. (As volume in the cylinder increases, the pressure decreases). Because atmospheric pressure is greater than the pressure in the cylinder, air and fuel rush into the cylinder to fill the space left by the downward movement of the piston. In other words, the cylinder tries to inhale a volume of air equal to its own displacement. As the piston reaches Bottom Dead Center (BDC), it reverses direction. Then the intake valve closes, sealing the air and fuel filled cylinder and the compression stroke begins. Item 1 2 3 Description Intake Valve Open Exhaust Valve Closed Atmospheric Pressure
2 1
RFS002-B
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Vacuum
During the intake stroke, the downward movement of the piston creates a low-pressure area above the piston, which draws air into the cylinder. At the same time, atmospheric pressure is trying to force air into the cylinder. A throttle plate is used at the air intake of the engine to control the amount of air that is allowed to enter the engine. While the engine is idling, the throttle plate is closed. During closed throttle operation a minimal amount of atmospheric pressure is allowed to enter the engine. Because a low-pressure area is created during each cylinders intake stroke, a pressure differential occurs between atmospheric pressure and the low pressure within the engine. The low pressure within the engine is known as a vacuum. Vacuum is high 43-56 cm Hg (17-22 in. Hg) at idle with the throttle closed. When the throttle plates are opened, more atmospheric pressure is allowed into the engine and the amount of vacuum decreases. At Wide Open Throttle (WOT) there is very little vacuum in the intake manifold.
RFS010-C
Item 1 2 3
Description Atmospheric Pressure Low Pressure Closed Throttle
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Compression Stroke
The second stroke in the four-stroke cycle is the compression stroke. As the piston passes bottom dead center (its lowest point of movement) and starts up again, the compression stroke begins. The intake valve is closed and the exhaust valve remains closed. The air/fuel mixture trapped in the cylinder is now compressed into a very small volume at the top of the cylinder or Top Dead Center (TDC). As the air/fuel mixture is compressed the temperature of the mixture increases dramatically. The top of the piston and the dome of the cylinder head form the combustion chamber. The combustion chamber contains the intake and exhaust valves plus a spark plug. As the air/fuel mixture is compressed in the combustion chamber, the mixture is ignited by the spark plug and the power stroke begins.
2 1
RFS003-B
Item 1 2 3 Spark Plug
Description Intake Valve Closed Exhaust Valve Closed
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Compression Ratio
The difference in volume when the piston is at BDC (A) and TDC (B) is called the compression ratio. If the cylinder has nine times the volume at BDC than at TDC, the compression ratio is 9:1 (nine-to-one). The air/fuel ratio is compressed so that it burns completely and delivers the maximum amount of power.
1 2 3 4 5 6 7 8 9
1 2 3 4 5 6 7 8 9
TDC
BDC
RFS006-C
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Power Stroke
The third stroke in the four-stroke cycle is the power stroke. The power stroke begins as the air/fuel mixture, compressed in the combustion chamber, is ignited by the spark plug. As the spark ignites the air/ fuel mixture a controlled explosion is created within the combustion chamber. The pressure created from the combustion causes a rapid increase in the pressure within the cylinder. This increase in pressure pushes down on the top of the piston. This burst of energy is transferred to the crankshaft and is measured as horsepower and torque.
1
2 3
RFS004-B
Item 1 2 3 Spark Plug
Description Intake Valve Closed Exhaust Valve Closed
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Exhaust Stroke
The fourth and final stroke in the four-stroke cycle is the exhaust stroke. The exhaust valve is opened as the rotation of the crankshaft pushes the piston back up the cylinder. This forces the burned gases out through the exhaust port. As the piston reaches top dead center, the intake valve is opened again and the cycle repeats itself. The exhaust valve is closed shortly after the piston begins its downward movement of the intake stroke. The engine relies on other systems to ensure that combustion takes place smoothly and efficiently. These systems are as follows:
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Intake air system Fuel system Ignition system Exhaust system Exhaust gas recirculation (EGR) system Cooling system Item Description Intake Valve Closed Spark Plug Exhaust Valve Open 1 2 3
RFS005-B
The following section covers these systems.
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INTAKE AIR SYSTEM
3 2 1
RFS007-C
Item 1 2 3
Description Air Cleaner Assembly Intake Air Hose Throttle Body
The intake air system is responsible for controlling the amount of air allowed into the engine.
Air Cleaner
Air is drawn through the air cleaner and intake air tube before entering the engine. The air cleaner filters the incoming air to prevent dirt and other contamination from entering the engine. Dirt particles can cause damage to internal engine components and drastically reduce engine life. Another function performed by the air cleaner housing is to reduce or muffle the noise created by incoming air.
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Throttle Body
The throttle body mounts to the intake manifold and is used to control the amount of air that is allowed to enter the engine. A throttle plate, or plates, rotate to open or close the opening to the throttle body. When the throttle plate is opened the amount of air allowed to enter the intake manifold, in addition to the fuel being injected into the cylinders, determines the number of crankshaft Revolutions Per Minute (RPM), or how fast the engine will run. When the throttle plate is closed, only a small amount of air is allowed into the intake manifold, and the engine will run at idle. The accelerator pedal is used to control the throttle plate.
1
2
FS016-B
Item 1 2
Description Throttle Body Throttle Plate
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Intake Manifold
1 2
RFS009-B
Item 1 2
Description Intake Manifold Throttle Body
The intake manifold is used to direct incoming air into the cylinders. Air enters the engine through the throttle body and is sent to individual intake runners that direct the air to each cylinder. During engine design the length of the intake runners can be varied to determine the rpm range where an engine will best perform. Long narrow intake runners are used to enhance low rpm performance. Short wide-open intake runners are used to enhance high rpm performance. On some engines both types of runners are used to enhance overall engine performance.
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FUEL SYSTEM
1 2
3
RFS012-B
Item 1 2 3 Fuel Tank
Description Fuel Pump and Pick-up Fuel Filter
Item 4 5 6 Fuel Rails
Description Fuel Injectors Fuel Injectors
The purpose of the fuel system is to store a quantity of fuel and supply fuel to the cylinders during engine operation. The fuel system starts at the fuel tank where fuel is stored. A fuel pump transfers fuel from the bottom of the fuel tank and through a pick-up/strainer. The fuel then travels through the fuel lines and fuel filter. The fuel filter prevents contamination of the fuel injectors by removing particulates in the fuel. After passing through the fuel filter, fuel is sent to a fuel rail that is used to direct fuel to fuel injectors. On many vehicles, excess fuel is returned to the fuel tank through a return fuel line. Pressure in the fuel rail is controlled by either regulating the current to the fuel pump or by a fuel pressure regulator located on the return side of the fuel rail. Modern Ford Motor Company vehicles use electronic fuel injection that sprays fuel directly into the engines intake port. Shortly before the intake valve opens to allow the air into the cylinder, a fuel injector sprays a mist of fuel into the intake port of each cylinder. The air/fuel mixture is drawn into the cylinder when the intake valve opens. A Powertrain Control Module (PCM) determines the most effective time and amount of fuel to deliver. At the correct time, the PCM commands the fuel injector to spray a mist of fuel into the intake port.
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IGNITION SYSTEM
1 1
2 2
3 3
4 5
10
4 11
RFS020-A
Item 1 2 3 Coil Pack
Description Ignition Wires Spark Plug
Item 4 5 6
Description Crankshaft Position Sensor Control Module Coil-On-Plug
An ignition system is used to deliver the spark necessary to ignite the air/fuel mixture in the cylinder. Ignition coils generate the high voltages necessary for the spark to jump the air gap at the spark plug. The primary side of the coil generates a magnetic field when both power and ground are supplied to the coil. When the ground circuit is opened a high voltage is induced in the secondary side of the coil. This high voltage is delivered to the spark plug through spark plug wires that are attached between the secondary side of the ignition coil and the spark plug. Coil-on-plug systems mount the ignition coils directly above the spark plugs and eliminate the need for spark plug wires. A control module controls the electrical current to the ignition coil(s) to turn them on and off. Various inputs are used by the module to determine precisely when and how long the coil(s) should be turned on or off.
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EXHAUST SYSTEM
2 1
RFS011-B
Item 1 2 Mufflers Resonators
Description
Item 3 4 Tailpipes
Description Catalytic Converters
The exhaust system directs exhaust gases from the exhaust manifold through the exhaust pipes to the catalytic converter then through the muffler and out the tailpipe.
Tailpipe Emissions
Emissions are created as a by-product of the combustion process. In perfect conditions, the only emissions created from an internal combustion engine would be carbon dioxide (CO2) and water (H2O). Since conditions in the real world are never perfect, internal combustion engines create harmful emissions such as hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx). Several methods are used to control emissions. A fuel control system, ignition system, catalytic converter, and Exhaust Gas Recirculation (EGR) system work together to keep the engine operating as efficiently as possible.
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EXHAUST GAS RECIRCULATION (EGR) SYSTEM
INTAKE
3
EGR TUBE
2
RFS016-B
Item 1 2 3 EGR Valve
Description Exhaust Gas Intake Air
At high combustion temperatures (above 1,372C [2,500F]), nitrogen and oxygen in a cylinder can chemically combine to form the harmful emission NOx. The EGR system recirculates exhaust gases into the combustion chamber under certain conditions. Since exhaust gas has already combusted, the exhaust gases cannot burn again. Recirculating exhaust gas into the cylinder displaces some of the normal air/fuel mixture. As a result, EGR slows and cools the combustion process by several hundred degrees, which reduces NOx formation.
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COOLING SYSTEM
6 1 2
4
RFS014-C
Item 1 2 3 Thermostat
Description Pressure Cap Water Pump
Item 4 5 6 Radiator
Description Coolant Reservoir Heater Core
The cooling system consists of the following components:

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Coolant Water Pump Cooling Passages and Hoses Radiator Cooling Fan Radiator Pressure Cap Radiator Coolant Recovery Reservoir Thermostat
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The three main purposes of the cooling system are:
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Maintain the desired operating temperature under all conditions Allow the engine, on start-up, to reach the desired operating temperature as quickly as possible Heat the passenger compartment
The cooling system maintains the desired operating temperature. The cooling system prevents the engine from overheating and prevents the engine from running too cool. The desired operating temperature is within a specific range. Too high a temperature results in overheating of cylinder walls, pistons, cylinder heads, valves and other engine components. Too low a temperature results in premature component wear, carbon deposits, and poor fuel economy. All Ford Motor Company gasoline engines are liquid-cooled. This means the engine block, cylinder head and in some cases the intake manifold have cooling passages. Coolant circulates through the engine and radiator. Coolant absorbs the heat generated by combustion and friction. Heat transfers from the radiator to the outside air as the coolant flows through the radiator. Engine coolant flowing through the heater core is used to heat the passenger compartment.
1. Coolant
Coolant transfers heat from the engine, lubricates the water pump, protects the cooling system from corrosion, and prevents freezing and boil over. Coolant is a 50/50 mixture of water and green-colored ethylene glycol. A few Ford applications use orange-colored Organic Acid Technology (OAT), or extended life coolant. Green and orange coolants are not interchangeable. The coolant mixture lowers the freezing point and raises the boiling point of the coolant. Additives in the coolant lubricate the water pump and prevent corrosion of the cooling system components.
2. Water Pump
The water pump circulates coolant through the radiator, heater core, engine block, and cylinder head. A belt on the Front End Accessory Drive (FEAD) drives the water pump. The FEAD turns a pulley, which is connected to a shaft that drives the impeller. The impeller is basically a paddle wheel that pushes the coolant from the pump into the engine block and cylinder head.
3. Cooling Passages and Hoses

The rubber hoses and cooling passages in the engine block and cylinder head (and in some cases in the intake manifold) allow coolant a path to and from the radiator, heater core, and throughout the engine.
4. Radiator
The radiator is basically a heat exchanger. As the coolant passes through the tubes of the radiator, heat transfers to the thin fins of metal or aluminum. Heat transfers from the radiator fins to the passing air. The coolant, now significantly cooler than when it entered the radiator, circulates back into the engine to absorb and remove more heat.
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5. Cooling Fan
At highway speeds, the radiator has enough airflow across the radiator for effective heat transfer. At lower speeds, like stop-and-go driving and idle conditions, the radiator does not have enough airflow to effectively remove heat from the coolant. Under low airflow conditions the cooling fan draws more air across the radiator fins. Most modern cooling fans are electric and are controlled by the PCM. The cooling fan shroud increases efficiency and prevents injury.
6. Pressure Cap
The cooling system is a pressurized system. Because the cooling system is a closed system the pressure in the cooling system rises as temperatures rise. Todays cooling systems are designed to have about 96.5-117.2 kPa (14-17 psi) of pressure at operating temperature. Cooling system pressure raises the boiling point of the coolant. A pressure cap is used to maintain correct cooling system pressure. On some vehicles the pressure cap is located on the radiator. Excessive pressure and coolant will be released to a coolant recovery reservoir. Other vehicles locate the pressure cap on the coolant recovery reservoir. In these systems, excess pressure is allowed to escape from the top of the reservoir. Since the cooling system is pressurized at operating temperature, the radiator cap should never be removed when the system is hot. The hot coolant may spray from the radiator and cause injury.
7. Radiator Coolant Recovery Reservoir

The coolant recovery reservoir allows for the expansion and contraction of coolant due to temperature differences. Some systems use a pressurized reservoir requiring a pressure cap. This system will typically have coolant flow through the recovery reservoir during normal operation.
8. Thermostat
The thermostat ensures that the engine reaches operating temperature as quickly as possible. The thermostat prevents coolant from entering the radiator as the engine warms up. Preventing the radiator from removing heat from the coolant reduces the amount of time needed to reach operating temperature. A small amount of coolant circulates through the water pump bypass, preventing hot spots in the coolant. When the coolant reaches operating temperature, a temperature-sensitive wax in the thermostat expands, pushing the valve in the thermostat open. When the thermostat is open coolant flows through the entire cooling system, including the radiator.
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LUBRICATION SYSTEM
3
RFS015-B
Item 1 2 3 Oil Passage Oil Passage Oil Filter
Description
Item 4 5 Oil Pan Oil Pump
Description
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The main functions of the lubrication system in an engine are to:
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Reduce friction Prevent wear Remove heat Clean Seal Prevent corrosion
All moving components in an engine require constant lubrication. Without lubrication, metal to metal contact quickly destroys the components. Engine oil forms a thin barrier between the metal surfaces, preventing metal to metal contact. Parasitic drag is the amount of energy lost in a running engine due to friction between moving parts. If an engine has a high amount of parasitic drag there is less available energy to perform work. Engine oil reduces parasitic drag. Reducing the amount of friction between components increases the amount of available energy that can be used to perform work.
Oil Pan
Several quarts of oil are stored in the oil pan, which is bolted to the bottom of the engine. The oil pan stores engine oil until the oil is needed in the engine. Heat transfers through the oil pan as the oil waits to be circulated through the engine.
Oil Pump and Oil Pump Tube and Screen Cover

The oil is drawn in through the oil pump tube and screen cover. The screen cover prevents the oil pump from ingesting large contaminants. The oil pump pressurizes and circulates the oil through the lubrication system.
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1-21

Oil Filter
The oil circulates from the pump to the oil filter, where particles that may cause engine damage are removed from the oil. Regular replacement of the oil and oil filter are critical to the correct operation of the lubrication system. Filtered oil circulates through the engine block and cylinder head.
Oil Passages
Oil passages allow engine oil to circulate to critical engine components. The passages are small and can easily be plugged or restricted by contaminants in the oil.
Oil Cooler
Oil picks up heat from the engine components and carries the heat into the oil pan or oil cooler. Oil can be cooled in one of two ways. The first way oil can be cooled is by transmitting heat from the oil pan to the outside air. The second way oil can be cooled is by circulating the oil through an oil cooler. An oil cooler allows heat to transfer from the oil to the outside air, much like a small radiator.
Lubricating the Cylinder Walls

Oil is either sprayed from a hole in the connecting rod to the cylinder wall below the piston, or slung onto the cylinder from controlled leakage from the connecting rod and main bearings. The oil on the cylinder wall seals the piston rings to the cylinder wall. Without oil to create the seal, combustion gases easily slip past the piston rings, drastically reducing the efficiency of the engine.
1-22
March, 2000

POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM
Even in a correctly operating engine, some combustion gases force past the compression rings and end up in the crankcase. Cylinder leakage is referred to as blow-by. The PCV system removes blow-by gases from the crankcase before the contaminants can collect in the oil or on engine components. Contaminants in the blow-by gases that are not removed from the crankcase react with the oil to form sludge, or attack and corrode internal engine components. Intake manifold vacuum draws the blow-by gases from the crankcase into the intake manifold. Blow-by gases are drawn from the intake manifold into the cylinders and are burned with the normal air/fuel charge. The PCV valve meters the gases into the intake manifold. Incorrect metering of the PCV gases causes pressure to build in the crankcase or an imbalance in the air/fuel ratio in the engine.
RFS017-B
1 5 2 3
As gases are drawn from the crankcase, clean air is drawn into the crankcase from the intake air system. This allows clean air into the crankcase and prevents excessive vacuum in the crankcase. The PCV valve closes during a backfire, preventing the crankcase gases from igniting.
Item 1 2 3 4 5
Description Throttle Body Intake Manifold Positive Crankcase Ventilation Valve Crankcase To Air Cleaner Closure Hose
March, 2000
1-23
LESSON 1: ENGINE FUNDAMENTALS NOTES
1-24
March, 2000

REVIEW QUESTIONS
1-1. List the four strokes in a four-stroke engine: 1. ___________________________________________________________________________________ 2. ___________________________________________________________________________________ 3. ___________________________________________________________________________________ 4. ___________________________________________________________________________________ 1-2. Why is the air/fuel mixture compressed before ignition? ______________________________________________________________________________________ ______________________________________________________________________________________ 1-3. When is the maximum amount of vacuum created? A. When the throttle plates are closed. B. When the throttle plates are open. C. WOT. D. Vacuum is constant in an internal combustion engine. 1-4. In an electronic fuel injection system, where is fuel delivered? ______________________________________________________________________________________ ______________________________________________________________________________________ 1-5. What component creates the magnetic field that induces a voltage to fire the spark plug? ______________________________________________________________________________________ ______________________________________________________________________________________ 1-6. Which harmful tailpipe emission does the EGR system help to reduce? ______________________________________________________________________________________ ______________________________________________________________________________________ 1-7. What are the three primary functions of the cooling system? 1. ___________________________________________________________________________________ 2. ___________________________________________________________________________________ 3. ___________________________________________________________________________________ 1-8. Incorrect metering of the PCV system can cause: A. corrosion of internal engine components. B. blow-by gases to build pressure in the crankcase. C. excessive parasitic drag. D. Both A and B.
March, 2000
1-25
LESSON 1: ENGINE FUNDAMENTALS NOTES
1-26
March, 2000
LESSON 2: OIL AND LUBRICANTS

OBJECTIVES
l l l
CONTENTS
l l l l l l
Identify the primary purposes of engine oils. Identify the properties of oil. Identify the characteristics of acceptable and unacceptable oils. Identify engine damage related to engine oil.
Primary Purpose of Engine Oil Oil Properties Rating Oils Additives Engine Damage Review Questions
March, 2000
2-1

PRIMARY PURPOSES OF ENGINE OIL
The primary purposes of the automotive lubricating system are:
l l l l l l
Reducing frictional resistance Preventing wear Cooling Cleaning Preventing corrosion Sealing
1. Reducing Frictional Resistance
1 2
FS001-B
Item 1 2
Description Outside Oil Layers Center Oil Layer
When two solid surfaces are lubricated with oil, the oil divides itself into three layers. Each outside layer adheres to the solid surfaces. Oil molecules in the center layer slide against each other. The center layer of oil molecules act like little bearings between the metal surfaces. The friction of the oil molecules sliding against each other is much less than the amount of friction between two non-lubricated surfaces.
2-2
March, 2000

2. Preventing Wear
Oil is pumped through the engine by the oil pump. The crankshaft rides on a layer of oil. Oil is pumped into the main bearings at the top where the pressure is low and is distributed around the bearing by the rotation of the crankshaft. During the power stroke an extremely large amount of downward force (A) is exerted on the connecting rod (B) and crankshaft (C). This forces the crankshaft down into the bearings. Because of the extreme pressure, a film of oil on the bearings is critical to prevent the crankshaft from coming into contact with the bearings and causing damage. Engine wear occurs when metal components are allowed to contact each other. Oil prevents the engine components from coming into contact with each other. When an engine hasnt run for a period of time, the oil drains back into the oil pan. On start-up there is a short time lag between when the engine starts and when all of the engine surfaces are completely lubricated. The correct viscosity of oil minimizes the amount of time between start-up and when all surfaces are completely lubricated. Oil with the recommended viscosity is thin enough to quickly flow into all of the areas that require lubrication on start up, but still thick enough to stay on the components and provide adequate lubrication at operating temperature.
A
C
RFS022-A
March, 2000
2-3

3. Cooling
FS003-C
Item 1 2
Description Oil Circulation Path Surrounding Air
The combustion process and the friction between engine components generate heat in an engine. Engine oil plays a large part in removing heat from the engine. Bearings and moving parts are covered in the oil circulating through the engine. As the engine oil circulates, heat transfers from the engine components to the oil. Heat transfers from the oil pan and then to the surrounding air. Some vehicles have oil coolers to increase the transfer of heat from the oil.
2-4
March, 2000

4. Cleaning
3 2
FS004-B
Item 1 2 3
Description Connecting Rod Oil Pan and Oil Leak Area
Contaminants enter the oil from blow-by and condensation. Engine oil suspends the contaminants so they can be removed from the engine at the next oil change. If allowed to settle, the contaminants would build up in the engine and restrict or completely block vital oil passages. To prevent contamination from damaging engine components, the contaminants are from the oil by the oil filter. If the oil filter is not changed at the recommended intervals, the oil filter may become restricted or completely blocked. The oil filter has a bypass that allows oil to circulate past the oil filter when the filter is completely blocked, but the oil is now unfiltered. Unfiltered oil allows the contaminants into the oil passages where restrictions may occur.
March, 2000
2-5

5. Preventing Corrosion
3 2
FS006-B
Item 1 2 3
Description Connecting Rod Oil Pan and Oil Water Droplet
Engine oils have additives that prevent the water, unburned fuel, soot and carbon from reaching the metal surfaces of the engine. After a hot engine is shut down, the moisture in the air condenses and blow-by gases collect on the internal engine components. Engine oil additives prevent the corroding of engine components by forming a barrier between the internal components and the condensation.
2-6
March, 2000

6. Sealing
2 1
2 2
2 3
2 3
FS005-C
Item 1 2 3 Piston Ring Oil
Description Combustion Chamber
Oil is either sprayed onto the cylinder wall from a small hole in the connecting rod, or slung onto the cylinder wall by the crankshaft. Engine oil seals the rings to the cylinder walls. Without oil, the engine would have excessive blow-by and a resulting loss of power.
March, 2000
2-7

OIL PROPERTIES
10-WEIGHT
10-WEIGHT
FS007-A
Viscosity
Viscosity, or resistance to flow, indicates how well a fluid flows at a given temperature. The viscosity of an oil (or of any fluid) changes as temperatures change. Higher temperatures cause the viscosity to decrease, resulting in a thinner oil. Lower temperatures cause the viscosity to increase, resulting in a thicker oil. Using a lubricant with too high a viscosity rating causes excessive drag during start-up. The increased time between when the engine starts and when all surfaces are properly lubricated causes excessive wear. The weights given on oils are arbitrary numbers assigned by the Society of Automotive Engineers (SAE). These numbers correspond to real viscosity as measured by several accepted techniques. These measurements are taken at specific temperatures. The W means the oil meets specifications for viscosity at -18C (0F) and is suitable for winter use. Using a 40-weight oil when the specifications call for a 30-weight oil is an example of using an oil with too high a viscosity. Using a lubricant with too low a viscosity rating causes inadequate lubrication at high temperature. The oil barrier between the metal surfaces thins to the point of contact, causing excessive wear. Using a 10-weight oil when the specifications call for a 30-weight oil is an example of using an oil with too low a viscosity.
2-8
March, 2000

Multi-Weight Oil
FS008-A
Oil molecules are different sizes. 5-weight molecules are smaller than 40-weight molecules. Single-weight oil molecules are all the same size. For example, a 5-weight oil has all 5-weight oil molecules and a 40-weight oil has all 40-weight molecules. When the oil is cool, the metal surfaces (A) ride on layers of oil molecules (B). As the temperature increases, the base oil molecules become more active. The more active oil molecules spread apart, causing the oil to have fewer molecules in a given area (C). In other words, the oil thins. The pressure on the metal surfaces remains constant, but when the molecules spread apart the solid surfaces push them back together, taking up the free space (D). The oil molecules still act as bearings and the metal surfaces are not in contact with each other, but the layer of oil is thinner.
Engine Repair Fundamentals March, 2000 2-9
B A
FS009-C
To solve the problem of oil thinning at higher temperatures, a polymer is added to the oil. When the oil is cold, the polymer is tightly coiled (A). As the temperature increases the polymer uncoils making the polymer wider (B). The larger diameter of the polymer takes up the room created by the more active oil molecules, forcing the oil molecules back together. The benefit of adding the polymer is to have an oil that acts like a 5-weight oil at start-up and like a 30-weight oil at operating temperature.
2-10
March, 2000

RATING OILS
The American Petroleum Institute (API) rates engine oil. Certification standards are set by US and Japanese auto manufactures. Oils are tested in various ways to meet the API current required ratings. Tests evaluate the oils ability to function:
l l l
When the engine is run for short trips and the engine does not fully reach operating temperature. When the engine is hot, as with a summertime high load condition. During stop-and-go driving.
Engine oil is tested for its effect on fuel economy and its resistance to breaking down over a period of time. If the engine oil bottle has the starburst API rating on it, the oil meets the current approved standards. Engine oils that do not meet the current standards mandated by the API are not permitted to carry the API starburst marking. Ford vehicles use only API approved oil. Flexible Fuel Vehicles (FFV) require special oil. The oil is marked with the label FFV.
March, 2000
2-11

ADDITIVES
Today, a fully formulated motor oil is made up of 80 percent crude, and as much as 20 percent additives. Engine oil additives are carefully blended to get the best balance of properties. Sometimes, certain additives compete with each other. Friction modifiers act on the surface of the metal, while anti-wear additives counteract to a small extent. The oil manufacturer carefully selects the correct proportions of each additive to develop the best final product. Do not add aftermarket oil additives to engine oil. Aftermarket companies sell additional additives to add to engine oil. Changing the proportions of the additives in oil can make the oil less effective, and upset the delicate balance of the oil blend. Compare this to making a cake. If the carefully blended recipe calls for two eggs, will adding seven eggs make a better cake? Obviously not. In the best case, it would make no difference, and in the worst case it would ruin the cake.
FS012-A
2-12
March, 2000

Anti-Wear/Extreme Pressure
Anti-Wear/Extreme Pressure additives bond with the metal surfaces to prevent wear under normal operating conditions. When the engine oil is under extreme pressure, the oil can be pushed out from in between the metal surfaces it is designed to protect. When this happens, the surfaces can come into contact with each other. Antiwear additives react with metal surfaces to form a slippery film, preventing them from coming into contact under extreme pressure.
Detergents/Dispersants
Detergents are added to engine oil to keep the by-products of combustion (carbon and varnish) from building up on the engine surfaces. To a small extent, the detergents can clean existing oil deposits, but the main purpose is to trap contaminants into the oil. Contaminants remain suspended in the oil, so they will be removed from the engine at the next oil change. Dispersants work closely with detergents. Dispersants break the contaminants into very fine particles, preventing them from attaching to each other. The particles are fine enough to easily pass through the oil filter and between the metal surfaces that are lubricated. Without dispersants, the contaminants form into structures and build up to restrict or completely block oil passages and the oil filter.
Corrosion Inhibitors
After the engine is shut off, condensation begins to form. This water combines with blow-by to form extremely corrosive contaminants. Corrosion inhibitors react with metal surfaces to prevent rust. A continuous film covers the metal surfaces to prevent water from contacting the metal.
Viscosity Index (VI) Improvers

VI improvement additives (friction modifiers) are synthetic oil thickeners that improve the viscosity through the entire useful range of an oil. To reduce the tendency of the oil to change viscosity as temperatures change, high molecular weight polymers called VI improvers are added.
March, 2000
2-13

Foam Inhibitors
Foam causes cavitation, overheating due to the reduction in the oils ability to remove heat, and reduced oil pump efficiency. Foam inhibitors cause air bubbles in the oil to join together and rise to the surface. On the surface of the oil the bubbles break, removing the air from the oil.
Pour Point Depressants

The lowest temperature at which oil flows is called the pour point. The pour point of engine oil is directly related to the amount of wax the oil contains. As oil cools, wax structures prevent the oil from flowing. Pour point depressants bond with individual wax crystals to prevent structures from forming.
Oxidation Inhibitors
At high temperatures, oxidation causes the oil to become thicker and darker, resulting in sludge. Oxidation inhibitors give the oil a longer life by retarding the reaction of the oil and oxygen.
ENGINE DAMAGE
Without sending engine oil out to a laboratory to be tested, there is no good way to identify that oil is functioning properly. Because of the residual oil left in an engine when the oil is drained, new oil tends to turn dark very quickly. Fuel smell in the oil and inappropriate oil level are two concerns that can indicate an engine concern. As a rule, if the quality of oil is in question the oil and filter should be replaced. Oil can be sent out to a testing facility for diagnosis, but this is an uncommon practice. If oil is to be sent out, include an unused sample of the appropriate oil for comparison.
2-14
March, 2000

Low Oil Level
MIN
MAX
FS013-A
The first thing to notice when checking the engine oil is the oil level. A low oil level may indicate an engine that is burning or leaking oil. Too much oil causes the oil to foam, reducing the efficiency of the oil pump and causing cavitation.
Varnish
MIN
MAX
FS014-A
Varnish (A) on the dipstick may indicate that the engine oil has not been changed at regular intervals.
March, 2000
2-15

Contaminated Oil
Excessive particulate contamination in the oil can cause internal engine damage. The particles can scratch or become embedded in the bearings. Excessive contamination can be caused by:
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failure to perform standard maintenance. excessive blow-by. a failed, incorrectly installed or missing air filter. restricted or improper oil filter. restricted PCV system.
FS037-B
Coolant in the Oil
MIN
MAX
FS015-A
Oil that has a milky color is an indication of coolant in the oil. Coolant in the oil can be caused by a blown head gasket, cracks between the oil and coolant passages, or a water pump shaft that has damaged the timing cover. Coolant in the oil removes the lubricating qualities of the oil.
2-16
March, 2000

REVIEW QUESTIONS
2-1. Which of the following is a benefit of reducing friction in an engine? A. Increased heat B. Reduced wear C. Cleaner oil D. Improved sealing 2-2. Higher oil temperatures cause viscosity to _________ resulting in a __________ oil. A. decrease, thicker B. increase, thinner C. increase, thicker D. decrease, thinner 2-3. Oil that smells like fuel can be caused by: A. missing air filter. B. excessive blow-by. C. restricted oil passage. D. leaking fuel line. 2-4. Milky colored oil is an indication of: A. fuel in the oil. B. lack of oil to the bearings. C. low oil levels. D. coolant in the oil. 2-5. Aftermarket engine oil additives: A. are not necessary. B. may reduce the efficiency of the oil. C. are not recommended for use in Ford vehicles. D. All of the above. 2-6. Multi-weight oil has polymers that: A. increase in size as temperatures decrease. B. reduce the amount of oil needed in the crankcase. C. increase in size as temperatures increase. D. are not affected by temperature change.
March, 2000
2-17
LESSON 2: OIL AND LUBRICANTS NOTES
2-18
March, 2000
LESSON 3: FUELS
OBJECTIVES
l
CONTENTS
l l l l
Identify engine driveability concerns related to fuel. Identify the characteristics of acceptable and unacceptable fuels. Identify the purpose of fuel additives.
Types of Fuel Gasoline Additives Additives That Do Not Improve Performance Alternative Fuels Review Questions
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Identify the properties of the different fuels. Identify the different types of fuels used in Ford and Lincoln/Mercury vehicles.
March, 2000
3-1
LESSON 3: FUELS
TYPES OF FUELS
Types of fuels covered in this class include gasoline and alternative fuels including Liquid Propane Gas (LPG), Compressed Natural Gas (CNG), and Methanol/Ethanol. Diesel and electric power are covered in other classes.
Gasoline
Gasoline is the fuel designed for spark-ignition internal combustion engines. Derived from petroleum, gasoline consists of over 200 different hydrocarbons. Modern distillation processes create hydrocarbons with the desirable volatility and characteristics necessary for good engine performance. Additives (added during the manufacturing process) enhance the performance of the gasoline.
SO
NE I
Alternative Fuels
Alternative fuels like CNG and LPG burn cleaner with fewer hydrocarbon emissions. Although Ford Motor Company does develop electric vehicles, only spark ignition vehicles are covered in this course.
FS016-A
3-2
March, 2000
LESSON 3: FUELS
Volatility
SO A
N LI
FS017-A
Volatility is gasolines ability to evaporate. In the intake manifold, high volatility allows air and fuel to properly pre-mix before combustion. In the gas tank, low volatility prevents the fuel from evaporating and causing high emissions. Gasoline manufacturers balance the need for proper atomization with the reduction of hydrocarbon emissions. The result is a carefully blended fuel that is adjusted seasonally and geographically to account for weather extremes. Use of the wrong blend results in driveability concerns. Like engine oils, there are plenty of aftermarket products that claim to make gasoline more effective in one way or another. All necessary gasoline additives are added during the manufacturing process; no additional aftermarket additives are needed.
March, 2000
3-3
LESSON 3: FUELS
GASOLINE ADDITIVES
FS018-A
Octane/Antiknock Compounds
Antiknock compounds increase the antiknock quality of gasoline. Gasoline containing tetraethyl lead was first marketed in 1923. The average concentration of lead in gasoline gradually was increased until it reached a maximum of about 2.5 grams per gallon (g/gal.) in the late 1960s. New refining processes producing higher octane gasoline components, steady growth in the population of vehicles requiring unleaded gasoline, and EPA regulations requiring the reduction of the lead content of gasoline began in 1979. In 1996, the EPA completely banned the addition of lead additives to gasoline. After lead was banned from gasoline, manufacturers developed higher octane gasoline to prevent engine knock. Spark knock is the sound made when the air/fuel mixture is ignited in one part of the combustion chamber and the spark plug ignites the remaining mixture in a different part of the combustion chamber. The collision between the two flame fronts results in a knocking sound. Combustion chamber pressures rise significantly when the flame fronts collide, causing engine damage. Octane controls the flash point, or the temperature required for ignition of the fuel. With the correct octane, the flash point of the fuel is high enough to prevent the hot carbon deposits from igniting a second flame front. The result is correct combustion in the cylinder. Without sufficient octane to prevent knock, the Electronic Engine Controls (EEC) retard the timing causing a loss of power. Using fuel with the correct octane after a sub-standard fuel has been used may appear to increase power. This, however, does not make the statement higher octane increases engine power correct. Using the correct octane fuel allows the EEC to set the timing for more efficient engine operation. Once the octane is sufficient to prevent knock, additional octane does not increase power or fuel economy.
3-4
March, 2000
LESSON 3: FUELS
Oxidation Inhibitors
Oxidation inhibitors (also called antioxidants) prevent gasoline components from reacting with oxygen in the air to form peroxides or gums. Peroxides can degrade antiknock quality and attack plastic fuel system parts. Soluble gum results in engine deposits, and insoluble gums plug fuel filters.
Metal Deactivators
Active metals, like copper and zinc, effectively catalyze the oxidation of gasoline. For this reason, active metals like copper and zinc are not used in most gasoline distribution and vehicle fuel systems. When they are present, metal deactivators inhibit their catalytic activity.
Demulsifiers
Demulsifiers improve the water separating characteristics of gasoline.
Deposit Control Additives

Deposit control additives reduce the build-up of deposits on the throttle body, intake manifold, fuel injectors, intake ports and valves. Early deposit control additives controlled deposits on intake valves, but caused deposits in the combustion chambers. Since then, deposit control additives have been improved to prevent intake deposits without adding combustion chamber deposits.
Anti-Icing Additives
Anti-icing additives prevent ice formation in the fuel system. The need for this additive is disappearing as vehicles with fuel injection systems replace vehicles with carburetors.
ADDITIVES THAT DO NOT IMPROVE PERFORMANCE

The following additives have no effect on engine performance, but instead are used for identification and handling reasons.
Dyes
Dyes are oil-soluble solids and liquids used to visually distinguish batches, grades, or applications of gasoline products. For example: Gasoline for general aviation, manufactured to more exacting requirements, is dyed blue to distinguish it from motor gasoline for safety reasons.
Corrosion Inhibitors
Tanks and pipelines of the gasoline distribution and marketing system are constructed primarily of uncoated steel. Corrosion inhibitors prevent free water in the gasoline from rusting or corroding these facilities. Corrosion inhibitors are less important once the gasoline is in the vehicle. The metal parts in the fuel systems of todays vehicles are made of corrosion-resistant alloys coated with corrosion-resistant coatings.
Drag Reducers
As energy costs have increased, pipelines have sought more efficient ways to ship products. Drag reducers lower pumping costs by reducing friction between the flowing gasoline and the walls of the pipe.
March, 2000
3-5
LESSON 3: FUELS
Engine Concerns Related to Gasoline
Contaminated fuel causes sluggish operation, misfire, hard/no-start, and other driveability concerns. Water in the fuel causes rust to form in steel lines, misfire or hesitation at low speeds, and hard/no-start conditions. To identify fuel concerns due to contaminated fuel, remove the fuel line from the tank side of the fuel filter. (Removing the line from the tank side of the fuel filter prevents the fuel filter from removing contamination.) Pump some of the questionable fuel into an approved clear glass container and hold the container up to the light. Inspect the fuel for contaminants that may be in the fuel. Dirt, rust and other particulate contamination may be floating in the fuel or may settle to the bottom of the container. Allow the fuel to settle. Water in the fuel settles to the bottom of the container. NOTE: If contamination in the fuel tank is identified, flush the fuel tank.
2 3
FS021-B
Item 1 2 3 Fuel Water
Description
Contaminants
3-6
March, 2000
LESSON 3: FUELS
FS022-A
Contaminants in the fuel cause restrictions in the fuel system components. Restrictions may occur in the fuel injectors, fuel filter, fuel pump pick-up, or fuel lines. NOTE: Simply changing a restricted fuel component (such as a filter or injector) may only cure the symptom. If the root cause of contaminated fuel is not identified, the new filter quickly becomes restricted, and the condition will reoccur.
March, 2000
3-7
LESSON 3: FUELS
Fuel Storage
FS020-A
The volatility requirements for gasoline are different in the summer than they are in the winter. If a summer blend is used in the winter, or a winter blend used in the summer, driveability concerns may occur. To prevent the use of the wrong blend, gasoline should be used as quickly as possible. If gasoline absolutely needs to be stored, store gasoline in an approved, tightly closed, full or almost full container. Add fuel stabilizer and store the container in a cool dry place. Appropriately stored fuel stays good for at least a year.
3-8
March, 2000
LESSON 3: FUELS
ALTERNATIVE FUELS Methanol/Ethanol
Methanol and ethanol are two forms of alcohol fuel. Both are made from non-petroleum products. Methanol is made from coal, and ethanol is made from farm products such as corn, potatoes, or sugar cane. Both alcohols have a higher octane than gasoline. Some areas require ethanol/methanol to be added to gasoline because they reduce carbon monoxide by as much as 39%.
Compressed Natural Gas (CNG)
FS042-A
The main part of natural gas is methane. CNG is stored in the fuel tank at pressures between 20,684 kPa (3,000 psi) and 24,821 kPa (3,600 psi). The CNG enters into the combustion as a gas, at approximately 100 psi. Natural gas is a mixture of hydrocarbons (mainly methane [CH4]) and is produced either from gas wells or in conjunction with crude oil production. For more information on CNG, consult the STARS guide for the CNG class.
March, 2000
3-9
LESSON 3: FUELS
Liquid Propane Gas (LPG)
Propane gas is a by-product of the petroleum refining process. In its natural state, propane is a gas. Under mild pressures (137 kPa [200 psi] or less), propane turns to a liquid. Liquid propane is stored in the fuel tank. As the fuel crosses through a pressure regulator, the liquid propane changes to a gas. Propane burns cleaner than gasoline, but contains less energy per unit than gasoline. LPG vehicles have less carbon build-up than gasoline engines. LPG vehicles emit about 20% fewer oxides of nitrogen (NOx), and about 60% fewer carbon monoxides.
3-10
March, 2000
LESSON 3: FUELS
REVIEW QUESTIONS
3.1. Volatility is: A. diesels measure of ignition. B. gasolines ability to evaporate. C. resistance to pre-ignition. D. methanes mixture of hydrocarbons. 3.2 If a vehicle comes in for a new fuel filter shortly after replacing one, the root cause may be: A. water in the fuel. B. high octane. C. contaminated fuel. D. low octane. 3.3 Using fuel with a winter blend in the summer may result in: A. driveability concerns. B. increased horsepower. C. contaminated fuel. D. oxidation.
March, 2000
3-11
LESSON 3: FUELS NOTES
3-12
March, 2000
LESSON 4: COOLANT
OBJECTIVES
l l
CONTENTS
l l l
Identify characteristics of unacceptable coolant. Describe engine concerns related to coolant.
Purpose of Coolant Types of Coolant Review Questions
March, 2000
4-1
LESSON 4: COOLANT
PURPOSE OF COOLANT
Automotive engines generate a great deal of heat. The exhaust valve can reach temperatures of 648.8C (1,200F). This heat must be removed from the engine. The cooling system is designed to keep engine temperatures low enough to prevent overheating, yet still high enough to help control emissions and heat the passenger compartment in colder weather.
FS027-A
4-2
March, 2000
LESSON 4: COOLANT
TYPES OF COOLANT
-36.6C
108.3C
-34F
227F
0C
100C
32F
212F
FS045-A
Ethylene Glycol Coolant

Ford Motor Company does not recommend or endorse the use of engine coolants made with propylene glycol in Ford vehicles. Available information indicates that current propylene glycol-based engine coolants on the market provide less heat transfer, and some may not provide enough corrosion protection to meet Ford specifications. Furthermore, the claims of toxicological and environmental advantages of propylene glycol may be misleading. Ethylene glycol coolants raise the boiling point and lower the freezing point of the water they are mixed with. Ethylene glycol raises the boiling point of water (pure water has a boiling point of 100C [212F] and a 50/50 mixture has a boiling point of 108C [227F] at sea level) and lowers the freezing point of water (pure water has a freezing point of 0C [32F] and a 50/50 mixture has a freezing point of -36C [-34F] at sea level). In Oregon, coolant is required by law to have a bittering agent, to protect children and animals from drinking coolant. Ethylene glycol coolants are poisonous and must be handled appropriately to prevent them from being taken internally. A pressure cap attached to the radiator pressurizes and seals the cooling system. The cooling systems increased pressure raises the coolants boiling point to add a comfortable margin between the engine operating temperature and the boiling point of the coolant. Ethylene glycol coolants lubricate and prevent corrosion at all temperatures.
March, 2000
4-3
LESSON 4: COOLANT
Organic Acid Technology Coolant
Organic Acid Technology (OAT) coolant is designed to be an extended life coolant, which will reduce cooling system maintenance. OAT coolant is orange in color to distinguish it from green coolant and has special additives to lubricate and protect the cooling system from corrosion. OAT coolant is only used in limited applications and is not compatible with green coolant.
FS027-A
Coolant and Water Mixture

Ethylene glycol and OAT coolants are mixed with 50% water. NOTE: To ensure correct mixing of the coolant and water solution, pre-mix in a container and then add the mixture to the cooling system. Extreme climates (below -36C [-34F]), may require a concentration slightly above 50%, but never more than 60% coolant. In most cases, tap water is fine for use in the cooling system, but hard water should be avoided. Hard water can leave deposits in the cooling system, reducing the ability of the cooling system to transfer heat.
-34 -227
50%/50%
FS026-A
4-4
March, 2000
LESSON 4: COOLANT
Coolant Additives
Anti-Corrosion Anti-corrosion additives protect the cooling system. Cooling system corrosion causes the internal parts of the engine to scale or pit, dramatically reducing the cooling systems ability to cool the engine. Organic acids are slowly formed when oxygen dissolved in the coolant, in combination with a hot metal surface which may act as a catalyst, oxidizes ethylene glycol to glycolic acid. Minor amounts of formic and acetic acids can also be formed. When these acids exceed normal levels the anti-corrosion additives can no longer protect the cooling system. Anti-Foaming When coolant foams, cavitation occurs in the cooling system. Cavitation causes the internal surfaces of the cooling system to become pitted and damaged. Foaming also inhibits the ability of the pump to move coolant through the cooling system. Lubricants Lubricants keep the water pump lubricated.
FS036-A
March, 2000
4-5
LESSON 4: COOLANT
Coolant Inspection
Visual inspection of engine coolant is very helpful in engine diagnosis. Inspect coolant color in both the radiator coolant recovery reservoir and the radiator. Dark brown coolant is an indication of the use of an unauthorized stop leak. If an unauthorized stop leak has been used, flush the cooling system. The leak must be identified and repaired and the cooling system filled with the correct mixture of water and Premium Engine Coolant (E2FZ-19549-AA). E6AZ-19558-A Radiator Stop Leak is an approved, permanent way to repair small cooling system leaks. Light brown or reddish coolant, or particles in the coolant indicates rust in the cooling system. If rust or corrosion is found in the coolant, the cooling system needs to be flushed and filled with the correct mixture of water and Premium Engine Coolant (E2FZ-19549-AA). An iridescent sheen on top of the coolant indicates a trace of oil is entering the cooling system. This is an indication of a small concern that is going to get worse. Engine oil leaking past a gasket (intake manifold, or head gasket) into the cooling system causes the coolant to have a milky brown color. Transmission fluid leaking into the cooling system from the transmission cooler causes the coolant to have a milky reddish color. A water pump that has damaged the timing chain cover or a crack in the engine block between the lubrication and cooling systems allows oil into the cooling system. When oil is found in the cooling system, coolant is also found in the oil. To determine where the oil is coming from, inspect the engine oil and transmission oil for coolant. Color is not the only indicator of the quality of the engine coolant. For example, coolant that has overheated, or has not been changed at the required intervals, may look fine but can cause rust and scaling in the cooling system. Remember, coolant loses its anti-corrosion properties over time. Therefore, following recommended cooling system maintenance intervals is critical.
Flushing/Backflushing
Flushing/backflushing helps remove contaminated coolant, rust and scale from the cooling system. The cooling system Flush-All, flush kit hardware package and drain kit are used to flush the cooling system. Follow the service manual procedures for flushing/backflushing the cooling system. Residual water remaining in the cooling system after flushing/backflushing may dilute the strength of the coolant mixture. Test the coolant strength after running the engine long enough to circulate the coolant, and adjust the mixture as necessary.
4-6
March, 2000
LESSON 4: COOLANT
Coolant Quality
Coolant with the correct color may not have the correct anti-freeze/anti-boil properties. Coolant condition is checked with the 014-R1060 Battery/Antifreeze Tester or a hydrometer. 1. Place a drop of coolant on the lens of the tester. 2. Look through the tester, and read the amount of coolant protection. Coolant maximum range is 60/40. Coolant minimum range is 45/55. The hydrometer is another way to check coolant condition. 1. Draw a sample of coolant into the hydrometer. 2. Read the gauge to determine the amount of coolant protection.
Recycling Coolant
FS020-B
The Rotunda Coolant Recycler (181-00003) is used to recycle used coolant. The coolant recycler filters used coolant and adds a reinhibitor additive.
March, 2000
4-7
LESSON 4: COOLANT NOTES
4-8
March, 2000
LESSON 4: COOLANT
REVIEW QUESTIONS
4-1. In Oregon, coolant has a bittering agent to: ______________________________________________________________________________________ ______________________________________________________________________________________ 4-2. Rust and scaling can be removed from the cooling system by: ______________________________________________________________________________________ ______________________________________________________________________________________ 4-3. What cooling system concerns can be caused by mixing coolant with hard water? ______________________________________________________________________________________ ______________________________________________________________________________________
March, 2000
4-9
LESSON 4: COOLANT NOTES
4-10
March, 2000
LESSON 5: SEALANTS
OBJECTIVES
l l
CONTENTS
l l
Describe the proper use of sealant and compounds. Identify different types of sealants.
Sealants Review Questions
March, 2000
5-1
LESSON 5: SEALANTS
SEALANTS
Sealants are used in various places around the engine to keep the fluids where they should be, and to prevent them from leaking into places where they should not be. Aerobic sealers cure in the presence of oxygen. Anaerobic sealers cure in the absence of oxygen. Compounds are used on the bolts to prevent them from loosening.
Trim Adhesive (F7AZ-19B508-B)

Trim adhesive is used to stick gaskets in place while assembling engine components. Use only enough to stick the gasket in place.
RFS021-A
5-2
March, 2000
LESSON 5: SEALANTS
Blue Anaerobic Threadlock
Blue Anaerobic Threadlock (E0AZ-19554-AA) and sealer cures when confined between two surfaces and is used to prevent bolts from loosening after they have been properly tightened. The blue anaerobic threadlocker does not lock as tightly as the red threadlocker and may be used on aluminum.
E BLU
FS039-A
Red Anaerobic Threadlock

Red Anaerobic Threadlock 262 (E2FZ-19554-B) cures when confined between two surfaces. The red anaerobic threadlocker prevents fasteners from loosening and is used in high temperature areas. Because the red anaerobic threadlocker holds so tightly, the red anaerobic threadlocker is not recommended for aluminum. The red anaerobic threadlocker is more difficult to remove than the blue sealer. An example of where to use this threadlocker is on the end if the oil level indicator tube in the 1999 Contour 2.0L.
RE
FS040-A
March, 2000
5-3
LESSON 5: SEALANTS
Pre-Applied Adhesive/Sealant
Some fasteners have a pre-applied adhesive/sealant. This sealant is dry to the touch, but is activated by the assembly process. Do not clean pre-applied fasteners with brake cleaner or parts cleaner. Since 70% of the sealant is used on the first application, pre-applied fasteners need to be replaced when they are removed. It is acceptable to re-coat pre-coated bolts with the same adhesive/sealant as specified (clean all of the old sealant off before re-application). An example of where a pre-applied sealant is used is on the bolts that hold the flywheel to the crankshaft on a 1999 Contour.
FS034-A
White Anaerobic Pipe Sealant With Teflon

White Anaerobic Pipe Sealant with Teflon (D8AZ-19554-A) is used to prevent fluids from leaking past the threads of a component that goes into a coolant or oil passage. White Anaerobic Pipe Sealant with Teflon is not used to prevent components from loosening. White Anaerobic Pipe Sealant with Teflon is a low-strength, slow-curing sealant. An example of where to use White Anaerobic Pipe Sealant with Teflon is when installing an oil pressure sender on a 1999 Villager (put a small amount on the threads).
W HI T
FS041-A
5-4
March, 2000
LESSON 5: SEALANTS
Red Gasket Maker
This is a flexible anaerobic gasketing material that is used on rigid machined flanges with less than a .254 mm (.010 inch) gap. The red gasket maker provides an instant seal when the flanges are assembled. It is recommended for use on aluminum, iron and steel. Recommended applications include engine flanges, water pumps and rigid transmission covers.
RFS019-A
An example of where to use Red Gasket Maker (F8AZ-19B508-AB) is on the main bearing caps in a 3.0L Taurus.
March, 2000
5-5
LESSON 5: SEALANTS
FS028-A
Silicone Gasket and Sealant (F7AZ-19554-EA)

The Silicone Gasket and Sealant is a form-in-place, silicone rubber gasket, and multi-purpose adhesive/sealant that dries in four minutes. If the parts to be sealed are not assembled within four minutes, the sealer must be removed and re-applied. An example of when to use this sealant is when installing an oil pan on a 4.6L engine (A). Sealant should be applied where the engine front cover meets the cylinder block and where the rear oil seal retainer meets the cylinder block sealing surface. Both areas require a small amount of Silicone Gasket and Sealant.
Silicone Gasket and Sealant (F6AZ-19562-AA)

An example of where F6AZ-19562-AA Silicone Gasket and Sealant is used is on the crankshaft keyway on a 5.0L Explorer.
Silicone Gasket (F647-19562-AA)

An example of where F647-19562-AA Silicone Gasket is used is on the end surfaces of the valve cover on a 4.0L OHV.
Sealer (F5TZ-19G204-AB)
An example of where F5TZ-19G204-AB Sealer gasket and sealant is used is on the oil pan of 7.3L Direct Injection Turbo Diesel. The sealer is designed to prevent the antifoaming agents in the oil from breaking down.
5-6
March, 2000
LESSON 5: SEALANTS
REVIEW QUESTIONS
5-1. Blue Threadlock may be used on aluminum engines and may be removed with hand tools. A. True B. False 5-2. White Anaerobic Pipe Sealant is used to prevent an oil pressure sender from loosening. A. True B. False
March, 2000
5-7
LESSON 5: SEALANTS NOTES
5-8
March, 2000
ANSWERS TO REVIEW QUESTIONS

LESSON 1
1-1. List the four strokes in a four-stroke engine: Intake 1. ___________________________________________________________________________________ Compression 2. ___________________________________________________________________________________ Power 3. ___________________________________________________________________________________ Exhaust 4. ___________________________________________________________________________________ 1-2. Why is the air/fuel mixture compressed before ignition? So that it burns completely and delivers the maximum amount of power. ______________________________________________________________________________________ ______________________________________________________________________________________ 1-3. When is the maximum amount of vacuum created? A. When the throttle plates are closed. B. When the throttle plates are open. C. WOT. D. Vacuum is constant in an internal combustion engine. 1-4. In an electronic fuel injection system, where is fuel delivered? Directly into the intake port. ______________________________________________________________________________________ ______________________________________________________________________________________ 1-5. What component creates the magnetic field that induces a voltage to fire the spark plug? The primary side of the ignition coil. ______________________________________________________________________________________ ______________________________________________________________________________________ 1-6. Which harmful tailpipe emission does the EGR system help to reduce? Oxides of nitrogen (NOx) ______________________________________________________________________________________ ______________________________________________________________________________________ 1-7. What are the three primary functions of the cooling system? Maintains desired operating temperature under all conditions. 1. ___________________________________________________________________________________ Allows the engine to reach operating temperature as quickly as possible. 2. ___________________________________________________________________________________ Heats the passenger compartment. 3. ___________________________________________________________________________________ 1-8. Incorrect metering of the PCV system can cause: A. corrosion of internal engine components. B. blow-by gases to build pressure in the crankcase. C. excessive parasitic drag. D. Both A and B.
March, 2000
Answers-1
ANSWERS TO REVIEW QUESTIONS NOTES
Answers-2
March, 2000

LESSON 2
2-1. Which of the following is a benefit of reducing friction in an engine? A. Increased heat B. Reduced wear C. Cleaner oil D. Improved sealing 2-2. Higher oil temperatures cause viscosity to _________ resulting in a __________ oil. A. decrease, thicker B. increase, thinner C. increase, thicker D. decrease, thinner 2-3. Oil that smells like fuel can be caused by: A. missing air filter. B. excessive blow-by. C. restricted oil passage. D. leaking fuel line. 2-4. Milky colored oil is an indication of: A. fuel in the oil. B. lack of oil to the bearings. C. low oil levels. D. coolant in the oil. 2-5. Aftermarket engine oil additives: A. are not necessary. B. may reduce the efficiency of the oil. C. are not recommended for use in Ford vehicles. D. All of the above. 2-6. Multi-weight oil has polymers that: A. increase in size as temperatures decrease. B. reduce the amount of oil needed in the crankcase. C. increase in size as temperatures increase. D. are not affected by temperature change.
March, 2000
Answers-3
Answers-4
March, 2000

LESSON 3
3.1. Volatility is: A. diesels measure of ignition. B. gasolines ability to evaporate. C. resistance to pre-ignition. D. methanes mixture of hydrocarbons. 3.2 If a vehicle comes in for a new fuel filter shortly after replacing one, the root cause may be: A. water in the fuel. B. high octane. C. contaminated fuel. D. low octane. 3.3 Using fuel with a winter blend in the summer may result in: A. driveability concerns. B. increased horsepower. C. contaminated fuel. D. oxidation.
March, 2000
Answers-5
Answers-6
March, 2000

LESSON 4
4-1. In Oregon, coolant has a bittering agent to: Protect children and animals from drinking coolant. ______________________________________________________________________________________ ______________________________________________________________________________________ 4-2. Rust and scaling can be removed from the cooling system by: Flushing the cooling system. ______________________________________________________________________________________ ______________________________________________________________________________________ 4-3. What cooling system concerns can be caused by mixing coolant with hard water? Hard water can leave deposits in the cooling system, reducing the ability of the cooling system ______________________________________________________________________________________ to transfer heat. ______________________________________________________________________________________
March, 2000
Answers-7
Answers-8
March, 2000

LESSON 5
5-1. Blue Threadlock may be used on aluminum engines and may be removed with hand tools. A. True B. False 5-2. White Anaerobic Pipe Sealant is used to prevent an oil pressure sender from loosening. A. True B. False
March, 2000
Answers-9
Answers-10
March, 2000

Engine Repair Fundamentals - Self Study

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engine repair

Ford Customer Service Division Technical Training

IMPORTANT SAFETY NOTICE

1. Make it convenient to have my

5. Provide me with a clear and thorough

2. The Service Advisor should

6. Call me within a reasonable amount of

3. Fix it right the first time. 4. Complete servicing my vehicle in a

7. Be responsive to questions or concerns