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Engine Mechanical Diagnosis

EMD - Course Guide 01

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Engine Mechanical Diagnosis

EMD - Course Guide 01

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Engine Mechanical Diagnosis

COURSE GUIDE COURSE OVERVIEW

The Engine Mechanical Diagnosis Course provides Kia service technicians with the opportunity to increase their skill level and efficiency in diagnosing customer’s concerns related to Engine Mechanical systems. In this performance-based course, Kia service technicians will demonstrate their diagnostic skills through hands-on, instructor-supervised, guided practices including:      

COURSE GOALS

TARGET AUDIENCE

PREREQUISITES

ABOUT THE TRAINING MATERIAL

THEORY

EMD - Course Guide 01

Diagnostic Tools Oil Consumption & Analysis Cooling System Checks Timing Belt Analysis Continuously Variable Valve Timing Tests Spark Plug Analysis

Upon completion of this course, the Kia Service Technician will have the ability to diagnose Engine Mechanical concerns the first time, every time. Kia Dealership Technicians who diagnose and troubleshoot moderately complex engine systems You must complete the following:  Web: Intro to Engine Mechanical Diagnosis Course & Test TEC-01-015-1 Today’s complex automotive technology demands that you, the professional Kia service technician, stay up-to-date with the latest service information, special tools, and complex repair procedures. We have adopted a modular training delivery system that breaks down the critical information into logical groupings. First, you will be presented with system theory and operation, and then you will be given a chance to practice what you have learned. Finally, we will test what you have learned through a Performance Assessment.

Theory explains the subject from basic to complex. This

allows you to obtain a working knowledge of a component or system, which is a prerequisite for successful diagnosis and repair.

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Engine Mechanical Diagnosis GUIDED PRACTICE

PERFORMANCE ASSESSMENT

Guided Practice affords you the opportunity to familiarize

yourself with a component or system through hands-on experience. The guided practices are to be Instructor supervised and verified. These exercises may include the use of KGIS, accessing kdealer.com, lab disassembly and reassembly, live vehicle activities, and much more.

Performance Assessment provides the opportunity

for you to prove that you can perform the subject matterrelated tasks and procedures. Each technician must successfully complete this assessment, which is designed to test your cognitive (knowledge) and motor (hands-on) abilities. The module must be completed individually, not as a team.

GETTING THE MOST OUT OF THIS COURSE

This training material is designed to be part of a structured training plan consisting of lecture, interactive classroom discussion, and hands-on shop activities under the direction of a trained Kia Instructor. After completing the course material, your understanding of the subject matter will be verified through our Performance Assessment Module and you must pass a written and hands-on evaluation.

COURSE MANAGEMENT

The course and its materials are here for you to learn. Use them and your time in a way that will benefit you when you return to your dealership.

TAKE NOTES

The course and its materials are here for you to learn. Use them and your time in a way that will benefit you when you return to your dealership.

ASK QUESTIONS

TEAMWORK

LEARN AT EVERY OPPORTUNITY

EMD - Course Guide 01

If you do not understand something in this course, ask your Instructor for clarification. Asking questions is strongly encouraged to help you get the most out of this course. During the hands-on activities, you will often be working as a team. By actively engaging in each activity to maximize your learning experience. While in the lab, feel free to ask the Instructor questions at any time. This course is an opportunity for you to learn in a controlled environment under the guidance of a trained Kia Instructor. Through active participation, you can build confidence in your abilities to diagnose customer concerns right the first time, every time!

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Engine Mechanical Diagnosis COURSE AGENDA DAY 1 NO.

NAME

01

Course Guide

02

Diagnostics

TYPE Introduction Theory

Morning Break 02

Diagnostics

Theory

03

Diagnostics

Guided Practice

Lunch 03

Diagnostics

Guided Practice

Afternoon Break SIMS

Computer Simulations

Class Demonstration

SIMS

Computer Simulations

Guided Practice

DAY 2 NO.

NAME

TYPE

SIMS

Computer Simulations

Guided Practice

SIMS

Computer Simulations

Discussion

Morning Break 04

External Inspections

Theory

05

External Inspections

Guided Practice

Lunch 05

External Inspections

Guided Practice

Afternoon Break 06

Performance Assessment

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Quiz

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Engine Mechanical Diagnosis PERFORMANCE ASSESSMENT SCORECARD

COURSE ACHIEVEMENT

The Performance Assessment Scorecard is used to track your classroom participation, performance on guided practices, performance on diagnosis & troubleshooting, and any written knowledge assessments. A final score of 80% or higher is needed for completion credit of this course. * Lack of punctuality and disruptive behavior will result in a loss of points from class.

PERFORMANCE SCORECARD

The Performance Scorecard tracks your performance on guided practices, diagnosis & troubleshooting, and any written knowledge assessments.

ANSWER SHEET

Record your Performance Assessment answers on this sheet and turn it in to your instructor for grading. Your score will be transferred to the scorecard.

SCORECARD ROUTING

One copy of the scorecard is yours, and one copy is used to update your Kia technical training records. Should you not complete the course, the third copy is forwarded to your Kia District Parts and Service Manager (DPSM).

ICONS The Reference Icon indicates you must refer to additional publications in order to complete the questions or activity. The Activities Icon indicates an activity that supports a critical learning objective. These activities are offered to help you master the material. The Video Icon indicates there is a video segment corresponding to the module information. The Stop Icon indicates a section or activity is complete and you must wait for further instructions. The Feedback Icon indicates a progress check meant to provide you with feedback on your understanding of the course material. The Feedback Icon also indicates student participation in presenting their findings and results from Guided Practice activities for class discussion.

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Engine Mechanical Diagnosis ACRONYMS

CVVT D-CVVT DTC DVOM ECM E-CVVT ETM GDS HLA inHG KDS KGIS MIL MLA NVH OCV PCM PCV PSI RPM SSB SST TDC TSB VCI VCI-II VIN VMI WLAN

Camshaft Variable Valve Timing Dual Continuously Variable Valve Timing Diagnostic Trouble Code Digital Volt Ohm Meter Engine Control Module Electronic Camshaft Variable Valve Timing Electrical Troubleshooting Manual Global Diagnostic System Hydraulic Lash Adjuster Inches of Mercury Kia Diagnostic System Kia Global Information System Malfunction Illumination Lamp Mechanical Lash Adjuster Noise, Vibration, & Harshness Oil Control Valve Powertrain Control Module Positive Crankcase Ventilation Pounds per Square Inch Revolutions Per Minute Start Stop Button Special Service Tool Top Dead Center Technical Service Bulletin Vehicle Communication Interface (GDS) Vehicle Communication Interface II (KDS) Vehicle Identification Number Vehicle Measurement Interface Wireless Local Area Network

Note: For the most up-to-date acronym list, refer to KGIS.

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Engine Mechanical Diagnosis NOTES PAGE

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Engine Mechanical Diagnosis

Diagnostic Tools Theory TARGET AUDIENCE

GOAL

OBJECTIVES

Kia Dealership Technicians who are able to diagnose, troubleshoot, and repair engine mechanical-related customer concerns. Upon completion of this material, the Kia service technician will be able to demonstrate the knowledge required to accurately diagnose engine mechanical-related customer concerns using specific diagnostic tools. Upon completion of this material, you will be able to: Accurately interpret and understand the results of the following diagnostic tools:          

Vacuum Gauge Compression Gauge Leak Down Gauge Borescope Block Check Cooling System Pressure Tester DVOM (Coolant Electrolysis Test) Stethoscope and Chassis Ears Global Diagnostic System Oil Pressure Gauge

Understand other variables that can affect engine performance, such as:      INSTRUCTIONS

TIME TO COMPLETE

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Cooling System Electrolysis Oil Viscosity Oil Consumption Oil Analysis

Carefully read through the material, take notes based on the classroom discussion, and study each illustration. Throughout the material, there will be Progress Check questions for you to answer. You may use the material to answer the questions. Approximately 45 minutes

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Engine Mechanical Diagnosis

INTRODUCTION

While computer-controlled systems may indicate a concern on a vehicle, there is no substitute for good mechanical diagnostics to isolate the issue. The engine is essentially an air pump, and we can use tools to determine how effective the engine processes air and fuel mixtures. This material will focus on the use of various diagnostic tools that are effective in diagnosing a customer’s engine mechanical-related concerns. The tools covered in this module are:          

Vacuum Gauge Compression Gauge Leak Down Gauge Borescope Block Check Dye Cooling System Pressure Tester DVOM Stethoscope and Chassis Ears Global Diagnostic System Oil Pressure Gauge

FEEDBACK: Remember these two elements while working with the tools: 1. Understand the results 2. What do the results lead to next?

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Engine Mechanical Diagnosis

4-CYCLE ENGINE

Intake Stroke

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Kia 4-cycle (4-stroke) engines require two complete revolutions of the crankshaft (720°) to perform one complete cycle. The camshaft rotates once for every two revolutions of the crankshaft.

During the intake stroke, air and fuel are drawn into the engine as the piston moves downward. The intake valve is open during the intake stroke.

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Engine Mechanical Diagnosis

Compression Stroke

Combustion Stroke

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The fuel and air mixture is compressed as the piston moves upward. Both valves are closed during the compression stroke.

The spark plug fires a few degrees prior to TDC to maximize combustion chamber pressure and ignite the air fuel mixture. This burning and expansion of gasses (rapid expansion) forces the piston down. This may also be called the power stroke. Both valves are closed during the combustion stroke.

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Engine Mechanical Diagnosis

Exhaust Stroke

Cylinder Layout

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After the combustion stroke, the exhaust valve opens, allowing the burnt air/fuel mixture to be pushed out of the engine past the open valve. At the top of this stroke, the exhaust valve closes and the intake valve opens, starting the cycle over.

Cylinder layouts for V6 (Left) and 4-cylinder (Right) engines are shown in the examples above. Cylinder layout for the V8 engine is shown in the example below.

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Engine Mechanical Diagnosis

VACUUM GAUGE

The Vacuum Gauge is an often-overlooked diagnostic tool. Because the pistons, rings, and valves create a lower than atmospheric pressure inside the engine (referred to as vacuum), it makes sense to check them for engine mechanical concerns using a vacuum gauge. Vacuum Gauges read in Inches of Mercury (inHG). A typical Kia engine will average 18-20 inHG at idle (at sea level). To set up a Vacuum Gauge:  

Make sure the engine is at normal operating temperature. Find a direct manifold vacuum source behind the throttle body or on the intake manifold.

NOTE: A good place to connect the vacuum gauge is the manifold vacuum side of the EVAP Purge Solenoid. NOTE: Vehicles equipped with Electronic Throttle Body have programming that opens the throttle slightly if the vacuum exceeds 22 inHG on deceleration. NOTE: Different engine designs produce a variety of “normal” vacuum readings.

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Engine Mechanical Diagnosis Vacuum Gauge Diagnostics

With the Vacuum Gauge connected properly, you can interpret the readings to determine the following conditions:

Normal 18”-20" steady at hot idle (at sea level), when the throttle is snapped to WOT, the gauge goes to 0", as engine RPM decreases to idle, the gauge comes up to approximately 25” and quickly goes back to 18-20". Vehicles equipped with Electronic Throttle Body have programming that opens the throttle slightly if the vacuum exceeds 22 inHG on deceleration.

Worn Rings or Diluted Oil Idle vacuum reading is slightly lower than normal. A quick throttle application drops to 0” (normal). The trick is how it recovers after acceleration. An engine with worn rings or diluted oil cannot seal as well and will only bounce up to 2022 inHG. Difficult to diagnose on newer vehicles as throttle compensates.

Sticking Valves Idle vacuum reading is Normal, but when the sticking valve is actuated, the needle bounces between the normal 18”-20” idle reading and 3 to 4 inHG lower.

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Engine Mechanical Diagnosis

Burnt Valves or Constantly Leaking Valves The vacuum needle sweeps 6 to 8 inHG in a rhythmic pattern.

Poorly Seated Valves A steady sweep of the needle that drops 2 to 4 inHG, and then rises to a normal level, will indicate poorly seated valves.

Worn Valve Guides A needle that sweeps 4 to 6 inHG may indicate worn valve guides.

Weak Valve Springs Raise the engine to 2000 RPM. If the needle flicks dramatically between 10 and 14 inHG, you likely have weak valve springs.

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Engine Mechanical Diagnosis

Late Valve Timing or Intake Leak If the Vacuum Gauge is reading steady between 10 and 15 inHG, then there could either be a possible intake leak or late valve timing.

FEEDBACK: How do you know the difference between late valve timing and an intake leak?

Major Intake Leak A low reading of 3 to 6 inHG that is steady may indicate a severe intake leak. The vehicle will more than likely not stay running without manipulating the throttle manually.

Clogged Catalytic Converter / Exhaust Run engine at 2000 to 2500 RPM steady (normal idle vacuum reading should be displayed). Vacuum gauge will drop while holding throttle steady if an exhaust or cat is plugged. Overheating may accompany the clogged exhaust/cat.

Atkinson Cycle Vacuum Readings

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Kia Hybrid vehicle valve timing is modified to simulate the Atkinson Cycle engine. This holds the intake valve(s) open into the compression stroke and allows a portion of the air/fuel mixture to be pushed back into the intake manifold. The intake stroke and compression stroke are still the same length as the power and exhaust stroke, however with the late intake valve closing, this makes the length of the compression stroke “shorter.” This decreases the compression losses within the engine and allows more energy from the power stroke to be captured. The down side 17

Engine Mechanical Diagnosis is that it decreases the torque output of the engine as well as lower than normal engine vacuum (approx. 16 inHG at idle, at sea level). You need to be aware of these differences when diagnosing a mechanical concern on an Atkinson Cycle engine.

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Engine Mechanical Diagnosis

COMPRESSION GAUGE

Compression tests can be used to analyze and diagnose customers’ concerns related to engine performance. The cause of a problem may be related to poor compression (or misfire) due to:         

Burnt Valves Blown Head Gasket Worn or Broken Primary Compression Rings Slipped Timing Belt (or Chain) Worn Valves Cracked Head Cracked Cylinder (Block) Restricted Intake Flow Restricted Exhaust Flow

CAUTION: The adapter hoses for the Leak Down Gauge and the Compression Gauge are not interchangeable. There is a Schrader valve on the Compression Gauge adapter that is not present on the Leak Down Gauge adapter. Compression Gauge Diagnostics

Various types of tests can be performed using a compression gauge. There are three tests available with this tool:  Dry Compression Test  Wet Compression Test  Running (Dynamic) Compression Test The goal is to identify any cylinders with low compression or a compression difference of greater than 20% between any two cylinders.

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Engine Mechanical Diagnosis

Dry Compression Test

The “dry” compression test (also known as the cranking compression test) is the most common test using the compression gauge when testing the cylinder’s ability to seal properly. WARNING: You must disable both Fuel and Spark or personal injury may occur. To perform a dry compression test: 1. Ensure the battery is fully charged. 2. Remove the fuel pump fuse (or relay) to prevent the engine from starting (and excessive fuel wash into the oil). 3. Disconnect the ignition fuse (Sensor 1 or 2 fuse) to prevent possible secondary ignition module damage. 4. Remove all spark plugs. Inspect them and keep them in order. 5. Depress the throttle pedal to the floor (WOT) and crank the engine 8 revolutions (4 compression strokes) or until the compression gauge reaches its highest reading. NOTE: Optima Hybrid can be cranked using the Engine On Test under Data Treatment in Vehicle S/W Management on GDS or KDS if there is an issue using the Start Stop Button (SSB). Pressing the throttle to WOT position with key on ready mode can cause the engine to crank. Once the test has been performed on each cylinder, the results for each cylinder should be within 20%. If one cylinder has greater than 20% difference, then that cylinder is the likely concern. FEEDBACK: How many compression strokes are there in 8 crankshaft revolutions?

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Engine Mechanical Diagnosis NOTE: When performing a dry compression test, the data from the first puff should be about half of the total data. In other words, the first crank should register as 90 psi if the overall result is 180 psi.

Wet Compression Test

The wet compression test is similar to the dry compression test but a small amount of oil is squirted into the cylinder. The oil film on the cylinder walls helps to seal the rings. During a wet compression test, the cylinder should increase 15 to 20 psi greater than the dry compression test reading. If the compression increases dramatically in the low cylinder during the wet compression test, then the likely cause for the cylinder concern would be worn rings. If the compression remains the same on the wet compression test, then the likely causes could be:      

Poor Valve Sealing Head Gasket Cracked Head Cracked Block Heavy Cylinder Damage Severe Piston Damage

FEEDBACK: Which of these root causes are repairable? NOTE: Excessively high compression readings (either Dry or Wet) may indicate a clogged exhaust system. NOTE: If dry and wet compression tests indicate an issue with a particular cylinder, the next test to perform would be a leak down test.

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Engine Mechanical Diagnosis

Running Compression Test

A running (or dynamic) compression test is one of the best tests to determine one cylinder’s ability to flow air through the intake and exhaust. While the dry and wet compression tests confirm the cylinder’s ability to seal, it doesn’t isolate the condition of a cylinder’s ability to breathe or flow. A vacuum test will check flow in a manifold for all cylinders but not an individual cylinder. As the title suggests, the engine will be running to test the compression of each cylinder. There are a few differences between this test and the dry and wet compression test. To perform this test, you’ll need to: 1. Reconnect the fuel and ignition systems since they need to be operational 2. Install all spark plugs, except the one for the cylinder that will be used for the compression tester. 3. Do not connect the coil for the cylinder to be tested. 4. On non-GDI models, disconnect the fuel injector for the cylinder being tested or fuel may wash the lubrication from the cylinder. 5. Verify if the customer’s concern occurs when the engine is cold or hot. Replicate the concern by running a cold or hot running compression test. CAUTION: DO NOT remove the Schrader valve PRIOR to performing the running compression test. This will damage the gauge. The running compression test can ruin the Schrader valve on the tester. NOTE: Schrader valves in compression gauges are not interchangeable with tire Schrader valves, which will result in lower readings.

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Engine Mechanical Diagnosis

Performing the Test

To perform the test, start the engine and record the reading (running compression). The result at idle readings is typically half of the cranking (dry) compression. Next, snap the throttle wide open to get a “gulp” of air as if the engine were about to bog and record the reading (snap throttle reading). The result should be 80% of the dry cranking compression. VIDEO: Running Compression Test After performing the running compression test, you will have three readings: 1. Cranking Compression readings (from dry and wet compression tests performed earlier) 2. Running Compression readings 3. Snap Throttle readings

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Engine Mechanical Diagnosis Understanding Compression Results Scenario 1:

The following results highlight two possible scenarios and what the causes might be. If recorded results look like:   

Cranking Compression Running Compression Snap Throttle Compression

180 90 95

Notice that the snap throttle compression is much lower than 80% of cranking compression. This indicates restricted air intake flow for this cylinder, such as:      Scenario 2:

Severely Carboned Intake Valve Worn Intake Lobe on the Camshaft Rocker Problem Variable Intake System concern Intake Camshaft Timing off

If recorded results look like:   

Cranking Compression Running Compression Snap Throttle Compression

175 85 170

Notice that the snap throttle compression is much greater than 80% of the cranking compression. This indicates restricted exhaust flow for this cylinder, such as:    

Worn Exhaust Camshaft Lobe Collapsed Hydraulic Lash Adjuster Exhaust Camshaft Timing off Clogged exhaust

FEEDBACK: Can a worn cam lobe cause a misfire?

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Engine Mechanical Diagnosis

LEAK DOWN GAUGE

A Leak Down Gauge (or cylinder leakage tester) is useful to determine the amount of leakage in a combustion chamber. While the compression test determines the cylinder’s ability to create compression, the leak down test determines the cylinder’s ability to seal and can help pinpoint where compression loss may be occurring. This tool will provide data that can be used to determine if the cylinder is in good condition. A cylinder in poor condition could lead to a misdiagnosis, which leads to unnecessary ignition or fuel system work. VIDEO: Leak Down Gauge.

NOTE: The leak down test should be performed in the firing order of the engine. DO NOT rotate the engine in reverse rotation or the belt or chain could possibly slip and valve timing may be affected.

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Engine Mechanical Diagnosis

Leak Down Gauge Set-up

To set up the Leak Down Gauge, you’ll need to: 1. Loosen all spark plugs and retighten prior to warming the engine (to prevent thread damage when removing on a warm engine). 2. Warm the engine to normal operating temperature. 3. Remove all spark plugs. Keep in order with cylinders in case you wish to examine them later. 4. Remove fuel pump fuse or relay and/or Sensor 1 or 2 fuse. 5. Remove air cleaner and oil filler cap. WARNING: Remove the radiator cap prior to warming up the engine to prevent possible injury from hot coolant. Use caution as hot coolant may spill from the radiator. 6. Rotate the tested cylinder to TDC on Compression Stroke. 7. Thread the adapter into the spark plug hole. 8. Turn the regulator knob off (full counter clockwise). 9. Connect tester to 120 psi air supply. 10. Dial regulator knob until the supplied pressure is at 100 psi. NOTE: Some Leak Down Gauge manufacturers may vary the supplied pressure. Follow the manufacturer’s instructions carefully when performing a leak down test.

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Engine Mechanical Diagnosis 11. Record leakage for each cylinder. 12. Relieve the pressure in the lines by turning the regulator knob counter-clockwise after each test. CAUTION: Spark plug threads may soften/weaken as the engine warms up. Be sure to insert the spark plug and tighten by hand. Then use a torque wrench to tighten the spark plug to specification. Reading Leak Down Gauge

Record the percentage of cylinder leakage for each cylinder. Engines with larger diameter bores will tend to show more leakage than smaller diameter bores.

Results

Less than 15%

Greater than 15%

 

Leakage less than 15% is acceptable. Leakage greater than 15% could indicate a concern.

Air escaping excessively is a concern that can be identified by listening and feeling for air flow from the: Intake

Exhaust Oil Filler Cap

EMD - Course Guide 01

Intake valve not sealing.  Be sure to have the throttle body open when listening for sounds / feeling for air flow at the throttle body. If the throttle blades are closed, then the air may bounce back into the intake plenum and enter another cylinder, which may sound like a head gasket if the cylinders are adjacent.  Leakdown air can travel from the crankcase, through the PCV plumbing and into the intake, making you think you have a bad intake valve when you don’t. Pinch off the PCV vacuum and inlet hoses to eliminate misdiagnosis. Exhaust valve not sealing. Weak or damaged piston rings.  It is normal to feel some flow at the oil filler cap as the rings are where the “Normal” 10-12% reading comes from.

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Engine Mechanical Diagnosis

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Engine Mechanical Diagnosis Radiator

Bubbles in the coolant indicate a faulty head gasket or a hairline crack in the engine block or cylinder head.

Adjacent Spark Plug

Indicates that the cylinder being tested is leaking into the next cylinder through a faulty head gasket (or possible cracked head). Just as you can hear water rushing through pipes in walls, can you HEAR the leak down air traveling through the engine? Also, do you FEEL air flowing out the intake, exhaust, etc. You should be able to feel the air flow if you can hear it. This may be more difficult at the exhaust.

All Cylinders Below Spec

If all cylinders indicate greater than 15% leakage, verify the arear of concern by listening to the following areas:  

Intake / Exhaust - Intake and/or exhaust valves not sealing properly (possible slipped timing) Oil Filler – Worn rings

NOTE: A stethoscope can be useful for detecting small amounts of leaking air while eliminating shop noise.

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Engine Mechanical Diagnosis

BORESCOPE

The borescope can save a lot of time by viewing inside the cylinder for damage before disassembling the engine. A good borescope will typically have a built-in light to view in dark places. Several good uses for a borescope are: 

Piston Head - view for damage or interference



Variable Intake Control System - search for any missing clip or missing screws



Combustion Chamber - foreign material



Valves - Carbonization or damage



Oil Leaks – Check for oil leaks in hard-to-see areas that cannot be seen with a mirror and a flashlight

On MPI engines, you can view the back side of the intake valves for carbon deposits by removing the fuel injectors. CAUTION: Be sure to disconnect the battery to prevent the starter motor from engaging. If the engine cranks over while inspecting the cylinder, expensive damage will occur. CAUTION: Be sure to remove the batteries from the borescope after use so they do not leak and cause damage to the borescope.

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Engine Mechanical Diagnosis

BLOCK CHECK

A block check can be useful for confirming a combustion leak into the cooling system via head gasket, cracked cylinder head, or cracked engine block. To set up a block check using the block tester and test fluid (dye), follow these steps: 1. Drain or siphon the coolant about 2” to 3” below the radiator cap filler neck. NOTE: This test does not sample coolant; only exhaust gases present in the cooling system. If coolant is drawn into the test unit, the metallic filter may get contaminated or corroded, which will affect the operation of the test. 2. Be sure the glass testing tube is clean with no residue from prior tests, then add the test fluid to the glass testing tube up to the “fill-to-here” line. 3. Snug the block tester rubber base into the radiator filler neck. Do not twist on the glass tube. 4. Start the engine and place the suction bulb onto the top of the block tester. Squeeze and release the bulb repeatedly for 1 minute. 5. If the dye changes from blue to green to yellow, then you have a combustion leak.  Always discard the test fluid if it changes color. Thoroughly clean and put the tester away. NOTE: Block tester and dye can be found in most aftermarket stores. This tester is from NAPA Auto Parts P/N BK 7001006. Block Tester Test Fluid is P/N BT 600. VIDEO: Block Check.

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Engine Mechanical Diagnosis

COOLING SYSTEM

The cooling system is vital for proper engine operation. Without a cooling system, the engine would obviously overheat and seize. The typical gasoline engine is about 20% efficient in converting gasoline to mechanical energy, and the other 80% is carried away in heat (another form of energy). Not only do cooling systems have to remove heat, they also have to warm up the engine fast. A thermostat that is stuck closed would overheat the engine and may result in engine damage; if it is stuck open, then it will take a while to warm up. A malfunctioning thermostat may set a P0128 DTC. In addition to removing heat and warming up the vehicle quickly, the cooling system must also maintain the proper heat range. After performing any cooling systems repair, inspect the cooling system for leaks. Constant tension hose clamps will leak coolant if they are not installed in their original position on a coolant hose.

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Engine Mechanical Diagnosis

Electrolysis Testing

Care and maintenance of the cooling system is critical for long-term reliability. Electrolysis occurs when dissimilar metals decay typically in the radiator and heater core. Unfortunately, electrolysis can also rot away head gaskets and cause a leak. To check for electrolysis in the cooling system, follow these steps: 1. Use a DVOM set to DC volts. Place the positive probe of the meter in coolant flow and negative lead on negative battery cable (see photo). Turn on all loads (A/C, headlamps/radio/defroster) and run engine at 2,000 rpm. Record maximum voltage. 2. If the voltage is more than 400mV, perform a voltage drop from the engine to the negative battery post and from the frame/body to the negative battery post. Voltage drops should not exceed 100 mV (.1V). Repair and clean grounds if needed. Repeat step No. 1 to confirm voltage is below limit. 3. If voltage is still over 400 mV (.4V), flush coolant and refill with specified concentration. 4. If voltage drop is still greater than 100 mV (.1V), add a wire from the radiator/heater core to a good chassis or engine ground. Confirm continuity from core to negative battery cable to confirm proper grounding. * Technician Times, Volume 7, Issue 3

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Engine Mechanical Diagnosis

COOLING SYSTEM PRESSURE TESTER

A Cooling System Pressure Tester is a great tool for diagnosing cooling concerns and finding coolant leaks. The tester has a gauge that allows you to view applied pressure and watch for loss of pressure, indicating a possible leak. CAUTION: Do not OVER pressurize the system or damage may occur to the cooling system components. Pressure is critical in a cooling system since it raises the boiling point. If the coolant boils, the bubbles created in the boiling process will stick to the walls of the cylinders in the water jacket and in pockets in the cylinder head. Bubbles displace water and create hot spots that can damage components. There are two tests that can be performed with the Cooling System Pressure Tester:  

Cooling System Pressure Test Radiator Cap Pressure Test

CAUTION: Remember to use Kia Long-Life coolant premixed 50/50 coolant or mix only with distilled water. The process of distillation removes impurities from the water leaving only pure water (without minerals). Mineral deposits can build up in a cooling system and restrict heat transfer.

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Engine Mechanical Diagnosis

Testing the Cooling System

To set up the Cooling System Pressure Tester to test the cooling system, follow these general steps: 1. Let the engine cool. 2. Remove the Radiator Cap and note the PSI rating on the cap. 3. Connect the Cooling System Pressure Tester to the radiator filler neck and pressurize the system to match the PSI value listed on the cap. 4. Inspect for leaks. Listen for air bubbles escaping. Watch the gauge for pressure drops. NOTE: Sometimes the leak will be easy to find. Concerns that are more difficult could take some time. For those tougher concerns, leave the pressure tester on for an hour or even overnight.

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Engine Mechanical Diagnosis

Testing the Radiator Cap

To set up the Cooling System Pressure Tester to test the Radiator Cap, follow these general steps: 1. Let the engine cool. 2. Remove the Radiator Cap and connect it to the cap adaptor in the tester kit. 3. Connect the Cooling System Pressure Tester to the other end of the adapter. NOTE: Kia radiator caps typically have a “1.1” stamped onto the steel tab of the radiator cap. This stands for 1.1 Bar (or Barometric Pressure). Since Barometric Pressure is 14.7 then 1.1 Bar is equal to 16 PSI (rounded up). Be sure to check the Bar Pressure reading on the radiator cap. Kia vehicles may also be equipped with 0.9 Bar cap that is equal to 13 PSI (rounded up). 4. Pressurize the Radiator Cap. If the cap is working properly, it will relieve at the pressure specified on the cap.  If the cap will not build to the specified pressure, it is faulty.  If pressure doesn’t bleed off from the cap (too high), the cap is faulty as well. NOTE: If the cap tests OK, be sure to inspect the radiator filler neck for dings, which may release pressure. Also, inspect the rubber on the radiator cap to determine if the cap will seal appropriately.

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Engine Mechanical Diagnosis

STETHOSCOPE AND CHASSIS EARS

Stethoscopes and chassis ears can be very helpful in diagnosing sounds from the engine area. The sensitivity of this equipment can quickly diagnose a top-end sound from a bottom-end sound. These tools can also be used to separate Transaxle sounds from the engine sounds. For example, a damaged flex plate or a screw that backs out of a torque converter could make sounds that increase with RPMs, which may be disguised as engine sounds. To 1. 2. 3. 4.

operate the chassis ears: Attach the clip close to the suspected noise Secure wires away from heat or moving parts Start the engine and duplicate the condition If driving, have an assistant or use an external speaker, if equipped.

What would a lower end noise sound like? Upper end?  Lower end: low, bass-type sound  Upper end: higher pitched, tingy sound Would the sound match RPMs?  Lower end matches RPM  Upper end is half the speed of RPMs VIDEO: Electronic Chassis Ears.

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Engine Mechanical Diagnosis

GLOBAL DIAGNOSTIC SYSTEM (GDS) / KIA DIAGNOSTIC SYSTEM (KDS)

The GDS and KDS are powerful tools that can aid with diagnostics. You can find the latest information by searching Technician Times Articles, Technical Service Bulletins, Pitstop Articles, and Campaigns. Several clues may indicate something is mechanically wrong with the engine, such as: 

Lean Fuel Trims - Caused by low compression.



Injector Pulse Widths - May compensate for mechanical engine concerns.



Diagnostic Trouble Codes - Mechanical engine concerns can create misfires.



Power Balance Test - Use the GDS or KDS to perform an Actuation Test on the fuel injectors.

Use the GDS or KDS to see if the vehicle has been reprogrammed. NOTE: Get the latest Service Information for oil pressure specifications and cylinder head bolt torque specifications using the GDS, KDS, or KGIS.

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Engine Mechanical Diagnosis

Fuel Trims

Fuel Trim is the adjustment the PCM makes to the fuel mixture to maintain a balanced air/fuel ratio. Fuel trim is usually displayed as a percentage (%) reading in Engine Current Data. POSITIVE (+) fuel trim values mean the PCM is adding fuel (increasing the pulse width or on-time of the fuel injectors) to add more fuel to the engine to RICHEN the fuel mixture because it thinks the engine’s air/fuel mixture is running too lean. NEGATIVE (-) fuel trim values mean the PCM is subtracting fuel (decreasing the pulse width or on-time of the fuel injectors) to reduce the amount of fuel injected into the engine to LEAN out the fuel mixture to compensate for what it perceives as a rich running condition. Short Term Fuel Trim (STFT) is what the engine computer is doing to the fuel mixture right now. This value changes rapidly and can bounce around quite a bit depending on engine load, speed, temperature, and other operating conditions). Values normally range from negative 10 percent to positive 10 percent, though the readings may jump as much as 25 percent in either direction. Long Term Fuel Trim (LTFT) is a longer term average of what the engine computer has been doing to balance the fuel mixture over a predetermined interval of time. This value is a more accurate indicator of how the fuel mixture is being corrected to compensate for changes in the air/fuel ratio that are occurring inside the engine. If compression is low in one or more cylinders or a vacuum leak is present, current data may display positive (+) LTFT values as the engine thinks it is running lean.

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Engine Mechanical Diagnosis

LUBRICATION

Oil Viscosity

It has been said that oil is the “life blood” of an engine, which means it is important to keep clean and viable. Oil that has been contaminated with fuel dilution, contaminated with water, or not maintained where the oil has extended beyond the manufacturer-recommended service interval will have adverse effects on the mechanical components that require lubrication. Oil viscosity is the thickness of the oil. A lower viscosity rating means the oil will flow faster while higher viscosity ratings mean the oil will flow slowly. The 5w-20 and 5w-30 used in Kia vehicles flows well for a wide variety of temperatures. The “5” indicates the flow at cold temperature while the “20” or “30” indicates the flow at operating temperature. NOTE: Most Kia models have the oil viscosity listed on the oil filler cap itself. Check the oil cap, KGIS, or the owner’s manual for the recommended oil viscosity.

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Engine Mechanical Diagnosis

Oil Consumption

We often receive calls asking what normal oil consumption is. Kia does not publish any official oil consumption numbers; however, we can offer some general guidelines. 

Normal oil consumption should be in the range of 1 quart every 2000 to 4000 miles, depending on vehicle operating conditions. Examples of operating conditions that can increase oil consumption are: o High-speed driving with frequent wide open throttle operation. o Mountain and city driving. o New vehicles with less than 3000 miles (during engine break-in, oil consumption could be up to 1 quart/1000 miles). o Heavily loaded vehicle (full passenger/cargo load).



Always check the oil level hot, with the engine at normal operating temperature. Remember fluid expands when hot. * Technician Times, Volume 2, Issue 3

NOTE: On the subject of city driving oil consumption, keep in mind that the engine is often idling for long periods of time in stop-and-go situations and traffic jams. This results in many hours of engine running time without covering many miles, which will give high oil consumption numbers that are not realistic.

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Engine Mechanical Diagnosis External Inspections

Careful diagnosis for an oil consumption concern is critical. One example could be a stuck thermostat. If the thermostat is stuck open, it may inhibit the engine from warming up, which will cause excessive deposits. Those deposits could cause stuck oil control rings, which leads to excess oil on the cylinder walls and causes an oil consumption concern. FEEDBACK: If the oil consumption concern is valid, then begin with some external inspections:         

Are there any publications on this concern? Is the engine overfull? Are there any external leaks? Is there blue smoke from the exhaust? Any deposits on the spark plugs? Is the vehicle short-tripped? Does the vehicle idle for prolonged periods? Does the service history, or lack of one, add evidence for oil consumption? Excessive oil in the intake? This could be caused by a malfunction in the PCV system causing excessive reverse flow or excessive reverse flow caused by blow-by in the system.

Inspect the PCV system for:      

Wrong PCV valve (aftermarket?). PCV valve installed improperly. PCV stuck open (deposits, high idle). PCV fresh air hose blocked. PCV vacuum hose blocked. PCV baffling damaged on valve cover.

The PCV system uses engine vacuum to draw crankcase vapors into the intake system to be burned as part of the engine combustion. The air drawn into the engine by the PCV system is filtered by the air filter.

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Engine Mechanical Diagnosis Internal Inspections

Oil consumption can also result from internal engine mechanical concerns. A compression gauge and leak down gauge can determine if the cylinder has ring-sealing problems. This can be an internal concern for excessive oil consumption. FEEDBACK: Other internal causes for oil consumption are:             

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Cylinder wall damage. Wrong head gasket after a repair could have blocked head drain holes, which would flood the head with too much oil and force oil past the valve guides. Seized rings. Oil deposits in the ring groove. Valve deposits could indicate oil consumption down the valve guides. A borescope would be handy for this inspection. Valve guide seals. Valve guide wear. Cylindricity means that the cylinder must be a perfect hole; rings will not seal if cylinders are tapered or oval. Cylinder scoring. Cylinder bluing from lack of lubrication. Cylinder glazing means for new rings to seal that the cylinders must first be deglazed. Excessive ring-end gap. Excessive bearing clearance will have increased oil flow and could sling excessive oil on the cylinder wall increasing oil consumption.

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Engine Mechanical Diagnosis

OIL PRESSURE

Oil Pressure Gauge

Oil is vital to your engine’s mechanical components, and pressure is how it gets there. Oil pressure will vary for nearly every Kia engine so be sure to check the Service Information for the latest specifications. Oil pressure can be checked with an Oil Pressure Gauge. The Oil Pressure Gauge is useful to determine excessive HLA sounds or bottom-end concerns. When setting up the gauge, be sure to: 1. 2. 3. 4. 5.

Check that the oil is at the proper level. Warm the engine up to operating temperature. Remove the oil sending unit. Connect the gauge to the oil-sending unit port. Start the engine and check for leaks around the gauge connection at the engine block. 6. Check the gauge to see it is operating properly. 7. Keep the gauge away from the hot exhaust or any moving parts. 8. Record the data. Reading the Results

The reading will be low, normal, or high relative to specification.  Low - clogged pick up screen, faulty oil pump, worn connecting rod or main bearings, aftermarket oil filter, contamination, damaged oil pan, or stuck relief valve.  Normal - inspect for maintenance and change oil as needed.  High - possible restriction in the oil galleries or stuck closed relief valve in the oil pump, this may cause hyper extended hydraulic lifters and valves not closing fully (leaking). NOTE: Some engine noise concerns have been results of aftermarket oil filters.

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Engine Mechanical Diagnosis

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Engine Mechanical Diagnosis

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Engine Mechanical Diagnosis OIL ANALYSIS

An oil analysis is not a common test method for most concerns. However, it can be useful for persistent concerns or for customers who are meticulous about their Kia. A Wear Metal Reference Guide will relate the trace metals found in the analysis and relate them to the suspect component. NOTE: The oil analysis can be useful for customers who also experience an oil consumption concern. Iron - Cylinders, Gears, Rings, Crankshafts, Liners, Bearings, Housings, Rust Chromium - Rings, Roller Bearings, Rods, Platings Lead, Bearing Overlays Copper - Bearings, Bushings, Thrust Washers, Oil Cooler, additives in the oil Tin - Bearings, Bushings, Piston Platings Aluminum - Pistons, Bearings, Pumps, Rotors, Thrust Washers Nickel - Valves Silver - Bearings, Bushings, Platings Manganese - Liners, Rings, additive in fuel Silicone - Airborne contaminants (poor air filtration) and abrasives in the oil used as an anti-foaming agent Boron, Sodium, and Potassium - Found in anti-freeze Magnesium, Calcium, and Barium - Detergent additive and dispersant Phosphorous, Zinc, and Molybdenum - Anti-Wear additive

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Engine Mechanical Diagnosis

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Engine Mechanical Diagnosis Summary

Diagnostic tools are useful for accurately diagnosing engine mechanical concerns. The engine is an air pump that must draw in air. It must also be able to remove the burnt gases from the combustion chamber. Using these diagnostic tools will help you determine how well the engine is sealing, compressing, and flowing. In this material, you have learned how to: Accurately interpret and understand the results of the following diagnostic tools:  Vacuum Gauge  Compression Gauge  Leak Down Gauge  Borescope  Block Check Dye  Cooling System Pressure Tester  DVOM  Stethoscope and Chassis Ears  Global Diagnostic System  Oil Pressure Gauge Understand other variables that can affect engine performance, such as:  Cooling System  Electrolysis  Oil Viscosity  Oil Consumption  Oil Analysis

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Engine Mechanical Diagnosis PROGRESS CHECK QUESTIONS

1. During which of the strokes listed below for a 4-cycle engine are air and fuel drawn into the engine? A. B. C. D.

Intake Compresion Combustion Exhaust

2. When diagnosing an engine using the vacuum gauge, the needle sweeps 6 to 8 inHG in a rhythmic pattern. This indicates which of the conditions listed below? A. B. C. D.

Worn rings Late Valve Timing Major Vacuum Leak Burnt Valves

3. A technician is performing a leak down test on a Kia 2.0L engine. Technician A says if you hear and feel air coming from the exhaust pipe during this test, this would indicate a faulty exhaust valve. Technician B states that if you hear air coming from the intake manifold during this test, this would indicate a faulty intake valve. Who is correct? A. B. C. D.

Technician A only Technician B only Both Technician A and Technician B Neither Technician A nor Technician B

4. Two technicians are discussing leak down testing. Technician A says the engine should be at operating temperature before performing this test. Technician B says you should fill the cylinder with unregulated shop air. Who is correct? A. B. C. D.

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Technician A only Technician B only Both Technician A and Technician B Neither Technician A nor Technician B

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Engine Mechanical Diagnosis PROGRESS CHECK QUESTIONS (CONT.)

5. A technician is using a borescope in a Kia engine. Technician A says that you can view carbon deposits on the intake valves with this tool. Technician B says you can view the piston for signs of damage. Who is correct? A. B. C. D.

Technician A only Technician B only Both Technician A and Technician B Neither Technician A nor Technician B

6. Two Technicians are discussing electrolysis and testing with a DVOM. Technician A says electrolysis can corrode away head gaskets. Technician B says the voltage should not exceed 200mV at idle. Who is correct? A. B. C. D.

Technician A only Technician B only Both Technician A and Technician B Neither Technician A nor Technician B

7. Two technicians are discussing how to use KGIS on the GDS or KDS as a resource to find information related to a mechanical engine concern. Technician A says you can search the latest Technician Times Articles, Technical Service Bulletins, Pitstop Articles, and Service Campaigns. Technician B says you need a special tool that is not supplied with the GDS to read Fuel Trim data. Who is correct? A. B. C. D.

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Technician A only Technician B only Both Technician A and Technician B Neither Technician A nor Technician B

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Engine Mechanical Diagnosis Notes Page

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Engine Mechanical Diagnosis DIAGNOSTIC TOOLS GUIDED PRACTICE TARGET AUDIENCE

GOAL

OBJECTIVES

Kia Dealership Technicians who are able to diagnose, troubleshoot, and repair engine mechanical-related customer concerns. Completing this guided practice prepares you to diagnose and troubleshoot engine mechanical concerns using the appropriate diagnostic tool. Upon completion of this guided practice, you will be able to accurately set-up, calibrate, and interpret the readings of the following diagnostic tools: Vacuum Gauge Compression Gauge Leak Down Gauge Borescope Block Check Dye Cooling System Pressure Tester DVOM Chassis Ears & Stethoscope GDS Scantool Oil Pressure Gauge

INSTRUCTIONS

REQUIRED MATERIALS

TIME TO COMPLETE

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Carefully read through the material and take notes based on the classroom discussion. Throughout the guided practice, there will be activities for you to participate in. In order to complete this guided practice, you will need the following items: Pen or Pencil Safety Glasses Approximately 2 Hours

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Engine Mechanical Diagnosis ACTIVITY 1 – VACUUM GAUGE In this activity, you will use a vacuum gauge to check the operating condition of the engine. Follow all shop safety rules. Assigned Vehicle: __________________________________ 1. Find the appropriate adapter for the Vacuum Gauge (if applicable) and connect the Vacuum Gauge to a good manifold vacuum source on the vehicle. 2. Pull the Main Relay, Fuel Pump relay or the Sensor 1 or 2 fuse. With the Vacuum Gauge secured, crank the engine. What was the cranking vacuum? _____________ 3. Reconnect the Main Relay or the Sensor 1 or 2 fuse. With the Vacuum Gauge secured, start the engine. What is the reading on the Vacuum Gauge with the Air Conditioning Off? _____________ 4. Turn the A/C on. What is the reading on the Vacuum Gauge? _____________ 5. Is this a normal or abnormal condition? _____________ If abnormal, what may be the cause(s)?

* If abnormal, contact your Instructor. 6. Snap the throttle (not rev the engine). What does the Vacuum Gauge do? ______________________________ Why? _________________________________________ 7. With the engine idling, disconnect an ignition coil connector. What is the reading on the vacuum gauge? _____________ 8. Turn off the engine, put the Vacuum Guage back in its case and reconnect the disconnected hose from the engine.

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Engine Mechanical Diagnosis ACTIVITY 2 – COMPRESSION GAUGE In this activity you will use a compression gauge to perform the following compression tests:  Dry Compression Test  Wet Compression Test  Running Compression Test Follow all shop safety rules.

TASK 1 DRY COMPRESSION TEST

1. Open the Compression Tester Kit and make sure all of the appropriate accessories are available. 2. With a DVOM, check battery voltage. What is the reading? _____ V If voltage is low, the engine turns slowly and Compression Gauge readings will be lower. 3. Loosen and re-tighten all spark plugs prior to warming the engine to prevent thread damage. 4. Bring the engine to operating temperature to ensure tight tolerances. 5. Set the parking brake and pull the Main Relay, Fuel Pump relay or the Sensor 1 or 2 fuse. 6. Remove all of the spark plugs. 7. Perform a DRY COMPRESSION TEST: Insert the adapter into the spark plug hole of cylinder 1. 8. While holding the accelerator pedal to the floor, crank the engine over 7-8 times (until the highest reading is achieved). Repeat this test for each cylinder and record the highest reading below. X out cylinders 5 and 6 if working on a 4-cylinder engine. CAUTION: Be sure to release the pressure in the gauge by pressing the release button before moving the gauge to the next cylinder.

Cylinder

1

2

3

4

5

6

Dry Reading

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Engine Mechanical Diagnosis TASK 2 RUNNING COMPRESSION TEST

Follow all shop safety rules. This test will ONLY be performed on one cylinder.

NOTE: The single-cylinder engine running compression test is just for practice. When testing at the shop, all cylinders will be tested. 1. To perform a RUNNING COMPRESSION TEST: Install all of the spark plugs and ignition coils into all cylinders, except for the cylinder to be tested. Be sure to torque the spark plugs to specification. 2. Carefully thread the adapter into the spark plug hole to be tested and connect the tester. 3. Start the engine and record the (engine running) readings. Can you get a good reading? If not, try inserting the Schrader valve and test again. NOTE: Use the technique that will give you the best reading to complete the exercise. The Schrader valve will be damaged during this test. If readings are not steady, replace the Schrader valve. 4. Quickly snap the throttle to get a gulp of air into the cylinder. Do not rev the engine as the gulp of air is what we are measuring, not RPM. Record your results for each cylinder. X out cylinders 5 and 6 if working on a 4cylinder engine.

Cylinder

1

2

3

4

5

6

Running Snap 5. Are the results within specification? If not, list the possible concerns.

6. Put the components back into their case, install the spark plug and ignition coil, and clear any DTCs using GDS or KDS.

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Engine Mechanical Diagnosis ACTIVITY 3: LEAK DOWN GAUGE In this activity, you will use a leak down gauge to check the sealing of the cylinder (rings, valves, head gasket). Follow all shop rules. 1. Bring the engine up to operating temperature. 2. Remove all of the spark plugs. Remove the intake hose, oil filler cap, and radiator cap. WARNING: Be careful when removing the radiator cap on a hot engine or personal injury may result. 3. Position the cylinder to be tested in the Top Dead Center position of the Compression Stroke. CAUTION: Remember to only rotate the engine in the direction of normal rotation or you may jump timing. 4. Insert the adapter hand tight into the spark plug hole of the cylinder to be tested. 5. Turn the regulator on the gauge fully counter-clockwise before connecting the gauge to the air supply hose. 6. Connect the air supply hose to the gauge. Connect the gauge to the adaptor on the engine. Adjust the regulator knob to 100 psi on the gauge and record cylinder leakage below.

Cylinder

1

2

3

4

5

6

Reading 7. Did you hear any excessive sounds from the throttle body, oil filler cap, or exhaust? Were there any bubbles in the radiator? [ ] Yes

[ ] No

If YES, where? _________________________________

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Engine Mechanical Diagnosis ACTIVITY 3: (CONT) 8. Reduce the regulator pressure to 0 psi before disconnecting the adaptor. Repeat steps 4 to 10 for each cylinder to be tested. 9. After all cylinders have been tested, return the equipment back to the storage container. Leave the spark plugs out of the engine.

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Engine Mechanical Diagnosis ACTIVITY 4: BORESCOPE In this activity, you will use a borescope to inspect the cylinders of the engine. Follow all shop rules.

1. With the spark plugs still removed from the previous activity, use the borescope to inspect all the cylinders. 2. Did you find any damage to the piston or scoring of the cylinder walls in any of the cylinders? [ ] Yes

[ ] No

If YES, what did you find?

3. How would the borescope assist in determining a cylinder sealing issue that is discovered during a leak down test?

4. Return the equipment to the storage container and install the spark plugs and ignition coils on the engine. Clear any DTCs using GDS or KDS.

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Engine Mechanical Diagnosis ACTIVITY 5: BLOCK CHECK In this activity, you will check for a cracked block or blown head gasket using the block checker. Follow all shop rules. 1. Set the emergency brake or raise the vehicle so the wheels are off the ground. 2. Remove the radiator cap. Drain the coolant so the fluid level is about 1” - 2” from the base of the filler neck. WARNING: Be careful when removing the radiator cap on a hot engine or personal injury may result. 3. Remove block check test kit from container. Pour tester fluid into the glass test unit to the marked “fill level.” Put the lid back on the primary fluid container. 4. Place the glass test unit onto the radiator filler neck by securing and gently twisting the rubber base. CAUTION: Do NOT twist the glass tube as the force can crack the glass tube. 5. Start the engine and let it warm to operating temperature. Place the rubber squeeze bulb onto the glass test unit. Squeeze the rubber bulb for 1 minute with the engine running. CAUTION: You will be sampling air in the top of the radiator for combustion gases. Do not sample coolant! If coolant is entering the glass test unit, you will need to drain more coolant from the system. 6. What color is the fluid after 1 minute of squeezing the bulb on a warm engine? ________________________ If the fluid is blue and didn’t change, then it is safe to pour back into the primary container and reuse. If the color of the fluid changed (or if coolant was sucked in), discard the fluid and rinse the glass test unit clean. NOTE: ONLY reuse blue fluid that is not contaminated by combustion gasses. 7. Return the components back to the storage container and reset the vehicle.

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Engine Mechanical Diagnosis ACTIVITY 6: COOLING SYSTEM PRESSURE TESTER In this activity, you will pressurize the cooling system and check for leaks using the cooling system pressure tester. Follow all shop rules. WARNING: Be careful when removing the radiator cap on a hot engine or personal injury may result. 1. This test is best if performed on a cool engine. Heat causes parts to expand and may seal a leak. 2. Carefully remove the radiator cap and protect yourself from any coolant. 3. Check the coolant level in both the reservoir and radiator. Are they within specification? [ ] Yes

[ ] No

4. Connect the cooling system pressure tester to the radiator filler neck. 5. Pressurize the system to the PSI indicated on the radiator cap. Is the system holding the pressure? [ ] Yes

[ ] No

Are there any leaks? [ ] Yes

[ ] No

If so, where is the source of the leak?

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Engine Mechanical Diagnosis ACTIVITY 6: (CONT.) 6. Remove the cooling system pressure tester and connect the adapter to test the radiator cap. What is the pressure rating of the radiator cap? _______ What is the pressure reading on the tester? _______ Is this within specification? [ ] Yes

[ ] No

7. Return the equipment to its storage case and reset the vehicle.

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Engine Mechanical Diagnosis ACTIVITY 7: DVOM In this activity, you will use a DVOM to measure coolant electrolysis. Follow all shop rules. WARNING: Be careful when removing the radiator cap on a hot engine or personal injury may result. 1. Use a DVOM set to DC volts. Place the positive probe of the meter in coolant flow and negative lead on negative battery terminal. Turn on all loads (A/C, headlamps, radio, defroster) and run engine at 2,000 rpm. Record maximum voltage. 2. If the voltage is more than 400mV, perform a voltage drop from the engine to the negative battery post and from the frame/body to the negative battery post. Voltage drops should not exceed 100 mV (.1V). Repair and clean grounds if needed. Repeat step #1 to confirm voltage is below limit. Record your results __________ 3. If voltage is still over 400 mV (.4V), notify your Instructor. 4. Return the equipment to the storage container and reset the vehicle.

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Engine Mechanical Diagnosis ACTIVITY 8: CHASSIS EARS & STETHOSCOPE In this activity, you will use the chassis ears and/or stethoscope to pinpoint any abnormal engine noises. Follow all shop rules. 1. Remove the Chassis Ears from the container. 2. Connect the clips to various locations to detect the specified sounds: a. Valve Train b. Accessory c. Bottom End d. Automatic Transaxle 3. Secure the transmitters and cables away from heat and moving objects using the velcro straps. Turn the transmitters ON. 4. Start the engine and double-check the transmitters, clips, and cables to ensure they are free from heat and moving objects. 5. Turn on the receiver and adjust the volume as needed. 6. Toggle the receiver buttons 1 -4. Notice the intensity meter. Do you hear any abnormal sounds? [ ] Yes

[ ] No

7. Gently snap the throttle. Did you hear any abnormal sounds? [ ] Yes

[ ] No

8. Hold the throttle steady between 2000 and 2500 RPM. Do you hear any abnormal sounds? [ ] Yes

[ ] No

9. Turn off the engine. Put the transmitters and receiver back into the case and reset the vehicle.

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Engine Mechanical Diagnosis ACTIVITY 9: GDS / KDS SCAN TOOL In this activity you will check the following using the Global Diagnostic System (GDS) or Kia Diagnostic System (KDS) Scantool:  STFT  LTFT  DTCs Follow all shop rules. 1. Connect the VCI and GDS or the VCI-II and the KDS Scantool to the vehicle. 2. Once connection has been established, go to Engine Current Data and record the STFT and LTFT below. STFT __________ LTFT __________ NOTE: In current data, STFT and LTFT may have different names such as "lambda correction”. 3. Check the vehicle for DTCs. Are there any DTCs present that can be cause by an engine mechanical concern? If so, please list the DTCs

4. List any engine mechanical concern that could be related to the fuel trim values and DTCs present.

5. Return the GDS or KDS equipment to its proper location and reset the vehicle.

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Engine Mechanical Diagnosis ACTIVITY 10: OIL PRESSURE GAUGE In this activity, you will check engine running oil pressure using an oil pressure gauge. Follow all shop rules. 1. Using KGIS, GDS or KDS, locate the Oil Pressure Switch and find the oil test specifications for the assigned vehicle. 2. With a drain pan handy, raise the vehicle and remove the Oil Pressure Switch. Be sure to protect your eyes, clothes, and anything else that can be damaged by oil. 3. Screw the Oil Pressure Gauge into the Oil Pressure Switch hole in the engine block. WARNING: Be careful of hot surfaces and moving parts. 4. Start the engine. What is the cranking oil pressure? _____________ What is the running oil pressure? _____________ Was the test performed Hot or Cold? _____________ What RPM was the test performed as specified on the Global Diagnostic System? _____________ Is this within specification? _____________ 5. Test the Oil Pressure Switch With a DVOM set to Ohms, is there continuity between the terminal and the body? [ ] Yes

[ ] No

If there is no continuity, the switch is bad.

6. Use a Mighty Vac, and apply 7 psi to the oil hole of the switch. Is there continuity? [ ] Yes

[ ] No

If there is no continuity when 7 psi is applied through the oil hole, then the switch is operating properly.

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Engine Mechanical Diagnosis ACTIVITY 10: (CONT.) 7. With 7 psi of vacuum applied, also check for air leakage. Is there air leakage? [ ] Yes

[ ] No

If air leaks, the diaphragm is broken and the switch will need to be replaced. 8. Return the equipment to their proper storage containers and reset the vehicle.

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

YOU HAVE COMPLETE THE GUIDED PRACTICE ACTIVITIES



PLEASE RETURN TO THE CLASSROOM FOR FURTHER INSTRUCTION.

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Engine Mechanical Diagnosis NOTES PAGE

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Engine Mechanical Diagnosis

External Inspections Theory TARGET AUDIENCE

GOAL

OBJECTIVES

Kia Dealership Technicians who are able to diagnose, troubleshoot, and repair engine mechanical related customer concerns. Upon completion of this material, the Kia service technician will be able to demonstrate the knowledge required to accurately inspect external engine mechanical-related customer concerns using specific diagnostic tools. Upon completion of this material, you will be able to accurately interpret and understand the following external engine mechanical inspections:           

INSTRUCTIONS

TIME TO COMPLETE

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Techline PWA Program Spark Plug Analysis Timing Belt / Chain Valve Clearance Camshaft Continuously Variable Valve Timing (CVVT, D-CVVT, & ECVVT) Oil Control Valve Oil Control Valve Filter Oil Pan Inspection Turbocharger Sealing surfaces

Carefully read through the material, take notes based on the classroom discussion and study each illustration. Throughout the material there will be Progress Check questions for you to answer. You may use the material to answer the questions. Approximately 60 minutes

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Engine Mechanical Diagnosis

INTRODUCTION

Not all engine mechanical concerns can be diagnosed using a scan tool and simply checking for DTCs. There are instances when checking the mechanical components is needed to accurately diagnose a concern. This module will focus on the use of various external engine inspections that are effective in diagnosing customer’s engine mechanical related concerns. The items covered in this section are:  Spark Plug Analysis  Timing Belt / Chain  Valve Adjustment  Camshaft Inspection  Continuously Variable Valve Timing (CVVT, D-CVVT, & ECVVT)  Oil Control Valve  Oil Control Valve Filter  Oil Pan Inspection  Turbocharger Operation  Sealing surface inspection FEEDBACK: Remember the Kia 5-Step Process:  Verify the Concern  Analyze the Concern  Diagnose the Concern  Repair the Concern  Verify the Repair

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Engine Mechanical Diagnosis

TECHLINE PWA PROGRAM

This section focuses on accurately diagnosing the concern prior to repairing and replacing parts on a customer’s vehicle. If diagnosis concludes that a short block or long block replacement is required, the following steps must be performed in order to ensure the warranty claim is processed properly. 1. Verify the subject vehicle is currently under the manufacturer’s warranty. 2. Fill out the Engine Core Data/PWA Form COMPLETELY. 3. After completing the Engine Core Data/PWA Form, ensure that both you (the technician) and the service manager sign and date the bottom. 4. Once the form is signed, start a Techline Warranty Authorization Case for ENGINE repair. Fill in all information completely and attach an electronic copy of the completed and SIGNED Engine Core Data/PWA Form to the case under Attachments.  You can scan or take a picture of the form. 5. Once you receive approval from Techline for long or short block replacement, perform the repair.

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Engine Mechanical Diagnosis For complete information about the Techline PWA Program, including electronic copies of the Engine Core Data/PWA Form for printing: A. Go to Kdealer.com and select the Fixed Ops tab. B. Select Warranty (below Fixed Ops). C. Click Warranty Bulletins in the left menu and locate the Techline Warranty Authorization PWA Program bulletin in the bulletin list. Click to view.

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Engine Mechanical Diagnosis

SPARK PLUG ANALYSIS

One of the simplest checks that can be performed on an engine is to closely analyze the spark plugs. Racers have known for years that proper combustion and engine operating conditions can be determined with a spark plug inspection. Kia only uses aluminum cylinder heads, and it is not recommended to remove or install the spark plugs on hot cylinder heads or the spark plug threads may get stripped out. CAUTION: Dielectric grease does NOT conduct electricity. It does have excellent thermal properties and can be used between the porcelain section on the spark plugs and the boot of the ignition coil. Do not put dielectric grease on any metal component such as the spark plug threads or the spark plug connector. An alternative is to use Copper Anti-Seize, which conducts electricity and will reduce the potential for the spark plug threads seizing in the cylinder heads. The aluminum cylinder heads and the steel spark plug threads are dissimilar metals and will have a tendency to seize over long service intervals. CAUTION: Be sure to install and torque plugs by hand to the manufacturer’s specification. Never install using an air tool.

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Engine Mechanical Diagnosis NORMAL – This plug has been running at the correct temperature in a “healthy” engine. Operating in such a desirable environment results in deposits that will be light tan or gray in color with most grades of commercial gasoline.

OIL FOULED – A spark plug shorted by excessive oil entering the combustion chamber. This is often caused by piston rings or cylinder walls that are badly worn. Oil may also be pulled into the chamber because of excessive clearance in the valve stem guides or badly worn valve stem seals. If the PCV valve is plugged or inoperative, or if the hose is clogged, it can cause a buildup of crankcase pressure. This condition can force oil and oil vapors past the rings and valve guides into the combustion chamber. Place the oily plug aside for 20 minutes. If later it is dry, it was fuel fouled not oil fouled. CARBON FOULED – Basically, soft, sooty carbon deposits, as shown below, have a dry, black appearance. If only one or two plugs in a set are fouled, it is a good practice to check for sticking valves or bad secondary ignition wires. Fouling of the entire set might result from an incorrect heat range spark plug or an over-rich air/fuel mixture caused by a clogged air cleaner filter element. Fuel injectors that malfunction can also lead to this condition. Other causes include weak ignition system voltage or poor cylinder compression. WORN – This spark plug shown has served its useful life and should be replaced. Voltage required to fire the plug has approximately doubled and will continue to increase the longer the engine operates. Even higher voltage requirements (as much as 100%) above normal may occur when the engine is accelerated quickly. Poor engine performance and a loss of fuel economy are traits of worn spark plugs.

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Engine Mechanical Diagnosis INSULATOR GLAZING – This condition may cause misfiring at high engine RPM. Shiny deposits usually suggest that temperatures have suddenly increased during hard acceleration. As a result, normal metallic deposits do not have a chance to slough off the plug, and they melt and form a conductive coating that causes the misfire.

MECHANICAL DAMAGE – Mechanical damage to the firing end is caused by a foreign object in the combustion chamber. When working on an engine, it is advisable to keep the spark plug holes covered to prevent debris from entering the combustion chamber during service.

OVERHEATED – Note the dead white or gray insulator nose that appears “blistered.” Electrode gap wear rate will be considerably in excess of that normally expected. This is often caused by over advanced ignition timing, poor engine cooling system efficiency (scale, stoppages, and low level), a very lean A/F mixture, a leaking intake manifold, or the use of a spark plug too hot for the application. SPLASH FOULED – Can be caused by bad valve seals. Note how the center electrode is fouled on one side.

ASH FOULED – A buildup of combustion deposits comes from burning oil and/or fuel additives during combustion. These are normally nonconductive. However, when heavier deposits are allowed to accumulate over long mileage periods resulting in a plug misfire condition.

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Engine Mechanical Diagnosis GAP BRIDGING – This rare condition is caused by combustion deposits thrown loose and are lodged between the electrodes, causing a dead short, and misfire. Fluffy materials that accumulate on the side electrode may melt to bridge the gap when the engine is suddenly put under a heavy load.

PREIGNITION – This causes the center electrode and the ground electrode to melt. Preignition is caused by glowing combustion chamber deposits, hot spots in the combustion chamber due to poor control of engine heat, or ignition cross-firing between spark plug wires.

DETONATION – Can fracture the insulator nose of the spark plug. Explosions that occur when the operating condition exists apply extreme pressure on internal engine components. Major causes include a faulty EGR valve, lean air/fuel mixtures, ignition timing advanced too far, and insufficient octane rating of the gasoline.

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Engine Mechanical Diagnosis

TIMING BELT AND TIMING CHAIN

The timing belt and chain is a critical component that keeps the camshafts mechanically timed to the crankshaft. The marks on the camshaft sprockets and crankshaft must line up perfectly with their corresponding alignment marks. If the marks do not line up, whether it is due to age or the timing belt slipped, then there will be a drivability concern and possible damage on an interference engine. Over time, the belts and chains tend to wear and need service. Symptoms of belt stretch could include performance or a MIL illumination. Some timing chains may also produce excessive noise due to chain stretch. FEEDBACK: What is the interval for timing belt service?

NOTE: With the exception of the following, ALL Kia engines are interference engines:  

2.0L engine used in 2002 and earlier Sportage models is non- interference 1.8L engines used in 2001 and earlier Spectra and 2004 and earlier Sephia models are non- interference

If cam/crank timing on an interference engine is not correct, or the belt/chain breaks or jumps a tooth, the pistons will contact the valves and bend them. Also, do not rotate an interference engine with the belt or chain off to prevent valve damage.

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Engine Mechanical Diagnosis

When the timing belt or chain is working properly, the valve timing is in perfect synchronization with the crankshaft, connecting rods and pistons. Kia uses two types of timing components:  Timing Belt  Timing Chain Timing belts tend to be quieter than chains, which reduce NVH related customer concerns. Also, timing belts are less costly to manufacture, less mass than a chain, and do not require lubrication. However, there are times when the timing belts or chains do not work properly due to:  Skipped tooth or damaged sprocket  Worn from normal use  Weak tensioner CAUTION: It is recommended to inspect the timing belt or chain tensioner, if necessary, when servicing the timing belt or chain. The tensioner can fatigue over time, causing timing-related concerns shortly after service of a new timing belt or chain. This does not apply to ratcheting oil pressuretype tensioners. CAUTION: Always turn the crankshaft in the direction of engine rotation. Turning the crankshaft in the opposite direction of rotation may cause the belt or chain to jump timing.

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Engine Mechanical Diagnosis

When a customer experiences a timing belt or chain concern, typical concerns include:   

Engine misfire (possible MIL illumination) Abnormal Valve Train Noise regardless of engine speed If the timing belt (or chain) breaks, mechanical damage will occur on an interference engine. Also, the engine may not crank since the crankshaft may not rotate due to debris or damage.

Follow the Service Information for vehicle specific data for timing belt or chain replacement. CAUTION: If the tensioner must be reused, it is recommended (not required) to compress the tensioner in a vertical position, not horizontal.  If the tensioner is compressed horizontally, then air could get past the seal into the high-pressure chamber which could result in weaker tensioner pressure, excessive valve timing noise, and timing mark concerns.  If compressed horizontally, wait 5 minutes after compressing before removing the locking pin.  Also, the tensioner must be set undisturbed on the block for a minimum of 5 minutes before cranking the engine over. While the timing belt is off, be sure to check all pulleys and accessory drives for smooth operation. If a customer is concerned with a noise under the hood, it may be a result of an accessory, pulley, or bearing wearing out. EMD - Course Guide 01

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Engine Mechanical Diagnosis

BALANCE SHAFTS

A balance shaft is an eccentric weighted shaft that offsets vibrations in engine designs that are not inherently balanced. The basic concept is a pair of balance shafts that rotate in opposite directions at twice the engine speed. Balance shafts are most common in inline four-cylinder engines, which, due to their design asymmetry, have an inherent second order vibration (vibrating at twice the engine RPM) that cannot be eliminated no matter how well the internal components are balanced. This vibration is generated because the movement of the connecting rods in an even-firing four-cylinder inline engine is not symmetrical throughout the crankshaft rotation, no matter how closely the components are matched for weight (balanced). For many years, 2.0L was viewed as the “unofficial” displacement limit for a production inline four-cylinder engine with acceptable Noise, Vibration, and Harshness (NVH) characteristics (i.e. balance shafts were not deemed necessary). The problem increases with larger engine displacements (longer stroke), the magnitude of the inertial vibration increases.

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Engine Mechanical Diagnosis

Balance Shaft Module On Kia engines, the balance shaft(s) may be chain or belt driven. Some balance shafts are built into the engine block while others are in separate modules bolted to the engine (such as the 2.4L 4-cylinder as shown above).

The oil pumps are part of this balance shaft module as well.

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Engine Mechanical Diagnosis

Balance Shaft Belt

Balance Shaft Tensioner

Service

When servicing the timing belt (or chain), it is also a good idea to service the balance shafts timing belt or chains. KMA recommends that the counter balance shaft belt be replaced when replacing the engine timing belt, even though this replacement is not specifically required per the maintenance section of the Service Manual. On belt-driven shafts, inspect the belt tensioners, too.

Service Intervals

Recommended service intervals are as follows: Timing Belts:  Under normal conditions, the engine timing belt and counter balance shaft belt should be inspected every 30,000 miles and replaced every 75,000 miles.  Under severe conditions, the engine timing belt and counter balance shaft belt should be replaced every 50,000 miles or 48 months. NOTE: This information DOES NOT supersede the owner’s manual or KGIS maintenance schedule. ALWAYS refer to the maintenance schedule for the specific vehicle for correct timing belt service intervals. Timing Chains: Do not require replacement as a maintenance item.

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Engine Mechanical Diagnosis

VALVE ADJUSTMENTS

Valve adjustments are recommended at regular service intervals. Valve clearance increases due to engine and camshaft wear. Engine wear that affects valve adjustments include camshaft lobe wear, tappet wear, and valve wear. Engines in some Kia vehicles have an inspection and replacement schedule depending on the engine type and customer’s usage style (Normal or Severe Maintenance Schedule in the Owner’s Manual).  Normal valve clearance inspection / adjust, if necessary, is every 60,000 miles.

How Does Valve Lash Effect Engine Operation?

Having the proper valve lash adjustment promotes the following conditions:      

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Helps maintain the proper engine operating temperature Helps maintain optimum fuel economy Reduces unusual oil consumption and wear Helps maintain rated horsepower output Helps extend the life of the engine Helps keep a lower cost of ownership

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Engine Mechanical Diagnosis Valve Lash Too Tight

Having a valve lash adjustment too tight, the following conditions can occur:    

Valve Lash Too Loose

Poor idle quality (un-even) Low-end performance would suffer Cause the engine to run hotter than normal Potential exhaust valve damage (burned valves)

Having a valve lash adjustment too loose, the following conditions can occur:     

A “noisier” than normal valve train Cause an accelerated wear on valve train components Potential chance of damaging/breaking of valve train components High-end performance loss Could cause a slight improvement of low end performance

A combination of these two conditions could cause uneven idle and possible engine damage.

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Engine Mechanical Diagnosis Types of Valve Lash Adjusters

There are two types of Valve Lash Adjustors used in the KIA family of engines, these are:  

HLA – Hydraulic Lash Adjustor (aka Hydraulic Tappet) MLA – Mechanical Lash Adjustor (aka Solid Tappet)

Rocker Style HLA

Bucket Style HLA

HLA

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An HLA consists of a hollow expanding piston (oil filled) tappet. HLAs are designed to ensure that the valve train always operates with “zero” clearance, lending to quieter operation. Clean oil is critical to the operation of HLAs.

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Engine Mechanical Diagnosis Oil flows into the HLA, where it flows past the check ball into a chamber in the inner plunger and forces the inner plunger away from the outer plunger. This action takes up the space between the camshaft and the valve. When the cam lobe contacts the HLA, the oil trapped inside cannot be compressed and therefore applies pressure to the valve to open it. As the lobe rotates away and the valve closes, the oil trapped inside can flow out through holes in the side of the HLA. HLA Service Maintenance

 

A faulty HLA (noisy adjustor) is simply replaced. There isn’t any measurement that can be made. A faulty/noisy HLA means that the internal piston mechanism is not providing the correct “hydraulic” action required to activate the valve properly and maintain the recommended “zero” clearance.

This “hydraulic” action can be tested and possibly found to be just dirty. This testing method is available in the vehicle’s service information to help determine if the adjustor needs to be replaced (faulty) or simply cleaned.

Other reasons to replace an HLA adjustor(s) could fall under the following conditions:  Excessive clearance/wear found in all/most of the adjustors.  Due to a service condition, the cylinder head and/or the engine block needs to be replaced.

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Engine Mechanical Diagnosis MLA

In the KIA family of engines, two types of MLAs are used:  

Bucket

Puck

Bucket-style shim Puck-style shim

The bucket-style shim is shaped like a bucket with its open end facing the top of the valve stem and its bottom side touching the cam lobe. The valve stem rides inside of the bucket-shaped opening.

The puck-style shim consists of a solid disc that rides on the top of a bucket, touching the cam lobe. Both of these MLA types require being removed from the engine and replaced (as required) to ensure the proper operating valve lash clearance.

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Engine Mechanical Diagnosis Checking MLA Clearance

Valve adjustment scheduled inspection and/or adjustment intervals are 60,000 miles. This proper clearance is what ensures that an engine will run smoothly and to its peak horsepower rating.

MLA adjustor (shim) clearance is measured between the base circle of the cam lobe (when the valve is fully closed) and the shim. A feeler gauge is used to represent the proper clearance between the cam and the adjustor.  If the feeler gauge tolerances are lower than specification, then the valve adjustor is too thick (clearance too small). A thinner shim should be used to replace the existing one.  If the feeler gauge is too loose (clearance too large), then a thicker shim should be used.  If the clearance is excessive, check that the camshaft lobe is not worn prior to replacing the shim.

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Engine Mechanical Diagnosis VALVE CLEARANCE ADJUSTMENT PROCEDURE

Changing MLA Bucket Shims

Selecting the correct shim (bucket or puck) to obtain the correct valve clearance adjustment is critical to proper operation of the engine. To remove and change bucket-style shim requires removal of the camshaft to allow changing of the shims. Refer to KGIS for the correct procedures when performing camshaft and bucket shim removal and installation. 1. Measure the existing MLA clearance (as described earlier).

2. Once removed, measure the existing shim thickness using a micrometer. 3. Select the correct shim to bring the clearance within specifications and reinstall the camshaft. Changing MLA Puck Shims

1. Measure the existing MLA clearance (as described earlier).

2. Remove the shim from the engine using special tool 09220 – 2D000 pliers and stopper.

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Engine Mechanical Diagnosis

3. With the valve in the correct position, collapse the valve spring using the pliers. 4. Insert the stopper along the edge of the lifter bucket between the lifter bucket and the camshaft, allowing the shim to be removed.

5. Remove the pliers. The stopper will remain in position and keep the valve compressed. 6. Remove the shim using a small screwdriver or magnet.

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Engine Mechanical Diagnosis

7. Measure the existing shim thickness using a micrometer. This particular puck shim is for an exhaust valve and measures 0.0882”.  The valve clearance measured before removal is 0.0068”.  The specified valve clearance for and exhaust valve on this engine (at 68°F) is 0.28 mm (0.0110”). 8. Compare the shim and the MLA clearance measurement and refer to the chart (on the next page) to figure out which shim to install. In this case, we would install a No. 4 shim that is 2.12 mm (0.0835”) thick. NOTE: There is a separate shim chart for intake and exhaust valves (exhaust valve shown). Full-size versions of both charts are in the Guided Practices for this section. Another way to select the right shim is by using the following formula: A + B - X = Y A B X Y

= Measured Clearance = Installed Shim Measured Thickness = Service Info Clearance Specification = New Shim Thickness for proper Clearance

Using the measurements above: 0.0068 + 0.0882 - 0.0110 = 0.084 (No. 4 Shim) 9. Use the pliers to compress the valve spring and remove the stopper and the pliers.

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Engine Mechanical Diagnosis

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Engine Mechanical Diagnosis

CAMSHAFT INSPECTION

We will discuss measuring the camshaft lobes using digital calipers to identify a worn camshaft lobe, in addition to measuring camshaft end play using a dial indicator. Symptoms of a worn camshaft lobe can include:    

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Cylinder miss – More noticeable in HLA engines. Lifter Tapping – Most common indicator of worn cam lobe. Most noticeable at idle. Backfiring / Popping – Starts at higher RPMs but works down to lower RPMs as lobe wears more. DTCs – Misfire code for cylinder with worn lobe.

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Engine Mechanical Diagnosis Measure Camshaft Lobe

To use the digital calipers to measure a camshaft lobe, perform the following: 1. Using KGIS, locate the camshaft lobe specifications for your vehicle. 2. Rotate the camshaft so the calipers can be placed over the camshaft lobe as shown below.

3. Place the digital calipers on the camshaft and measure the height of the cam lobes. 4. Compare your measurements to the specifications in KGIS.  If one of the camshaft lobes is not within specs, the camshaft must be replaced.

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Engine Mechanical Diagnosis

Camshaft End Play

The camshaft is supported in the engine head by the bearings caps. Ideally, the bearings and the camshaft never come into physical contact; instead, under running conditions, they are separated and protected by an oil film or wedge that absorbs the loads. These loads are both radial (spinning) and longitudinal (fore and aft) forces. End play is the allowed amount of front-to-rear movement of the camshaft in the cylinder head (may also be known as thrust).

A dial indicator is used to measure end play.

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Engine Mechanical Diagnosis

Measure End Play

To measure camshaft end play: 1. Attach the dial indicator base to the cylinder head. Position the dial indicator to allow the most "straight on" measurement (as shown). 2. Touch the tip of the plunger to the camshaft, camshaft gear, or CVVT. NOTE: Make sure to compress the plunger to about halfway between fully extended and fully compressed.

3. With the dial indicator mounted, move the camshaft away from the dial indicator. To do this, use a pry bar between the cam lobes and a bearing cap and carefully pry the camshaft away from the dial indicator. NOTE: Use care not to pry too hard against the cam lobe or bearing cap to prevent damage.

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Engine Mechanical Diagnosis

4. After prying the camshaft, loosen the dial indicator bezel lock screw and rotate the dial so that “0” lines up with the needle. Lock the bezel lock screw.

5. Now carefully pry the camshaft in the opposite direction.

6. Note the measurement on the dial indicator.

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Engine Mechanical Diagnosis 7. Repeat this process a couple times to make sure you get the correct measurement. 8. Compare your measurement to specifications in KGIS to decide how to proceed further.  The end play of this camshaft is .005”.  The specification for this vehicle (2009 Spectra) and engine (2.0L) is 0.0040 – 0.0079”.  This reading tells us the end play of the camshaft is within specifications and is OK. If when measured, excessive end play is found, the damage has been done. Replace the camshaft. If necessary, replace the cylinder head.

Crankshaft End Play

Crankshafts also have end play specifications that are measured similarly to camshafts. Crankshaft end play is controlled by the machined crank thrust surface and thrust bearings (A). Excessive end play means one of these two surfaces is worn and requires service.

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Engine Mechanical Diagnosis

CVVT

Kia Motors uses a Continuously Variable Valve Timing (CVVT) System in its vehicles. The crankshaft is in direct rotation with the exhaust (and/or intake) camshaft sprocket. Oil provides the hydraulic pressure into the CVVT unit, which advances or retards the timing of the camshaft. This means the camshaft can have a range of degrees of advance incrementally between 0° and 40°.

D-CVVT

This dual configuration is often referred to as the Dual Continuously Variable Valve Timing (D-CVVT) System. Many engines adjust both the intake and exhaust camshafts at the same time. The D-CVVT will use a separate CVVT unit to operate each camshaft. The range of advance and retard are as follows:  Exhaust cam can retard up to 40°  Intake cam can be advanced 40°

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Engine Mechanical Diagnosis

E-CVVT

Why go through all of this trouble?

Newer engines such as the 2.4L in the 2016 Sorento use a combination of a CVVT along with an E-CVVT (Electric Continuous Variable Valve Timing). In this configuration, the intake cam is adjusted using an electric motor, while the exhaust uses a traditional hydraulic CVVT unit. Kia uses the CVVT to enhance performance that will increase engine efficiency as well as reduce emissions. What do we mean when we say advance and retard?  Advance means the cam is operating earlier relative to crankshaft position.  Retard means the cam is operating later relative to crankshaft position.

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Engine Mechanical Diagnosis EGR Function

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Kia engines equipped with CVVT do not have EGR valves. Because Kia can control the amount of camshaft overlap, we can vary the timing of the camshafts under the right conditions to create a natural EGR effect that reduces NOx emissions.

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Engine Mechanical Diagnosis

Hydraulic CVVT Components

The heart of the hydraulic CVVT unit consists of:     

Sprocket Rotor (aka Vane) Spring Loaded Locking Pin Vane Seals Housing

The CVVT uses hydraulic pressure from the engine oil supply to either pressurize the advance or retard side of the vane. The vane moves clockwise or counter-clockwise within the housing depending on which side of the vane is pressurized. A spring loaded locking pin holds the intake CVVT unit in the at rest position (fully retarded). When the oil supply is fed to the CVVT unit, the locking pin will release and the vane can advance the intake camshaft incrementally between 0° and 40°. The normal position can be held with the spring-loaded locking pin if there is a lack of oil pressure. The exhaust CVVT unit is held in the advanced position by a large coil spring. Oil pressure retards the exhaust camshaft timing between 0° and 40°.

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Engine Mechanical Diagnosis

The CVVT mounts directly onto the intake camshaft and/or exhaust cam. The locator matching pin is used to align the CVVT unit to the proper location. If you suspect that the valve train components might be distorted, a check of the camshaft position with the GDS or KDS and visual inspection of the valve train is required.

Using GDS or KDS in Current Data mode, monitor the desired and actual camshaft position parameters on both engine banks. The desired value should be at 0° when the engine is idling.

At off idle and under a load (power brake), camshaft values should increase.

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Engine Mechanical Diagnosis

If the actual position exceeds +/– 3.00 (fluctuating) the position of the CVVT / exhaust dowel pin and camshaft bores should be inspected. If excessive wear has been identified on the CVVT (including the intake sprocket / exhaust sprocket / camshafts), replace all these components together due to component wear. Tighten both the CVVT unit (which includes the intake sprocket) and exhaust camshaft sprocket bolt to 49.2~57.9 lb-ft while maintaining the stationary position of the camshaft by holding the hexagon portion of the camshaft. Failure to properly inspect valve train components and/or torque the intake and exhaust camshaft bolts can cause wear and repeat dowel pin and bore distortion. * Courtesy of Pit Stop PS051

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Engine Mechanical Diagnosis

CVVT Oil Control Valve

The Oil Control Valve (OCV) controls the flow of oil to either the advance or the retard chambers of the CVVT unit. When pressure is sent into either of the advance or retard chambers, the opposite chamber releases pressure back through the valve. The OCV receives full battery voltage and duty cycles to assure the proper advance or retard of the camshaft.

Use care not to damage the OCV when installing the engine cover on 1.6L GDI engines. Clearance between the OCV and the bottom of the engine cover is minimal; therefore, dealer personnel should refrain from using excessive force when trying to ensure the engine cover is fully seated. * Refer to PS296

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Engine Mechanical Diagnosis

The Oil Control Valve (OCV) can be tested using the GDS or KDS Actuation Tests. This should put the CVVT to full advance, and the idle should stumble. If it doesn’t change, then debris may be clogging the OCV Filter or the supply oil passages may be clogged. Refer to TSB ENG 046 for additional information about OCV inspection.

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Engine Mechanical Diagnosis

Filter

CVVT – Oil Filter

The CVVT Oil Filter is a secondary filter that is separate from the engine’s primary filter. It is designed to provide extra filtering to protect the CVVT Oil Control Valve from debris that can potentially damage the valve and create an engine performance concern. The location of the CVVT Oil Filter can be:  On the side of the block  Internal between the engine block and the cylinder head  Integrated to the OCV and is not serviceable The filter is designed to be removed and cleaned if it becomes clogged. This task is obviously more difficult if the filter is located within the engine. Refer to the vehicle’s Service Information for location and service data. NOTE: The CVVT Oil Filter can become clogged due to sludge, lack of maintenance, or debris. Emphasize customer maintenance to reduce potential CVVT Oil Filter concerns.

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Engine Mechanical Diagnosis Oil Viscosity

Oil flows differently when it is cold than when the engine is warm. When the oil is cold, it is typically thick. The thicker viscosity affects the CVVT operation, and the ECM must compensate for the different flow values. NOTE: Oil that is not recommended can also have an effect on CVVT operation as well as non-manufacturer additives.

CVVT – Oil Temperature Sensor

Some older models are equipped with an Oil Temperature Sensor (OTS). If the OTS terminals become corroded, which increases resistance in the circuit, then the ECM will set a DTC P0196, P0197, or P0198. Follow the Service Information for the latest component tests. The Oil Temperature Sensor requires two trips to illuminate the MIL.

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Engine Mechanical Diagnosis

E-CVVT

KIA now uses an Electric Continuous Variable Valve Timing (E-CVVT) system in many models. The E-CVVT is located on the intake camshaft of the engine (A) and uses DC motor rotation to control the rotation angle of camshaft, relative to the rotation of the crankshaft (0 to 90°) - regardless of engine oil pressure. The exhaust camshaft timing is hydraulic CVVT. E-CVVT controls the DC motor current using a duty signal to more closely control the system, to increase reaction speed of the intake cam, improve start ability, and reduce emissions. The result is improved performance and fuel efficiency.

Operation

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E-CVVT has an operating angle that is double that of CVVT. There is no sensor inside E-CVVT. Valve timing is calculated by comparing CKPS and CMPS. For precision control, the camshaft has been given a 4-flank-type target wheel.

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Engine Mechanical Diagnosis Fail-Safe

In the event of a failure, the E-CVVT is automatically maintained in a maximum retarded state by cam torque.

E-CVVT Components

The E-CVVT assembly bolts to the intake camshaft in a similar fashion to the traditional CVVT assembly, utilizing a single bolt.

The electrical connector that drives DC motor is mounted in the cover assembly. The cover contains contacts that connect to the brush plate.

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Engine Mechanical Diagnosis

To prevent the E-CVVT from engine oil contamination, the cover assembly contains an oil seal, assembly plug, and assembly cover plug.

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Engine Mechanical Diagnosis The brush plate contains slip rings to connect to the contacts on the housing cover. The brushes in the brush plate connect to the armature assembly. The housing (Yoke with integrated magnets) contains an additional oil seal at the rear to prevent oil from damaging the motor.

The reducer is bolted to the motor housing and contains the timing gear as well as the components that allow the timing to be advanced or retarded by the motor. Oil Intrusion

The E-CVVT system utilizes two seals to prevent intrusion of oil and/or dust – a seal on the cover and a seal that is recessed in the E-CVVT. If oil is found inside the cover, the cover, the oil seal within the E-CVVT assembly and the ECVVT assembly should be replaced. VIDEO: E-CVVT Cover & Motor Plug Installer

Refer to:

 

PitStop PS415 Tech Times Vol 18, Issue 3

NOTE: Cover and Motor Plug Installer Special Tool (P/N 09243 C1000) must be used for this procedure.

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Engine Mechanical Diagnosis

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Engine Mechanical Diagnosis

E-CVVT Replacement

After replacing the E-CVVT, you must reset the E-CVVT values using GDS or KDS. Follow the on-screen instructions to perform the procedure correctly.  

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The vehicle learns the E-CVVT cam position during cranking. During the procedure, after the position is learned (while cranking) the vehicle starts.

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Engine Mechanical Diagnosis

OIL PAN

It may seem obvious not to raise a vehicle by the oil pan as pan damage does occur. Oil must circulate throughout the entire engine and any restriction to oil flow that isn’t designed by the manufacturer is not recommended. Some customers with oil pan damage may experience lower end noise regardless of engine RPM. This is due to oil starvation to the connection rod bearings and main bearings. FEEDBACK: Is oil pan damage covered under warranty?

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Engine Mechanical Diagnosis

TURBOCHARGERS

Adding a turbo to an engine allows designers to use a smaller displacement engine for better fuel economy in normal driving but still have strong acceleration under load. This is due to the increased air and fuel delivered to each cylinder due to the turbocharger forcing more air into the engine than what the engine would otherwise normally be able to bring in. VIDEO: Theta Turbo operation. Kia vehicles are equipped with either a single or twin scroll turbocharger.

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Engine Mechanical Diagnosis

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Engine Mechanical Diagnosis How the Turbocharger Works

Turbochargers have two separate turbines that are joined by one common shaft. The first turbine is called the exhaust turbine and it is used to drive the second turbine, which is called the compressor. The common shaft rides on a set of bearings that are lubricated by filtered engine oil. This oil is typically supplied by a hose that is drawn from the housing at or near the oil filter. The oil is kept in the center housing by a set of seals at each end of the common shaft.

Single Scroll

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On a single scroll turbocharger, the exhaust turbo housing is mounted to the exhaust manifold and is driven from exhaust gasses. As the exhaust gases flow through the exhaust turbine, it spins the turbo. This turbo then spins the compressor turbine, which draws in outside air and compresses the air as it flows through the compressor housing. This air that flows out of the compressor is pressurized in the intake manifold and then forced into the cylinders.

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Engine Mechanical Diagnosis Twin Scroll

Twin-scroll turbocharger designs have two exhaust gas inlets divided by split walls inside the turbine housing, with both gas passages controlled by a waste-gate. A smaller sharper angled passage for quick response and a larger less-angled passage for peak performance. With variable camshaft timing, exhaust valves in different cylinders can be open at the same time, overlapping at the end of the power stroke in one cylinder and the end of exhaust stroke in another. In twin-scroll designs, the exhaust manifold physically separates the channels for cylinders that can interfere with each other so that the pulsating exhaust gasses flow through separate spirals (scrolls). With common firing order 1-3-4-2, two scrolls of unequal length pair cylinders 1-4 and 3-2. This lets the engine efficiently use exhaust scavenging techniques, which decreases exhaust gas temperatures and NOx emissions, improves turbine efficiency, and reduces turbo lag at low engine speeds.

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Engine Mechanical Diagnosis Turbocharger Maintenance (Oil)

Special maintenance should be taken when changing the oil. Follow the recommended maintenance schedule for the specific vehicle. The reason for this is that the turbo is utilizing hot exhaust gases and is spinning at a high rate of speed. This causes the oil to get very hot in the center housing and can cause thermal viscosity breakdown as a result of these high temperatures. If there is doubt regarding a vehicle’s oil maintenance, an Oil Analysis test may be helpful to educate the customer about oil maintenance and the type of oil recommended by the manufacturer. Since the shaft spins on bearings, oil must be clean and operation pressure must be maintained at the bearings. Low oil pressure or clogged oil ports before the bearings can quickly damage the shaft bearings. A clogged return line after the bearing may cause the shaft seals to leak due to too much pressure. NOTE: Kia only recommends factory oil and filters. An improper oil filter may not filter debris from the oil that can get between the bearing and the shaft, which results in permanent pitting or grooving.

Oil “Coking”

A clogged oil feed or return line may be caused by oil "coking" (pronounced "coke-ing") issues. Coking is a solid residue that develops when engine oil is subjected to extreme oxidative and thermal breakdown when the lubrication system is operating at extreme temperatures. The oil filter will pick up most of the coke deposits until the filter reaches its maximum saturation point which will then force the filter to go to bypass mode. Coking builds up in the oil galleys over time and an oil filter in bypass mode may increase the deposit rate in the oil galleys. NOTE: The coking thresholds for oil on turbocharged engines vary per the individual company’s formula. Follow Kia’s maintenance recommendations oil changes and be extra vigilant if the vehicle is equipped with a turbocharger.

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Engine Mechanical Diagnosis

Turbocharger Maintenance (Air Filter)

Kia Motors only recommends genuine Kia parts for air filters. If an aftermarket filter is used or if the air filter has been removed, then small bits of debris may enter the compressor side of the turbo housing. The turbine wheel blades are balanced from the manufacturer and are at risk of being nicked or cracked. A turbocharger can spin at very high speeds. If the blades are damaged on the turbine and it is out of balance, this can damage the bearings and the turbo housing as well. NOTE: Make sure that the air filter is clean and not full of debris. This can result in low flow to the compressor or could lead to debris in the compressor itself.

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Engine Mechanical Diagnosis

Related General Turbo Concerns

One of the concerns that customers have may be a loss of power. There are a few different reasons for this concern:  Clogged air filter - If the intake is starving the turbo of fresh air, this will limit the amount of boost that the compressor can produce resulting in a loss of power.  One of the compressed air intake pipes could be leaking or disconnected - If an intake pipe is leaking or disconnected, then the compressed air that is being produced for the engine by the turbo is being released into the atmosphere, which means there will be a reduction of boost pressure. Another concern that a customer may have is that every time they have the oil changed, they notice after a few weeks that the oil may be low. This typically means that the car is burning oil or using oil. When a car is turbocharged, you have to look at the signs for the oil consumption. An area you should look at is the turbo. This sometimes happens when the turbo is abused. Check the turbo housing for oil seepage at the shaft seals. While you are inspecting the seals, check the shaft for excessive end play. This may mean that the oil is escaping from around the shaft seals and is leaking into the housing of the turbo. NOTE: If the oil is not flowing freely as a result of a partially clogged port after the shaft bearings, the oil may be building up in the housing and burned. An Oil Pressure Gauge may be helpful to determine if the right PSI is being delivered through the turbo.

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Engine Mechanical Diagnosis

The Waste Gate

The waste gate is used to protect the turbo and engine from being harmed from too much boost. The waste gate is a valve that acts as a short cut for excessive exhaust gas to be diverted away from the turbine when there is too much boost being produced. With an excessive amount of exhaust flowing over the compressor turbine, the turbo can over rev and permanently damage the turbo or cause damage to the engine. The waste gate opens to divert exhaust gases away from the exhaust turbine to slow it down. This in turn slows the compressor turbine (being connected by a common shaft) to reduce boost pressure. The waste gate is actuated by a valve that drives a shaft that opens and closes the waste gate. This valve can be actuated either electronically or by air pressure. The valve will be set by the manufacturer to a predetermined amount and when it reaches that limit, the valve will open the waste gate and release the pressure in the turbo away from the compressor turbine. A waste gate that is stuck open or partially open will cause the vehicle to have a noticeable loss of power. This loss of power will be a result of the turbo never reaching its full boost pressure that is determined by the manufacturer. With a waste gate that is stuck closed, the customer will notice a significant amount of boost at higher speeds. The concern with too much boost is that under load, the waste gate can no longer protect the turbo and result in permanent turbo and/or engine damage.

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Engine Mechanical Diagnosis

Recirculation Valve

The Recirculation Valve (RCV) (also called the Blow-Off Valve (BOV)) keeps the boost from stopping the compressor wheel when the throttle is closed. This is to prevent turbocharger damage.

The RCV is operated by engine vacuum. The PCM controls the operation of the RCV Control Solenoid Valve. This valve controls the vacuum to the RCV. When the RCV receives manifold vacuum (when the throttle plates are closed and the PCM commands the RCV Valve to send vacuum to the RCV), the RCV opens, allowing the pressure in the intake between the turbo and the throttle body to vent to the air filter inlet through the recirculation hose.

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Engine Mechanical Diagnosis

TORQUE-TO-YIELD BOLTS

Torque-To-Yield (TTY) bolts are designed with a specific length and have a specific tensile strength. They provide a more accurate means of fastening and are less susceptible to engine vibrations. They have the ability to expand and contract while retaining a constant pressure, such as on a cylinder head gasket. Through the process of tightening bolts, there is an effect that is referred to as “clamping.” Because TTY bolts have a relative low tensile strength, the bolts go through a process of elasticity that can create a relatively high clamping strength for their size. The process to tighten a TTY head bolt is somewhat unique in that the bolt is first tightened to a specific torque. This torque is then followed by torque to turn. When they reach this phase of the process, Torque-To-Yield head bolts reach the elastic stage. Depending on the tensile strength, if the bolts are turned beyond the recommended specification, they are vulnerable to breaking. Since TTY bolts are tightened to torque and then torque to turn within their specification where they reach their strongest point, the TTY bolts create much higher clamping rate than standard bolts. NOTE: Common locations for Torque-To-Yield bolts are the cylinder head bolts and crankshaft bolt. Other TTY bolts include the oil pump assembly and GDI high pressure pump. Always refer to the Service Information for torque values and specifications.

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Engine Mechanical Diagnosis

Once a bolt is tightened beyond its yield point, it can no longer reach the same clamping strength because it has been permanently stretched (as shown above). The risk of reusing TTY head bolts is that they are prone to breaking since they have already been stretched. CAUTION: Never reuse a Torque-To-Yield bolt.

NOTE: When performing repairs, identify any TTY bolts requiring replacement when ordering parts.

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Engine Mechanical Diagnosis

Crankshaft Bolts

The crankshaft pulley bolt is a critical fastener that requires accurate torque execution. The difficulty with applying torque to the crankshaft pulley bolt is that the crankshaft tends to rotate when torque is applied. It is recommended to secure the crankshaft (Kia offers several Special Service Tools for various applications) so that the crankshaft can be held stationary while the crankshaft bolt is being torqued. CAUTION: Under NO circumstances should the bolt be installed using an impact gun! A bolt may come loose shortly after the vehicle has been serviced. The usual indicator of such loosening is a customer’s concern of a rattling noise coming from the engine compartment. Ultimately, this may be traced to the crankshaft pulley assembly. Proper bolt torque is essential for long-term durability and increased customer satisfaction. Technician Times – Volume 9, Issue 2, Page 7

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Engine Mechanical Diagnosis

SEALING SURFACE INSPECTION

Earlier, we watched a video and discussed how to diagnose an engine with a blown head gasket by performing a block check using a block tester and test fluid. When a vehicle experiences a head gasket failure, more than likely, the engine has reached temperatures that could cause damage to the cylinder head or the cylinder block. Besides an actual crack in the head or block, the typical damage to the sealing surface is called “warpage.” Warpage is when the sealing surface of the head or block is no longer flat or straight and is uneven. If a cylinder head is reused without checking for warpage, even when using a new head gasket, the new head gasket has a high chance of failing.

Inspection for a warped cylinder head or engine block is performed using a steel straight edge and a feeler gauge. NOTE: Besides cylinder heads and blocks, intake and exhaust manifold sealing surfaces can also be checked for warpage using a straight edge and feeler gauges.

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1. Lay the straight edge across the cylinder head. 2. Verify that the feeler gauge DOES NOT fit between the straight edge and the head or block surface.  Check in multiple locations.  You will measure in multiple directions as shown.  The feeler gauge you use to check depends on the specifications for in KGIS for the specific vehicle.

3. If the feeler gauge fits between the straight edge and head or block ANYWHERE, the cylinder head should be replaced. Refering to the image above, the specification is 0.0015”. The feeler gauge fits between the straight edge and cylinder head surface. This indicates the cylinder head is warped and requires replacement.

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Engine Mechanical Diagnosis Summary

External systems can create engine mechanical concerns. As a Kia service technician, you should be able to demonstrate the knowledge required to accurately inspect external engine mechanical-related customer concerns. In this material, you have learned about the following external engine mechanical inspections:           

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Techline PWA Program Spark Plug Analysis Timing Belt / Chain Valve Adjustment Camshaft Inspection Continuously Variable Valve Timing (CVVT, D-CVVT, & ECVVT) Oil Control Valve Oil Control Valve Filter Oil Pan Inspection Turbocharger Operation Head gasket surface inspection

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Engine Mechanical Diagnosis PROGRESS CHECK QUESTIONS

1. A vehicle is being serviced with new spark plugs. Technician A says that dielectric grease should be applied to the spark plug coil boots. Technician B says that it is best to install the spark plug with an air tool. Who is correct? A. B. C. D.

Technician A only Technician B only Both Technician A and Technician B Neither Technician A nor Technician

2. Two technicians are discussing timing belt replacement. Technician A says that you should rotate the crankshaft opposite the normal engine rotation two times after installing the new belt. Technician B says that a new tensioner may be needed, but if an old tensioner must be used it is recommended that it be compressed vertically. Who is correct? A. B. C. D.

Technician A only Technician B only Both Technician A and Technician B Neither Technician A nor Technician

3. Which type of CVVT controls cam timing on both the intake and exhaust camshafts using oil pressure? A. B. C. D.

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E-CVVT CVVT D-CVVT All of the above.

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Engine Mechanical Diagnosis PROGRESS CHECK QUESTIONS (CONT.)

4. A vehicle pulls into a Kia Service Center with a Continuously Variable Valve Timing concern. Technician A says that oil viscosity can affect CVVT operation. Technician B says that a clogged OCV filter could affect CVVT operation. Who is correct? A. B. C. D.

Technician A only Technician B only Both Technician A and Technician B Neither Technician A nor Technician

5. Torque-To-Yield bolts are ONLY used for head bolts. A. True B. False 6. All of the following are true when checking a cylinder head for warpage EXCEPT: A. If the feeler gauge fits between the straight edge and head ANYWHERE, the cylinder head should be replaced. B. A surface with only one area of warpage can be reinstalled with no issues. C. The feeler gauge you use to check depends on the specifications for in KGIS for the specific vehicle D. Follow the workshop manual instructions for locations to measure warpage.

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Engine Mechanical Diagnosis Notes Page

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Engine Mechanical Diagnosis

External Inspections Guided Practice TARGET AUDIENCE

GOAL

OBJECTIVES

Kia Dealership Technicians who are able to diagnose, troubleshoot, and repair engine mechanical related customer concerns. Completing this guided practice prepares you to diagnose and troubleshoot engine mechanical concerns using the appropriate diagnostic tool. Upon completion of this material, you will be able to perform the task in each guided practice:       

INSTRUCTIONS

REQUIRED MATERIALS

TIME TO COMPLETE

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Continuously Variable Valve Timing Inspection Camshaft Lobe Inspection Valve Clearance Inspection Camshaft End Play Inspection Cylinder Head Surface Inspection Timing & Balance Shaft Belt / Chain Service Oil Control Valve / Filter Inspection

Carefully read through the material and take notes based on the classroom discussion. Throughout the guided practice there will be activities for you to participate in. In order to complete this guided practice, you will need the following items:  Pen or Pencil  Safety Glasses Approximately 2 Hours

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Engine Mechanical Diagnosis Activity 11: CVVT Inspection In this activity, you will inspect the operation of the CVVT system. 1. Go to the CVVT station and locate the following components:  Air Hose  Air Nozzle with rubber tip  CVVT Unit mounted on camshaft 2. Find a GDS that is available and locate the CVVT Testing procedures for a 2008 Spectra (LD). Go to Engine Mechanical System > Cylinder Head Assembly > Repair Procedures. Carefully read and understand steps 1 - 6. 3. Connect the Air Hose to the air supply, and then connect the Air Nozzle to the Air Hose. Use the Air Nozzle to test the CVVT unit. If a camshaft is not available, then find the appropriate hole on the CVVT unit. WARNING: Hearing protection may be recommended. 4. Does the CVVT unit rotate freely after the locking pin has been released? _________________________________ 5. If the CVVT unit does not rotate after the locking pin has been released, what could be the concern?

6. Return the components to the table and disconnect the Air Hose and Air Nozzle.

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Engine Mechanical Diagnosis Activity 12: Camshaft Lobe Inspection In this activity, you will measure the intake and exhaust cam lobe height on a 2008 Kia Spectra 2.0L (LD) camshaft using digital calipers. 1. At the CVVT station, locate the following components:  Calipers  CVVT Unit mounted on camshaft 2. Using KGIS locate the camshaft Cam Height specifications for the intake and exhaust lobes and note them below. INTAKE: __________ EXHAUST: __________ 3. Using the calipers, measure the height of one of the intake and exhaust lobes and record your results below. INTAKE: __________ EXHAUST: __________ 4. Is this measurement within specifications for Cam Height? YES [ ] NO [ ] 5. Return the components to the table.

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Engine Mechanical Diagnosis Activity 13: Valve Clearance Inspection In this activity, you will use a micrometer and shim selection charts to properly adjust the valves on a 2008 Kia Spectra 2.0L (LD) cylinder head. 1. Go to the cylinder head station, which features the Spectra 2.0L cylinder head. Locate the following components:  Special Service Tool for turning the camshaft and clearancing the tappet  Feeler Gauge  Pick with magnet  Cylinder head  Micrometer 2. Find a GDS that is available and locate the section that covers adjusting the intake and exhaust valves. Go to 2008 Spectra 2.0L > Engine Mechanical System > General Information > Repair Procedures. Carefully read and understand steps “A” through “I.” 3. Measure and record the existing clearance. __________ 4. Using the tools available, remove a shim for both the intake and exhaust. 5. Measure the shims using the micrometer. What is the thickness for both the intake and exhaust shims?  Intake __________  Exhaust __________ 6. Using the Adjusting Shim Selection Charts on the following pages for reference, are these shims within specification? [ ] Yes [ ] No If they are out of specification, which shim is required to bring the clearance back into specification?

7. Reassemble the cylinder head and place the tools carefully on the workbench.

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Engine Mechanical Diagnosis VALVE ADJUSTMENT SHIM SELECTION CHART (INTAKE)

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Engine Mechanical Diagnosis VALVE ADJUSTMENT SHIM SELECTION CHART (EXHAUST)

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Engine Mechanical Diagnosis Activity 14: Camshaft End Play Inspection In this activity, you will use the dial indicator to measure camshaft bearing end play on a 2008 Kia Spectra 2.0L (LD) cylinder head. 1. At the station where you just measured and performed the valve adjustment, locate the following components:  Dial indicator set with mounting block  Cylinder head  Screwdriver or pry bar 2. Using KGIS, locate the camshaft end play specification. What is the specification? __________________ 3. Setup the dial indicator onto the cylinder head as shown in the theory section. Position the dial indicator plunger point onto the camshaft. 4. Using the pry bar or screwdriver, pry the camshaft toward the cam gear end of the cylinder head. Pry between the cam gear and the bearing cap. CAUTION: Use care not to damage the bearing cap or cam gear by applying too much pressure. 5. Set the dial indicator dial to 0 by loosening the bexel lock and rotating the dial face. 6. Using the pry bar or screwdriver, pry and move the camshaft away from the cam gear end of the cylinder head. Pry between one of the cam lobes and the bearing cap. CAUTION: Use care not to damage the bearing cap or cam lobe by applying too much pressure. 7. What is the reading of the dial indicator after prying the camshaft in the opposite direction? ________________ 8. Is this measurement within specifications for camshaft end play? YES [ ] NO [ ]

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Engine Mechanical Diagnosis Activity 15: Cylinder Head Surface Inspection In this activity, you will use the straight edge and feeler gauges to measure the flatness of a 2008 Kia Spectra 2.0L (LD) cylinder head to check for warpage. 1. At the station where you just measured camshaft end play, locate the following components:  Straight edge  Feeler Gauge  Cylinder head 2. Using KGIS, locate the Flatness of gasket surface specification. What is the specification? __________________ 3. Turn the cylinder head over to expose the head gasket mounting surface. 4. Using the Straight Edge and the correct feeler gauge based on KGIS Flatness of gasket surface specifications, measure the cylinder head gasket area for flatness. Use the diagram below to indicate where you placed the straight edge by drawing a line.

5. In the graphic above, indicate the location(s) where the clearance is above specification (where the feeler gauge went through) with an “X”. 6. Based on your measurement, does this cylinder head require replacement? YES [ ] NO [ ]

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Engine Mechanical Diagnosis Activity 16: Timing / Balance Shaft Belt Service In this activity, you will successfully remove and install the timing belt AND the balance shaft belt by following the service information procedures. 1. Find the engine on a stand that is designated by your Instructor. 2. Get the timing belt and balance shaft belt Service Information for that engine from GDS, KDS or KGIS. Typically, the information for servicing timing belts can be found under Engine Mechanical System > Timing System > Timing Belt > Repair Procedures. Were you able to locate the procedures? [ ] Yes [ ] No 3. Following the procedures listed in the Service Information, remove the timing belt and balance shaft belt (if equipped). CAUTION: Only turn the crankshaft in the normal operating rotation otherwise the timing may slip. Once removed, show the timing belt(s) to the Instructor. 4. Compress the tensioner following the procedure in the Service Information and reinstall the balance shaft belt and timing belt. 5. When completed, ask the Instructor to review the timing belt and balance shaft belt installation. Instructors initials: ____________ 6. Place the tools back on the bench.

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Engine Mechanical Diagnosis Activity 17: Timing / Balance Shaft Chain Service In this activity, you will successfully remove and install a timing chain AND balance shaft chain(s) by following the service information procedures. 1. Find the engine on a stand that is designated by your Instructor. 2. Get the timing chain Service Information for that engine from GDS, KDS or KGIS. Typically, the information for servicing timing chains can be found under Engine Mechanical System > Timing System > Timing Chain > Repair Procedures. Were you able to locate the procedures? [ ] Yes [ ] No 3. Following the procedures listed in the Service Information, remove the timing chain(s) and balance shaft chain(s) (if equipped). CAUTION: Only turn the crankshaft in the normal operating rotation otherwise the timing may slip. Once removed, show the timing chain(s) to the Instructor. 4. Reinstall the chain(s) and compress the tensioner(s) following the procedure in the Service Information. 5. When completed, ask the Instructor to review the timing chain(s) and balance shaft chain(s) installation. Instructors initials: ____________ 6. Return the tools and the engine.

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Engine Mechanical Diagnosis Activity 18: Oil Control Valve Inspection NOTE: Ensure the ignition is OFF whenever you plug or unplug the oil control valves. TASK 1 OCV TESTING

In this task, you will test the oil control valve resistance using a DVOM. 1. Locate the vehicle recommended by your Instructor. Be sure to connect the exhaust hose to the vehicle. Also, make sure you have a DVOM available. 2. Get the oil control valve Service Information for that engine from GDS, KDS or KGIS. Typically, it can be found under Fuel System > Engine Control System > CVVT Oil Control Valve > Repair Procedures. 3. Using a T-Connector, on the vehicle measure the oil control valve resistance using a DVOM. What was your reading? ___________________ Was your reading within specification? [ ] Yes [ ] No

TASK 2 OCV OPERATION

In this task, you will test the Oil Control Valve (OCV) of the CVVT system. 1. Connect the GDS or KDS to the vehicle. 2. Check the resistance of the loose oil control valve on the bench with a DVOM. 3. Check against the specification in the GDS, KDS, or KGIS and compare. What was your reading? ___________________ Was your reading within specification? [ ] Yes [ ] No

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Engine Mechanical Diagnosis TASK 2 (CONT.)

4. Plug the loose oil control valve into the harness connector. Start the vehicle and rev the engine. Observe the OCV operation through its ports. 5. Plug back in the installed OCV. Bring up “Camshaft Position - Target” and “Camshaft Actual Position” on the GDS and graph them. Start and rev the engine. Watch the two valves on the GDS. 6. Shut off the vehicle, plug in the loose OCV, start and rev the engine, and watch the two values on the GDS. 7. With the loose OCV installed, bring the vehicle up to 1500-2000 rpm and hold it there for a minute or so, and try to set a DTC. * Plug in the installed OCV, clear codes, and disconnect all equipment.

TASK 3 OCV FILTER

In this task, you will identify the type of oil control valve filter that a vehicle is equipped with. 1. Using the GDS or computer lab, find the information to answer the blanks below.  External - for external filters  Internal - for internal filters  Solenoid - for filters in the solenoid 1.6L 1.6L 2.0L 2.0L 2.4L 2.7L 3.3L 3.5L 4.6L

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Rio JB ____________________ Soul AM ____________________ Spectra LD ____________________ Forte TD ____________________ Optima MG ____________________ Optima MG ____________________ & 3.8L Sorento BL ____________________ Sorento XM ____________________ Tau Borrego HM ____________________

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Engine Mechanical Diagnosis TASK 3 (CONT.)

2. List the items that must be removed to service the internal filter?

3. List the items that must be removed to service the solenoid filter?

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

YOU HAVE COMPLETE THE GUIDED PRACTICE ACTIVITIES



PLEASE RETURN TO THE CLASSROOM FOR FURTHER INSTRUCTION.

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