Cooliing System TTLM PR - by S-D

Cooling Systems Lecture
Training, Teaching and

Learning Materials (TTLM)
For: - AUTOMOTIVE ENGINE SERVICING
Level II
Based on Ethiopian occupational standard (EOS)
Introduction
Gelsimo G. Department of Automotive Technology 1

The Ethiopian TVET System is now focused on labor market demands and industry
relevance. This translates that the main objective of TVET System is to qualify its
graduates according to the occupational requirements of the industry. TVET
delivery needs to ensure that the trainees of TVET programs acquire a
comprehensive set of occupational competences as defined in the occupational
standards. And to address this new purpose, TVET system adopted the outcome
based training delivery approach in combination with the cooperative training.
The outcome based approach facilitates the learning process in a way that
trainees can acquire set of competences required at the workplace as defined in
the Ethiopian Occupational Standards (EOS). It’s focused is on performance and
demonstration/ provision of evidence of knowledge, skills and attitude to a
specific level of competence in accordance with a national occupational standard.
This concept of outcome based approach demands that the program curriculum
design define appropriate outcomes, contents and methods or strategies of
learning so that TVET programs facilitate learning processes which assist the
trainees developed the required competences.
Moreover, the roles of the learning facilitator/teacher as well as the trainees

change significantly. The approach required much involvement of the trainee
specifically in acquiring and mastering the learning outcomes. While the teacher/
facilitator main role is to provide opportunities aimed at helping the trainees
acquire and master the required competences.

AUTOMOTIVE ENGINE
SERVICING
Level II
TTLM Code: AUT AES2 TTLM 0505v1
BY – Gelsimo G
08 /05/2006E.C
Arba Minch
Learning modules
Unit of competence and code Learning modules

AUM AES2 01 Perform Engine Top Overhaul Performing Engine Top Overhaul On-Bench
0205 On-Bench
AUM AES2 02 Service Gasoline Fuel System Servicing Gasoline Fuel System
0205
AUM AES2 03 Service Diesel Fuel Injection Servicing Diesel Fuel Injection System
0205 System
AUM AES2 04 Service Cooling System Servicing Cooling System

0205
AUM AES2 05 Perform Engine Tune Up Performing Engine Tune Up

0410
AUM AES2 06 Repair Exhaust System/ Repairing Exhaust System/ Components

0205 Components
AUM AES2 07 Calibrate and Maintain Calibrating and Maintaining

0205 Measuring/Testing Devices Measuring/Testing Devices
AUM AES2 08 Work In Team Environment Working In Team Environment

0205
AUM AES 09 Participate in work place Participating in work place communication

0205 communication

Learning Outcomes and Assessment Criteria

Service Cooling System
Unit of Competence
Servicing Cooling System

Module Title
LO 1 Prepare for work
Assessment Criteria  Nature and scope of the work requirements are identified and confirmed.
 Procedures and information such as workshop manuals, specifications
and tooling and equipment are acquired.
 Workstation is made ready and safe for servicing works.
 Methods appropriate to the circumstances are selected and prepared in
accordance with standard operating procedures.
 Resources requirements including support equipment for cooling system
servicing are identified and prepared.
 Technical requirements and materials for works are identified and
prepared.
 OHS and warnings in relation to working with pressurised cooling systems
are observed throughout the work
LO 2 . Inspect cooling systems and analyse results
Assessment Criteria  Cooling systems inspection is implemented in accordance with workplace

procedures and manufacturer specifications.
 Results are compared with manufacturer specifications to indicate compliance or
non-compliance.
 Results are documented with evidence and supporting information and
recommendation(s).
 Report is processed in accordance with workplace procedures.
LO 3 . Prepare to service cooling system
Assessment Criteria  OHS requirements, including regional regulatory requirements and personal
protection needs are observed throughout the work.
 Procedures and information required are identified and sourced.
 Resources and support equipment required for servicing cooling systems
are identified is identified and prepared.
. Carry out servicing

LO 4
Assessment Criteria  Service is implemented in accordance with workplace procedures and

manufacturer specifications.
 System is serviced without damage to system components.
 Adjustments made during the service are in accordance with manufacturer
specifications.
LO 5 . Complete work process
Assessment Criteria  Servicing schedule documentation is completed.

 Final inspection is made to ensure protective guards, safety features and
cowlings are in place.
 Final inspection is made to ensure conformance to workplace standards
and expectations.
 Equipment is cleaned and stored safely and properly.
 Job card is processed in accordance with workplace procedures.
Session Plan-01-mo-04-lo-01

Unit of Competence Service Cooling System
Module Title Servicing Cooling System
Preparing for work

LO 1
.
Session Objectives At the end of this session the trainees shall be able to –
 Identify & confirm nature and scope of work requirements

 Acquire procedures & information such as work shop manuals, specifications & tooling
& equipment
 Make work station ready and safe for servicing work
 Select and prepare in accordance with methods appropriate the circumstances
 Identify and prepare resource requirements including support equipment for servicing
 Identify and prepare technical requirements for works source and support equipment
 Observe throughout the work operation OHS and warning in relation to working with
engine
Nominal
Activities Contents Methods
Duration
Sessions
03 hrs Identify nature & scope of work Lecture discussion
04 hrs Prepare workshop manuals, tooling and equipment Practical
05 hrs
Observe OHS and warnings Theoretical & practical
05 hrs Select appropriate methods theoretical
Evaluation 30 min Accomplishment of lap test Individual activity
Summary 30 min Wap-up-& feedback Question and answer
Resources  TTLM computer

 Reference book
 Internet


Unit of Competence

Module Title
LO 02 Inspect cooling systems and analyse results
 Implements cooling systems inspection in accordance with workplace

 Compare results with manufacturer specifications to indicate compliance or non-
compliance.
 Document results with evidence and supporting information and
recommendation(s).
 Process report in accordance with workplace procedures
Nominal
Duration
Sessions Lecture-discussion and

08 hrs Implement cooling system inspection
Demonstration
Lecture-discussion and
08 hrs Compare results with manufacturer specifications
Demonstration
Evaluation 01 hrs Accomplishment of lap test Individual Activity
Summary 01 hrs Wap-up-& feedback Question & Answer
Resources  Reference books

 TTLM
 internet
 computer
Unit of Competence Service Cooling System


Module Title
LO 03 Prepare to service cooling system
 Observe OHS requirements, including regional regulatory requirements and

personal protection needs throughout the work.
 Identified Procedures and information required and sourced.
 Identify resources and support equipment required for servicing cooling
systems and prepare.
Nominal
Duration
Sessions Observe OHS requirements

05 hrs Demonstration
05 hrs Identify procedures, information and sources Demonstration
Summary 02 hrs Warp-up-& feedback Question & Answer

 TTLM
 Service & and shop manual
 computer

Unit of Competence


Module Title
LO 04 Carry out servicing
 Implement Service in accordance with workplace procedures and

 Service System without damage to system components.
 Make adjustments during the service are in accordance with manufacturer
specifications.
Nominal
Duration
Sessions Implement service

05 hrs Demonstration
05 hrs Make adjustments Demonstration

 TTLM
 Service & and shop manual computer

Unit of Competence
Module Title Servicing Cooling System

LO 05 Complete work process
 Complete servicing schedule documentation.

 Make final inspection to ensure protective guards, safety features and
cowlings are in place.
 Make final inspection to ensure conformance to workplace standards and
expectations.
 Clean equipment and stored safely and properly.
 Process Job card in accordance with workplace procedures.
Nominal
Duration
Sessions 05 hrs Complete servicing schedule documentation Demonstration
05 hrs Make final inspection Demonstration
05 hrs Process job card Theoretical

 TTLM
 Service & and shop manual
 computer
Arba minch poly college
Automotive engine service

level-II
Unit of Competence:- Service Cooling System
Module title : Servicing Cooling System

LG Code: - AUT, AES 2 MO-4, LO 1-5
TTLM Code: - AUT, AES 2 TTLM 0505 V1
LO1, Preparing for work
LO2, Inspect cooling systems and analyse results
LO3, Prepare to service cooling system

LO4, Carry out servicing
LO5, Complete work process
INSTRUCTION SHEET
Cooling system
This learning guide developed to provide you the necessary information regarding the following content
coverage and topics:
 Identify nature & scope of work

 Prepare workshop manuals, tooling and equipment
 Observe OHS and warnings
 Select appropriate methods
 Implement cooling system inspection
 Compare results with manufacturer specifications
 Observe OHS requirements

 Identify procedures, information and sources

 Implement service
 Make adjustments
 Complete servicing schedule documentation

 Make final inspection
 Process job card
This guide will also assist you to attain the learning outcome stated in the cover page. Specially,
up on completion of this learning guide, you will able to:
 Identify and confirm nature and scope of the work requirements.
 Acquire procedures and information such as workshop manuals, specifications and
tooling and equipment.
 Make ready and safe work station for servicing works.
 Select and prepare in accordance with standard operating procedures methods
appropriate to the circumstances.
 Identify and prepare resource requirements including support equipment for
servicing.
 Identify and prepare technical requirements for works Source and support
equipment Observe throughout the work OHS and warnings in relation to working
with engine.
 Implements cooling systems inspection in accordance with workplace procedures and
 Compare results with manufacturer specifications to indicate compliance or non-compliance.
 Document results with evidence and supporting information and recommendation(s).
 Process report in accordance with workplace procedures
 Observe OHS requirements, including regional regulatory requirements and personal

protection needs throughout the work.
 Identified Procedures and information required and sourced.
 Identify resources and support equipment required for servicing cooling systems and prepare.
 Implement Service in accordance with workplace procedures and manufacturer

specifications.
 Service System without damage to system components.
 Make adjustments during the service are in accordance with manufacturer specifications.
 Complete servicing schedule documentation.
 Make final inspection to ensure protective guards, safety features and cowlings are in place.
 Make final inspection to ensure conformance to workplace standards and expectations.
 Clean equipment and stored safely and properly.
 Process Job card in accordance with workplace procedures

Learning activities
1. Read the specific objectives of this learning guide.

2. Read the information written in the information sheets_1_try to understand what are being discussed.
Ask your teacher for assistance if you have hard time understanding them.
3. Accomplish the self check on page _2_
4. If you earned a satisfactory evaluation proceed to information sheet _2_how ever ,if your
rating is unsatisfactory, see your teacher for further instructions or go back to learning
activity_1_
5. Submit your accomplished self-check. This will form part of your training portfolio.
INFORMATION SHEET LEARNING GUIDE 1-5

Safety
OHS :( occupational health & safety) is prevent our self from danger.
Safety is your job! In the automotive shop you are “safe” when you protect eyes, fingers, feet (all of
you) protect from danger.

COOLING SYSTEM
The burning of fuel in an internal combustion engine produces heat, which is
sufficient to melt the metal of the cylinder. It is the function of the cooling system to
prevent the engine overheating but it must also allow it to operate at a temperature high
enough to assist in effective combustion. If the engine operating temperature were
allowed to go unchecked, it would burn and dry up the lubricating oil film, so that the
pistons would seize in their cylinders and distortion would result from over-expansion of
metals.
Need for Cooling
The engine burns fuel in the cylinder to
transform its thermal energy (heat energy) into a driving power. But the thermal energy of
the fuel is not converted into power entirely. It can be stated that approximately 25 per

cent of the energy contained in the fuel is converted into useful work; 30 per cent is
absorbed by the engine itself, and the remaining 45 per cent passes away in the hot
exhaust gases or frictional losses & pumping losses. The heat that is absorbed by the
engine must be discharged to the atmosphere because the engine will become overheated
and eventually seize up. Therefore a cooling system is built into the engine to cool it and
prevent overheating.
The temperature attained during combustion in the cylinder of a petrol engine may
be as high as 2000C. These temperatures are considerably higher than the melting points
of the materials used in the construction of the engine. Therefore, it is essential that
excessive heat is removed quickly and efficiently to avoid serious damage to the engine. To
ensure that the engine operates efficiently it must be kept within a given range of
temperatures. In the case of a normal water-cooled engine this would be in the region of
75C-90C; for air-cooled engines this range would be higher.
Effects of Increased Working Temperatures (overheating)
 Operation at high temperatures, high loads, or extremely high speeds without
adequate cooling, results in oxidation of the lubricating oil. This, in turn, may result in
high temperature varnish and sludge deposits being formed, also piston ring sticking.
Ring scuffing may follow ring sticking. In some cases, oil oxidation may cause corrosion
of some types of bearings.
 If working temperatures are too high, excessive expansion will take place in the
pistons and the crankshaft journals, causing them to exceed their running tolerances
and, as a result, they may seize into their bearings.
 Areas within the combustion chamber such as the exhaust valve seats, sparking plugs,
etc., may become overheated and ignite the fresh charge of mixture before the spark
occurs. This condition is known as ‘pre-ignition’ and may result in permanent damage to
the engine if allowed to continue.

 If the fresh charge of mixture entering the cylinder is overheated, its density will be
reduced and a loss of power will result.
Effects of Reduced Working Temperatures (Overcooling)

 Excessive cooling may result in lower thermal efficiency, which prevents proper
vaporization of the fuel, leading to dilution of the engine oil by the unvaporized fuel,
which gets past the piston.
 Unvaporized fuel tends to remove the oil film from the cylinder walls and therefore
increases cylinder bore wear.
 The engine lubricating oil is unable to maintain its correct working temperature and will
not flow freely, resulting in greater frictional losses and inefficiency.
 In general, overcooling causes loss of power, poor fuel economy, and reduced engine
life.
Since excessive under cooling and overcooling can cause a number of problems, there is
an optimum running temperature, and as the ambient air temperature varies considerably,
the amount of cooling should be controllable.

AIR COOLING
If the engine is air-cooled, excess heat is radiated from the cylinder bores and
head directly into the surrounding air. In order to increase the surface area exposed to
the cooling effect of the air, fins are formed on the external surfaces of the engine. The
fins are cast integrally with the cylinder and cylinder head and act as a means of
increasing the amount of radiation surface presented to the cooling air stream. Heat
produced by the combustion process passes through the walls of the cylinder and cylinder
head to the fins, where it is dissipated into the passing air.
 Direct Cooling
It is the most straightforward method and normally used on motorcycles which
have an engine exposed to the air stream on its forward motion and no surrounding
bodywork. To improve the thermal conductivity of cylinders and cylinder heads, they are
usually alloy castings with cooling fins (in some cases the crankcase also) to maximize the
cooling effect.
Drawback: cooling effect depends on vehicle speed & outside temperature

 Fan (or) Blower Cooling
Fan cooling enables engines enclosed within bodywork, for instance in cars, trucks
and motor scooters, to be adequately cooled. The fan can be mounted directly on the
crankshaft or driven by a V-belt.
The cowling (enclosed bodywork) often encloses the engine to control the flow of
air over the hotter sections of the engine. In many arrangements, baffles or deflector
plates are located near or between the cylinders to deflect the air through the Finning
and around the rear of the engine cylinders. A thermostat may be fitted on an air-cooled
engine to prevent the fan from forcing air past the engine cylinders until they have
reached their normal working temperature. This will take the form of a flap or shutter
assembly which is controlled by a thermostatically operated valve.

Advantages of Air-Cooling system

 Simplicity, with no problems associated with water leaks, radiators, water pumps, etc.
so that Maintenance is minimum.
 Aluminium alloys are generally used for the construction of engine components as they
are better heat conductors than cast iron or steel; this ensures that the air-cooled
engine is lighter than water-cooled engines.
 Reach its normal working temperature in a shorter period than a water-cooled engine.
 Able to operate at a higher temperature than a water-cooled engine.
Disadvantages of Air-Cooling system

 Absence of a sound-muffling water jacket results in noisy engine operation.
 Variations in engine operating temperatures are very difficult to control and lead to
temperature variations between different parts of the engine which may result in
distortion of major components.
 In most cases it is necessary to cast each cylinder separately to ensure proper
formation of the fins; the cylinders must also be a considerable distance apart to
accommodate the depth of fins between each cylinder. Therefore, multi-cylinder air-
cooled engines tend to be arranged in a "vee" or "horizontally opposed layout", which is
more expensive than a simple "in-line layout".
 Since it operates at higher temperatures than other types of engine, greater
clearances must be provided between moving parts to allow for expansion.
 Improved grade of lubricating oil may be required as a result of the higher operating
temperature.
 A large fan must be provided. Fans of this type absorb engine power when driven by
the engine and therefore reduce its effective output.
The disadvantages of air-cooled engines can be overcome or minimized by careful
design. That is why, there are still very few vehicle and all the motorcycles preferred to

employ this type of cooling medium. Air-cooling is not generally used for the larger and
more highly rated high-speed engines.
WATER COOLING (Indirect air-cooling)
The term ‘indirect air cooling’ refers to the conventional liquid-or water-cooled
engine. In a water-cooled system the heat from the cylinders is transferred to the coolant
contained in jackets surrounding the cylinders. This coolant then passes through a radiator
which transfers heat to the cool air flowing around it.
In the modern internal combustion engine, the rate of coolant circulation must be
rapid enough to ensure that localized pockets of relatively stagnant water are not formed,
otherwise local overheating will take place even though the coolant may be at a
comparatively low temperature. If local overheating does occur, the area affected will rise
to a temperature considerably higher than the general temperature of the surrounding
metal and this results in heavy localized ‘heat stress’ which may eventually cause the metal
to crack. It is therefore very important that the rate of coolant circulation is controlled
to ensure adequate cooling throughout the complete system.
METHODS OF CIRCULATION
For the efficient and successful operation of a liquid cooling system it is necessary
to maintain constant circulation of the coolant under all operating conditions. The simplest
method of coolant circulation is the ‘thermo-syphon’ system which depends upon the
natural circulation of heated water. An improvement on this basic method of circulation
can be found in the modern ‘forced circulation (or) pump assisted’ cooling system which
ensures a more positive circulation of the coolant

 Thermo-Siphon Cooling System

It this simple cooling system, which is rarely used in modern vehicle engines,
movement of the coolant depends upon the natural circulation. The water surrounds each
of the cylinders, combustion chambers, valves, etc. As the water in these areas absorbs
heat it expands, becomes less dense, and so rises to the top of the radiator, thus making
room for cold water from the bottom of the radiator to take its place and so maintain
circulation by natural means.
The cooling efficiency of this system can be improved by increasing the speed of
air passing through the radiator. This is achieved by a fan located between the engine and

radiator, and usually driven by a belt from the engine crankshaft. The cooling fan is
essential when the vehicle is moving at low speeds or is stationary (engine idling).
Disadvantages of a Thermo-Siphon cooling system

 To ensure the successful operation of this type of cooling system all coolant passages
must be free from obstruction and the connecting pipes and hoses between engine and
radiator should be of a large diameter.
 Engine cylinder block should be located well below the header tank of the radiator to
assist the convection action.
 Coolant level is not allowed to fall below the level of the delivery pipe to the radiator
header tank. If the water level should fall, circulation will cease.
 Speed of circulation is dependent upon coolant temperature, i.e., the hotter the
coolant the faster it circulates.
 Overall circulation efficiency is relatively low and consequently this method of cooling
is unsuitable for modern high-speed engines.
Although the thermo-siphon system of coolant circulation has the advantage of
being simple and relatively efficient in small, low-speed engines, it is unable to provide the
circulation rate required for adequate cooling of modern high-powered engines. For these
reasons, thermo-siphon cooling is seldom used in modern vehicle design.

 Forced Circulation (or) Pump Assisted Pressurized Cooling System
As a result of the disadvantages associated with the thermo-syphon system, it has
been replaced by a pump assisted cooling system. The pump provides for more positive
circulation of the coolant and is essential for powerful engines and complex cooling
systems. The modern water-cooled engine can be divided into a number of separate
elements or components that function together to maintain the engine at its normal
operating temperature.
The heat generated by an engine is passed to the coolant contained in the water
jacket and can be dissipated by radiation to the surrounding atmosphere. With the advent
of more complex cylinder head designs there is danger of local steam pockets being
formed around the combustion chamber and the valve seats. If heat is generated faster
than it can be radiated, the temperature of the coolant will rise until eventually boiling
point is reached. From this point the temperature will no longer increase, but any further

heat will be dissipated by converting the coolant into steam. Steam is a poor conductor of
heat and should therefore be removed from the engine cooling system as efficiently as
possible.
Water which is subjected to atmospheric pressure boils at 100C (212F). However,
when a cooling system is pressurized, the engine is able to operate at higher and more
efficient working temperatures with less risk of local overheating occurring. The greater
the pressure acting on the surface of the coolant, the higher the temperature at which it
boils. For every 10 kPa increase in pressure, the boiling point of water is raised by
approximately 2.5C. Therefore, a pressurized system working at a pressure of 50 kPa will
raise the boiling point of water by approximately 10C. If the cooling system is sealed off
and therefore not influenced by atmospheric pressure, the expanding water will increase
the pressure of air within the header tank of the radiator. The pressure increase will also
be assisted by any steam which is formed. The result is to increase the temperature at
which the water boils. A radiator pressure cap is used to seal off the cooling system in
order to pressurize the coolant and thereby improve the overall efficiency of the cooling
system.
Advantages of a Pressurized Cooling System
1. The engine is able to operate at a higher, more efficient temperature without the
coolant boiling and producing dangerous steam pockets.
2. The actual cooling efficiency of the system is increased by 2.5 per cent for each
6.9kPa increase in pressure since heat dissipation is proportional to the difference
between the coolant temperature and the external air temperature.
3. By pressurizing the cooling system, water pump efficiency is maintained irrespective of
coolant temperature.

4. By using the radiator pressure cap to seal the cooling system, losses of coolant by
evaporation and surging are prevented. This in turn improves cooling system operation
and eliminates the need for frequent topping-up of the radiator.
5. As coolant losses are minimized and cooling efficiency is increased, a smaller size of
radiator may be used. Alternatively, a smaller cooling fan requiring less engine power
may be fitted, therefore improving the effective horsepower of the engine.
6. Scale deposits within the cooling system are slow in forming.
The main component parts of a pump assisted pressurized cooling system are:
1. Water jacket 4. Cooling fan
2. Radiator 5. Thermostat
3. Water pump 6. Radiator pressure cap
 Water Jacket or Gallery
In most designs the water jackets are cast as an integral part of the cylinder block
and cylinder head to provide passages or galleries around the cylinders, combustion

chambers, valve seats, etc., for the circulation of the coolant. It is essential that theses
passages allow an unrestricted flow of coolant around the cylinders and valves. The
majority of modern engines have full-length water jackets which extend almost to the
bottom of the cylinders. An outlet is formed in the cylinder head to connect the upper
part of the water jacket with the radiator header tank. The cylinder block water jacket is
connected to the radiator bottom tank via the inlet connection on the water pump. A drain
plug or valve should also be provided in the cylinder block at the lowest point in the water
jacket so that the coolant may be drained from the jackets.
 Radiator
The function of the radiator is to transfer heat from the coolant to the
surrounding air stream.
The radiator consists of two storage tanks; the top tank which is called a header
tank, and the bottom tank. These two tanks are connected by a series of brass or copper
tubes fitted with fining to increase their surface area and thereby improve the cooling
effect. This group of tubes between the two tanks is known as the radiator core. As the
coolant passes through the radiator core it dissipates its heat through the tubes into the
air steam flowing around the core.

RADIATOR CORE

RADIATOR
The radiator is connected to the engine by means of flexible rubber hoses, which
are held in place by metal clips to form a watertight seal. A removable cap, overflow pipe,
and drain tap or plug must also be fitted to the radiator.
 Expansion Tank
The expansion tank (or reservoir tank or overflow tank) is connected to the
radiator by the overflow hose.
When the coolant volume expands due to
a rise in temperature, the excess coolant is sent to the expansion tank. When the
temperature drops, the coolant in the expansion tank returns to the radiator. This

prevents wasteful discharge of the coolant and eliminates the need for constant
replenishment of the coolant supply.
 Types of Radiator
1. Down-Flow Radiator
In down flow radiator, the coolant flows vertically, from top to bottom.
2. Cross-Flow Radiator

In cross flow radiator, the coolant flow is vertical, from one side to the other. If
the inlet and outlet are on the same side, the radiator matrix (radiator core) is divided
into top and bottom halves, with the coolant flowing across the top half and back through
the bottom half in the opposite direction. This improves overall cooling effect. Cross flow
radiators occupy less space inside the vehicle’s engine compartment.
 Water Pump
To provide effective cooling in modern engines, it is necessary to incorporate a
water pump to assist and maintain circulation. The water pump is mounted centrally at the
front of the engine cylinder block and is usually driven by a belt from the crankshaft.

 Construction
The pump consists of a number of blades which project from one side of a disc.
This disc is called an impeller and is a press fit onto a spindle. The other end of the spindle
carries a fan pulley which is driven by a vee belt from the crankshaft. Both spindle and
impeller are mounted in a cast-iron or aluminium-alloy casing.
 Operation

Coolant enters the pump casing from the bottom radiator tank and is directed into
the impeller, an outlet is provided at the outer edge of the impeller so that coolant may be
directed into the cylinder head. The pump imparts momentum to the coolant by centrifugal
force so that it flows around the cylinder block and passes into the cylinder head, and
circulates around the combustion chambers and valves. Circulation will be maintained for as
long as the impeller is rotating. If the thermostat valve is closed, the coolant leaving the
pump is usually returned to the pump inlet via by-pass connection which may be internal or
external.
Pumps used in larger engines provide much faster coolant circulation and higher
delivery pressures. These types of pump are larger and more robust in construction, and
are therefore usually driven by gears from the engine camshaft or from the timing gears.
 Cooling Fan
The fan is usually located behind the radiator, and in most cases is mounted on the
water pump drive flange. A vee belt may be employed to drive the fan from the
crankshaft.
Mechanical Belt Driven Fan

Electric Fan
The fan consists of a number of blades constructed from metal or a plastic such as
nylon. In the case of a vehicle travelling at a relatively high speed, a great deal of air flows
through the radiator core, but when the engine is idling or travelling at low speed in heavy
traffic on a hot day, the flow of air would be insufficient to provide effective cooling.
Therefore, the purpose of the cooling fan is to maintain an adequate flow of air through
the radiator, particularly at low road speeds and under engine idling conditions. Air flowing
through the radiator assists in dissipating the heat of the coolant flowing through the
radiator core. Care must be taken with the design of the fan, as the amount of power
absorbed in driving the fan increases with engine speed. Furthermore, by increasing the
number of blades the fan size can be reduced and improvements in efficiency obtained.
 Thermostat
The thermostat is usually located between the cylinder head (water jacket outlet)
and the header tank of the radiator. Its exact location varies with engine application.

Internal combustion engines are designed to operate most efficiently at a
particular temperature (operating or working temperature) and it is most important that
this temperature should be attained as soon as possible after starting the engine, and then
maintained. The thermostat continues to control the flow of coolant to prevent
overheating or overcooling and ensure that the engine will operate at its most efficient
temperature. Therefore the function of a thermostat is to maintain ideal engine working
temperature, which it does by controlling the rate of coolant flow through the radiator
according to engine operating conditions.
The opening and closing of the thermostat is controlled by the temperature of the
coolant in the system. When the coolant is cold and during the ‘warm-up’ period, the
thermostat remains closed and the water pump circulates the coolant through the cylinder
block and cylinder head only. As the normal operating temperature is reached, the valve
opens to allow the coolant to circulate throughout the entire system. The thermostat is
usually marked with the temperature at which the valve begins to open. A standard
temperature range used in modern engines may be in the region of 80C to 90C and the
valve should be fully opened at 93C. However, this range will be recommended by the
manufacturers.
Types of Thermostats

1.Bellows Type Thermostat
(a) Thermostat closed (b) Thermostat open
 Construction
The unit comprises a disc valve and seat with the valve attached to a brass bellows.
These bellows contain a volatile liquid, which is usually a mixture of methyl alcohol and
water, in a partial vacuum. The bellows are supported by a frame assembly which is
suspended from the valve seat, the complete unit being held in position by the flange lip,
which is clamped between the cylinder head and thermostat top housing.
 Operation
The thermostat is a heat-sensitive valve, which opens and closes according to the
temperature of the coolant acting upon it.
Engine cold: When the engine is cold, the disc valve of the thermostat is held on its
seating by the contraction of the bellows. In this situation there can be no flow of coolant
between the cylinder head and the radiator.

Engine hot: As the engine warms up, the coolant in the jacket is heated, which in turn
heats the volatile liquid contained within the bellows. This increase in pressure causes the
bellows to expand and lift the valve off its seat. The coolant is then free to flow through
the open valve and circulate through the radiator to be cooled and returned by the bottom
hose into the water jacket where it is re-heated. When the coolant temperature falls, the
mixture condenses again and the bellows contract, closing the valve. Once the thermostat
valve is fully open, coolant can circulate to the radiator, unobstructed.
In an attempt to prevent localized overheating, there must be some form of
circulation around the cylinder block when the valve is closed, therefore a radiator by-pass
may be employed. This runs from the engine side of the thermostat to the water pump
inlet and may take the form of a permanent bleed. In addition, the thermostat valve
usually contains a small bleed hole which provides for some circulation when the valve is in
the closed position, and prevents air locks forming when the cooling system is being filled.
With some applications the valve bleed hole contains a ‘jiggle pin’ which seals the system
under water pump pressure, therefore preventing any bleeding action when the engine is
cold.
This type of thermostat will fail to operate if the bellows become punctured. Under
this condition the bellows will expand as the vacuum is removed and cause this disc valve to
open and thus prevent overheating. Therefore, if the bellows type of thermostat fails to
operate, it normally does so in the ‘open’ position.

2. Wax Type Thermostat

In most engines the wax thermostat has almost completely superseded the bellows
type. The wax type thermostat has a stronger action and is more reliable in service. It is
not affected by normal coolant pressures and is particularly suitable for cooling systems
where the operating pressures are in excess of 48 kPa.
 Construction
The thermostat consists of a temperature sensitive wax compound within a copper
(a) Thermostat closed (b) Thermostat open
Capsule. This wax compound also contains a copper powder which improves thermal
conductivity. As the coolant temperature increases the wax melts and expands rapidly and
uniformly, conversely as the temperature of the coolant is reduced, the wax contracts and
solidifies again. A bridge section, which is integral with the thermostat flange, provides a
strong mounting for the fixed thrust rod, the lower section of the rod being separated

from the wax by a moulded synthetic rubber sleeve, which is constructed to withstand
high pressures and temperatures. The capsule assembly and spring are located and
supported by a frame section. A bleed hole or ‘jiggle pin’ may be formed in the thermostat
to allow air to escape when the system is being filled and permits some circulation of
coolant when the valve is closed.
 Operation
The wax type thermostat relies on expansion for its functioning. At a pre-
determined temperature (working temperature), the wax expands rapidly to operate the
thermostat valve.
Engine cold: At lower temperatures the thermostat valve is held in the closed position by
spring pressure so that the coolant may only circulate around the engine cylinder block.
There is no flow of coolant between the radiator and engine.
Engine hot: As the coolant in the engine begins to absorb heat and reaches a pre-
determined temperature, the small quantity of wax contained in the capsule melts and
begins to expand rapidly. Due to the construction of the capsule, the expansion force of
the wax exerts pressure through the synthetic rubber sleeve on to the thrust rod which is
located at the top by the bridge section. As the rod is retained by the bridge section and
cannot move, the capsule is gradually forced downwards against spring pressure, opening
the valve which is attached to it, and allowing the flow of coolant between the engine and
radiator. Once the coolant temperature is reduced, the wax contacts and solidifies and the
spring closes, preventing the flow of coolant.

Thermostat Faults
In general, modern thermostats incorporate good design features, are strong and
reliable in operation and maintain accurate temperature control for long periods.
Traditionally the thermostat has been constructed from good quality brass
components, although manufactures now produce stainless steel units which tend to be less
susceptible to corrosion than the conventional brass types. However, the thermostat
should be checked and inspected if the engine takes an exceptionally long time to warm up,
or if overheating occurs. The main reasons for thermostat failure are:
 Failure of the wax capsule, which results in the valve remaining in the closed position.
 Rubber sleeve being damaged which prevents the valve from opening at the correct
temperature and thereby causes overheating problems.
 The assembly being coated in sludge and other deposits which cause the valve to
operate sluggishly or even to stick.
 Dirt or grit becoming trapped in the valve seating, preventing the valve from closing
properly.
 Radiator Pressure Cap

Cooling System
The radiator pressure cap is a
removable pressure relief valve and is Located on the radiator header tank. As
coolant temperature rises, evaporation and expansion take place and since the
system is sealed by the radiator cap, internal pressure builds up within the system.
The pressure developed within the cooling system fluctuates between zero and the
stated pressure of the cap, according to operating conditions.
Construction. The radiator pressure cap incorporates two valves which are opposed
to each other. The larger spring valve consists of a spring loaded plate valve with a
rubber seal, which is pre-loaded on to a fixed seating. This spring loading is
designed to operate at a predetermined pressure which is usually between 28kPa
and 104kPa depending upon the type of engine.
Operation. As the temperature of the coolant increases, expansion and evaporation
take place, and since the pressure cap seals the cooling system, internal pressure
builds up. The pressure relief valve is held against its seat by the spring which
controls the pressure at which the valve functions. If the pressure within the
cooling system rises above the rated pressure of the spring, the valves is forced
off its seat and the excess pressure combined with steam or water is relieved via
the overflow pipe.
When the engine is allowed to cool down after use, a partial vacuum is
formed in the cooling system. To relieve this vacuum the smaller valve is opened
when the difference between the internal pressure and atmospheric pressure
exceeds 6.9 kpa. This action allows air to enter the cooling system through the
Department of Automotive Technology Arba Minch Poly Technices College 41

Cooling System
radiator overflow pipe. As the pressure is equalized, the valve is closed by its
spring. It is necessary to relieve this vacuum as the coolant temperature falls, to
reduce the danger of the header tank and hose connections collapsing.
Anti-Freeze & Inhibiting Solutions
 Anti-Freeze
Although water is coolant used in a liquid cooling system, there is a major
disadvantage in its use. When cooled to 0C, it freezes. When water frozen, the
solid mass expands and exerts a force against the internal surfaces of the cooling
system. So that the cylinder block casting may be damaged and cracked.
Furthermore, radiator tubes and connections may split if the water contained
within them freezes. Adequate protection must be provided for the engine during
the cold winter months to ensure that damage does not occur as a result of the
effects of frost.
Anti-freeze lowers the freezing point of water and gives a margin of safety
in cold operating conditions. There are two anti-freezes in common use:
 Methyl alcohol (methanol): When mixed with water in correct proportions,
methanol will provide adequate protection at very low temperatures.
Drawbacks: It is least favoured because of the following reasons:
 Lower boiling point (approx. 82C) which causes it to evaporate after long
engine operating periods.
 Inflammable which increases the risk of fire in the engine compartment.
 Ethylene Glycol: Most modern anti-freeze solutions are based upon either
ethylene glycol or propylene glycol. The following table shows coolant mixture for
different freezing points.

Cooling System
5 liters of Coolant
Ratio of Water Freezing Point
Quantity of Quantity of To Ethylene Glycol (in Degree Centigrade)
Water Ethylene Glycol
3.75 1.25 3:1 - 10
3.3 1.9 2:1 - 20
3.0 2.0 3:2 - 30
2.5 2.5 1:1 - 35
Inhibiting Solutions
 Corrosion inhibitors such as benzotriazole or tolytriazole are added which
prevent corrosive attack on the internal components of the cooling system.
 Other compounds such as phosphoric acid and sodium tetraborate may be
added to improve the quality of the anti-freeze solution.
 Dye stuff like fluorescein may be used to give the solution an identifying
colour.
Cooling System - Possible Faults & Logical Troubleshooting

Cooling System
Self-Check 1 Written Test
Name: _______________________ Date: _____________
BUTAJIRA TVET INSTITUTION AUTOMOTIVE ENGINE SERVICE L-2 COOLING SYSTEM THELAST
EXAM OF 2005 E.C.
I, SAY THE STATEMENT IS TRUE OR FALSE.
1 The water pump is mounted centrally at the front of the engine.

2 The water pump consists of number of blades which project one side of a disc called an
impeller.
3 The cooling fan is to maintain an adequate flow of water through the radiator.
4 The thermostat is located b/n the cylinder head and the cylinder block side.
5 When the coolant is cold and during the warm up period the thermostat remains closed
position.

Cooling System
II, Choose the correct answer.
1 The------thermostat is a heat-sensitive valve which opens and closes according to the

temperature of the coolant acting up on it.
A, Bellow type B, wax type C, except b all D, none
2 The------ is a removable pressure relief valve and located on the radiator tanck.
A, Fuel tank cap B, Radiator pressure cap C, A and B D, none
3 Which inhibitors solutions prevent corrosive attack in the internal components of the
cooling system.
A, Benzotriazole B, Phosphoric acid C, Tolytriazole D, all
4 which one of the following causes of engine overheating.
A, Ignition timing retarded B, Thermostat faulty C, water pump faulty D, all
5 --------Refers to the conventional liquid.
A, water cooled B, direct cooled C, Indirect air cooled D, A and B.
III, Matching
1 Air cooling A, Thermostat faulty

2 Water cooling B, Direct cooling
3 Engine overheating C, Connect by over flow pipe
4 Expansion tank D, Indirect cooling
5 Bellow type thermostat E, a heat—sensitive
IV, Explain the exact answer

1 write the two types of thermostat
2 write the strong action thermostat
---------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------------------------------------------------
-

Cooling System
3 How many types of Anti-freeze and explain it.
4 write the modern Anti—freeze and the solution s are depend upon either—
-------------------Or --------------------------------------
5----------------------------- Is to transfer heat from the coolant to the surrounding air

stream.
Pr/by –Gelsimo G.
OPERATION
LEARNING GUIDE 1-5
SHEET
OPERATION TITLE: Service Cooling System
PURPOSE: -TO prevent overheating and over cooling the engine.
CONDITIONS OR SITUATOINS FOR THE OPERATION: - rag, oil,

table, tools, equipment and materials.
EQUIPMENT TOOLS AND MATERIALS: -
 socket box set hand tools
 Alenky
 Benches
 Radiator
 Water pump
 Thermostat
 Expantion tank
 Upper and lower hose
 Fan
 engine
 and other tools and equipments based on the size and the shape of the materials

Cooling System
PROCEDURE: -
 First clean your working area.
 Prepare tools and equipment.
 Clean tools and equipment.
 Then clean and orderly arrange your working materials.
PRECAUTIONs: -do not smoke around petrol.
QUALITY CRITERIA: -
 Are you clean your working area?
 Are you Prepare tools and equipment?
 Are you clean tools and equipment?
 Are you clean and orderly arrange your working materials?
LAP TEST PRACTICAL DEMONESTRATION
PROJECT TITEL: - prepare for work
NAME_______________DATE_______________
TIME STARTED _______ TIME

FINISHED_________
INSTRUCTIONS:-
 Follow all auto work shop general rules and regulations
and demonstrate how to prepare work place.
 Demonstrate how to prevent yourself from injury/PPE/.

Cooling System
Arba minch poly technices college

level-II
Unit of Competence:- service gasoline fuel

system

Cooling System
Module title: - servicing gasoline

fuel system
LG Code: - AUT, AES 2 MO 2 LO 2 &
3
TTLM Code: - AUT, AES 2 TTLM 0205 V1
LO 2:- SERVICE FUEL SYSTEM COMPONENTS AND

LO 2:- PREPARE FUEL SYSTEM FOR
NORMALOPERATION
INSTRUCTION SHEET LEARNING GUIDE _2_

This learning guide developed to provide you the necessary information regarding the following
content coverage and topics:
 Access and interpret correct information

 Carrying service of petrol fuel system
 Complete petrol fuel system
 Make adjustment
 Test engine
This guide will also assist you to attain the learning outcome stated in the cover page. Specially,
up on completion of this learning guide, you will able to:
 Access and enter prate from manufacturer specifications and correct information
 Carry out in accordance with manufacturer specifications and service gasoline fuel
system
 Complete without causing damage to the component or gasoline fuel system and
component service

Cooling System
 Make during the service are in accordance with manufacturer specifications and
adjustments
 Test for correct operation of engine fuel system
Learning activities
1. Read the specific objectives of this learning guide.

2. Read the information written in the information sheets try to understand what are
being discussed. Ask your teacher for assistance if you have hard time understanding
them.
3. Accomplish the self check on page __
4. If you earned a satisfactory evaluation proceed to the next learning out came
however ,if your rating is unsatisfactory, see your teacher for further instructions or go
back to learning activity__
5. Submit your accomplished self-check. This will form part of your training portfolio.
INFORMATION SHEET LEARNING GUIDE _2_
Fuel Tank

Cooling System
The fuel tank is located remote from the engine and it is usually located in
the rear of the vehicle to prevent the leakage of gasoline in case of a collision. In a
front-engined car, the fuel tank may be secured directly to the underside of the
rear luggage compartment floor (figure a), generally by means of setscrews through
a flanged connection. More recently, fuel tank design and installation have received
attention to reduce the hazard which may follow a rear end collision and spilling of
fuel from a damaged tank. For this reason the fuel tank may now be located above
the rear axle (figure b), so that it is better protected by the rear wheels and the
surrounding body structure. For rear-engined cars the fuel tank is usually either
flange mounted on to the front luggage compartment floor or strap mounted to the
same compartment bulkhead (figure c).
The fuel tank is constructed of either corrosion-protected thin sheet steel
or aluminium alloy. The advantages of using the latter material include a saving in
weight and inherently good resistance to corrosion, but any repairs are more
difficult to effect. A later development has been the moulded plastics fuel tank,
which not only weighs less than a corresponding sheet metals tank, but possesses
freedom from corrosion and also complies with modern safety requirements.

Cooling System
The inside of the sheet metal tank is plated to avoid rusting. The tank is
equipped with separators to avoid changes in the fuel level when the vehicle is
moving (during acceleration, braking and cornering). The mouth of the fuel inlet
tube is located 2 to 3 cm above the bottom of the tank to prevent sediment and
water in the gasoline from being sucked into the tube.
A fuel filler tube with cap is connected towards the top of the tank and may
simply be vented to the atmosphere, so that air can enter and take the place of fuel
pumped from the tank. In the absence of suitable venting, a depression would be
created in the tank that could not only interfere with normal fuel delivery, but also
tend to collapse the tank. Another vent pipe (air breather hose) may also be
connected from the top of the fuel tank to a point near the top of the filler tube,
so that air can leave the tank as fuel is pumped into it and thereby prevent an air
lock.
As a fire safety precaution an anti-spill device, such as a rubber flap valve,
may be incorporated in the fuel filler tube to prevent fuel escaping from the tank in
the event of the vehicle overturning in an accident.
Fuel Lines

Cooling System
There are three fuel lines: the main fuel line, which carries fuel from the
fuel tank to the fuel pump; the fuel return line, which carries fuel back to the fuel
tank from the engine; and the fuel emission line which carries HC gas (vaporized
gasoline) from the inside of the fuel tank back to the charcoal canister. They
usually run under the floor pan or the frame. To avoid damage to the lines by stones
flying up from the surface of the road, a protector is also provided.
An obvious requirement of the fuel pipelines connecting the tank, pump,
filter and carburettor is that they must be pressure tight. If this condition is not
maintained, any leakage of petrol on the delivery side of the pump presents a fire
hazard, while the entry of air on the intake side will reduce pumping capacity.
Rigid metal pipelines are used for those parts of the system attached either
to the body structure or to a separate chassis frame. Their installation is generally
such that they are positioned away from the heat of the exhaust system. Usually
the fuel pipelines are supported in small metal clips that may be lined with rubber,
which not only protect the pipes against vibration, but also isolate the car interior
from transmitted pump noise. Due to engine vibration, rubber hoses are used where
the fuel line connects with the carburettor and the fuel pump.
Fuel Filters
Filtration in the fuel delivery system to the carburettor serves two
purposes:
1. It must prevent foreign particles from becoming lodged in and interfering
with the normal action of the fuel pump valve mechanism.
2. Similarly, it must protect not only the float valve mechanism of the
carburettor, but also its fuel metering devices and internal passages.
Most fuel systems have at least two filters: Strainer and In-Line filters.

Cooling System
2.4.1 Strainer (or) Filter Screen
A strainer (or) filter screen attaches to the pickup tube in the bottom of
the fuel tank. A relatively coarse surface filter or strainer, in the form of either a
circular screen or an extended sleeve of wire gauge, is used. All fuel leaving the
tank and entering the delivery system must first pass through this filter. The
strainer filters out relatively larger particles in the fuel. Fine filtration is not
usually employed on the inlet side, because it may result in an increased tendency
towards vapour locking in the fuel line. Here it should be explained that vapour
locking is most likely to occur at high operating temperatures, when any overheating
of the fuel creates an excess of vapour in the supply system. This causes either
partial or complete starvation of the fuel supply to the carburettor with
accompanying misfiring and stalling of the engine.

Cooling System
2.4.2 In-Line Filter

Cooling System

Cooling System
An in-line filter is between the fuel tank and the carburetor. This unit usually
catch any water or foreign particles that were not filtered out previously by the
strainer. The filter element is actually made of ceramic or paper. Generally a fine
depth type filter of specially processed water resistant, pleated paper may be
incorporated before the outlet of the pump itself or in the pipeline between the
pump and carburetor. An inline fuel filter may include a magnet to catch metal
particles in the fuel.
The element inside the filter reduces the flow speed of the fuel, causing the
water, and the dirt particles that are heavier than gasoline, to settle to the
bottom. The particles of dirt that are lighter than gasoline are filtered out by the
element.
The filter used at present cannot be disassembled. It must be replaced as
one unit by new one at appropriate servicing intervals.
Charcoal Canister (some models only)
Department of Automotive Technology Arba Minch Poly Technices College

Carbureted Fuel System
Harmful hydrocarbon (HC) gas is generated in the fuel tank, and must not be
discharged into the atmosphere. In some engines, such fuel vapour is stored temporarily in
a container when the engine is off and is sent to the combustion chamber to be burned
when the engine is turned on again.
The charcoal canister is one such fuel vapour container. It is filled with activated
charcoal and the fuel vapour is directed into it along with air. The HC gas is separated
from the vapour by the charcoal. When the engine is turned on, the gas is sent through
the carburettor to the combustion chamber where it is burned and becomes a harmless
exhaust gas.
FUEL PUMPS
Since the fuel tank is positioned lower than the carburettor, the gasoline fuel does not flow
naturally to the carburettor. It needs the fuel pump which lifts fuel from the tank and supply the
same to the carburetor. The pumps's discharge pressure is developed by a diaphragm spring,
and limited by the closing pressure of the float needle valve. This ensures a constant fuel level
in the float chamber. Fuel pumps must be designed to interrupt the supply to the carburettor as
soon as the correct fuel level is reached and the float closes the float needle valve. The fuel
pump must deliver more fuel than the maximum volume the engine can consume.
Department of Automotive Technology BUTAJIRA p.by leykun 58

Two types of fuel pumps are used: the mechanical type (delivery pressure 0.2-0.3 bar) and the
electric type (delivery pressure 2 - 4.7 bar).
Mechanical Fuel Pump
Mechanical fuel pumps, employed mostly in carburettor-type engines, are operated by an

eccentric (an off-center section) of the camshaft.
There are two types of mechanical fuel pump: the type with a return pipe and the type without a
return pipe. However, the basic construction and operation of these two types are the same.
In most previous engines, the fuel was returned to the fuel tank from the carburettor. Now,
however, it is usually returned from the fuel pump via the fuel return line.
A mechanical type fuel pump has a diaphragm in the center. A pair of valves, acting in opposite
directions, is located in the pump. These valves are actuated by a reciprocating movement of
the diaphragm to feed the fuel to the carburettor. The diaphragm is operated by the rocker arm,

the end of which rests on the camshaft eccentric. Many V-type engines use a pushrod from the
eccentric to the rocker arm.
As the cam rotates, the eccentric moves the rocker arm up and down. The inner end of the
rocker arm is linked to a flexible diaphragm. The diaphragm is clamped between the upper and
lower pump housings. The diaphragm spring applies a force on the diaphragm. As the rocker
arm rocks, it pulls the diaphragm down and then releases it. The diaphragm spring pushes the
diaphragm up. This up and down movement of the rocker arm continues as long as the engine
is running.
Advantages
 Cheaper
 Operates only when the engine is running, so the fire risk is reduced when the vehicle is
involved in a crash.
Operation
 Intake (or Suction)
When the rocker arm (inner end) is pushed down by the cam, it pulls the diaphragm down.
When the diaphragm pulls down, a partial vacuum is produced. Then, atmospheric pressure
acting on the fuel in the tank pushes fuel through the fuel line and into the fuel pump. The inlet
valve is pushed open to admit fuel. The outlet valve remains closed.

 Discharge (or Delivery)
As the camshaft rotates further, the diaphragm is released. When the diaphragm is released,
the spring pushes it up. This puts pressure on the fuel above the diaphragm. The pressure
forces the inlet valve to close and the outlet valve to open. Now, the fuel above the diaphragm is
forced out of the fuel pump and through the fuel line to the carburettor.
This intake and discharge cycle is repeated to feed the fuel to the carburettor continuously.

 Pump Idling
The fuel enters the carburettor past a needle valve in the float bowl. If the float bowl is full, the
needle valve is closed so no fuel can enter. The fuel pump can deliver no fuel. Although the
rocker arm continues to rock, the diaphragm remains at the bottom of its lower limit of travel. Its
spring cannot force the diaphragm up as long as the carburettor float bowl will not accept fuel.
The rocker arm keeps operating following the cam movement, but does not actuate the
diaphragm in this condition. This condition is called idling of the fuel pump, and allows the pump
to deliver only the amount of gasoline that is needed by the carburettor at a time.
Note:
The diaphragm is made of rubber. Because it deteriorates when it contacts engine oil, blow by
gas, etc., it is connected to the pull rod via an oil seal to prevent oil from contacting it. The oil
seal also prevents gasoline from leaking to the cylinder block in case the diaphragm breaks.
The pump body is provided with a vent hole. Should the diaphragm happen to break, the
gasoline will spill out from this hole so that the malfunction can be found more easily.

Electric Fuel Pumps
An electric fuel pump, like mechanical pump, produces fuel pressure and flow for the fuel
metering section of a fuel system.
1 Advantages over mechanical pump
 Fuel delivery starts as soon as the ignition switch is turned on. Mechanical fuel pumps
slowly build pressure as the engine is cranked for starting.
 Can deliver more fuel than the engine will require even under maximum operating condition
 The engine will never be fuel starved
 Most electric fuel pumps are rotary pumps. They produce a soother flow of fuel (fewer
pressure pulsations) than reciprocating, mechanical pumps.
For these reasons electric pumps are widely used, especially on fuel injected and high
performance engines.
2. Location
In-Tank Type

In-Line Type
An electric fuel pump can be located inside the fuel tank, which is called "In-tank type", or in
the fuel line between the tank and the engine called "In-line type". A few vehicles have one
pump in the fuel tank and a second pump in the fuel line.
An advantage of having the fuel pump in the fuel tank is that there is pressure on the fuel all the
way to the carburettor. Vapour lock is less likely to occur.
3 Types of Electric Pumps
There are three basic types electric fuel pumps.
a) Diaphragm pumps
b) Plunger types, and
c)Rotary pumps
The first two are operated by an electric solenoid, while rotary pumps use an electric motor.
a) Diaphragm pump
The pump consists of two main sections:
1. The pumping section (upper section), which includes the body and chamber containing
inlet and outlet passages, the valves, the diaphragm, and spring.
2. The electrical section (lower section), which includes
 The housing and solenoid or electromagnetic coil
 The core
 The soft iron armature (which is attached to the diaphragm)
 Breaker points assembly (which is operated by the diaphragm rod)
Operation
At rest (IG. SW. off)
The diaphragm return spring holds the diaphragm upwards so that the points are closed.

1. Outlet valve
2. Diaphragm
3. Inlet valve
4. Armature
5. Connection to coil
6. Diaphragm rod
7. Connection to points
8. Points
9. Rocker linkage for points
10. Solenoid coil
11. Magnetic core
12. Diaphragm spring

IG.SW. On
Current flows through the points, so that the solenoid coil is energized and attracts the armature
and diaphragm assembly down wards towards the core, compressing the diaphragm spring.
This increases the volume of the pumping chamber so that fuel enters through the inlet valve. At
the same time the diaphragm rod is moving the rocker linkage, to which the contact points are
attached.
The rocker linkage is so designed that, when the diaphragm reaches the bottom of its stroke,
the linkage overthrows to open the points. This de-energizes the solenoid coil, which no longer
attracts the armature.
The diaphragm spring can now return the diaphragm upwards to force the fuel to flow through
the outlet valve. At the top the stroke, the diaphragm rod and the rocker linkage again close the
points, so that the solenoid coil is re-energized to attract the armature and diaphragm
downwards to repeat the cycle of operation.
When the carburettor bowl is full, the needle valve blocks off fuel supply from the pump; the
spring can no longer force the diaphragm upwards, so pumping ceases. Note that pumping will
cease with the spring exerting pressure upwards and the points open, so that there is no voltage
applied to the windings at this time. The solenoid coil is energized only on the downward stroke
of the diaphragm.
b) Plunger Pump
This type of electric pump uses solenoid to operate a plunger in a cylinder. As the plunger
moves up and down, pumping action takes place. The cylinder has an inlet fuel connection from
the fuel tank and an outlet connection to the carburettor. An inlet valve and an outlet port are
used.
Operation
The pump windings are being continuously energized and the de-energized. When the windings
are energized, the plunger is moved downwards on the inlet stroke.

When the windings are de-energized, the return spring forces the plunger upward on the
pumping stroke. Pressure fuel closes the inlet valve, so that fuel is discharged through the outlet
port.
c) Rotary Fuel pumps
Types: - Rotary fuel pumps include:
 Impeller type
 Roller vane type, and
 Sliding vane type
Impeller fuel pump
It is a centrifugal pump. Normally, it is located inside the fuel tank. This pump consists of the
motor and the pump itself, with a check valve, relief valve and filter also incorporated into the
unit.
The turbine pump consists of one or two impellers, which are driven by the motor, the casing
and pump cover, which compose the pump unit.
When the motor turns, the impellers turn along with it. Blades on the outer circumference of the
impellers pull fuel from the inlet port to the outlet port. Fuel discharged from the outlet port
passes around the motor and is discharged from the pump through the check valve.

The relief valve opens with the discharge side pressure reaches approximately 350 to 590 Kpa,
and the highly pressurized fuel is returned directly to the fuel tank. The relief valve prevents the
fuel pressure from rising beyond that level.
The check valve closes when the fuel pump stops. This maintains residual pressure in the fuel
line when the engine is stopped, thus easing restartablity. If there were no residual pressure,
vapour lock could occur easily at high temperatures, making it difficult to restart the engine.
Roller vane type (Roller-cell pump)
It is a positive displacement pump (each pump rotation moves a specific amount of fuel).
Smaller rollers and offset mounted rotor disc produce fuel pressure. It is always full of fuel,
which both lubricates and cools the pump motor.
Operation
When the rotor disc and rollers spin, they pull fuel in one side of the pump. Then the fuel is
trapped and pushed to a smaller area on the opposite side of the pump housing. This squeezes
the fuel between the rollers, and the fuel flows out under pressure.

Check valve: - This valve in the pump keeps fuel from draining out of the fuel line when the
pump is not running.
Relief valve: - It limits the maximum output pressure of the pump.
AIR CLEANERS

The operating life of an engine is greatly influenced by the purity of its combustion
air supply. Atmosphere air naturally contains grit and dust particles. Dust in the air
includes very small particles of quartz (0.005 to 0.05 mm). Depending on geographical, soil
and road-surface conditions and also on the use to which the vehicle is put (high-speed
main road driving, construction sites vehicles), the volume of dust in each cubic meter of
air varies between 0.001 and 1g. If, for example, a vehicle’ s engines consumes 10 liters of
fuel for every 100 km it covers, it will need approximately 100 cubic meters of combustion
air. If this air contains 0.05 g/cubic meter of dust, 5 g of dust in all will enter the engine
over this distance. The dust combines with the engine oil to form an abrasive mass which
causes severe wear, particularly to the cylinder walls, pistons and valve guides. The engine
life will be shortened as a result. Therefore, dust must be removed from the intake air
before it reaches the cylinders. This reduces wear of the engine components, formation of
deposits and sludge, and maintenance costs. So that air cleaners are employed in the
intake system to purify the air drawn in for combustion effectively without impeding
the incoming airflow rate. The dust entering with the intake air is trapped by either:
 Close-mesh screens

 Micro-pore filter materials
 Oil-wetted surfaces, or
 Use of the centrifugal force principle.
Air cleaners also perform the following functions.
 It captures moisture and carbon soot that are present in the atmospheric air.
 It acts as a silencer and reduces the noise caused by the intake air as the intake
valves open and close. The task of reducing intake air noise in particular makes it
necessary to use a large-volume air cleaner housing containing a filter of a suitable
type with the largest possible total surface area and ample dust storage capacity (to
increase the intervals between filter element renewal).
 It acts as a flame arrestor if the engine backfires through the air-intake systems.
Backfiring causes a momentary flashback through the carburetor. Without air
cleaner, the flame could erupt from the carburetor or air intake system and cause a
fire in the engine compartment.
Several types of air cleaners are available commercially including the dry paper
type, pre air cleaner, oil-wetted type, oil bath type, cyclone type, thermostatic air cleaner
and so on. The paper type is most often used.
2.1.1 Dry (Paper) type Air Cleaner
Paper type Axial-Flow Paper type

In this type, the dust is trapped by a folded-paper filter element or cartridge. The
element itself is processed from resin-impregnated paper which is folded into pleats and
then coiled to form a spiral. To ensure that the filter element or spiral makes an airtight
seal once it is located in the air cleaner casing, a rubber or plastic sealing disc is provided
on each side of the element. When installed in its casing the element encircles the air
intake which ensures that all of the incoming air must pass through the filter element.
When the engine is running, air is drawn through an inlet tube into the cleaner casing. The
air then passes through the paper element where dust, grit and other impurities are
retained, thereby ensuring that only filtered air can flow into the carburetor venturi. The
operating life of the paper element depends on the paper surface area and the dust
content of the air. These filter elements cannot normally be cleaned and must be
discarded when contaminated or blocked with dust. They last for approximately 10,000 to
20,000 km.
Some recent air cleaners use axial-flow paper type elements. Air cleaners using
axial-flow type elements can be made compact and lightweight. Air cleaners incorporating
this type of replaceable pleated paper filter element are used for a very high filtering
efficiency combined with an adequate service life.
Characteristics
 Simple in design
 Highly efficient
 Easily maintained
 Mounted in any position to suit available under bonnet space.
2.1.2 Pre-Air Cleaner (Centrifugal)
A pre-air cleaner may be used to remove large dirt particles from the air before it
enters the air cleaner. This highly efficient air cleaner has rotating fins that cause the air

to swirl as it enters the precleaner. As the dirt-laden air swirls around in the precleaner,
the greater density of the dirt particles causes them to move to the outside by means of
centrifugal force and be trapped in the transparent container. The air exits through the
central pipe. Since the accumulated dirt can be seen through the transparent container,
the operator can periodically remove the container for cleaning when enough dirt has
accumulated.
This type of air cleaner does not require as frequent element replacement as other
types of air cleaners. This type of air cleaner is essential for engines which operate in a
very dusty air all the time.
2.1.3 Wet-type Air Cleaner (rarely used today)
Prior to the advent of the paper filtering element, this relatively early type of air
cleaner provided sufficiently good filtration for most UK conditions, but it is not uniformly
efficient. It has the advantage of allowing a fairly generous airflow for its size.
This type consists of a woven metal mesh element coated with oil. The incoming
airflow passes closely over the very large quantity of metal wires in the filter and the dust

is held back by the wetted surfaces. These filters operate for about 2500 km before
needing attention. The filter element can be cleaned by:
 Washing it in diesel oil, or
 Other acid-free solvent and blowing it dry with compressed air
It is then wetted lightly with clean engine oil and shaken firmly to dislodge
excess oil.
2.1.4 Oil-Bath Air Cleaner
This type of air cleaner widely used for vehicles operating in dust countries. It
contains a woven metal mesh filter element with space for a quantity of oil beneath it.
Air enters at the circumferential gap of the filter and passes down the annular
space to the restricted gap at the oil level. Air impinges on the oil surface at high velocity
after the right angle turn due to which heavier particles of dust, dirt, sand, etc from the
air are deposited in the oil bath. Oil-laden air then reverses upward into the filter element
containing oil-wetted mesh of metal wool where the finer particles are arrested. Air then
passes down to the vertical intake to the carburetor.

The wire mesh filter should be cleaned by washing in a suitable cleaning fluid. The
bath should also be cleaned and refilled with the recommended grade of oil to the correct
level. Under normal operating conditions servicing intervals should be between 5000 km
and 8000 km. However, under extremely bad atmospheric conditions of dirt and dust, more
frequent servicing may be required.
Advantages
 Good filtration efficiency together with a generally high dust retention capacity
(remove approximately 98% of fine dust in the air) is ensured.
 Self-cleaning: The airflow picks up droplets of oil from the oil bath and deposits
them on the filter element. As they fall back into the oil bath, they take with them
the dust previously trapped in the element.
 Has a longer operating life as a result of self-cleaning effect. That is, it needs less
maintenance.
Disadvantage

 Large and heavy in construction, which limits the types of vehicle to which they may
be fitted.
2.1.5 Cyclone type Air Cleaner
A cyclone type air cleaner is designed especially for very dusty, sandy areas. It has
fins that create swirls of air. Large particles of dirt, sand, etc., are trapped inside the
cleaner case by the centrifugal force of the air swirls (i.e. centrifugal force expels the
larger dust particles). Smaller particles are trapped by the paper element. In some models,
finer dust particles are trapped by a built-in oil bath air cleaner.
This design minimizes clogging of the filter element and does not require
maintenance as frequently as some other types.
2.1.6 Thermostatic Air Cleaner

The thermostatic air cleaner is used with carbureted fuel system. Its
purpose is to improve engine performance and derivability when the engine is cold.
The system heats the air entering the carburetor during cold engine operation. This
allows the engine to run on a leaner air-fuel mixture during warm up.

Department of Automotive Technology BUTAJIRA p.by leykun

The thermostatic air cleaner includes a temperature sensor, a vacuum motor, a

control damper or door, and vacuum hoses. A metal shroud or heat stove surrounds the
exhaust manifold. A hot-air pipe connects the heat stove to the fresh-air duct or
snorkel on the air cleaner.
A temperature sensing spring in the thermostatic air cleaner reacts to the

temperature of the air entering the air cleaner. When the air is cold, the temperature
sensing spring holds the air-bleed valve closed. This applies intake manifold vacuum to
the vacuum motor and raises the diaphragm in the vacuum motor. This closes the
control damper assembly (or valve), preventing the flow of cool air into the air cleaner
snorkel tube. All air now has to enter through the hot air pipe. The hot air pipe
connects to the heat stove on the exhaust manifold. The exhaust manifold heats up
quickly after the engine starts. This sends heated air to the air cleaner. The heated air
helps vaporize the fuel. This improves cold engine performance.
Under hood temperature increases as the engine warms up. When the air gets hot
enough, the temperature sensing spring opens the air bleed valve. This cuts off the
vacuum to the vacuum motor. The diaphragm spring then pushes the diaphragm down.

This lowers the control damper, which closes off the hot air pipe. All air entering the
air cleaner now enters through the snorkel tube.
During warm up, the under hood temperature may not be hot enough to completely
close the damper. Then the engine receives a blend of hot and cold air. Some cold under
hood air enters the air cleaner along with some heated air from the heat stove.
Servicing of Air Cleaners
1. Necessity for Maintenance
The air taken in by the engine contains dust and other particles which clog the
carburetor passage, cause rapid engine cylinder wear and oil deterioration. The air cleaner
traps the dust and dirt particles in the air with its filter, preventing them from entering
the carburetor and engine cylinders. If the filter becomes clogged with dirt, it has the
effect of reducing the cross-section and increasing resistance to the airflow. This in turn
makes the fuel-air mixture richer, so that the total supply volume to the engine drops and
engine power output is reduced. For these reasons, the air cleaner must be inspected
periodically.
2. Inspection of Paper type Air Cleaner

2.1 Remove Air Cleaner Element
 Unscrew the wing nut and release the clips.
 Remove the air cleaner cover and take out the element.
2.2 Inspect Air Cleaner Element
 If the element is full of dirt and dust, replace it.
 The effectiveness of a filter element that is nearly ready for regular periodic
replacement will not be recovered by cleaning, so it should be replaced.
 A filter element impregnated with water or oil should be replaced, as trapped dust
and sand cannot be removed with compressed air.
2.3 Clean Air Cleaner Element

 Using an air gun, blow the dust and sand particles out from the lower surface.
 Next, clean the upper surface and once again blow evenly from the lower surface.
2.4 Clean Air Cleaner Case
 First use a rag to wipe out the dust from inside the case, then blow with compressed
air.
 Be careful to prevent even the smallest particles from entering the carburetor.
 Check that the sealing on the case or cover is not peeling. If it is, repair it. Improper
sealing will cause unfiltered air to enter the engine.
2.5 Assemble Air Cleaner
 Install the element correctly in the air cleaner case and assemble the case cover.

 To install the element, align the tabs on the
case, element and cover.
 Fasten the clamps and tighten the wing nut by hand.
3. Inspection of Oil-Bath type Air Cleaner
When the oil has become thick and dark, it must be renewed and the air cleaner
body cleaned-out. The procedure for servicing this type of air cleaners as follows:
3.1 Remove Air Cleaner Assembly
 Disconnect the air cleaner hose and remove the air cleaner duct from the air cleaner
assembly.
 Remove the air cleaner mounting bolts, then remove the air cleaner assembly.

 Be sure to keep the air cleaner level as it is removed to keep the oil inside from
spilling out.
3.2 Disassemble Air Cleaner
 Release the clamps and loosen the wing nut, then remove the air cleaner cap from the
air cleaner case.
 Remove the filter element from the air cleaner case.
3.3 Clean Filter Element & Air Cleaner case

 Wash the filter element and air cleaner case in kerosene, both agitating and rubbing
it.
 Wipe the air cleaner case and filter element with a clean rag.
3.4 Assemble Air Cleaner

 Place the air cleaner case on a level work stand and pour in clean engine oil until it
reaches the "OIL LEVEL" mark.
 If the oil level is too low, the filtering performance of the air cleaner will be poor. If
the level is too high, oil will be sucked into the engine and have a bad effect on the
engine's operation.
 Place the filter element on the tray and saturate the filter element with clean engine
oil.
CARBURETORS AND THEIR SYSTEMS

1. Carburetion & Carburetor
The process of preparing combustible air fuel mixture in the petrol engine is called
carburetion. A device which does this process is called carburetor. The carburetor
atomizes the fuel and mixes it with air in correct proportions according to the engine
operating conditions.
Requirements of Carburetors
The spark ignition engines fitted to automotive vehicles have to operate under
variable speed and load conditions. The requirements of a good carburetor as follows:
 Easy engine starting, particularly under low ambient conditions
 Ability to give full power quickly after starting the engine
 Smooth engine operation at various loads
 Quick acceleration of the engine

 Developing sufficient power at high engine speeds
 Good fuel economy
 Ensuring full torque at low speeds
 Simple and compact in construction
2. Mixture Strength - Air Fuel Ratio
Air fuel ratio is the ratio of the weight of air to the weight of fuel supplied to an
engine cylinder during a cycle of operations.
2.1 Chemically correct (or) Stoichiometric (or) Theoretical (or) Actual (or) Ideal Air
Fuel Mixture
A mixture that contains just enough air for complete combustion of the fuel is
called a chemically correct or stoichiometric air fuel ratio. This value for petrol engine is
normally 14.7:1 for gasoline engines (approximately 15: 1).
2.2 Rich Mixture
A mixture is said to be rich if it contains more fuel than the fuel quantity in the
chemically correct mixture.

For example: 12:1
2.3 Lean Mixture
A mixture is said to be lean if it contains more air than the air quantity in the
chemically correct mixture.
For example: 17:1
3. Desirable Mixture Strength
The approximate proportions of air to fuel (petrol by weight) for different engine
operating conditions are:

Richer: about 9:1, Slightly Richer: 12:1 to 13:1, Theoretical: 15:1
Slightly leaner: about 16:1
4. A Simple (or) Elementary Carburetor
To understand a modern carburetor, which is a complicated one, it is helpful to
first study a simple or elementary carburetor. It consists of a float chamber, venturi,
discharge jet or main nozzle, choke valve and throttle valve.

4.1 Float Chamber (or) Float Bowl: It consists of a float and needle supply valve. This
system maintains a constant petrol level in the float chamber. If the fuel level is too high,
fuel will continue to flow from the discharge jet or main nozzle. The air fuel mixture will
become too rich. This result in wastage of fuel, engine stall or poor running and the
pollutant exhaust emissions such as hydrocarbons and carbon monoxide. If the fuel level in
the float chamber is too low, the vacuum in the venturi will not pull enough fuel out of the
float chamber. . The air fuel mixture will become too lean. This result in engine stall or
poor running. If the amount of fuel in the float chamber falls below the desired level, the

float lowers, thereby opening the needle of fuel supply valve and admit fuel into the
chamber. When the desired level has been reached, the float closes the needle valve, thus
stopping additional fuel flow from the supply system. Float chamber is vented to the
atmosphere.
4.2 Venturi (or) Choke Tube: Venturi is a tube of decreasing cross section which reaches
a minimum at the throat. During suction stroke air is drawn through the venturi. The air
passing through the venturi increasing in velocity and the pressure in the venturi throat
decreases.
4.3 Main Nozzle (or) Discharge Jet: From the float chamber, the fuel is fed to a main
nozzle. The tip of the discharge jet is located in the throat of the venturi.
4.4 Throttle Valve: The throttle valve is a round disc located between the venturi and the
engine inlet of the induction system. The throttle is connected to the accelerator pedal by
a flexible cable. Depressing the accelerator pedal opens the throttle valve and permits an
increased amount of air fuel mixture to reach the engine cylinders. This will increase the
power output of the engine and hence the vehicles speed.
4.5 Choke Valve: It is a valve which is used for controlling the amount of air passing to
the venturi and is used when starting a cold engine.
4.6 Principle
As the air flows through the venturi, its velocity increases and hence pressure
decreases. Now the pressure in the float chamber is atmospheric pressure and at the
venture throat is below the atmospheric pressure. Because of the pressure difference
(called carburetor depression) the fuel is discharged through the main nozzle or discharge
jet into the air stream of the venturi. Now the fuel particles get mixed with air and the
mixture is supplied to the engine cylinder.

5. Types of Carburetors
5.1 Based on the direction of air flow
Up Draught Side Draught

Down Draught
5.1.1 Up draught (or vertical) type: The Up draught carburetor can be placed on the
side of the engine. In this carburetor, air fuel mixture flows upward. The mixture
containing liquid particles must be lifted from the carburetor into the engine. Air
velocities must therefore be high (about 17 m/s at low loads). Such velocities can be
obtained only by using smaller diameter venturi throat and manifold passages. The small
sized manifold and throat are likely to result in greater friction. This in turn causes
reduced volumetric efficiency particularly at high engine speeds. As a result power output
is limited.
5.1.2 Horizontal draught (or side draught or cross draught) type : The horizontal
draught carburetor consists of a horizontal mixing tube with the float chamber on the
side of it. This type of carburetor is very much accessible. It is used in engines where
there is a little space over the engine (where under bonnet space limited).
5.1.3 Down draught (or inverted) type: In the down draught carburetor, air fuel mixture
flows downward. This mixture will reach the engine, even when the velocity is low. This is
because the mixture flow is assisted by gravity. Carburetor throat and inlet manifold can

therefore be made larger. This in turn makes high speed and high output possible. Down
draught carburetor is preferred for high output engines.
5.2 Based on the venturi & depression
5.2.1 Fixed Venturi (or) Constant Choke Carburetor: This is currently the most
commonly used type of carburetor. In this carburetor, the venturi area is always
maintained to be constant. But the depression or vacuum which cause flow of fuel and air
are being varied as per the demand on the engine.
Examples: Solex, Carter, Stomberg, Weber, and Zenith Carburetors
5.2.2 Variable Venturi (or) Constant Vacuum Carburetor: In this carburetor, the venturi
area is being varied as per the demand on the engine, while the vacuum or depression is
maintained to be always constant.
Example: SU carburetor
6. Fixed Venturi Carburetor
The fixed venturi carburetor overcomes the problem of maintaining the correct
mixture by an arrangement of several jets, which come into play at different times as per

the demand on the engine and by adding air to the petrol before it is drawn into the
venturi.
6.1 Carburetor Systems
The fixed venturi carburetor has six systems and several devices that provide the
correct air-fuel mixture for different operating conditions. These include:
1. Float System
2. Idle and Low speed System
3. Main-Metering System
4. Power System
5. Accelerator Pump System
6. Choke System
6.1.1 Float System

ALREADY DISCUSSED (Refer Simple
Carburetor)
6.1.2 Idle and Low Speed System
a. Idle System
When the throttle valve is closed or only slightly open, only a small amount of air
can pass through the air horn. With low air speed, there is very little vacuum in the
venture. No fuel will feed from the fuel nozzle. To supply fuel during idle, an idling system
is built into the carburetor. This system has an opening in the side of the carburetor below
the throttle valve. This hole is called idle port. The port is connected by a passage to the
float bowl or float chamber. In addition to the idle port, there is an idle-mixture screw
located behind the idle port to control the amount of mixture discharge through it.

When the throttle valve is closed and the engine is running, a high vacuum develops
in the intake manifold. The pistons are repeatedly moving down on their intake strokes,
which mean they are demanding air-fuel mixture. If the pistons do not get enough air-fuel
mixture, then a vacuum develops. This vacuum is great enough, when the throttle valve is
closed, to cause fuel to flow through the fuel passage from the float bowl to the idle port.
Air flows down through a passage in the side of the air horn. The air mixes with the
gasoline flowing out of a connecting passage from the float bowl. This mixture moves down
to the idle port and discharges in the lower part of the carburetor (i.e. below the throttle
valve). This mixture going to the cylinders.
b. Low Speed System
If the throttle valve is open just a little for low speed, the edge of the throttle
valve moves past the idle port. More air can flow past the throttle valve now, reducing the
vacuum in the intake manifold. So less fuel flows from the idle port. However, the low

speed port now comes into action. The throttle valve has moved past and above the low
speed port. The vacuum in the intake manifold can act on the low speed port as well as

on the idle port. Both ports discharge fuel to maintain required amount of air-fuel
mixture for low speed.
6.1.3 Main-Metering System
If the throttle valve is opened farther, more air will flow through. This means that
there will be less vacuum in the intake manifold. As a result, the idle and low speed ports
stop discharging fuel. However, with more air flow, there is a vacuum in the venturi. This
causes the main nozzle or discharge jet to discharge fuel. Therefore, fuel gets mixed
with the air passing through.

6.1.4 Power System
When a driver wants full power, the accelerator pedal is pushed to the floor (i.e. to
the maximum position). This causes the throttle valve to open wide. Another system in the
carburetor comes into action to additional fuel. This system is called power system. It
includes a metering rod and a hole, called the metering rod jet, in which the rod hangs. The
metering rod either has two or more steps of different diameters or is tapered at its
lower end. This restricts the fuel flow by partly blocking the jet. However, enough fuel
flows to provide the proper air-fuel mixture ratio during part-throttle operation (normal
running condition).

In piston type a vacuum piston or diaphragm is used to lift the metering rod. The
space above the piston is connected to the inlet manifold vacuum. When there is vacuum in
the inlet manifold, the vacuum holds the piston up. In this position the metering rod is up
and the additional fuel flow is restricted.
However, when the throttle is opened wide, the vacuum is lost and can no longer
hold the piston up. A spring pushes the piston down. This lowers the metering rod so that
additional fuel can flow into the carburetor. So that a rich mixture is formed and is
delivered to the engine for full power operation.
6.1.5 Acceleration Pump System

There is another operating condition that needs a rich mixture. This condition
occurs when the accelerator pedal is pushed down suddenly to increase the speed . To
get the power needed, the engine has to be supplied rich mixture immediately. This is done
by the accelerator pump system. The system includes a pump that is operated when the
accelerator pedal is depressed. The movement causes the pump plunger to be pushed down.
Pushing the pump plunger down, forces the fuel to flow out through the pump jet. The fuel
discharges into the air-fuel mixture that is moving through the carburetor. This further
enriches the air-fuel mixture.
6.1.6 Choke System
When a cold engine is being cranked for starting, extra fuel must be delivered
to the engine. The choke valve does this job.
When the choke valve is turned to the closed position, very little air can pass
through choke into the air horn. Intake manifold vacuum reaches the main nozzle or
discharge jet. During cranking, this vacuum is great enough to cause the main nozzle or
discharge jet to deliver fuel. This fuel mixes with the air passing through the carburetor
to get the engine started.

Automatic Choke System
Some vehicles use an electronic automatic choke to allow a richer air-fuel mixture
to be delivered to the cylinders when the engine is cold.
a. When the engine is started
The choke valve has been set so that it will be held fully closed by the bimetal
element until the ambient temperature reaches 30C (86F).
When the engine is cranked with the choke valve held closed, a vacuum is created
below the valve. This causes a great amount of gasoline to be delivered causing the air-fuel
mixture to become rich.

b. After the engine starts
When the engine starts, terminal L of the alternator begins outputting current and
this current is directly applied to the electric heat coil. When the bimetal element gets
warm, it begins to expand, opening the choke valve.
The PTC (Positive Temperature Coefficient) thermistor has been provided to
prevent more current from flowing to the electric heat coil than the coil needs after the
choke valve has opened all the way (and the inside of the spring housing has reached about
100C (212F).
7. Single and Multi Barrel Carburetors
Many four-cylinder engines use single-barrel carburetors. For better performance,
many six-cylinder and all eight-cylinder engines use two or four barrel carburetors. Adding
the extra barrel allows more air-fuel mixture to enter the engine to improve engine

DOUBLE-BARREL TYPE

Cooling system.
volumetric efficiency. This improves engine performance and drivability. One barrel is the
primary barrel which takes care of the air-fuel mixture for all cylinders during idle, low
speed and normal running operation. When the throttle is opened wide for high-speed
operation, the secondary barrel comes into operation. Then it supplies the additional air-
fuel mixture for full power and hence high speed.
Department of Automotive Technology BUTAJIRA p.by Samuel 105

Cooling system.
8. Hot-Idle Compensator (HIC)
If the vehicle is moving slowly when the ambient temperature is high, the
temperature inside the engine compartment will rise. This will cause the gasoline inside the
carburetor to become hot and give off vapour. If this vapour is discharged from the main
nozzle or the air vent tube and goes into the intake manifold, the air-fuel mixture will
become over-rich, causing engine stall or rough idling. Furthermore, if the vapour remains
in the carburetor after the engine has stopped, the engine will be difficult to restart.
The hot idle compensator, which is a thermostatic valve, has been provided to
overcome this problem. As the temperature in the engine compartment rises, the

Cooling system.
bimetallic element opens the thermostatic valve. As this valve opens, air from the air horn
flows into the intake manifold via the air passage in the flange, causing the air-fuel
mixture to return to normal. The thermostatic valve is kept closed when the air
temperature is low.
Note: The hot idle compensator begins to open when the temperature surrounding the
bimetallic element is approximately 55C (131F), and is fully open when the temperature
reaches approximately 75C (167F).
9. Variable Jet Carburetor

Cooling system.
In this carburetor, the piston (round or rectangular shape) and throttle body form
the variable venturi. The piston moves up and down as the vacuum between it and the
throttle valve changes. When the throttle valve is closed so that the engine is idling, there
is very little vacuum on the throttle valve side. So the piston spring pushes the piston down
to its lowest side. The space between it and the lower floor of the throttle body is small.
Only a little air can pass through. At the same time, the tapered needle valve is well down
in the fuel jet so only a little gasoline can feed to the passing air. The resulting mixture is
for engine idling.

Cooling system.
When the throttle is opened, the inlet manifold vacuum enters the throttle body.
This vacuum draws air from the space above the piston, acting through the vacuum port in
the lower part of the piston. The piston raised by the vacuum, partly lifting the needle out
of the fuel jet. Now more air can flow through the carburetor and more fuel can feed into
it. The amount of fuel delivered increases to match the additional air flowing through. The
wider the throttle opens, the greater the vacuum working on the piston. So it moves up
still more. It carries the needle up with it so that the air-fuel ratio stays the same
throughout the operating range of the engine.
Variable jet carburetors are widely used in two wheeler engines.
Constant Depression Carburetors

Whatever the airflow, the piston assembly always takes up a position that maintains a
constant air speed through the choke to ensure that the petrol jet acted up on by a
constant depression.
As a tapered needle is attached to the piston, the rise or fall of the piston will vary the
effective area of the petrol jet. By altering the taper of the needle it is possible for the
manufacturer to large the fuel flow to suit the quantity of air being supplied at any speed.
SU type
The main features of its operation are:
Slow running
The piston will be lifted very slightly from

the lowered position and the depression
caused by the air passing over the petrol
jet will give a small fuel supply to suit the

Cooling system.
conditions. A separate slow running jet system is unnecessary unless emission restrictions
are strict.
Throttle opening
As the throttle is opened the mixing chamber

depression is increased. This caused the piston
to rise to a point where the mixing chamber depression is just sufficient to support the
piston. The higher the piston moves, the larger the area of the jet and the greater will be
the flow of petrol.
Cold starting
A lever operated by a cable control, lower the fuel jet in relation to the needle. This
enlarges the jet opening and increases the amount of fuel, which is mixed with the air. The
initial movement of the control cable slightly opens the throttle to give fast idle action.
Mixture Adjustment

Cooling system.
An adjusting nut acts as a stop to limit upward movement of the jet unscrewing the nut
lowers the jet & riches the mixture through out the entire speed & load range of the
engine.
Hydraulic damper
Restricts the rate of upward movement of the piston during acceleration and so gives a
slight enrichment of the mixture. The damper also reduces piston flutter caused by the
irregular flow of air through the induction systems.
Over run limiting valve
It is a spring-loaded valve mounted in the throttle butter fly. When the engine over runs
(i.e road wheels drive the engine) with the throttle closed the valve opens to supply a fuel
mixture, which reduces the exhaust pollution.
The secondary section
This section comes into operation after the primary side. It has a high speed and
low speed circuits.
Secondary Low Speed Circuit
When the secondary throttle valve has just started to open, and the edge of the
valve has exposed the slow holes in the secondary barrel, the holes will deliver air-fuel
mixture which is metered by the secondary idle jet and secondary air bleed and prevent a
flat spot (engine will hesitate during acceleration) occurring as the secondary main jet
comes into operation.

Cooling system.
1. Primary main jet 10. Primary throttle valve

2. Primary idle air-bleed 11. Secondary main jet
3. Two-stage idle switch 12. Secondary progression air bleed
4. Primary idle fuel jet 13. Secondary progression fuel jet
5. Emulsion tube 14. Emulsion tube
6. Jet well 15. Jet well
7. Solenoid switch 16. Progression holes (slow holes)
8. Idle mixture adjusting screw 17. Secondary throttle valve
9. Idle port

Cooling system.

Cooling system.
Secondary high-speed circuit
Further movement of the primary throttle valve will open the secondary throttle
valve to bring the secondary main jet into operation. The secondary throttle valve is
usually set so that it will not open until the primary throttle has opened to an angle of
between 45 and 55. This angle is called the secondary touch angle ().
In some carburetors, the secondary throttle valve is opened mechanically by linkage
connected between the primary and secondary throttle valves. In other carburetors, a
vacuum control device opens the secondary throttle valve.
Secondary Throttle Valve Operation by Mechanical control
A linkage between the two throttle valves does the control. The figure below shows
the arrangement.

Cooling system.
1. Lever on primary throttle valve shaft
2. Primary throttle valve shaft
3. Link
4. Lever on secondary shaft
5. Secondary throttle valve shaf

Cooling system.
Operation
When the lever is rotated to approximately 45 to 55, it comes against the link.
Movement is then transferred to lever 4 through a pin sliding in a slot and this opens the
secondary throttle valve.
Secondary Throttle Valve Operation by Vacuum control
Figure: Refer page no 2 (double barrel carburetor)
Secondary diaphragm unit is normally used to open the secondary throttle valves,
causing the secondary circuits to function. A diaphragm is connected to the secondary
throttle lever. A vacuum passage runs from the diaphragm to the venture in the primary
throttle bore.
Operation
Under normal driving conditions, vacuum in the primary is not high enough to
actuate the secondary diaphragm and throttle valve. The engine will run using only the
primary of the carburetor. Increased airflow in the primary (if the driver passes another
vehicle, for example) produces enough vacuum. Vacuum pulls on the diaphragm and
compresses the diaphragm spring. This opens the secondary throttle valves for increased
engine power.
Other carburetor components
 Fast Idle Cam
The fast idle cam increases the engine idle speed when starting at low temperature.
This enables the engine run smoothly until it warms up. This is done by slightly opening the
throttle valve through linkages.
Operation
Department of Automotive Technology BUTAJIRA p.by Samuel

Cooling system.
If the engine is started when it is cold, the choke valve closes all the way when the
accelerator is stepped on once and released. At the same time the fast idle cam turns
counter clockwise. Then, the cam follower will be in contact with the fast idle cam and the
throttle valve opens slightly. A slightly higher idle speed is maintained.
After the engine has warmed up it continues to run at a fast idle (even if the chock
valve is open all the way) until the accelerator pedal is stepped on again. When this
happens, the cam follower moves away from the cam, where upon the cam returns to its
original position. This causes the throttle valve to return to the idling position, and the
engine speed to drop back to an idle.
 Solenoid Switch /or Fuel Cut-Off Solenoid
It is an electromagnetic cut-off valve, which closes the idle mixture outlet passing
below the throttle valve when the engine is stopped. This prevents dieseling or run-on.
Dieseling is a condition when the engine continues to run erratically for a short period

Cooling system.
after the ignition switch has been turned off. It is caused by fuel in the engine gets self-
ignited as a result of high temperature areas in the combustion chamber such as
overheated spark plug, exhaust valve or carbon deposits.
Operation
When the ignition switch is turned on, electric current flows through the solenoid
valve coil, opening the valve and supplying fuel to the idle & low speed circuit. But the
engine has to run in order to allow fuel to flow.

Cooling system.
When the ignition switch is turned off, the solenoid is de-energized and the valve
cuts-off the fuel passage so that the fuel can no longer reach the idle port or the
transition ports. This ensures that the engine will not continue to run on after the ignition
switch is off.
On certain carburetors, the fuel cut-off solenoid has a tapered-end needle, which
closes the fuel jet.
 Altitude compensator
It ensures the best possible mixture ratio when the vehicle is operated at high
altitudes above sea level (example: during in high mountains). The drop in atmospheric
pressure and the reduced air density mean that less air reaches the engine. The mixture
thus becomes too rich.
Although the same volume air is drawn in, its weight is lower, so that the fuel in the
fuel-air weight ratio increases. The altitude corrector restricts the supply of fuel to
restore the correct fuel-air ratio.

Cooling system.
Operation
As the pressure vessel in the device expands at higher altitudes, the needle with
tapered end restricts the fuel flow cross section and thus prevents the mixture from
becoming too rich. The regulating bore between the calibrated section and the main jet
matches the fuel flow characteristics of the altitude corrector and the main jet.

Cooling system.
 Air Bleed Emulsion System
In order to be able to mix well with the air, the gasoline must first be atomized
before it is discharged from the main nozzle. This is done by the main air bleeder. When
the air pressure at the outlet of the main nozzle falls, air enters the nozzle from the air
bleeder lateral holes in the form of bubbles and mixes with the gasoline. The fuel from
the main jet passes into the well of the air bleed emulsion system. The gasoline is then
sprayed from the main nozzle and is further atomized by the air from the air horn.
Choke Unloader/Breaker
It opens the choke valve as soon as the engine starts. This action prevents the
engine from flooding with too much fuel (rich mixture).
Before the engine starts, the choke valve is completely closed. This primes the
engine with enough fuel for starting. But if it is continuously closed after the engine is

Cooling system.
started, the engine would stall due to the overly rich mixture. It will also be difficult to
restart until the excess is cleared from the intake manifold.
Note: Don't be confused with choke opener that opens the choke valve fully if the automatic choke
valve fails to operate.
Mechanical choke unloader/breaker
This physically opens the choke plate whenever the throttle swings fully open.
Operation:
When the throttle lever moves to the fully open position, the primary throttle
shaft arm or lug pushes the fast idle cam to rotate clockwise. This pushes the choke
linkage to open the choke. Air can enter the air horn to help clear a flooded engine. Some
choke valves are provided with a small air valve, which will open to allow airflow post the
choke should this not be opened quickly enough after starting.

Cooling system.
The choke valve is also offset on its spindle, so that it can be drawn open by the
action of the rush of air into the air inlet after the engine starts.
Vacuum choke unloader /chock breaker
It uses an engine vacuum to open the choke valve as soon as the engine starts. It
consists of a manifold vacuum fitting, vacuum hose, vacuum diaphragm and linkage
connected to the choke lever.

Cooling system.
Operation
As the engine starts, intake manifold acts on the choke break diaphragm. The
diaphragm pulls on the choke linkage and lever to swing the choke plate open slightly. This
prevents the highly rich mixture and improves cold engine drivability.
Since it has double diaphragm, it operates at two stages. The opening angle of the
choke valve is determined by the coolant temperature (below and above 17C of coolant
temperature). When the coolant temperature is below 17C, only diaphragm A operates
and the choke valve opens slightly. When the coolant temperature rises to 17C or higher,
diaphragm B also operates and the choke valve opens further. Systems which are using a
single diaphragm do not have a TVSV.
Dashpot
It is a damping device. It has a plunger resting against a lever attached to the
throttle valve shaft. The plunger can move outwards freely, but has a resistance when
pushed into the dashpot body.

Cooling system.
The dashpot operates when the throttle valve is being closed and prevents the
throttle from closing suddenly. When the throttle valve is suddenly closed the intake
manifold vacuum suddenly increases.
The delaying action of the dashpot provides sufficient time for the fuel in the
intake manifold to reach the combustion chamber and burn before the throttle valve
closes off the air supply. This prevents an over rich mixture from entering the engine and
so controls exhaust emissions.
Self-Check 2 Written(knowledge) Test
NAME______________________LEVEL___________
OCCUPATION AND LEVEL _________DATE_________
CHOSE THE BEST ANSWER FOR THE FOLLOWING QUESTIONS
1. When the engine is warmed up and running at idle speed remove the air cleaner
and note the condition of discharge nozzle (main nozzle) if the nozzle tip is wet
what is the possible cause and remedy?
A. Float level too low, adjust float level
B. It is normal no need of adjustment
C. Float level too high adjust float level
D. The fuel line leak fuel replace fuel line
2. If the engine does not idle smoothly after it is warmed up _______system could be
at fault?
A. Float system C. Main metering system
B. Acceleration pump system D. Idle system
3. Which of the following is not the cause of high fuel pump pressure?
A. Over rich mixture C. Lean mixture
B. Spark plug fouled D. Excessive fuel consumption
4. Which one of the following is not the cause of insufficient fuel delivery?
A. Cracked diaphragm C. Broken or damaged rocker arm
B. Loose bowl or worn gasket D. Float level too high
5. _________is to prevent dirt in the fuel from entering the fuel pump or carburetor
A. Fuel pump B. Fuel filter C. Fuel line D. Carburetor

Cooling system.
Matching
A B
1. To deliver fuel from tank to carburetor A. carburetion

2. Store petrol fuel B. vaporization
3. Prevent dust and grit particles enter to engine cylinder C. hydrocarbon
4. The process of changing liquid fuel to vapor D. carburetor
5. The process of mixing the atomized fuel with air E. atomization
F. fuel pump
G. fuel filter
H. fuel tank
I. air cleaner
Say true if the statement is correct say false if the statement is incorrect
1. Low pump pressure cause fuel starvation and poor engine performance
2. The throttle valve is a round disk below the venture
3. Idle mixture adjusting screw is used to increase and decrease the amount of air fuel
mixture in the idle system
4. Lean mixture contains more fuel than fuel quantity in the chemically correct mixture
5. Carburetor function is atomized, vaporized the fuel and mix it with air
Give short answer for the following question
1. What is the function of fuel system?

2. Mention types of fuel system?
A. ________________
B. ________________
C. ________________
3. What is the function of air cleaner in the fuel system?
4. ________________ is a tube connecting fuel tank, fuel pump, fuel filter& carburetor
5. What is atomization?
OPERATION SHEET LEARNING GUIDE 2

Cooling system.
OPERATIO TITLE: - SERVICE FUEL SYSTEM COMPONENTS AND

prepare FUEL SYSTEM FOR NORMALOPERATION
Purpose:-to make fuel system components a continues normal
operation
Conditions or situations for the operations:-rag, table, tools,

equipment and materials.
Equipment tools and materials:-

 socket box set
 filter wrench
 fuel lines
 fuel pump
 fuel filter
 fuel gauge
 screen
 air cleaner
 carburetor
 and other tools and equipments based on the size and the
shape of the materials
Procedure:-
 First Park the vehicle from our Garage
 Then services the vehicle step by step based on
manual because the procedure is differ car to car
according to the model of the car.
Precautions: - do not smoke around petrol.

Quality criteria:-
 Are you park the vehicle in garage?
 Are you service the vehicle step by step?

Cooling system.
Lap test Practical demonstration
Project title: - SERVICE FUEL SYSTEM COMPONENTS AND

prepare FUEL SYSTEM FOR NORMALOPERATION
Name ____________________date____________________
Time started_______ time finished_____
Instructions:-
 Follow all auto work shop general rules and regulations.
 Demonstrate all procedures are applied.

Cooling system.
Butajira TVE Institute

level II
TTLM Code: AUT, AES 2 TTLM 0505 V1
Knowledge test
Name ____________________level________ time allowed1 minute for each

Cooling system.
BUTAJIRA TVET INSTITUTION AUTOMOTIVE ENGINE SERVICE L-2 COOLING SYSTEM THELAST EXAM OF
2005 E.C.
I, SAY THE STATEMENT IS TRUE OR FALSE.
1The water pump is mounted centrally at the front of the engine.
2The water pump consists of number of blades which project one side of a disc called an impeller.
3The cooling fan is to maintain an adequate flow of water through the radiator.
4The thermostat is located b/n the cylinder head and the cylinder block side.
5When the coolant is cold and during the warm up period the thermostat remains closed position.
II, Choose the correct answer.
1The------thermostat is a heat-sensitive valve which opens and closes according to the
temperature of the coolant acting up on it.
A, Bellow type B, wax type C, except b all D, none
2The------ is a removable pressure relief valve and located on the radiator tanck.
A, Fuel tank cap B, Radiator pressure cap C, A and B D, none
3Which inhibitors solutions prevent corrosive attack in the internal components of the cooling system.
A, Benzotriazole B, Phosphoric acid C, Tolytriazole D, all
4 which one of the following causes of engine overheating.
A, Ignition timing retarded B, Thermostat faulty C, water pump faulty D, all
5--------Refers to the conventional liquid.
A, water cooled B, direct cooled C, Indirect air cooled D, A and B.
A, water cooled B, direct cooled C, indirect cooled
III, Matching

Cooling system.
1Air cooling A, Thermostat faulty

2Water cooling B, Direct cooling
3Engine overheating C, Connect by over flow pipe
4Expansion tank D, Indirect cooling
5 Bellow type thermostat E, a heat—sensitive
IV, Explain the exact answer
1write the two types of thermostat
2write the strong action thermostat
---------------------------------------------------------------------------------------------------------
-------------------------------------------------------------------------------------------------------------------
3How many types of Anti-freeze and explain it.
4write the modern Anti—freeze and the solution s are depend upon either—
-------------------Or --------------------------------------
5------------------- Is to transfer heat from the coolant to the surrounding air stream.
Pr/by
s-D

Cooling system.
Evidence Plan
Automotive Engine Servicing
TVET Program: Level- II
LO1,Preparing for work, LO2, Inspect cooling systems and analyse results,
LO3 , Prepare to service cooling system, LO4 Carry out servicing,LO5
Learning Outcomes Complete work process.
covered:
2005E.C
Batch Class:
Questioning with OralDemonstration

Ways in which evidence will be collected:
Practical Test
Knowledge Test
The evidence must show that the trainee…
 Identify & confirm nature and scope of work requirements 

 Acquire procedures & information such as work shop manuals,

specifications & tooling & equipment 
 Make work station ready and safe for servicing work

  
 Select and prepare in accordance with methods appropriate the

circumstances  
 Identify and prepare resource requirements including support 

equipment for servicing 
 Identify and prepare technical requirements for works source

and support equipment 

Cooling system.
 Observe throughout the work operation OHS and warning in

relation to working with engine
  
 Implements cooling systems inspection in accordance with workplace

 
 Compare results with manufacturer specifications to indicate 

compliance or non-compliance.
 
 Document results with evidence and supporting information and

recommendation(s).   
 Process report in accordance with workplace procedures 
 
 Observe OHS requirements, including regional regulatory requirements 

and personal protection needs throughout the work.  

 Identified Procedures and information required and sourced
 

 Identify resources and support equipment required for servicing cooling
systems and prepare.  
 Implement Service in accordance with workplace procedures and 
manufacturer specifications  
 Service System without damage to system components. 
 
 Make adjustments during the service are in accordance with 
manufacturer specifications.  
 Complete servicing schedule documentation. 

 
 Make final inspection to ensure protective guards, safety features and 
cowlings are in place.  
 Make final inspection to ensure conformance to workplace standards 

and expectations.  
 Clean equipment and stored safely and properly. 

 
 Process Job card in accordance with workplace procedures. 
 
Prepared by: Samuel Debebe Date

Cooling system.
Checked by: Date
General Instructions:
a) The practical test covers the following Learning outcomes –
LO 1, Prepare for work LO 2, Inspect cooling systems and analyse results LO 3 Prepare to
service cooling system LO4, Carry out servicing LO5, Complete work process
b) You are to accomplish the tasks provided in the specific instructions.
c) You are given 6 hours to complete them.
d) You will be provided with the following to complete the tasks –
 socket box set ,Hand tools
 Alenky
 Benches
 Radiator
 Water pump
 Thermostat
 Expantion tank
 Fan
 engine
 and other tools and equipments based on the size and the shape of the material
ll your questions and clarifications should be addressed to the teacher only.
e) Submit this booklet to your teacher upon completion.

f) After you finish this assessment, you are not allowed to copy anything or tear any page
from this booklet.
Specific Instructions:
You are to accomplish the following and submit to the teacher.
1. Write your full name in block letter
2. Follow the working procedure
3. Ask help if important only from the invigilator
4. Don’t leave the assessment hall until you told to do.
Student Test Guide

Cooling system.
Rating Sheet for Demonstration (Formative Assessment)

Student’s Name: ----
Teacher’s Name: SAMUEL DEBEBE
Learning Module Title: Servicing Cooling System
LO 1 Prepare for work, LO 2, Inspect cooling systems and
Learning Outcomes covered: analyse results LO 3 Prepare to service cooling system LO4, Carry
out servicing LO5, Complete work process.
Batch Class: 2005 E.C
Date of assessment:
Time of assessment:
Instructions for demonstration
a/ You are to accomplish the tasks provided in the specific instructions.
b/ You are given 6 hours to complete them.
Materials and equipment

 socket box set Hand tools
 Alenky
 Benches
 Radiator
 Water pump
 Thermostat
 Expantion tank
 Fan
 engine
 and other tools and equipments based on the size and the shape of the material
OBSERVATION
During the demonstration of skills, did the trainee: Yes No N/A
  
Ready Workstation for work activities?
Implement methods in Servicing cooling system procedures and

  
manufacturer specifications?
Check Identified/selected tools and equipment for functionality and   

ready for use?
  

Cooling system.
Observe OHS measures and warnings in relation to working

With tools and equipment throughout the work operation?
The trainee’s demonstration was:S

Satisfactory  Not Satisfactory 
Note: This document serves as the rating sheet of the teacher in evaluating the trainee’s performance.
This must be accomplished for each trainee.
Oral Questions Satisfactory response
The trainee should answer the following questions: Yes No
 
What is the faction of the water pump?
What is the function of the wax type thermostat?
 
------is removable pressure relief valve and located on the radiator tanck.
 
Explain the OHS?

 
The trainee’s underpinning knowledge was:

Satisfactory  Not Satisfactory 
Feedback to trainee:
The trainee’s overall performance was:

Satisfactory  Not Satisfactory 
Student signature: Date:
Teacher signature: Date:

Cooling system.
Teacher Evaluation Guide

Key to Corrections
Learning Guide #1-5

A. Self- check
Multiple choice type
1. B
2. B
3. D
4. D
5. D
Matching type
1. B
2. D
3. A
4. C
5. E
True false type
1. True
2. True
3. False
4. False
5. True
Short answer type
1.
 Bellow type thermostat
 Wax type thermostat
2. Wax type thermostat

3. Methyl alcohol and ethylene glycol.
4. Ethylene and propylene glycol.
5. Radiator
TEST ITEM ANSWER MARK

Cooling system.
Multiple Choice
1 A
2 B
3 D
4 D
5 D
(Multiple Choice) Total points

Key Answer for Knowledge Test
Matching Type
1 B
2 D
3 A
4 C
5 E
(Matching Type) Total points
Short Answer Questions

1  Bellow type thermostat
 Wax type thermostat
Wax type thermostat

2
3 Methyl alcohol and ethylene glycol
4 Ethylene and propylene glycol.
5 Radiator
(Short Answer Questions) Total points
Recommended answers for oral questions
No. Question Recommended Answer

Cooling system.
What is the faction of the water

1 pump? Assist and maintain circulation of the coolant.
What is the function of the wax The wax expands rapidly to operate the
type thermostat?
2 thermostat valve.
------is removable pressure relief Radiator pressure cap

3 valve and located on the radiator
tanck.
4 Explain the OHS? Occupational health safety
Assessment Summary Results (form part of the Teacher’s Report)

Student’s Name
Teacher’s Name Samuel Debebe
Automotive Engine Servicing
TVET Program Title
Level- II
Batch Class 2005E.C
Module Title
Date of Assessment
The performance of the trainee is – Satisfactory Not Satisfactory
A. Demonstration with Oral questioning
B. Written Test
Did the trainee’s overall performance meet

 Yes  No
the required evidences / standards?
OVERALL EVALUATION  COMPETENT  NOT YET COMPETENT
General Comments [Strengths / Improvements needed]
Student's signature: Date:

Teacher’s signature: Date:

Cooling system.
Butajira TVE Institute

level II
NAME OF STUDENT_____________________
Picture
Program Title: automotive engine service
Program Title: _________________________

Batch Class: _________________________

Cooling system.
Date (Start of Training): _________________________

Date (End of Training): _________________________
Competences Acquired:
Summative Assessment
Institutional
Assessment Result
Competence DS DF No. of Hours TRI TTI
Module Code
C NYC
TRI –Trainee’s Initial LO – Learning Outcome

TTI – Teacher’s Initial C – Competent
DS – Date Started NYC – Not Yet Competent
DF – Date Finished
Attendance
Trainee’s
Date Course Title Teacher’s Signature
Signature
Work Requirements

Cooling system.
Date Work Assignment Rating Teacher’s Signature
Progress Check (Formative Assessment)
Module No. of 1st Try 2nd Try

Learning Outcomes DS DF Remarks
Code Hours
C NYC C NYC

Cooliing System TTLM PR - by S-D

Загружено:

Сведения о документе

Исходное описание:

Оригинальное название

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

Cooliing System TTLM PR - by S-D

Загружено:

Авторское право:

Доступные форматы

Cooling Systems Lecture

Training, Teaching and

For: - AUTOMOTIVE ENGINE SERVICING

Based on Ethiopian occupational standard (EOS)

Gelsimo G. Department of Automotive Technology 1

Moreover, the roles of the learning facilitator/teacher as well as the trainees

Gelsimo G. Department of Automotive Technology 2

TTLM Code: AUT AES2 TTLM 0505v1

Gelsimo G. Department of Automotive Technology 3

AUM AES2 04 Service Cooling System Servicing Cooling System

AUM AES2 05 Perform Engine Tune Up Performing Engine Tune Up

AUM AES2 06 Repair Exhaust System/ Repairing Exhaust System/ Components

AUM AES2 07 Calibrate and Maintain Calibrating and Maintaining

AUM AES2 08 Work In Team Environment Working In Team Environment

AUM AES 09 Participate in work place Participating in work place communication

Gelsimo G. Department of Automotive Technology 4

Learning Outcomes and Assessment Criteria

Servicing Cooling System

LO 1 Prepare for work

LO 2 . Inspect cooling systems and analyse results

Assessment Criteria  Cooling systems inspection is implemented in accordance with workplace

. Carry out servicing

Gelsimo G. Department of Automotive Technology 5

Assessment Criteria  Service is implemented in accordance with workplace procedures and

LO 5 . Complete work process

Assessment Criteria  Servicing schedule documentation is completed.

Gelsimo G. Department of Automotive Technology 6

Unit of Competence Service Cooling System

Module Title Servicing Cooling System

Preparing for work

 Identify & confirm nature and scope of work requirements

04 hrs Prepare workshop manuals, tooling and equipment Practical

05 hrs Select appropriate methods theoretical

Evaluation 30 min Accomplishment of lap test Individual activity

Summary 30 min Wap-up-& feedback Question and answer

Resources  TTLM computer

Gelsimo G. Department of Automotive Technology 7

Service Cooling System

Servicing Cooling System

LO 02 Inspect cooling systems and analyse results

 Implements cooling systems inspection in accordance with workplace

Sessions Lecture-discussion and

Evaluation 01 hrs Accomplishment of lap test Individual Activity

Summary 01 hrs Wap-up-& feedback Question & Answer

Resources  Reference books

Unit of Competence Service Cooling System

Gelsimo G. Department of Automotive Technology 8

Servicing Cooling System

LO 03 Prepare to service cooling system

 Observe OHS requirements, including regional regulatory requirements and

Sessions Observe OHS requirements

05 hrs Identify procedures, information and sources Demonstration

Evaluation 06 hrs Accomplishment of lap test Individual Activity

Summary 02 hrs Warp-up-& feedback Question & Answer

Resources  Reference books

Service Cooling System

Gelsimo G. Department of Automotive Technology 9

Servicing Cooling System

LO 04 Carry out servicing

 Implement Service in accordance with workplace procedures and

Sessions Implement service

05 hrs Make adjustments Demonstration