Engine Mechanical Diagnosis From Kai

COURSE OVERVI EW
The Engi ne Mechani cal Di agnosi s Course provides
Kia service t echnicians wit h t he opport unit y t o increase
t heir skill level and efficiency in diagnosing cust omer’s
concerns relat ed t o Engine Mechanical syst ems.
I n t his per f or mance-based course, Kia service
t echnicians will demonst rat e t heir diagnost ic skills
t hrough hands-on, I nst ruct or-supervised, guided
pract ices including:
• Diagnost ic Tools
• Oil Consumpt ion & Analysis
• Cooling Syst em Checks
• Timing Belt Analysis
• Cont inuously Variable Valve Timing Test s
• Spark Plug Analysis
Upon complet ion of t his course, t he Kia Service
Technician will have t he abilit y t o diagnose Engine
Mechanical concerns t he first t ime, every t ime.
Kia Dealership Technicians who diagnose and
t roubleshoot moderat ely-complex engine syst ems.
You must complet e t he following:
• I nt roduct ion t o Engine Mechanical Diagnost ic Web
Course.
A pre-t est will be given t o check your knowledge of
engine mechanical diagnost ic t ools
COURSE GOAL
PREREQUI SI TES
TARGET AUDI ENCE
Course Guide (EMD.01) 1
Engine Mechanical Diagnosis
PRETEST
EMD 01 SG_Course Guide_RV7:Engine Mechanical Diagnosis 1/19/11 9:22 PM Page 1
ABOUT TRAI NI NG
MODULES
Today’s complex aut omot ive t echnology demands t hat
you, t he professional Kia service t echnician, st ay
up-t o-dat e wit h t he lat est service informat ion, special
t ools and complex repair procedures. We have adopt ed
a modular t raining delivery syst em t hat breaks-down
t he crit ical informat ion int o logical groupings. First you
will be present ed wit h syst em t heory and operat ion,
t hen given a chance t o pract ice what you have
learned. Finally, we will t est what you have learned
t hrough a Performance Assessment .
A Theor y Modul e explains t he subj ect from basic t o
complex. This allows you t o obt ain a working
knowledge of a component or syst em, which is a
prerequisit e for successful diagnosis and repair.
The Gui ded Pr act i ce Modul e affords you t he
opport unit y t o familiarize yourself wit h a component or
syst em t hrough hands-on experience. The guided
pract ices are t o be I nst ruct or supervised and verified.
These exercises may include: t he use of KGI S,
accessing kdealer.net , lab disassembly and reassembly,
live vehicle act ivit ies and much more.
The Per f or mance Assessment Modul e provides t he
opport unity for you t o prove t hat you can perform t he
subj ect mat t er relat ed t asks and procedures. Each
t echnician must successfully complet e t his module,
which is designed t o t est your cognit ive (knowledge)
and mot or (hands-on) abilit ies. The module must be
complet ed individually, not as a t eam.
THEORY
GUI DED PRACTI CE
PERFORMANCE ASSESSMENT
2 Course Guide (EMD.01)
Engine Mechanical Diagnosis
EMD 01 SG_Course Guide_RV7:Engine Mechanical Diagnosis 1/19/11 9:22 PM Page 2
GETTI NG THE MOST OUT
OF THI S COURSE
These modules are designed t o be part of a st ruct ured
t raining plan consist ing of lect ure, int eract ive
classroom discussion, and hands-on shop act ivit ies
under t he direct ion of a t rained Kia I nst ruct or. Aft er
complet ing t he course modules your underst anding of
t he mat erial will be verified t hrough our Performance
Assessment Module, you must pass a writ t en and
hands-on evaluat ion.
Course Guide (EMD.01) 3
Engine Mechanical Diagnosis
The course and it s mat erials are here for you t o learn.
Use t hem and your t ime in a way t hat will benefit you
when you ret urn t o your dealership.
Make drawings, j ot down not es, and highlight t hese
mat erial t o help you remember import ant det ails. Each
module is designed wit h ample margins for your
import ant not es.
I f you do not underst and somet hing in t his course,
ask your I nst r uct or for clarificat ion. Asking
quest ions is st rongly encouraged t o help you get t he
most out of t his course.
During t he hands-on act ivit ies, you will oft en be
working as a t eam. By act ively engaging in each
act ivit y, you will maximize your learning experience.
While in t he lab, feel free t o ask t he I nst ruct or
quest ions at any t ime.
This course is an opport unit y for you t o learn in a
cont rolled environment under t he guidance of a
t rained Kia I nst ruct or. Through act ive part icipat ion you
can build confidence in your abilit ies t o diagnose
cust omer concerns right t he first t ime, every t ime!
TAKE NOTES
COURSE MANAGEMENT
ASK QUESTI ONS
TEAMWORK
LEARN AT EVERY
OPPORTUNI TY
EMD 01 SG_Course Guide_RV7:Engine Mechanical Diagnosis 1/19/11 9:22 PM Page 3
Day One
4 Course Guide (EMD.01)
Engine Mechanical Diagnosis
Day Two
I nt roduct ion (CG)
Diagnost ics ( Th - Module 2)
Diagnost ics (GP - Module 3)
Break
Diagnost ics ( Th - Module 2)
Diagnost ics (GP - Module 3)
Lunch
Diagnost ics ( Th - Module 2)
Diagnost ics (GP - Module 3)
Break
Simulat ions (Class Demo)
Simulat ions (GP)
Class Wrap-Up
Simulat ions (GP - Cont inued)
Simulat ions (Discussion)
Break
Ext ernal I nspect ions ( Th)
Ext ernal I nspect ions (GP)
Lunch
Ext ernal I nspect ions (GP)
Break
Performance Assessment
8: 00 - 8: 20
8: 20 - 9: 00
9: 00 - 10: 00
10: 00 - 10: 15
10: 15 - 10: 45
10: 45 - 12: 00
12: 00 - 1: 00
1: 00 - 1: 45
1: 45 - 2: 45
2: 45 - 3: 00
3: 00 - 3: 15
3: 15 - 4: 30
4: 30 - 5: 00
8: 00 - 9: 00
9: 00 - 9: 30
9: 30 - 9: 45
9: 45 - 10: 45
10: 45 - 12: 00
12: 00 - 1: 00
1: 00 - 2: 30
2: 30 - 2: 45
2: 45 - 5: 00
COURSE MATERI AL
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EMD 01 Course Guide X
EMD 02 Diagnost ic Tools X
EMD 03 Diagnost ic Tools X
EMD 04 Ext ernal I nspect ions X
EMD 05 Ext ernal I nspect ions X
EMD 06 Performance Assessment X
AGENDA
EMD 01 SG_Course Guide_RV7:Engine Mechanical Diagnosis 1/19/11 9:22 PM Page 4
Throughout t his course you will come across several
icons designed t o keep you on t rack.
The Ref er ence I con indicat es you must refer t o
addit ional publicat ions in order t o complet e t he
quest ions or act ivit y.
The Vi deo I con indicat es t here is a video segment
corresponding t o t he module informat ion.
The Act i vi t i es I con indicat es an act ivit y t hat support s
a crit ical learning obj ect ive. These act ivit ies are offered
t o help you mast er t he mat erial.
The Feedback I con indicat es a progress check meant
t o provide you wit h feedback on your underst anding of
t he course mat erial. Based on t his informat ion, we
recommend you review any areas where you have not
mast ered t he mat erial.
The Per f or mance Assessment Scor ecar d is used
t o t rack your classroom part icipat ion, performance on
guided pract ices, performance on diagnosis &
t roubleshoot ing, and any writ t en knowledge
assessment s.
A final score of 80% or higher is needed for
complet ion credit of t his course. Scores are calculat ed
based on:
• Simulat ion Exercises 43 pt s
• Guided Pract ice Exercises 19 pt s
• Performance Assessment 38 pt s
* Lack of punct ualit y and disrupt ive behavior will result
in a loss of point s from class.
One copy of t he scorecard is yours, and one copy is
used t o updat e your Kia t echnical t raining records.
Should you not complet e t he course, t he t hird copy is
forwarded t o your Kia Dist rict Part s and Service
Manager (DPSM).
I CONS
PERFORMANCE ASSESSMENT
SCORECARD
SCORECARD ROUTI NG
COURSE ACHI EVEMENT
Course Guide (EMD.01) 5
Engine Mechanical Diagnosis
EMD 01 SG_Course Guide_RV7:Engine Mechanical Diagnosis 1/19/11 9:22 PM Page 5
6 Course Guide (EMD.01)
Engine Mechanical Diagnosis
N OT ES:
EMD 01 SG_Course Guide_RV7:Engine Mechanical Diagnosis 1/19/11 9:22 PM Page 6
N OT ES:
Course Guide (EMD.01) 7
Engine Mechanical Diagnosis
EMD 01 SG_Course Guide_RV7:Engine Mechanical Diagnosis 1/19/11 9:22 PM Page 7
N OT ES:
8 Course Guide (EMD.01)
Engine Mechanical Diagnosis
EMD 01 SG_Course Guide_RV7:Engine Mechanical Diagnosis 1/19/11 9:22 PM Page 8
TARGET AUDI ENCE
Kia Dealership Technicians whom are able t o diagnose,
t roubleshoot , and repair engine mechanical relat ed
cust omer concerns.
Upon complet ion of t his module, t he Kia service
t echnician will be able t o demonst rat e t he knowledge
required t o accurat ely diagnose engine mechanical
relat ed cust omer concerns using specific diagnost ic
t ools.
Upon complet ion of t his module, you will be able t o:
A) Accurat ely int erpret and underst and t he result s of
t he following diagnost ic t ools:
• Vacuum Gauge
• Compression Gauge
• St et hoscope and Chassis Ears
• Leak Down Gauge
• Borescope
• Block Check Dye
• Cooling Syst em Pressure Test er
• Global Diagnost ic Syst em
• Oil Pressure Gauge
• DVOM (Coolant Elect rolysis Test )
B) Underst and ot her variables t hat can affect engine
performance, such as:
• Oil Viscosit y
• Oil Consumpt ion
• Oil Analysis
• Cooling Syst em
• Elect rolysis
Carefully read t hrough t he mat erial, t ake not es based
on t he classroom discussion and st udy each
illust rat ion. Throughout t he module t here will be
Progress Check quest ions for you t o answer. You may
use t he modules t o answer t he quest ions.
Approximat ely 45 minut es
MODULE GOAL
MODULE OBJECTI VES
MODULE I NSTRUCTI ONS
TI ME TO COMPLETE
Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 1
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Diagnost ic Tools - Theory Module (EMD.02)
Engine
2
Engine Mechanical Diagnosis
DVOM - Di gi t al Vol t Ohm Met er
A DVOM is designed t o provide in-dept h
informat ion about t he elect rical charact erist ics
of a circuit .
HLA - Hydr aul i c Lash Adj ust er
An HLA is a device for maint aining zero valve
clearance in an int ernal combust ion engine.
i nHG - I nches of Mer cur y
A unit of measure t hat is widely used wit h
aut omot ive Vacuum Gauge readings.
MLA - Mechani cal Lash Adj ust er
An MLA is t ypically a t appet or a disc t hat has
a valve clearance specificat ion bet ween t he
valve and t he camshaft . Unlike HLAs, MLAs
are not set t o zero lash.
PSI - Pounds per Squar e I nch
A unit of measure for pressure.
RVP - Rei d Vapor Pr essur e
A met hod of measuring vapor pressure in
pet roleum product s.
TDC - Top Dead Cent er
The exact t op of a pist on’s st roke.
ACRONYMS
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Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
3
I NTRODUCTI ON
While comput er cont rolled syst ems may indicat e a
concern on a vehicle, t here is no subst it ut e for good
mechanical diagnost ics t o isolat e t he concern. The
engine is essent ially an air pump and we can use t ools
t o det ermine how effect ive t he engine processes air
and fuel mixt ures.
This module will focus on t he use of various diagnost ic
t ools t hat are effect ive in diagnosing cust omers engine
mechanical relat ed concerns. The t ools covered in t his
module are:
• Vacuum Gauge
• Compression Gauge
• St et hoscope and Chassis Ears
• Leak Down Gauge
• Borescope
• Block Check Dye
• Global Diagnost ic Syst em
• Oil Pressure Gauge
• Cooling Syst em Pressure Test er
• DVOM
FEEDBACK: Remember t hese 2 element s while
working wit h t hese t ools:
1. Underst and t he result s
2. What do t he result s lead t o next ?
EMD 02 Diagnostic Tools TH_RV14:EMD 02_Diagnostic Tools 1/9/11 5:09 PM Page 3
Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
4
The Vacuum Gauge is an oft en overlooked diagnost ic
t ool. Since t he pist ons, rings, and valves creat e
vacuum in t he engine it makes sense t o check t hem
for engine mechanical concerns.
Vacuum Gauges read in I nches of Mercury (or inHG).
A t ypical Kia engine will average 18 inHG at idle.
To set up a Vacuum Gauge:
• Make sure t he engine is up t o normal operat ing
t emperat ure.
• Find a vacuum source behind t he t hrot t le body or
on t he int ake manifold. Some inst ances may
require t he use of a Vacuum “ Tee”.
VACUUM GAUGE
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Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
5
Wit h t he Vacuum Gauge connect ed properly, you can
int erpret t he readings t o det ermine t he following
condit ions:
• Normal - st eady 18 inHG
• Worn Rings or Dilut ed Oil -This can be t ricky since
t he idle is st eady at 18 inHG. A quick t hrot t le
applicat ion will drop t o 0 which also looks normal.
The t rick is how it recovers aft er t he accelerat ion. A
good engine will bounce up t o 26 inHG t hen
normalize t o 18 inHG. An engine wit h worn rings or
dilut ed oil cannot seal as well and will only bounce
up t o 22 inHG. However, Elect ronic Throt t le Body
equipped vehicles have programming t hat opens t he
t hrot t le slight ly if t he vacuum exceeds 22 inHG on
decelerat ion.
• St icking Valves -will hold st eady at 18 inHG like a
good engine, but when t he suspect valve is
act uat ed, t he needle will quickly bounce lower 3 t o
4 inHG.
• Burnt Valves or Const ant ly Leaking Valves - affect
vacuum in t he int ake manifold and can be det ect ed
when t he vacuum needle sweeps 6 t o 8 inHG in a
rhyt hmic pat t ern.
• Poorly Seat ed Valves - A st eady sweep of t he needle
t hat drops 2-4 inHG, t hen rises t o a normal level,
will indicat e poorly seat ed valves.
• Worn Valve Guides - A needle t hat sweeps 4-6 inHG
may indicat e worn valve guides.
• Weak Valve Springs - Raise t he engine t o 2000 RPM.
I f t he needle flicks dramat ically bet ween 10-14
inHG, you likely have weak valve springs.
• Lat e Valve Timing or I nt ake Leak - I f t he Vacuum
Gauge is reading st eady around 10 inHG, t hen t here
could eit her be a possible int ake leak or lat e valve
t iming.
• Maj or I nt ake Leak - A low reading of 3-6 inHG t hat is
st eady may indicat e a severe int ake leak.
• Clogged Exhaust - A severely clogged cat alyt ic
convert er will slowly reduce vacuum which can be
det ect ed under load. Also, a damaged t urbocharger
will also creat e a severe exhaust obst ruct ion and
will inhibit performance. A vacuum gauge can
det ermine t he severit y of t he exhaust backpressure.
VACUUM GAUGE
DI AGNOSTI CS
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Compression t est s can be used t o analyze and
diagnose cust omers’ concerns relat ed t o engine
performance. Possible sympt oms may suggest s t hat
t he cause of a problem may be poor compression (or
misfire) due t o:
• Burnt Valves
• Blown Head Gasket
• Worn or Broken Rings
• Slipped Timing Belt (or Chain)
• Worn Valves
• Cracked Head
• Rest rict ed I nt ake Flow
• Rest rict ed Exhaust Flow
CAUTI ON: Please remember t hat t he adapt er hoses
for t he Leak Down Gauge and t he Compression Gauge
are not int erchangeable. There is a schrader valve on
t he Compression Gauge adapt or, t hat is not present on
t he Leak Down Gauge adapt or.
COMPRESSI ON GAUGE
Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 6
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Various t ypes of t est s can be performed using a
compression gauge. There are t hree t est s available
wit h t his t ool:
• Dry Compression Test
• Wet Compression Test
• Running (or Dynamic) Compression Test
Compr essi on Gauge
Di agnost i cs
Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 7
EMD 02 Diagnostic Tools TH_RV14:EMD 02_Diagnostic Tools 1/9/11 5:09 PM Page 7
The “ dry” compression t est (also known as t he
cranking compression t est ) is t he most common t est
using t he compression gauge when t est ing t he
cylinder’s abilit y t o seal properly.
To perform a dry t est :
• Block t he t hrot t le wide open for unrest rict ed airflow
• Disconnect t he fuel fuse (or pull t he Main Relay) t o
prevent t he engine from running and excessive fuel
wash int o t he oil
• Disconnect t he ignit ion fuse (or pull t he Main Relay)
t o prevent possible secondary ignit ion module
damage
• Remove all spark plugs. I nspect t hem and keep
t hem in order
• Crank t he engine 7-8 revolut ions on a fully charged
bat t ery
* 7-8 revolut ions is based on t he Technician Times Art icle and Sedona VQ dat a.
Once t he t est has been performed on each cylinder
t he result s for each cylinder should be wit hin 20%. I f
one cylinder has great er t han 20% difference, t hen
t hat cylinder is t he likely concern.
FEEDBACK: What caused t he cylinders t o vary more
t han 20%?
NOTE: When performing a dry compression t est , t he
dat a from t he first puff should be about half of t he
t ot al dat a. I n ot her words, t he first crank should
regist er as 90 psi if t he overall result is 180 psi.
WARNI NG: You must disable bot h Fuel and Spark or
personal inj ury may occur.
Dr y Compr essi on Test
Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 8
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The wet compression t est is similar t o t he dry
compression t est but a small amount of oil is squirt ed
int o t he cylinder. Why? The oil will apply a film on
t he cylinder walls which will seal t he rings.
I f t he compression increases dramat ically on t he wet
compression t est , t hen t he likely cause for t he cylinder
concern would be worn rings.
I f t he compression remains t he same on t he wet
compression t est , t hen t he likely causes could be:
• Poor Valve Sealing
• Head Gasket
• Cracked Head
• Cracked Block
• Heavy Cylinder Damage
• Severe Pist on Damage
FEEDBACK: Which of t hese root causes are
repairable?
NOTE: Excessively high compression readings (eit her
Dry or Wet ) may indicat e a clogged exhaust syst em.
Wet Compr essi on Test
Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 9
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Runni ng Compr essi on Test
Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
10
A running (or dynamic) compression t est is one of t he
best t est s t o det ermine one cylinder’s abilit y t o flow air
t hrough t he int ake and exhaust . While t he dry and
wet compression t est s confirm t he cylinder’s abilit y t o
seal, it doesn’t isolat e t he condit ion of a cylinder’s
abilit y t o breat he or flow. A vacuum t est will check
flow in a manifold for all cylinders but not an individual
cylinder.
As t he t it le suggest s, t he engine will be running t o t est
t he compression of each cylinder. There are a few
differences bet ween t his t est and t he dry and wet
compression t est . To perform t his t est you’ll need t o:
• Reconnect t he fuel and ignit ion syst ems since t hey
need t o be operat ional
• I nst all all (but one) spark plugs, t he open plug will
be used for t he compression t est er.
• Ground t he ignit ion plug wire by disconnect ing t he
coil-over-plug assembly from t he plug being t est ed
t o minimize pot ent ial damage t o t he secondary
ignit ion syst em and reduce t he risk of personal
inj ury.
• Disconnect t he fuel inj ect or for t he cylinder being
t est ed or fuel will wash t he lubricat ion from t he
cylinder.
• Verify if t he cust omer’s concern occurs when t he
engine is cold or hot . Replicat e t he concern by
running a cold or hot running compression t est .
CAUTI ON: Running t he engine may damage t he
Schrader Valve over t ime.
NOTE: Schrader Valves in compression gauges are
not int erchangeable wit h t ire Schrader Valves which
will result in lower readings.
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To perform t he t est , st art t he engine and record t he
reading (running compression). The result at idle
readings is t ypically hal f of t he cranking compression.
Next , snap t he t hrot t le wide open t o get a “ gulp” of air
as if t he engine was about t o bog and record t he
reading (snap t hrot t le reading). The result should be
80% of t he dry cranking compression.
Aft er performing t he running compression t est you will
have 3 readings:
• Cranking Compression readings (from dry and wet
compression t est s performed earlier)
• Running Compression readings
• Snap Throt t le readings
CAUTI ON: The Running Compression Test will ruin
valve cores on t he t est er.
VI DEO: Running Compression Test
Per f or mi ng t he Test
11 Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
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Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
12
UNDERSTANDI NG THE
RESULTS
I f t he recorded result s look like:
• Cranking Compression 180
• Running Compression 90
• Snap Throt t le Compression 95
Not ice t hat t he snap t hrot t le compression is much
l ower t han 80% of cranking compression. This
indicat es rest rict ed air int ake flow for t his cylinder,
such as:
• Severly Carboned I nt ake Valve
• Worn I nt ake Lobe on t he Camshaft
• Rocker Problem
• Variable I nt ake Syst em concern
• I nt ake Camshaft Timing off
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Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
13
I f t he recorded result s look:
• Cranking Compression 175
• Running Compression 85
• Snap Throt t le Compression 170
Not ice t hat t he snap t hrot t le compression is much
gr eat er t han 80% of t he cranking compression.
This indicat es rest rict ed exhaust flow for t his cylinder,
such as:
• Worn Exhaust Camshaft Lobe
• Collapsed Hydraulic Lash Adj ust er
• Exhaust Camshaft Timing off
• Clogged exhaust
FEEDBACK: Can a worn cam lobe cause a misfire?
NOTE: Accurat e diagnosis by choosing t he
appropriat e t ool, set t ing it up correct ly, and accurat ely
int erpret ing t he result s will help you fix t he vehicle
right t he first t ime, every t ime.
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Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
14
St et hoscopes and chassis ears can be very helpful in
diagnosing sounds from t he engine area. The
sensit ivit y of t his equipment can quickly diagnose a
t op-end sound from a bot t om-end sound.
I t can also be used t o separat e Transaxle sounds from
t he engine sounds. For example, a damaged flexplat e
or a screw t hat backs out of a t orque convert er could
make sounds t hat increase wit h RPMs which may be
disguised as engine sounds.
To operat e t he chassis ears:
• At t ach t he clip as close t o t he suspect ed noise
• Secure wires away from heat or moving part s
• St art t he engine and duplicat e t he condit ion
• I f driving, have an assist ant or use an ext ernal
speaker if equipped
VI DEO: Elect ronic Chassis Ears.
STETHOSCOPE AND
CHASSI S EARS
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Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
15
A Leak Down Gauge (or cylinder leakage t est er) is
useful t o det ermine t he amount of leakage in a
combust ion chamber. This t ool will provide dat a t hat
can be used t o det ermine if t he cylinder is in good
condit ion. A cylinder in poor condit ion could lead t o a
misdiagnosis which leads t o unnecessary ignit ion or
fuel syst em work.
LEAK DOWN GAUGE
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Leak Down Gauge - Set Up
Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 16
To set up t he Leak Down Gauge, you’ll need t o:
• Warm t he engine t o normal operat ing t emperat ure
• Remove all spark plugs
• Remove Main Relay
• Remove air cleaner, oil filler cap, and radiat or cap.
CAUTI ON: Use ext reme caut ion when removing t he
radiat or cap from a hot engine. I t may be easier t o
remove t he radiat or cap prior t o warming up t he
engine.
• Rot at e t he t est ed cylinder t o TDC on Compression
St roke
• Thread t he adapt or int o t he spark plug hole
• Turn t he regulat or knob off (full count er clockwise)
• Connect t est er t o 120 psi air supply
• Dial regulat or knob unt il t he supplied pressure is at
100 psi. * Some manufact urers may vary t he
supplied pressure. Follow t he manufact urers
inst ruct ions carefully
• Record leakage for each cylinder
• Relieve t he pressure in t he lines by t urning t he
regulat or knob count er-clockwise aft er each t est
CAUTI ON: Warm engines have soft spark plug
t hreads. Be sure t o insert t he spark plug and t ight en
by hand. Then use a t orque wrench t o t ight en t he
spark plug t o specificat ion.
VI DEO: Leak Down Gauge.
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Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 17
LEAK DOWN GAUGE
READI NG THE RESULTS
Record t he percent age of cylinder leakage for each
cylinder. Engines wit h larger diamet er bores will t end
t o show more leakage t han smaller diamet er bores.
Leakage less t han 15% is accept able. Leakage over
15% could indicat e a concern.
Air escaping excessively is a concern t hat can be
ident ified by list ening from t he:
• I nt ake - int ake valve not sealing. * Be sure t o have
t he t hrot t le body open when list ening for sounds at
t he t hrot t le body. I f t he t hrot t le blades are closed,
t hen t he air may bounce back int o t he int ake
plenum and ent er anot her cylinder which may
sound like a head gasket if t he cylinders are
adj acent .
• Exhaust - exhaust valve not sealing
• Crankcase - weak or damaged pist on rings
• Radiat or - bubbles indicat e a fault y head gasket or a
hairline crack in t he engine block or cylinder head
• Adj acent Spark Plug - indicat es t hat t he cylinder
being t est ed is leaking int o t he next cylinder
t hrough a fault y head gasket
NOTE: A st et hoscope can be useful for det ect ing
small amount s of leaking air while eliminat ing shop
noise. Accurat ely det ect ing t he locat ion of excessive
air loss will help you diagnose t he concern and fix it
right t he first t ime.
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Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
18 18
BORESCOPE
The borescope can save a lot of t ime by viewing inside
t he cylinder for damage before disassembling t he
engine. Several good uses for a borescope are:
• Pist on Head - view for damage or int erference
• Variable I nt ake Cont rol Syst em - search for any
missing clip or missing screws
• Combust ion Chamber - foreign mat erial
• Valves - Carbonizat ion or damage
Borescope range in price from t he fairly inexpensive t o
t he very expensive. A good borescope will t ypically
have a built in light t o view in dark places.
CAUTI ON: Be sure t o disconnect t he bat t ery t o
prevent t he st art er mot or from engaging. I f t he
engine cranks over while inspect ing t he cylinder,
expensive damage will occur.
CAUTI ON: Be sure t o remove t he bat t eries from t he
borescope aft er use so t hey do not leak and cause
damage t o t he bore scope.
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Engine Mechanical Diagnosis
19
BLOCK CHECK DYE
A block check dye can be very useful for confirming a
combust ion leak int o t he cooling syst em via head
gasket , cracked cylinder head, or cracked engine block.
To set up a block check using t he dye, follow t hese
st eps:
• Drain or siphon t he coolant about 2” t o 3” below
t he radiat or cap filler neck. * This t est does not
sample coolant , only exhaust gases present in t he
cooling syst em. I f coolant is drawn int o t he t est
unit t hen t he met allic filt er may get cont aminat ed or
corroded which will affect t he operat ion of t he t est .
• Be sure t he glass t est ing t ube is clean wit h no
residue from prior t est s, t hen add t he t est fluid t o
t he glass t est ing t ube up t o t he “ fill-t o-here” line
• Snug t he glass t est ing t ube ont o t he radiat or filler
neck by using t he rubber base. Do not t wist on t he
glass t ube.
• St art t he engine and place t he suct ion bulb ont o t he
t op of t he glass t est ing t ube. Squeeze t he bulb for
1 minut e.
• I f t he dye changes from blue, t o green, t o yellow
t hen you have a combust ion leak
• Always discard t he t est fluid if it changes color or
not . Thoroughly clean and put t he t est er away.
NOTE: Block check dye can be found in most
aft ermarket st ores. This t est er is from Napa Aut opart s
(P/ N BK 7001006).
VI DEO: Block Check.
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The cooling syst em is vit al for proper engine operat ion.
Wit hout a cooling syst em t he engine would obviously
overheat and seize. The t ypical gasoline engine is
about 20% efficient in convert ing gasoline t o
mechanical energy, t he ot her 80% is carried away in
heat (anot her form of energy). However, diesel
engines are 30% efficient while losing only 70% t o
heat .
Not only do cooling syst ems have t o remove heat , t hey
also have t o warm up t he engine fast . A t hermost at
t hat is st uck closed would overheat t he engine or if it
is st uck open t hen it will t ake a while t o warm up. A
t hermost at t hat malfunct ions will set a P0128 DTC.
I n addit ion t o removing heat and warming up t he
vehicle quickly, t he cooling syst em must also maint ain
t he proper heat range.
COOLI NG SYSTEM
Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 20
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Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 21
El ect r ol ysi s Test i ng
Care and maint enance of t he cooling syst em is crit ical
for long t erm reliabilit y. Elect rolysis occurs when
dissimilar met als decay t ypically in t he radiat or and
heat er core. Unfort unat ely, elect rolysis can also rot
away head gasket s and cause a leak.
To check for elect rolysis in t he cooling syst em follow
t hese st eps:
• Use a DVOM set t o DC volt s. Place t he posit ive
probe of t he met er in coolant flow and negat ive
lead on negat ive bat t ery cable (see phot o). Turn on
all loads (A/ C, headlamps/ radio/ defrost er) and run
engine at 2,000 rpm. Record maximum volt age.
• I f t he volt age is more t han 400mV, perform a
volt age drop from t he engine t o t he negat ive
bat t ery post and from t he frame/ body t o t he
negat ive bat t ery post . Volt age drops should not
exceed 100 mV (.1V). Repair and clean grounds if
needed. Repeat st ep # 1 t o confirm volt age is below
limit .
• I f volt age is st ill over 400 mV (.4V), flush coolant
and refill wit h specified concent rat ion.
• I f volt age drop is st ill excessive t hen add a wire
from t he radiat or/ heat er core t o a good chassis or
engine ground. Confirm cont inuit y from core t o
negat ive bat t ery cable t o confirm proper grounding.
* Technician Times, Volume 7, I ssue 3
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A Cooling Syst em Pressure Test er is a great t ool for
diagnosing cooling concerns and finding coolant leaks.
The t est er has a gauge t hat corresponds wit h t he
pressure on t he radiat or cap.
CAUTI ON: Do not OVER pressurize t he syst em or
damage may occur t o t he cooling syst em component s.
Pressure is crit ical in a cooling syst em since it raises
t he boiling point . I f t he coolant boils t hen t he bubbles
creat ed in t he boiling process will st ick t o t he walls of
t he cylinders in t he wat er j acket and in pocket s in t he
cylinder head. Bubbles displace wat er and creat e hot
spot s which can damage component s.
There are t wo t est s t hat can be performed wit h t he
Cooling Syst em Pressure Test er:
• Cooling Syst em Pressure Test
• Radiat or Cap Pressure Test
CAUTI ON: Remember t o use pre-mixed 50/ 50
coolant or mix only wit h dist illed wat er. The process of
dist illat ion removes impurit ies from t he wat er leaving
only pure wat er (wit hout minerals). Mineral deposit s
can build up in a cooling syst em and rest rict heat
t ransfer.
Cool i ng Syst em
Pr essur e Test er
Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 22
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Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 23
To set up t he Cooling Syst em Pressure Test er t o t est
t he cooling syst em, follow t hese general st eps:
• Let t he engine cool
• Remove t he Radiat or Cap and not e t he PSI rat ing
on t he cap
• Connect t he Cooling Syst em Pressure Test er t o t he
radiat or filler neck and pressurize t he syst em t o
mat ch t he PSI value list ed on t he cap
• I nspect for leaks. List en for air bubbles escaping.
Wat ch t he gauge for pressure drops.
NOTE: Somet imes t he leak will be easy t o find. More
difficult concerns could t ake some t ime. For t hose
t ougher concerns, leave t he pressure t est er on for an
hour or even overnight .
NOTE: Kia radiat or caps t ypically have a “ 1.1”
st amped ont o t he st eel t ab of t he radiat or cap. This
st ands for 1.1 Bar (or Baromet ric Pressure). Since
Baromet ric Pressure is 14.7 t hen 1.1 Bar is equal t o 16
PSI (rounded up). Be sure t o check t he Bar Pressure
reading on t he radiat or cap.
Test i ng t he Cool i ng Syst em
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Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
24
Test i ng t he Radi at or Cap
To set up t he Cooling Syst em Pressure Test er t o t est
t he Radiat or Cap, follow t hese general st eps:
• Let t he engine cool
• Remove t he Radiat or Cap and connect it t o t he cap
adapt or in t he t est er kit
• Connect t he Cooling Syst em Pressure Test er t o t he
ot her end of t he adapt or
• Pressurize t he Radiat or Cap, if t he cap is working
properly, it will relieve at t he pressure specified on
t he cap. I f t he cap is fault y it will not build t o t he
specified pressure
NOTE: Be sure t o inspect t he radiat or filler neck for
dings which may release pressure. Also inspect t he
rubber on t he radiat or cap t o det ermine if t he cap will
seal appropriat ely.
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Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
25
GLOBAL DI AGNOSTI C SYSTEM
The Global Diagnost ic Syst em is a powerful t ool t hat
can aid wit h diagnost ics. You can find t he lat est
informat ion by searching Technician Times Art icles,
Technical Service Bullet ins, Pit st op Art icles, and
Campaigns.
Several clues may indicat e somet hing is mechanically
wrong wit h t he engine, such as:
• Lean Fuel Trims - caused by low compression
• I nj ect or Pulse Widt hs - may compensat e for
mechanical engine concerns
• Diagnost ic Trouble Codes - mechanical engine
concerns can creat e misfires
• Power Balance Test - use t he GDS t o perform an
Act uat ion Test on t he fuel inj ect ors
Use t he GDS t o see if t he vehicle has been
reprogrammed.
NOTE: Get t he lat est Service I nformat ion for oil
pressure specificat ions and cylinder head bolt t orque
specificat ions using t he GDS or KGI S.
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Diagnost ic Tools - Theory Module (EMD.02) 26
Engine Mechanical Diagnosis
Oil viscosit y is t he t hickness of t he oil. A lower
viscosit y rat ing means t he oil will flow fast er while
higher viscosit y rat ings mean t he oil will flow slowly.
A Technician Times Bullet in “ Engine Oil / Gear Lube
Changes” st at es beginning wit h product ion dat e 7/ 1/ 04
t hat all Kia vehicles will be using 5w-20 oil. I f 5w-20
isn’t available, t hen 5w-30 can be subst it ut ed.
The 5w-20 used in Kia vehicles flows well for a wide
variet y of t emperat ures. The “ 5” indicat es t he flow at
cold t emperat ure while t he “ 20” indicat es t he flow at
operat ing t emperat ure.
I t has been said t hat oil is t he “ life blood” of an engine
which means it is import ant t o keep clean and viable.
Oil t hat has been cont aminat ed wit h fuel dilut ion,
cont aminat ed wit h wat er, or not maint ained where t he
oil has ext ended beyond t he manufact urer
recommended service int erval will have adverse affect s
on t he mechanical component s t hat require lubricat ion.
Oi l Vi scosi t y
LUBRI CATI ON
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Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 27
We oft en receive calls asking what is normal oil
consumpt ion. Kia does not publish any official oil
consumpt ion numbers, however, we can offer some
general guidelines.
• Normal oil consumpt ion should be in t he range of 1
quart every 2000 t o 4000 miles dependent on
vehicle operat ing condit ions. Examples of operat ing
condit ions t hat can increase oil consumpt ion are:
- High speed driving wit h frequent wide open
t hrot t le operat ion.
- Mount ain and cit y driving.
- New vehicles wit h less t han 3000 miles (during
engine break-in, oil consumpt ion could be up t o 1
quart / 1000 miles).
- Heavily-loaded vehicle (full passenger/ cargo
load).
• Always check t he oil level hot , wit h t he engine at
normal operat ing t emperat ure. Remember fluid
expands when hot .
Technician Times, Volume 2, I ssue 3
NOTE: On t he subj ect of cit y driving oil consumpt ion,
keep in mind t hat t he engine is oft en idling for long
periods of t ime in st op-and-go sit uat ions, and t raffic
j ams. This result s in many hours of engine running
t ime wit hout covering many miles, which will give high
oil consumpt ion numbers t hat are not realist ic.
OI L CONSUMPTI ON
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28
Careful diagnosis for an oil consumpt ion concern is
crit ical. One example could be a st uck t hermost at .
I f t he t hermost at is st uck open t hen it may inhibit t he
engine from warming up which will cause excessive
deposit s. Those deposit s could cause st uck oil
cont rol rings which leads t o excess oil on t he cylinder
walls and cause an oil consumpt ion concern.
FEEDBACK: I f t he oil consumpt ion concern is valid,
t hen begin wit h some ext ernal inspect ions:
• Are t here any publicat ions on t his concern?
• I s t he engine overfull?
• Are t here any ext ernal leaks?
• I s t here Blue Smoke from t he exhaust ?
• Any deposit s on t he spark plugs?
• I s t he vehicle short-t ripped?
• Does t he vehicle idle prolonged periods?
• Does t he service hist ory, or lack of one, add
evidence for oil consumpt ion?
• Excessive oil in t he int ake? This could be caused
by a malfunct ion in t he PCV syst em causing
excessive reverse flow or excessive reverse flow
caused by blow-by in t he syst em.
I nspect t he PCV syst em for:
• Wrong PCV valve (aft ermarket ?).
• PCV valve inst alled improperly.
• PCV st uck open (deposit s, high idle).
• PCV fresh air hose blocked.
• PCV vacuum hose blocked.
• PCV baffling damaged on valve cover.
OI L CONSUMPTI ON
Ext er nal I nspect i ons
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Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
29
Oil consumpt ion can also result from int ernal engine
mechanical concerns. A compression gauge and leak-
down gauge can det ermine if t hey cylinder is having
ring sealing problems. This can be an int ernal concern
for excessive oil consumpt ion.
FEEDBACK: Ot her int ernal causes for oil
consumpt ion are:
• Cylinder wall damage
• Wrong head gasket aft er a repair could have
blocked head drain holes which would flood t he
head wit h t oo much oil and force oil past t he valve
guides.
• Aligned rings.
• Seized rings.
• Pist on deposit s in t he ring grooves.
• Valve deposit s could indicat ed oil consumpt ion down
t he valve guides. A borescope would be handy for
t his inspect ion.
• Valve guide seals.
• Valve guide wear.
• Cylindricit y means t hat t he cylinder must be a
perfect hole, rings will not seal if cylinders are
t apered or oval.
• Cylinder scoring.
• Cylinder bluing from lack of lubricat ion.
• Cylinder glazing means for new rings t o seal t hat
t he cylinders must first be deglazed.
• Excessive ring-end gap.
• Excessive bearing clearance will have increased oil
flow and could sling excessive oil on t he cylinder
wall increasing oil consumpt ion.
OI L CONSUMPTI ON
I nt er nal I nspect i ons
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Diagnost ic Tools - Theory Module (EMD.02)
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30
Oil is vit al t o your engine’s mechanical component s
and pressure is how it get s t here. Oil pressure will
vary for nearly every Kia engine so be sure t o check
t he Service I nformat ion for t he lat est specificat ions.
Oil pressure can be checked wit h an Oil Pressure
Gauge. The Oil Pressure Gauge is very useful t o
det ermine excessive HLA sounds or bot t om-end
concerns. When set t ing up t he gauge be sure t o:
• Check t hat t he oil is at t he proper level
• Warm t he engine up t o operat ing t emperat ure
• Check t he gauge t o see it is operat ing properly
• Remove t he oil sending unit
• Connect t he gauge t o t he oil sending unit port
• St art t he engine and check for leaks around t he
gauge
• Keep t he gauge away from t he hot exhaust or any
moving part s
• Record t he dat a
The reading will be low, normal, or high relat ive t o
specificat ion.
• Low - clogged pick up screen, fault y oil pump, worn
connect ing rod or main bearings, aft ermarket oil
filt er, cont aminat ion, damaged oil pan, or st uck
relief valve
• Normal - inspect for maint enance and change oil
as needed
• High - possible rest rict ion in t he oil galleries or st uck
relief valve
NOTE: Some engine noise concerns have been
result s of aft ermarket oil filt ers.
Oi l Pr essur e Gauge
Readi ng t he Resul t s
Oi l Pr essur e
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Engine Mechanical Diagnosis
31
An oil analysis is not a common t est met hod for most
concerns. However, it can be useful for persist ant
concerns or for cust omers who are met iculous about
t heir Kia.
A Wear Met al Reference Guide will relat e t he t race
met als found in t he analysis and relat e t hem t o t he
suspect component .
NOTE: The oil analysis can be very useful for
cust omers who also experience an oil consumpt ion or
coking concern.
Oi l Anal ysi s
I ron - Cylinders, Gears, Rings, Crankshaft s, Liners, Bearings, Housings, Rust
Chromium - Rings, Roller Bearings, Rods, Plat ings Lead, Bearing Overlays
Copper - Bearings, Bushings, Thust Washers, Oil Cooler, addit ives in t he oil
Tin - Bearings, Bushings, Pist on Plat ings
Aluminum - Pist ons, Bearings, Pumps, Rot ors, Thrust Washers
Nickel - Valves
Silver - Bearings, Bushings, Plat ings
Manganese - Liners, Rings, addit ive in fuel
Silicone - Airborne cont aminant s (poor air filt rat ion) and abrasives in t he oil used as an ant i-foaming agent
Boron, Sodium, and Pot assium - Found in ant i-freeze
Magnesium, Calcium, and Barium - Det ergent addit ive and dispersant
Phosphorous, Zinc, and Molybdenum - Ant i-Wear addit ive
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Engine Mechanical Diagnosis
32
Three element s are required for combust ion which are
air, spark, and fuel. I f t here is a fuel delivery concern,
t he cust omer’s vehicle may experience a no-st art , poor
idle, or poor accelerat ion concern.
There are several fuel t est s available:
• St at ic - Performed wit h engine off and fuel pump
energized.
• Running - Engine at idle.
• Residual - Fuel syst em is pressurized t hen t urned
off. The syst em should hold pressure for a specified
t ime t hen diminish.
• Fuel Pressure Regulat or - Engine at idle and record
reading. Then disconnect vacuum t o regulat or and
record reading. Specified reading should change or
t here may be a fault y regulat or.
• Fuel Pressure Drop - An inj ect or pulser is used t o
energize t he inj ect or moment arily. A t ypical set t ing
is 100 pulses per 5 milliseconds which should drop
pressure equally among all inj ect ors. A variance
more t han 3 psi indicat es a dirt y inj ect or. Very lit t le
drop means t he inj ect or may be clogged.
Kia specifies t he Running Fuel Test in t he Service
I nformat ion which varies per vehicle. Please check t he
Service I nformat ion for t he lat est procedures and
specificat ions.
Fuel Pr essur e Gauge
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Diagnost ic Tools - Theory Module (EMD.02)
Engine Mechanical Diagnosis
33
Seasonal Fuel Changes
Some drivabilit y concerns can be relat ed t o a seasonal
fuel change. I f you live in a climat e zone t hat is
affect ed by seasonal fuel changes be sure t o not e
possible fuel t ransit ions at local service st at ions.
Cust omers may commonly experience a hard-st art
when cold, poor idle, or poor accelerat ion concerns.
When a service st at ion exchanges seasonal fuels, t hey
are compensat ing for fuel volat ilit y. One common
measurement for fuel volat ilit y is t he Reid Vapor
Pressure (RVP). Fuel in colder weat her will have a
higher RVP t o allow fuel t o vaporize and burn easier in
colder climat es. Warmer weat her condit ions require a
lower RVP t o reduce emissions and t o resist vapor
lock.
I f a RVP concern is suspect ed, ask:
• I s t he report ed concern t aking place during fuel
changeover season?
• Did t he cust omer purchase fuel out side of t he cit y
or st at e?
• Are many cust omers experiencing t he same
concern?
• Does t he concern t ake place during cold or hot
st art s?
• Are running and residual fuel pressure checks wit hin
specificat ions?
* Technician t imes 10/ 1/ 2005
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SUMMARY
Diagnost ic t ools are very useful for accurat ely
diagnosing engine mechanical concerns. The engine
is an air pump t hat must draw in air. I t must also be
able t o remove t he burnt gases from t he combust ion
chamber. Using t hese diagnost ic t ools will help you
det ermine how well t he engine is sealing,
compressing, and flowing.
I n t his module, you have learned how t o:
A. Accurat ely int erpret and underst and t he result s of
t he following diagnost ic t ools:
• Vacuum Gauge
• Compression Gauge
• St et hoscope and Chassis Ears
• Leak Down Gauge
• Borescope
• Block Check Dye
• Global Diagnost ic Syst em
• Oil Pressure Gauge
• Cooling Syst em Pressure Test er
• DVOM
B. Underst and ot her variables t hat can affect engine
performance, such as:
• Oil Viscosit y
• Oil Consumpt ion
• Oil Analysis
• Cooling Syst em
• Elect rolysis
Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 34
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1. A t echnician is performing a proper leak down t est
on a Kia 2.0L engine.
Technician A says if you hear air coming from t he
exhaust pipe during t his t est , t his would indicat e a
fault y exhaust valve.
Technician B st at es t hat if you hear air coming
from t he int ake manifold during t his t est , t his
would indicat e a fault y int ake valve. Who is
correct ?
A. Technician A only
B. Technician B only
C. Bot h Technician A and Technician B
D. Neit her Technician A nor Technician B
2. Two t echnicians are discussing leak down t est ing.
Technician A says t he engine should be at
operat ing t emperat ure before performing t his t est .
Technician B says you should fill t he cylinder wit h
unregulat ed shop air. Who is correct ?
A. Technician A only
B. Technician B only
C. Bot h Technician A and Technician B
D. Neit her Technician A nor Technician B
3. A t echnician is using a borescope in a Kia engine.
Technician A says t hat you can view carbon
deposit s on t he int ake valves wit h t his t ool.
Technician B says you can view t he pist on for
signs of damage. Who is correct ?
A. Technician A only
B. Technician B only
C. Bot h Technician A and Technician B
D. Neit her Technician A nor Technician B
PROGRESS CHECK
QUESTI ONS
Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 35
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4. Two t echnicians are discussing how t o use t he
GDS as a resource t o find informat ion relat ed t o a
mechanical engine concern.
Technician A says you can search t he lat est
Technician Times Art icles, Technical Service
Bullet ins, Pit st op Art icles, and Service Campaigns.
Technician B says you need a special t ool t hat is
not supplied wit h t he GDS t o read Fuel Trim dat a.
Who is correct ?
A. Technician A only
B. Technician B only
C. Bot h Technician A and Technician B
D. Neit her Technician A nor Technician B
5. Two t echnicians are discussing Oil Viscosit y wit h
oil filled up from t he fact ory.
Technician A says Kia only uses 5w-20 in current
product ion vehicles.
Technician B says fuel cont aminat ion will lower t he
viscosit y of t he oil. Who is correct ?
A. Technician A only
B. Technician B only
C. Bot h Technician A and Technician B
D. Neit her Technician A nor Technician B
6. Two Technicians are discussing elect rolysis.
Technician A says elect rolysis can rot away head
gasket s.
Technician B says t he volt age should not exceed
200mV at idle. Who is correct ?
A. Technician A only
B. Technician B only
C. Bot h Technician A and Technician B
D. Neit her Technician A nor Technician B
QUESTI ONS
Engine Mechanical Diagnosis
Diagnost ic Tools - Theory Module (EMD.02) 36
EMD 02 Diagnostic Tools TH_RV14:EMD 02_Diagnostic Tools 1/9/11 5:10 PM Page 36
The t arget audience for t his module consist s of Kia
service t echnicians who diagnose vehicles wit h engine
mechanical concerns.
Complet ing t his module prepares you t o diagnose and
t roubleshoot engine mechanical concerns using t he
appropriat e diagnost ic t ool.
Upon complet ion of t his module, you will be able t o
accurat ely set-up, calibrat e, and int erpret t he readings
of t he following diagnost ic t ools:
• Vacuum Gauge
• Compression Gauge
• Chassis Ears
• Leak Down Gauge
• Block Check Dye
• Borescope
• Oil Pressure Gauge
• Cooling Syst em Pressure Test er
• Elect rolysis Test
Carefully read t hrough t he mat erial and t ake not es
based on t he classroom discussion. Throughout t he
module t here will be act ivit ies for you t o part icipat e in.
I n order t o complet e t his module, you will need t he
following it ems:
• Pen or Pencil
• Safet y Glasses
Approximat ely 2 hours
TARGET AUDI ENCE
MODULE GOAL
MODULE I NSTRUCTI ONS
REQUI RED MATERI ALS
TI ME TO COMPLETE
MODULE OBJECTI VES
Diagnost ic Tools - Guided Pract ice (EMD.03) 1
Engine Mechanical Diagnosis
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 1
GUI DED PRACTI CE 1
Vacuum Gauge
2 Diagnost ic Tools - Guided Pract ice (EMD.03)
Engine Mechanical Diagnosis
Follow all shop safet y rules.
Assigned Vehicle: _____________________________
1. Find t he appropriat e adapt or for t he Vacuum
Gauge (if applicable).
2. Connect t he Vacuum Gauge t o t he vehicle.
3. Pull t he Main Relay. Wit h t he Vacuum Gauge
secured, crank t he engine. What was t he cranking
vacuum? ____________________________________
4. Reconnect t he Main Relay. Wit h t he Vacuum
Gauge secured, st art t he engine. What is t he reading
on t he Vacuum Gauge wit h t he Air Condit ioning Off ?
_____________________________________________
5. Turn t he A/ C on, what is t he reading on t he
Vacuum Gauge? ______________________________
6. I s t his a normal or abnormal condit ion? ________
I f abnormal, what may be t he cause(s)? _________
_____________________________________________
_____________________________________________
* I f abnormal, cont act your I nst ruct or.
7. Snap t he t hrot t le (not rev t he engine). What does
t he Vacuum Gauge do?__________________________
Why? _______________________________________
_____________________________________________
_____________________________________________
8. Wit h t he engine idling, disconnect a fuel inj ect or
connect or. What is t he reading on t he vacuum gauge?
_____________________________________________
9. Turn off t he engine and put t he Vacuum Guage
back in it ’s case.
I nst ruct or’s I nit ials ______
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 2
Diagnost ic Tools - Guided Pract ice (EMD.03) 3
Engine Mechanical Diagnosis
GUI DED PRACTI CE 2
Compr essi on Gauge
( Dr y & Wet )
Follow all shop safet y rules.
Assigned Vehicle: _____________________________
1. Open t he Compression Test er Kit and make sure all
of t he appropriat e accessories are available.
2. Wit h a DVOM, check bat t ery volt age. What is t he
reading? _______ I f t he engine t urns slowly t hen t he
Compression Gauge readings will be lower.
3. Bring t he engine t o operat ing t emperat ure t o
ensure t ight t olerances.
4. Pull t he Main Relay and open t he t hrot t le plat es.
Set t he parking brake
5. Remove all of t he spark plugs.
6. Perform a DRY COMPRESSI ON TEST: I nsert t he
adapt or int o t he spark plug hole of cylinder number
one.
7. Crank t he engine over 6 - 7 t imes (t he same
number of t imes per t est ), perform t he t est on each
cylinder, and record t he result s below.
CAUTI ON: Be sure t o release t he pressure in t he
gauge by pressing t he release but t on before moving
t he gauge t o t he next cylinder.
8. Perform a WET COMPRESSI ON TEST: Add a few
squirt s of oil t o each cylinder. I nsert t he adapt or int o
t he spark plug hole of cylinder number one.
9. Crank t he engine over 6 - 7 t imes, perform t he t est
on each cylinder, and record t he result s below.
CAUTI ON: Be sure t o release t he pressure in t he
gauge by pressing t he release but t on before moving
t he gauge t o t he next cylinder.
10. Did t he values change? _____
# 1 Dry/ Wet # 2 Dry/ Wet # 3 Dry/ Wet # 4 Dry/ Wet
# 5 Dry/ Wet # 6 Dry/ Wet # 7 Dry/ Wet # 8 Dry/ Wet
!
!
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 3
4 Diagnost ic Tools - Guided Pract ice (EMD.03)
Engine Mechanical Diagnosis
GUI DED PRACTI CE 3
Compr essi on Gauge
( Runni ng)
Follow all shop safet y rules.
1. Perform a RUNNI NG COMPRESSI ON TEST: Put all
of t he spark plugs back int o t he cylinder except for t he
cylinder t o be t est ed. Be sure t o t orque t he spark
plugs t o specificat ion.
2. Ground t he plug wire or disconnect t he coil-over-
plug unit for t he cylinder t o be t est ed t o minimize
damage t o t he cont rol module.
3. Disconnect t he fuel inj ect or for t he cylinder t o be
t est ed.
4. Carefully t hread t he adapt or int o t he spark plug
hole. Connect t he t est er.
5. St art t he engine and record t he (engine running)
readings. Can you get a good reading? I f not , t ry
insert ing t he schrader valve and t est again.
NOTE: Use t he t echnique t hat will give you t he best
reading t o complet e t he exercise.
6. Quickly snap t he t hrot t le t o get a gulp of air int o
t he cylinder. Do not REV t he engine... t he gulp of air
is what we are measuring, not RPM. Record your
result s for each cylinder.
7. Are t he result s wit hin specificat ion? ____________
I f no, list t he possible concerns __________________
_____________________________________________
_____________________________________________
8. Put t he component s back int o t heir case and reset
t he engine.
I nst ruct or’s I nit ials ____
# 1 ____ # 2 ____ # 3 ____ # 4 ____
# 5 ____ # 6 ____ # 7 ____ # 8 ____
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 4
Diagnost ic Tools - Guided Pract ice (EMD.03) 5
Engine Mechanical Diagnosis
GUI DED PRACTI CE 4
Chassi s Ear s
Follow all shop rules.
1. Remove t he Chassis Ears from t he cont ainer.
2. Connect t he clips t o in locat ions t o det ect t he
specified sounds:
a. Valve Train
b. Accessory
c. Bot t om End
d. Aut omat ic Transaxle
3. Secure t he t ransmit t ers and cables away from heat
and moving obj ect s. Turn t he t ransmit t ers ON.
4. St art t he engine and double-check t he t ransmit t ers,
clips, and cables t o ensure t hey are free from heat and
moving obj ect s.
5. Turn on t he receiver and adj ust t he volume as
needed.
6. Toggle t he receiver but t ons 1 -4. Not ice t he
int ensit y met er. Do you hear any abnormal sounds?
_____________________________________________
_____________________________________________
7. Gent ly snap t he t hrot t le. Did you hear any
abnormal sounds? _____________________________
_____________________________________________
8. Hold t he t hrot t le st eady bet ween 2000 - 2500 RPM.
Do you hear any abnormal sounds? _________
_____________________________________________
9. Turn off t he engine. Put t he t ransmit t ers and
receiver back int o t he case.
I nst ruct or’s I nit ials ____
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 5
6 Diagnost ic Tools - Guided Pract ice (EMD.03)
Engine Mechanical Diagnosis
Follow all shop rules.
1. Bring t he engine up t o operat ing t emperat ure.
2. Remove all of t he spark plugs.
3. Remove t he int ake hose, oil filler cap, and radiat or
cap.
4. Posit ion t he cylinder t o be t est ed in t he Top Dead
Cent er posit ion of t he Compression St roke.
CAUTI ON: Remember t o only rot at e t he engine in
t he direct ion of normal rot at ion or you may j ump
t iming.
5. I nsert t he adapt or int o t he spark plug hole hand
t ight .
6. Turn t he regulat or on t he leak down gauge fully
count er-clockwise before connect ing t he gauge t o t he
air supply hose.
7. Connect t he air supply t o t he gauge. Connect t he
gauge t o t he adapt or in t he engine. Adj ust t he
regulat or knob t o 100 psi on t he gauge.
8. Record t he cylinder leakage below.
9. Did you hear any excessive sounds from t he
t hrot t le body, oil filler cap, or exhaust ? ____________
Were t here in any bubbles from t he radiat or? ______
10. Reduce t he regulat or pressure t o 0 psi before
disconnect ing t he adapt or.
11. Repeat st eps 4 - 10 for each cylinder t o be t est ed.
12. Aft er all cylinders have been t est ed, ret urn t he
equipment back t o t he st orage cont ainer and reset t he
vehicle.
I nst ruct or’s I nit ials ____
GUI DED PRACTI CE 5
Leak Down Gauge
# 1 ____ # 2 ____ # 3 ____ # 4 ____
# 5 ____ # 6 ____ # 7 ____ # 8 ____
!
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 6
Diagnost ic Tools - Guided Pract ice (EMD.03) 7
Engine Mechanical Diagnosis
GUI DED PRACTI CE 6
Bl ock Check Dye
Follow all shop rules.
1. Set t he emergency brake or raise t he vehicle so t he
wheels are off t he ground.
2. Remove t he radiat or cap. Drain t he coolant so t he
fluid level is about 1” - 2” from t he base of t he filler
neck.
3. Remove block check t est kit from cont ainer. Pour
blue fluid int o t he glass t est unit t o t he marked “ fill
level”. Put t he lid back on t he primary fluid cont ainer.
4. Place t he glass t est unit ont o t he radiat or filler
neck by securing and gent ly t wist ing t he rubber base.
CAUTI ON: Do NOT t wist t he glass t ube since t he
force can crack t he glass t ube.
5. St art t he engine and let it warm t o operat ing
t emperat ure. Place t he rubber squeeze bulb ont o t he
glass t est unit . Squeeze t he rubber bulb for 1 minut e
wit h t he engine running.
CAUTI ON: You will be sampling air in t he t op of t he
radiat or for combust ion gases. Do not sample coolant !
I f coolant is ent ering t he glass t est unit , you will need
t o drain more coolant from t he syst em.
6. What color is t he fluid aft er 1 minut e of squeezing
t he bulb on a warm engine? ____________________
7. I f t he fluid is blue and didn’t change, t hen it is safe
t o pour back int o t he primary cont ainer and reuse. I f
t he color of t he fluid changed, t hen it must be
disposed and t he glass t est unit must be rinsed clean.
NOTE: Fluid reuse is only for Training Cent er
purposes t o conserve fluid.
8. Ret urn t he component s back t o t he st orage
cont ainer and reset t he vehicle.
I nst ruct or’s I nit ials ____
!
!
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 7
8 Diagnost ic Tools - Guided Pract ice (EMD.03)
Engine Mechanical Diagnosis
Follow all shop rules.
1. Locat e an engine on t he engine st and.
2. Locat e a Borescope t ool. Be sure t o read t he
operat ion manual t o t he Borescope prior t o operat ing
t he Borescope.
3. I f t he engine has spark plugs inst alled, you will
need t o t hen t ake a spark plug socket and socket
wrench t o remove t he socket from t he cylinder head.
4. Rot at e t he cylinder t o be examined so t hat t he
pist on is at BDC.
5. At t his point you will need t o t urn on t he Power t o
t he Borescope.
6. I nsert t he Borescope end int o t he cylinder and
begin t o perform t he inspect ion. Do you not ice
anyt hing abnormal on t he cylinder walls such as
scoring or scrat ches? Also, check t he bot t om of t he
valves (if possible)
_____________________________________________
_____________________________________________
WARNI NG: Be careful not t o drop any debris,
including at t achment s for t he Borescope, int o t he
cylinder or damage will occur. Check t o ensure t hat all
at t achment s for t he Borescope have been ret urned t o
t heir st orage cont ainer.
7. I nspect t he t op of t he pist on head; t his will give
you some insight t o t he usage of t he engine. You will
look for signs of excessive carbon build up (misfire or
short-t ripping), or if it is running lean you will be able
t o see signs of pist on burning hot (scorching or
pit t ing). Do you see anyt hing unusual?
_____________________________________________
_____________________________________________
8. Ret urn your equipment t o t heir proper st orage
cont ainer and reset your work st at ion.
I nst ruct or’s I nit ials ____
GUI DED PRACTI CE 7
Bor escope
!
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 8
Diagnost ic Tools - Guided Pract ice (EMD.03) 9
Engine Mechanical Diagnosis
Follow all shop rules.
1. Raise t he vehicle and locat e t he Oil Pressure
Swit ch. Wit h a drain pan handy, remove t he Oil
Pressure Swit ch. Be sure t o prot ect your eyes,
clot hes, and anyt hing else t hat can be damaged by oil.
2. Connect t he Oil Pressure Gauge t o t he engine
t hrough t he Oil Pressure Swit ch hole.
3. Find t he oil t est specificat ions on t he Global
Diagnost ic Syst em or KGI S.
WARNI NG: Be careful of hot surfaces and moving
part s.
4. St art t he engine.
What is t he cranking oil pressure? ________________
What is t he running oil pressure? ________________
Was t he t est performed Hot or Cold? _____________
What RPM was t he t est performed as specified on t he
Global Diagnost ic Syst em? ______________________
I s t his wit hin specificat ion? ______________________
Test t he Oi l Pr essur e Swi t ch
5. Wit h a DVOM set t o Ohms, is t here cont inuit y
bet ween t he t erminal and t he body? ______________
I f t here is no cont inuit y, t he swit ch is bad.
6. Check t he cont inuit y bet ween t he t erminal and t he
body when t he fine wire is pushed. I s t here cont inuit y?
_____________________________________________
I f t here is cont inuit y even when t he fine wire is
pushed, t hen t he swit ch is bad.
7. Use a Mighy Vac, and apply 7 psi t o t he oil hole of
t he swit ch. I s t here cont inuit y? _________
I f t here is no cont inuit y when 7 psi is applied t hrough
t he oil hole, t hen t he swit ch is operat ing properly.
8. Wit h 7 psi of vacuum applied, also check for air
leakage. I f air leaks, t he diaphragm is broken and t he
swit ch will need t o be replaced.
9. Ret urn t he equipment t o t heir proper st orage
cont ainers and reset t he vehicle.
I nst ruct or’s I nit ials ____
GUI DED PRACTI CE 8
Oi l Pr essur e Test
!
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 9
Follow all shop rules.
This t est is best if performed on a cool engine. Heat
causes part s t o expand and may seal a leak.
1. Carefully remove t he radiat or cap and prot ect
yourself from any coolant .
2. Check t he coolant level in bot h t he reservoir and
radiat or. Are t hey wit hin specificat ion? ____________
3. Connect t he cooling syst em pressure t est er t o t he
radiat or filler neck. Pressurize t he syst em t o t he PSI
indicat ed on t he radiat or cap. I s t he syst em holding
t he pressure? ________________________________
Are t here any leaks? ___________________________
I f so, where is t he source of t he leak? ____________
_____________________________________________
4. Remove t he cooling syst em pressure t est er and
connect t he adapt or t o t est t he radiat or cap. What is
t he pressure rat ing of t he radiat or cap? ___________
What is t he pressure reading on t he t est er? ________
I s t his wit hin specificat ion? _____________________
5. Ret urn t he equipment t o it s st orage case and reset
t he vehicle.
I nst ruct or’s I nit ials ____
10 Diagnost ic Tools - Guided Pract ice (EMD.03)
Engine Mechanical Diagnosis
GUI DED PRACTI CE 9
Cool i ng Syst em Pr essur e Test er
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 10
Diagnost ic Tools - Guided Pract ice (EMD.03) 11
Engine Mechanical Diagnosis
Follow all shop rules.
WARNI NG: Be careful when removing t he radiat or
cap on a hot engine or personal inj ury may result .
1. Use a DVOM set t o DC volt s. Place t he posit ive
probe of t he met er in coolant flow and negat ive lead
on negat ive bat t ery cable (see phot o). Turn on all
loads (A/ C, headlamps/ radio/ defrost er) and run engine
at 2,000 rpm. Record maximum volt age.
2. I f t he volt age is more t han 400mV, perform a
volt age drop from t he engine t o t he negat ive bat t ery
post and from t he frame/ body t o t he negat ive bat t ery
post . Volt age drops should not exceed 100 mV (.1V).
Repair and clean grounds if needed. Repeat st ep # 1 t o
confirm volt age is below limit .
Record your result s ____
3. I f volt age is st ill over 400 mV (.4V), not ify your
I nst ruct or.
4. Ret urn t he equipment t o t heir st orage cont ainer
and reset t he vehicle.
I nst ruct or’s I nit ials ____
GUI DED PRACTI CE 10
Cool ant El ect r ol ysi s Test
!
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 11
N OT ES:
Engine Mechanical Diagnosis
12 Diagnost ic Tools - Guided Pract ice (EMD.03)
EMD 03 SG_Diagnostic Tools GP_RV6:Diagnostic Tools Guided Practice Module 11/16/10 10:05 PM Page 12
TARGET AUDI ENCE
Kia Dealership Technicians whom are able t o diagnose,
t roubleshoot , and repair engine mechanical relat ed
cust omer concerns.
Upon complet ion of t his module, t he Kia service
t echnician will be able t o demonst rat e t he knowledge
required t o accurat ely inspect ext ernal engine
mechanical relat ed cust omer concerns using specific
diagnost ic t ools.
Upon complet ion of t his module, you will be able t o
accurat ely int erpret and underst and t he following
ext ernal engine mechanical inspect ions:
• Timing Belt / Chain
• Cont inuously Variable Valve Timing (Dual)
• Oil Cont rol Valve
• Oil Cont rol Valve Filt er
• Oil Pan I nspect ion
• Turbocharger
• Spark Plug Analysis
Carefully read t hrough t he mat erial, t ake not es based
on t he classroom discussion and st udy each
illust rat ion. At t he end of t he module t here will be
Progress Check quest ions for you t o answer. You may
use t he modules t o answer t he quest ions.
Approximat ely 45 minut es
MODULE GOAL
MODULE OBJECTI VES
MODULE I NSTRUCTI ONS
TI ME TO COMPLETE
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 1
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 1
Ext ernal I nspect ions - Theory Module (EMD.04) 2
Engine Mechanical Diagnosis
CVVT - Cont i nuousl y Var i abl e Val ve Ti mi ng
A syst em t hat varies valve t iming and overlap
for opt imum performance and emissions.
DTC - Di agnost i c Tr oubl e Code
An elect ronic signal st ored in an aut omot ive
comput er, indicat ing t he presence of a fault
det ect ed by t hat comput er.
D-CVVT - Dual Cont inuously Variable Valve Timing
A syst em where bot h t he int ake and exhaust
camshaft s have cont inuously variable valve
t iming capabilit ies.
MI L - Mal f unct i on I l l umi nat i on Lamp
A lamp on t he dash t hat illuminat es wit h t he
presence of a DTC.
NVH - Noi se, Vi br at i on, & Har shness
NVH is t he name given t o t he field of
measuring, and modifying, t he noise and
vibrat ion and harshness charact erist ics of
vehicles.
OCV - Oi l Cont r ol Val ve
A component in t he CVVT syst em t hat
cont rols t he oil flow t o t he CVVT unit .
RPM - Revol ut i ons Per Mi nut e
A measure of crankshaft revolut ions in an
engine.
VCM - Var i abl e Char ge Mot i on
VCM uses an input from t he ECM t o cont rol a
series of flaps at t he int ake manifold. VCM is
used t o promot e t umbling of t he air in t he
int ake manifold on Warm-Up.
ACRONYMS
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 2
Ext ernal I nspect ions - Theory Module (EMD.04)
Engine Mechanical Diagnosis
3
I NTRODUCTI ON
Not all engine mechanical concerns can be
diagnosed using a scant ool and simply checking f or
DTCs. There are inst ances when checking t he
mechanical component s is needed t o accurat ely
diagnose a concern.
This module will focus on t he use of various ext ernal
engine inspect ions t hat are effect ive in diagnosing
cust omers engine mechanical relat ed concerns. The
t ools covered in t his module are:
• Timing Belt / Chain
• Cont inuously Variable Valve Timing
• Oil Cont rol Valve
• Oil Cont rol Valve Filt er
• Oil Pan I nspect ion
• Spark Plug Analysis
FEEDBACK: Remember t he Kia 5-St ep Process:
• Verify t he Concern
• Analyze t he Concern
• Diagnose t he Concern
• Repair t he Concern
• Verify t he Repair
This module focuses on accurat ely diagnosing t he
concern prior t o repairing and replacing part s on a
cust omer’s vehicle.
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 3
The t iming belt is a crit ical component t hat keeps t he
camshaft s mechanically t imed t o t he crankshaft . The
marks on t he camshaft sprocket s and crankshaft must
line up perfect ly wit h t heir corresponding alignment
marks. I f t he marks do not line up, whet her it is due
t o age or t he t iming belt slipped, t hen t here will be a
drivabilit y concern and possible damage on an
int erference engine.
Over t ime, t he belt s and chains t end t o wear and need
service. Sympt oms of belt st ret ch could include
performance or a MI L illuminat ion. Some t iming chains
may also produce excessive noise due t o chain st ret ch
NOTE: Only 2 Kia engines are non-int erference:
• 2.0L used on earlier Sport age models up t o 2002
• 1.8L used on Sephia (up t o 2001) and Spect ra (up
t o 2004) models
FEEDBACK: What is t he t iming belt int erval service?
____________________________________________
____________________________________________
TI MI NG BELT &
TI MI NG CHAI N
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 4
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 4
Timing mark
Water pump pulley
Timing mark
Cam Position Sensor(CPS)
Idler pulley
Crank Angle Sensor(CAS)
Engine support
lower bracket
Timing mark
Camshaft sprocket
Right bank
3
5
D
R
H
35D RH
35D LH
3
5
D
Tensioner arm
Tensioner pulley
Auto tensioner
Crankshaft sprocket
Left bank
When t he t iming belt is working properly, t he valve
t iming is in perfect synchronizat ion wit h t he
crankshaft , connect ing rods and pist ons.
Kia uses t wo t ypes of t iming component s:
• Timing Belt
• Timing Chain
Timing belt s t end t o be quiet er t han chains which
reduces NVH relat ed cust omer concerns. Also, t iming
belt s are less cost ly t o manufact ure, less mass t han a
chain and do not require lubricat ion.
However, t here are t imes when t he t iming belt s or
chains do not work properly due t o a:
• Skipped t oot h or damaged sprocket
• Worn from normal use
• Weak t ensioner
CAUTI ON: I t is recommended t o inspect and replace
t he t iming belt t ensioner if necessary when servicing
t he t iming belt . The t ensioner can fat igue over t ime
causing t iming relat ed concerns short ly aft er service of
a new t iming belt . This does not apply t o rat chet ing-
oil pressure t ype t ensioners.
CAUTI ON: Always t urn t he crankshaft and belt in t he
direct ion of engine rot at ion. Turning t he crankshaft in
t he opposit e direct ion of rot at ion may cause t he belt t o
j ump t iming.
!
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 5
!
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 5
When a cust omer experiences a t iming chain concern,
t ypical concerns include:
• Engine misfire (possible MI L illuminat ion)
• Abnormal Valve Train Noise regardless of engine speed
• I f t he t iming belt (or chain) breaks, mechanical
damage will occur on an int erference engine. Also,
t he engine may not crank since t he crankshaft may
not rot at e due t o debris or damage.
Follow t he Service I nformat ion for vehicle specific dat a
for t iming belt replacement .
CAUTI ON: I f a non-ratcheting-oil pressure type
tensioner must be reused, be sure to compress the
tensioner in a vertical position, not horizontal. I f 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. Also, the
tensioner must be set undisturbed on the block for a
minimum of 5 minutes before cranking the engine over.
While t he t iming belt is off, be sure t o check all pulleys
and accessory drives for smoot h operat ion. I f a
cust omer is concerned wit h a noise under t he hood, it
may be a result of an accessory, pulley, or bearing
wearing out .
Engine Mechanical Diagnosis
!
Ext ernal I nspect ions - Theory Module (EMD.04) 6
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 6
When servicing the timing belt (or chain), it is also a good
idea to service the balance shafts timing belt or chains.
Technician Times:
KMA recommends t hat t he count er balance shaft
belt / t iming belt be replaced when replacing t he engine
t iming belt on 2.4L Opt ima MS vehicles, even t hough
t his replacement is not specifically required per t he
maint enance sect ion of t he Opt ima Service Manual.
The counter balance shaft belt tensioner is a manual
adj ustment type. The belt should be inspected for
looseness every time the engine timing belt is inspected.
Recommended service int ervals are as follows:
• Under normal condit ions, t he engine t iming belt and
count er balance shaft belt should be inspect ed every
30,000 miles and replaced every 60,000 miles.
• Under severe condit ions t he engine t iming belt and
count er balance shaft belt should be inspect ed every
20,000 miles and replaced every 40,000 miles.
* Court esy of Technician Times
Engine Mechanical Diagnosis
Balance Shaft Belt
Balance Shaft
Tensioner
BALANCE SHAFTS
Ext ernal I nspect ions - Theory Module (EMD.04) 7
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 8
VALVE ADJUSTMENTS
Valve adj ust ment s are somet imes required due t o
engine wear or camshaft replacement s. Engine wear
t hat affect s valve adj ust ment s include camshaft lobe
wear and t appet wear.
All engines in Kia vehicles have an inspect ion and
replacement schedule depending on t he engine t ype
and cust omer’s usage st yle (Normal or Severe
Maint enance Schedule in t he Owner’s Manual).
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 9
Having t he proper valve lash adj ust ment promot es t he
following condit ions:
• Helps maint ain t he proper engine operat ing
t emperat ure
• Helps maint ain opt imum fuel economy
• Reduces unusual oil consumpt ion and wear
• Helps maint ain rat ed horsepower out put
• Helps ext end t he life of t he engine
• Helps keep a lower cost of ownership.
Having a valve lash adj ust ment t oo t ight , t he following
condit ions can occur:
• Poor idle qualit y (un-even)
• Low end performance would suffer
• Cause t he engine t o run hot t er t han normal
• Pot ent ial exhaust valve damage (burned valves)
Having a valve lash adj ust ment t oo loose, t he following
condit ions can occur:
• A “ noisier” t han normal valve t rain.
• Cause an accelerat ed wear on valve t rain
component s.
• Pot ent ial chance of damaging/ breaking of valve
t rain component s.
• High end performance loss.
• Could cause a slight improvement of low end
performance.
A combinat ion of t hese t wo condit ions could cause an
un-even idle and possible engine damage.
How Does Val ve Lash Af f ect
Engi ne Oper at i on?
Set t i ng t he Val ve Lash
Adj ust ment Too Ti ght
Set t i ng t he Val ve Lash
Adj ust ment Too Loose
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 9
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 10
There are t wo t ypes of Valve Lash Adj ust ors used in
t he Kia Mot ors family of engines, t hese are:
• HLA – Hydraulic Lash Adj ust or (aka Hydraulic
Tappet )
• MLA – Mechanical Lash Adj ust or (aka Solid Tappet )
An HLA consist s of a hollow expanding pist on (oil
filled) sit uat ed bet ween t he cam lobe and t he valve.
HLAs are designed t o ensure t hat t he valve t rain
always operat es wit h “ zero” clearance, lending t o
quiet er operat ion and less frequent valve lash
clearance adj ust ment s. Clean oil is crit ical t o t he
operat ion of HLAs. Oil is fed int o t he HLA which lift s a
pist on inside t he adj ust or, t his provides t he proper lash
adj ust ment as t he camshaft applies “ lift ” t o t he t appet .
When t he valves are closed, t he lift ers should bleed
down and be at a ready-st at e t o fill again for t he next
lift from t he camlobe. Oil is provided by t he oil
galleries t o t he HLAs which should always be free from
sludge or debris.
An MLA is a “ solid” bucket-shaped or flat t appet design
sit uat ed bet ween t he cam lobe and t he valve.
Because of t he solid nat ure of it s design, t hese require
more frequent rout ine/ scheduled servicing t o check for
correct valve lash clearance. MLAs do not have t he
“ squishing” sound like an HLA when operat ing, but
MLAs may creat e a slight t apping sound on st art up.
Types of Val ve Lash Adj ust or s
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 11
I n the Kia Motors family of engines two types of MLAs
are used:
• Bucket st yle
• Puck (shim) st yle
The “ Bucket ” st yle is shaped like a bucket wit h it s
open end facing t he t op of t he valve st em and it s
bot t om-side t ouching t he cam lobe. The valve st em
rides inside of t he bucket shaped opening.
The “ Puck” or shim st yle consist s of a solid disc t hat
rides on t he bot t om-side of t he bucket t ouching t he
cam lobe.
Bot h of t hese MLA t ypes require being removed from
t he engine and replaced (as required) t o ensure t he
proper operat ing valve lash clearance.
Types of Mechani cal Lash
Adj ust or s
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 12
The period of scheduled maint enance of t he MLA
adj ust ors require scheduled service int ervals bet ween
48 – 60 mont hs or 60,000 miles.
The servicing differences bet ween t hese t wo t ypes of
valve lash adj ust ors are:
• A fault y HLA (noisy adj ust or) is simply replaced.
There isn’t any measurement t hat can be made.
• A fault y/ noisy HLA means t hat t he int ernal pist on
mechanism is not providing t he correct “ hydraulic”
act ion required t o act ivat e t he valve properly and
maint ain t he recommended “ zero” clearance.
This “ hydraulic” action can be tested and possibly found
to be j ust dirty. This testing method is available in the
vehicle’s service information to help determine if the
adj ustor needs to be replaced (faulty) or simply cleaned.
A faulty MLA means the required thickness of the
adj ustor component (adj ustor itself or the shim) does not
provide the recommended valve lash clearance to operate
the opening and closing (timing) of the valve properly.
Ot her reasons t o replace an adj ust or(s) could fall
under t he following condit ions:
• Excessive clearance/ wear found in all/ most of t he
adj ust ors.
• Due t o a service condit ion t he cylinder head and/ or
t he engine block needs t o be replaced.
Ser vi ce Mai nt enance
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 13
Adj ust ors, or t appet s, are measured for proper range
of clearance by t heir t hickness using a micromet er.
This proper t hickness is what ensures t hat an engine
will run smoot hly and t o it s peak horsepower rat ing.
The recommended adj ust or clearance is measured
bet ween t he base circle of t he camlobe (when t he
valve is fully closed) and t he valve adj ust or (a.k.a
t appet or sim). A feeler gauge is used t o represent t he
proper clearance bet ween t he cam and t he adj ust or.
I f t he feeler gauge t olerances are lower t han
specificat ion in t he space bet ween t he cam lobe and
t he adj ust or t hen t he valve adj ust or is t oo t hick
(clearance t oo small). A t hinner adj ust or should be
used t o replace t he exist ing one.
I f t he feeler gauge is t oo loose (clearance t oo large),
t hen a t hicker adj ust or should be used.
Checki ng MLA Cl ear ance
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 13
Kia Mot ors now uses a Cont inuously Variable
Valve Timing (CVVT) Syst em in it s vehicles. The
crankshaft is in direct rot at ion wit h t he exhaust
(and/ or int ake) camshaft sprocket . Oil provides t he
hydraulic pressure int o t he CVVT unit which adj ust s
t he t iming of t he int ake camshaft . This means t he
int ake camshaft can have a range of degrees of
advance increment ally bet ween 0° and 40°.
Many of our engines adj ust bot h t he int ake and
exhaust camshaft s at t he same t ime. This dual
configurat ion is oft en referred t o as t he Dual
Cont inuously Variable Valve Timing (D-CVVT) Syst em.
The D-CVVT will use a separat e CVVT unit t o operat e
each camshaft .
Why go t hrough all of t his t rouble?
Kia uses t he CVVT t o enhance performance t hat will
increase engine efficiency as well as reduce emissions.
CONTI NUOUSLY VARI ABLE
VALVE TI MI NG SYSTEM
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 14
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 14
CONTI NUOUSLY VARI ABLE
VALVE TI MI NG SYSTEM
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 15
NOTE: Kia engines equipped wit h CVVT do not have
EGR valves. Since Kia can cont rol t he amount of
camshaft overlap we can vary t he t iming of t he
camshaft s under t he right condit ions t o creat e a
nat ural EGR effect t hat reduces NOx emissions.
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 16
The heart of t he CVVT unit consist s of a:
• Sprocket
• Rot or (aka Vane)
• Locking Pin
• Vane Seals
• Housing
The CVVT uses hydraulic pressure from t he engine oil
supply t o pressurize eit her t he advance or ret ard side
of t he vane. The vane moves clockwise or count er-
clockwise wit hin t he housing depending on which side
of t he vane is pressurized.
NOTE: A locking pin is used t o hold t he CVVT unit
in t he f ull ret ard posit ion which is t he same as t he
at -rest posit ion when t he engine is of f when locat ed
on t he exhaust camshaf t . I f t he CVVT unit is locat ed
on t he int ake camshaf t , t hen t he at -rest posit ion is
f ully advanced.
When t he oil supply is fed t o t he CVVT unit t hen t he
locking pin will release and t he vane can advance
increment ally bet ween 0° and 40°.
CVVT COMPONENTS
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 17
The CVVT mount s direct ly ont o t he int ake camshaft
and/ or on back side of exhaust cam. The locat or
mat ching pin is used t o align t he CVVT unit t o t he
proper locat ion.
Pi t st op: On a small number of 2.7L engines built
before 9-21-2006, an “ under-t orque” condit ion t o t he
camshaft bolt s t hat secure t he CVVT (which includes
t he int ake sprocket ) and t he exhaust sprocket was
recent ly ident ified. As a result of t his condit ion t he
CVVT camshaft locat or dowel pins and/ or camshaft
locat or bore may become dist ort ed & elongat ed.
This dist ort ion allows relat ive movement bet ween t he
CVVT Unit (which includes t he int ake sprocket ) or
exhaust sprocket and t he camshaft , t hrowing t he cam
t iming off slight ly. This condit ion generally will not
produce any drivabilit y concerns, and can at t imes set
a very int ermit t ent P0300 (Mult iple Cylinder Misfire).
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 17
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 18
I f you suspect t hat t he valve t rain component s might
be dist ort ed, a check of t he camshaft posit ion wit h t he
GDS and visual inspect ion of t he valve t rain is
required. Using GDS in Current Dat a mode, monit or
t he desired & act ual camshaft posit ion paramet ers on
bot h engine banks. The desired value should be at 0°
when t he engine is idling. I f t he act ual posit ion
exceeds + / – 3.00 (fluct uat ing) t he posit ion of t he
CVVT / exhaust dowel pin and camshaft bores should
be inspect ed.
I f excessive wear has been ident ified on t he CVVT
(including t he int ake sprocket )/ exhaust sprocket /
camshaft s replace all t hese component s t oget her due
t o component wear. Tight en bot h t he CVVT unit
(which includes t he int ake sprocket ) & exhaust
camshaft sprocket bolt t o 49.2~ 57.9 lb-ft while
maint aining t he st at ionary posit ion of t he camshaft by
holding t he hexagon port ion of t he camshaft . Failure
t o properly inspect valve t rain component s and/ or
t orque t he int ake and exhaust camshaft bolt s can
cause wear and repeat dowel pin & bore dist ort ion.
* Court esy of Pit St op
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 19
CVVT - Oi l Cont r ol Val ve
The oil cont rol valve (OCV) cont rols t he flow of oil t o
eit her t he advance or ret ard chambers of t he CVVT
unit . When pressure is sent int o eit her of t he advance
or ret ard chambers, t he opposit e chamber releases
pressure back t hrough t he valve.
The OCV receives f ull bat t ery volt age and dut y
cycles t o assure t he proper advance or ret ard of t he
int ake camshaf t .
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 20
The Oil Cont rol Valve (OCV) can be t est ed using t he
Global Diagnost ic Scant ool Act uat ion Test s.
This should put t he CVVT t o full advance and t he idle
should st umble. I f it doesn’t change, t hen debris may
be clogging t he OCV or t he supply oil passages may
be clogged.
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 21
The CVVT Oil Filt er is a secondary filt er t hat is
separat e from t he engine’s primary filt er. I t is designed
t o provide ext ra filt ering t o prot ect t he CVVT Oil
Cont rol Valve from debris t hat can pot ent ially damage
t he valve and creat e an engine performance concern.
The locat ion of t he CVVT Oil Filt er can be:
• on t he side of t he block
• int ernal bet ween t he engine block and t he cylinder
head
• int egrat ed t o t he OCV and is not serviceable
The f ilt er is designed t o be removed and cleaned if it
becomes clogged. This t ask is obviously more
diff icult if t he f ilt er is locat ed wit hin t he engine.
Refer t o t he vehicle’s Service I nformat ion for locat ion
and service dat a.
NOTE: The CVVT Oil Filt er can become clogged due
t o sludge, lack of maint enance, or debris. Emphasize
cust omer maint enance t o reduce pot ent ial CVVT Oil
Filt er concerns.
A
CVVT Oi l Fi l t er
Filt er
Filt er
Filt er
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 21
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 22
Oil f lows different ly when it is cold t han when t he
engine is warm. When t he oil is cold it is t ypically
t hick. The t hicker viscosit y affect s t he CVVT
operat ion and t he ECM must compensat e for t he
different f low values.
NOTE: Kia recommends 5w-20 on all engines built
aft er July 1, 2004 (5w-30 is a suit able alt ernat ive). Oil
t hat is not recommended can also have an affect on
CVVT operat ion as well as non-manufact urer addit ives.
I f t he Oil Temperat ure Sensor t erminals become
corroded, which increases resist ance in t he circuit ,
t hen t he ECM will set a DTC P0196, P0197, or P0198.
Follow t he Service I nformat ion for t he lat est
component t est s.
The Oil Temperat ure Sensor requires 2 t rips t o
illuminat e t he MI L.
CVVT Oi l Temper at ur e Sensor
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 23
OI L PAN
I t may seem obvious not t o raise a vehicle by t he oil
pan as pan damage does occur. Oil must circulat e
t hroughout t he ent ire engine and any rest rict ion t o
oil f low t hat isn’t designed by t he manufact urer is
not recommended.
Some cust omers wit h oil pan damage may experience
lower end noise regardless of engine RPM. This is due
t o oil st arvat ion t o t he connect ion rod bearings and
main bearings.
FEEDBACK: I s oil pan damage covered under warranty?
What is t he policy for bearing replacement ?
What engine condit ions can be det ermined by
examining t he dipst ick?
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:12 PM Page 23
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 24
TURBOCHARGERS
A t urbocharger is a set of t urbines used t o increase
horsepower wit hout increasing engine size or wit hout
adding a lot of addit ional weight t o t he vehicle. The
power increase comes from “ boost ed” manifold
pressure when under load, but increases fuel economy
when t he vehicle st abilizes t o normal vacuum pressure
when at cruising speeds. Another benefit is that it is
not driven off of engine mechanics but off of exhaust air.
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 25
How t he Tur bochar ger Wor ks
Turbochargers have t wo separat e t urbines t hat are
j oined by one common shaft . The first t urbine is called
t he exhaust t urbine and it is what is used t o drive t he
second t urbine which is called t he compressor.
The common shaft rides on a set of bearings which
are lubricat ed by filt ered engine oil. This oil is t ypically
supplied by a hose t hat is drawn from t he housing at
or near t he oil filt er. The oil is kept in the center housing
by a set of seals at each end of the common shaft.
The exhaust t urbo housing is mount ed t o t he exhaust
manifold and is driven from exhaust gasses. As t he
exhaust gases flow t hrough t he exhaust t urbine it
spins t he t urbo, t his t urbo in t urn t hen spins t he
compressor t urbine which draws in out side air and
compresses t he air as it flows t hrough t he compressor
housing. This air t hat flows out of t he compressor is
pressurized in t he int ake manifold and t hen forced int o
t he cylinders.
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 26
Tur bochar ger
Mai nt enance ( Oi l )
Special maint enance should be t aken when changing
t he oil. Follow t he recommended maint enance
schedule for t he specif ic vehicle. The reason for t his
is t hat t he t urbo is ut ilizing hot exhaust gases and is
spinning at a high rat e of speed. This causes t he oil
t o get very hot in t he cent er housing and can cause
t hermal viscosit y breakdown as a result of t hese high
t emperat ures. I f t here is some doubt regarding a
vehicle’s oil maint enance, t hen an Oil Analysis t est
may be helpful t o educat e t he cust omer about oil
maint enance and t he t ype of oil recommended by
t he manufact urer.
NOTE: Kia only recommends fact ory oil and filt ers.
An improper oil filt er may not filt er debris from t he oil
t hat can get bet ween t he bearing and t he shaft which
result s in permanent pit t ing or grooving.
Since t he shaft spins on bearings, oil must be clean
and operat ion pressure must be maint ained at t he
bearings. Low oil pressure or clogged oil port s before
t he bearings can quickly damage t he shaft bearings. A
clogged ret urn line aft er t he bearing may cause t he
shaft seals t o leak due t o t oo much pressure.
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 27
A clogged return line may be caused by oil “ coking”
issues. Coking is a solid residue that develops when
engine oil is subj ected to extreme oxidative and thermal
breakdown and 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
by-pass mode. Coking builds up in the oil galleys over
time and an oil filter in by-pass mode may increase the
deposit rat e in t he oil galleys.
Turbochargers work off the exhaust gases which transfers
heat into the housing. Also, the turbocharger shaft is
spinning over 100,000 RPM which also can stress oil and
add heat. This is an example of some of the extreme
conditions where the solid residue from coking will create
deposits in the oil galleys.
NOTE: The coking t hresholds f or oil vary per t he
individual company’s f ormula. Follow t he Kia’s
maint enance recommendat ions oil changes always
and be ext ra vigilant if t he vehicle is equipped wit h
a t urbocharger.
Tur bochar ger
Mai nt enance ( Oi l )
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 28
Tur bochar ger
Mai nt enance ( Ai r Fi l t er )
Kia Mot ors only recommends genuine Kia Part s for air
filt ers. I f an aft ermarket filt er is used or if t he air filt er
has been removed, t hen small bit s of debris may ent er
t he compressor side of t he t urbo housing. The t urbine
wheel blades are balanced from t he manufact urer and
are at risk of being nicked or cracked. A t urbocharger
can spin at very high speeds. I f t he blades are
damaged on t he t urbine and it becomes out of balance,
t hen t he t urbo may possibly have a ratt le which varies
relat ive t o t he amount of damage t o t he bearing.
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
Ext ernal I nspect ions - Theory Module (EMD.04) 29
Rel at ed Gener al Tur bo
Concer ns
One of t he concerns t hat cust omers have may be a
loss of power. There are a few different reasons for
t his concern:
• Clogged air filt er - I f t he int ake is st arving t he t urbo
of fresh air, t hen t his will limit t he amount of boost
t hat t he compressor can produce result ing in a loss
of power.
• One of t he compressed air int ake pipes could be
leaking or disconnect ed - I f an int ake pipe is leaking
or disconnect ed, t hen t he compressed air t hat is
being produced for t he engine by t he t urbo is being
released int o t he at mosphere which means t here
will be a reduct ion of boost pressure.
Anot her concern t hat a cust omer may have is t hat
every t ime t hey have t heir oil changed t hey not ice aft er
a few weeks t hat t heir oil may be low. This typically
means t hat t he car is burning oil or using oil. When a
car is t urbocharged you have t o t ake a look at t he
signs for t he oil consumpt ion. An area you should look
it at t he t urbo. This somet imes happens when t he
t urbo is abused. Check t he t urbo housing for oil
seepage at t he shaft seals. While you are inspect ing
t he seals, check t he shaft for excessive endplay. This
may mean t hat t he oil is escaping from around t he
shaft seals and is leaking int o t he housing of t he t urbo.
NOTE: I f t he oil is not flowing freely as a result of a
part ially clogged port aft er t he shaft bearings, t he oil
may be building up in t he housing and burned. An Oil
Pressure Gauge may be helpful t o det ermine if t he
right PSI is being delivered t hrough t he t urbo.
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 30
The Wast e-Gat e
The wast e-gat e is also considered a blow off valve.
The purpose for t his wast e-gat e is t o prot ect t he t urbo
and mot or from being harmed from t oo much boost .
The wast e-gat e is a valve t hat basically is a short cut
for excessive air pressure t o be divert ed away from t he
t urbine when t here is t oo much boost being produced.
Wit h an excessive amount of air flowing over t he
compressor t urbine, t he t urbo can over rev and
permanent ly damage t he t urbo or cause damage t o
t he engine.
The wast e gat e is act uat ed by a valve t hat drives a
shaft which will open and close t he wast e-gat e. This
valve can eit her be act uat ed elect ronically or by
vacuum. This valve will be set by t he manufact urer t o
a predet ermined amount and when it reaches t hat
limit t he valve will t hen open t he wast e-gat e and
release t he pressure in t he t urbo away from t he
compressor t urbine. This will cause t he t urbo t o slow
down or st op producing boost as part of t he vehicle’s
normal operat ion.
A wast e-gat e t hat is st uck open, or part ially open will
cause t he vehicle t o have a not iceable loss of power.
This loss of power will be a result of t he t urbo never
reaching it s full boost pressure t hat is det ermined by
t he manufact urer.
Wit h a wast e-gat e t hat is st uck closed, t he cust omer 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.
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 30
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 31
VARI ABLE I NTAKE MANI FOLD
The Variable I nt ake Syst em (VI S) Manifold is designed
t o increase engine efficiency and t o maximize
horsepower. Typically int ake manifolds are limit ed t o
maximize horsepower at a specific range by t uning t he
int ake manifold for a specific power band. Kia Mot ors
overcame t his limit at ion by designing an int ake
manifold t hat could provide increased horsepower at
bot h low and high RPMs, reduced emissions, and
increased fuel economy. A short er int ake manifold is
used t o maximize t he engine’s efficiency by giving it a
more free flowing air when at low & high RPMs while
under load. A longer int ake manifold port is used t o
maximize t orque at t he mid-range RPMs.
Kia Mot ors has designed an int ake manifold t hat could
produce an out put for bot h t ypes of power ranges, by
developing a manifold t hat is designed wit h bot h a
long and short set of runners t hat can be operat ed by
eit her a vacuum-act uat ed valve or an elect ric
solenoid/ mot or.
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Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 32
VARI ABLE I NTAKE MANI FOLD
There are several RPM bands where t he Variable
I nt ake Manifold operat es for peak engine efficiency.
The precise RPMs may vary per engine size, but t he
met hodology is t he same. Generally, t he operat ions
are execut ed at low, middle, and high RPMs which
may vary depending on t he engine load.
At low and high RPMs, t he air flow is rout ed t hrough
t he short er runners of t he int ake manifold by way of
t he cont rol valve. This produces more free flowing air
when t he engine needs more air. The amount of air
t hat is t aken t hrough t he int ake manifold while
t raveling t hrough t he short runners creat es a condit ion
t hat enhances t he cylinder’s filling capacit y wit h air
and fuel.
At mid-range RPMs t he air flow is rout ed t hrough t he
long int ake runners in t he manifold. This process
creat es a specific port velocit y so t hat when t he air
and fuel mixt ure ent ers t he cylinder (combust ion
chamber) and is ignit ed, t he mixt ure burns cleaner
and more efficient ly. The air flow t hrough t he longer
int ake manifold essent ially maximizes t he volume of air
in t he cylinder which provides higher engine efficiency
for lower end t orque at specific RPMs.
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 32
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 33
The airflow in t he port s resonat es at a cert ain
frequency which depends on airflow speed. I f t he
int ake air can mat ch t hat frequency under t hat specific
load, t hat t he air in t he manifold is resonat ing at , t hen
as a result t he air flow is less dist urbed and will
increase t he amount of air t hat can pass t hrough t o
t he port s. The vacuum act uat ed valve or t he
elect ronically cont rolled solenoid valve is t hen designed
t o operat e t he int ernal valves at t hese predet ermined
loads. To produce more t orque, t he longer port s
resonat e different ly t han t he short er port s. This
means t hat when you are at low rpm and under load,
and need more t orque, t he air flow goes t hrough t he
longer port s. Depending on t he needs of t he engine,
air can t hen be divert ed t hrough a combinat ion of bot h
long and short runners t o get air t hat is resonat ing at
different frequencies.
Long Runners
Short Runners
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 33
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 34
VCM
Variable Charge Mot ion (VCM) is being used in
conj unct ion wit h t he variable int ake manifold. VCM
uses an input from t he ECM t o cont rol a series of flaps
at t he int ake manifold. VCM is used t o promot e
t umbling of t he air in t he int ake manifold on Warm-Up.
Tumbling of t he air promot es mixing of t he fuel and
air, which improves drivabilit y, lowers emissions, and
reduces misfires at lower RPMs.
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 34
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 35
Di agnosi s of t he VCM
To verify t he operat ion of t he VCM, connect a scan
t ool and act uat e t he VCM. Wat ch VCM for movement
while act uat ing VCM. I f you can not verify movement
of t he act uat or, disconnect t he act uat or and check for
free movement of t he VCM shaft . VCM only act uat es
during warm-up and at low RPM’s. I f a cust omer’s
vehicle has a low-power concern, t his could be caused
by ECT sensor fault s which will cause t he VCM t o
operat e at higher RPM’s or aft er t he engine has
warmed up.
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 35
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 36
Tor que-To-Yi el d Bol t s
Torque-To-Yield bolt s are designed wit h a specific
lengt h and have a specific t ensile st rengt h. They are
used because t hey provide a more accurat e means of
fast ening and t hey are also less suscept ible t o engine
vibrat ions. Through t he process of t ight ening bolt s,
t here is an effect t hat is referred t o as “ clamping”.
Because Torque-To-Yield ( TTY) bolt s have a relat ive
low t ensile st rengt h; t he bolt s go t hrough a process of
elast icit y which can creat e a relat ively high clamping
st rengt h for t heir size.
The process t o t ight en a TTY head bolt is somewhat
unique in t hat t he bolt is first t ight ened t o a specific
t orque; t his t orque is t hen followed by t orque t o t urn.
When t hey reach t his phase of t he process, Torque-To-
Yield head bolt s reach t he elast ic st age, and
depending on t he t ensile st rengt h, if t he bolt s are
t urned beyond t heir recommended specificat ion t hen
t hey are vulnerable t o breaking. Since TTY bolt s are
t ight ened t o t orque and t hen t orque t o t urn wit hin
t heir specificat ion where t hey reach t heir st rongest
point , t he TTY bolt s creat e much higher clamping rat e
t han st andard bolt s.
NOTE: Common locat ions for Torque-To-Yield bolt s
are t he cylinder head bolt s and crankshaft bolt .
Always refer t o t he Service I nformat ion for t orque
values and specificat ions.
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 36
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 37
Tor que-To-Yi el d Bol t s
Once a bolt is t ight ened beyond it s yield point t hey can
no longer reach t he same clamping st rengt h, because
t hey have t hen been permanent ly st ret ched. The risk
of reusing a TTY head bolt is t hat t hey are prone t o
breaking since t hey have already been st ret ched.
CAUTI ON: Never reuse a Torque-To-Yield bolt .
Torque-To-Yield bolt s have t he abilit y t o expand and
cont ract while ret aining a const ant pressure such as
on a cylinder head gasket .
!
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 37
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 38
Cr ankshaf t Bol t s
The crankshaft pulley bolt is a crit ical fast ener t hat
requires accurat e t orque execut ion. The difficult y wit h
applying t orque t o t he crankshaft pulley bolt is t hat
t he crankshaft t ends t o rot at e when t orque is applied.
I t is recommended t o secure t he crankshaft (Kia offers
several Special Service Tools for various applicat ions)
so t hat t he crankshaft can be held st at ionary while t he
crankshaft bolt is being t orqued.
CAUTI ON: Under NO circumst ances should t he bolt
be inst alled using an impact gun! A bolt may come
loose short ly aft er t he vehicle has been serviced. The
usual indicat or of such loosening is a cust omer’s
concern of a rat t ling noise coming from t he engine
compart ment . Ult imat ely, t his may be t raced t o t he
crankshaft pulley assembly. Proper bolt t orque is
essent ial for long t erm durabilit y and increased
cust omer sat isfact ion.
Technician Times – Volume 9, I ssue 2, Page 7
!
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 38
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 39
SPARK PLUG ANALYSI S
One of t he simplest checks t hat can be performed on
an engine is t o closely analyze t he spark plugs. Racers
have known for years t hat proper combust ion and
engine operat ing condit ions can be det ermined wit h a
spark plug inspect ion.
Kia only uses aluminum cylinder heads and it is not
recommended t o remove or inst all t he spark plugs on
hot cylinder heads or t he spark plug t hreads may get
st ripped out .
CAUTI ON: Dielect ric grease does NOT conduct
elect ricit y. I t does have excellent t hermal propert ies
and can be used on t he porcelain sect ion on spark
plugs as well as on t he rubber port ion of t he spark
plug boot s.
Do not put dielect ric grease on any met al component
such as t he spark plug t hreads or t he spark plug
connect or. An alt ernat ive is t o use Copper Ant i-Seize
which conduct s elect ricit y and will reduce t he pot ent ial
for t he spark plug t hreads seizing in t he cylinder
heads. The aluminum cylinder heads and t he st eel
spark plug t hreads are dissimilar met als and will have
a t endency t o seize over long service int ervals.
CAUTI ON: Be sure t o t orque plugs t o t he
manuf act urer ’s specif icat ion. Never inst all wit h an
air t ool.
!
!
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 39
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 40
NORMAL - This plug has been running at t he correct
t emperat ure in a "healt hy" engine. Operat ing in such a
desirable environment result s in deposit s t hat will be
light t an or gray in color wit h most grades of
commercial gasoline.
OI L FOULED - A spark plug short ed by excessive oil
ent ering t he combust ion chamber. This is oft en caused
by pist on rings or cylinder walls t hat are badly worn.
Oil may also be pulled int o t he chamber because of
excessive clearance in t he valve st em guides, or badly
worn valve st em seals. I f t he PCV valve is plugged or
inoperat ive, or if t he hose is clogged, it can cause a
buildup of crankcase pressure. This condit ion can force
oil and oil vapors past t he rings and valve guides int o
t he combust ion chamber.
CARBON FOULED - Basically, soft , soot y carbon
deposit s, as shown below, have a dry, black
appearance. I f only one or t wo plugs in a set are
fouled, it is a good pract ice t o check for st icking
valves, or bad secondary ignit ion wires. Fouling of t he
ent ire set might result from an incorrect heat range
spark plug or an over-rich air/ fuel mixt ure caused by a
clogged air cleaner filt er element . Fuel inj ect ors t hat
malfunct ion can also lead t o t his condit ion. Ot her
causes include weak ignit ion syst em volt age or poor
cylinder compression.
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 40
Engine Mechanical Diagnosis
I NSULATOR GLAZI NG - This condit ion may cause
misfiring at high engine RPM. Shiny deposit s usually
suggest t hat t emperat ures have suddenly increased
during hard accelerat ion. As a result , normal met allic
deposit s do not have a chance t o slough off t he plug
and t hey melt and form a conduct ive coat ing which
causes t he misfire.
MECHANI CAL DAMAGE - Mechanical damage t o
t he firing end is caused by some foreign obj ect in t he
combust ion chamber. When working on an engine, it
is advisable t o keep t he spark plug holes covered t o
prevent debris from ent ering t he combust ion
chamber during service.
WORN - This spark plug shown has served it s useful
life and should be replaced. Volt age required t o fire
t he plug has approximat ely doubled and will cont inue
t o increase t he longer t he engine operat es.
Even higher volt age requirement s (as much as
100%) above normal may occur when t he engine is
accelerat ed quickly. Poor engine performance and a
loss of fuel economy are t rait s of worn spark plugs.
Ext ernal I nspect ions - Theory Module (EMD.04) 41
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 41
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 42
OVERHEATED - Not e t he dead whit e or gray
insulat or nose which appears "blist ered." Elect rode gap
wear rat e will be considerably in excess of t hat
normally expect ed. This is oft en caused by
overadvanced ignit ion t iming, poor engine cooling
syst em efficiency (scale, st oppages, low level), a very
lean A/ F mixt ure, a leaking int ake manifold, or t he use
of a spark plug t oo hot for t he applicat ion.
SPLASH FOULED -Can be caused by bad valve seals.
Not e how t he cent er elect rode is fouled on one side.
ASH FOULED -A buildup of combust ion deposit s
comes from burning oil and/ or fuel addit ives during
combust ion. These are normally nonconduct ive.
However, when heavier deposit s are allowed t o
accumulat e over long mileage periods result ing in a
plug misfire condit ion.
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 42
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 43
PREI GNI TI ON - This causes t he cent er elect rode
and t he ground elect rode t o melt . Preignit ion is
caused by glowing combust ion chamber deposit s, hot
spot s in t he combust ion chamber due t o poor cont rol
of engine heat , or ignit ion cross-firing bet ween spark
plug wires.
DETONATI ON - Can f ract ure t he insulat or nose of
t he spark plug. Explosions t hat occur when t he
operat ing condit ion exist s apply ext reme pressure on
int ernal engine component s. Maj or causes include a
fault y EGR valve, lean air/ fuel mixt ures, ignit ion
t iming advanced t oo far, and insuff icient oct ane rat ing
of t he gasoline.
GAP BRI DGI NG - This rare condit ion is caused by
combust ion deposit s t hrown loose and are lodged
bet ween t he elect rodes, causing a dead short and
misfire. Fluffy mat erials t hat accumulat e on t he side
elect rode may melt t o bridge t he gap when t he engine
is suddenly put under a heavy load.
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 43
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 44
SUMMARY
Ext ernal syst ems can creat e engine mechanical
concerns. As a Kia service t echnician, you should be
able t o demonst rat e t he knowledge required t o
accurat ely inspect ext ernal engine mechanical relat ed
cust omer concerns.
I n t his module, you have learned about t he following
ext ernal engine mechanical inspect ions:
• Timing Belt / Chain
• Cont inuously Variable Valve Timing
• Oil Cont rol Valve
• Oil Cont rol Valve Filt er
• Oil Pan I nspect ion
• Spark Plug Analysis
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 44
Engine Mechanical Diagnosis
1. Two t echnicians are discussing Kia engines.
Technician A says t hat all Kia engines are non-
int erference engines.
Technician B says t hat only t he 1.8L on t he
Sephia/ Spect ra and 2.0L used on t he early
Sport age are non-int erference engines.
Who is correct ?
A. Technician A only
B. Technician B only
C. Bot h Technician A and Technician B
D. Neit her Technician A nor Technician
2. A t echnician is replacing a t iming belt and has a
discussion wit h anot her t echnician.
Technician A says t hat you should rot at e t he
crankshaft opposit e normal engine rot at ion.
Technician B says t hat a new t ensioner may be
needed, but if an old t ensioner must be used t hat
it must be compressed vert ically.
Who is correct ?
A. Technician A only
B. Technician B only
C. Bot h Technician A and Technician B
D. Neit her Technician A nor Technician
3. A vehicle pulls int o a Kia Service Cent er wit h a
Cont inuously Variable Valve Timing Concern.
Technician A says t hat oil viscosit y can affect
CVVT operat ion.
Technician B says t hat a clogged OCV filt er could
affect CVVT operat ion.
Who is correct ?
A. Technician A only
B. Technician B only
C. Bot h Technician A and Technician B
D. Neit her Technician A nor Technician
Ext ernal I nspect ions - Theory Module (EMD.04) 45
PROGRESS CHECK
QUESTI ONS
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 45
Engine Mechanical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 46
4. Two t echnicians are discussing t he removal and
replacement of a CVVT unit on a Kia vehicle.
Technician A says t hat t he CVVT camshaft bolt
must be t orqued t o specificat ion or t he camshaft
locat or dowel pin could damage t he locat or bore
and set a P0300 DTC.
Technician B says t he camshaft must be fixed or
secured while t orquing t he CVVT camshaft bolt .
Who is correct ?
A. Technician A only
B. Technician B only
C. Bot h Technician A and Technician B
D. Neit her Technician A nor Technician
5. A vehicle is being serviced wit h new spark plugs.
Technician A says t hat dielect ric grease should be
applied t o t he spark plug boot s and t he t hreads
on t he spark plug shell.
Technician B says t hat it is best t o inst all t he spark
plug wit h an air t ool.
Who is correct ?
A. Technician A only
B. Technician B only
C. Bot h Technician A and Technician B
D. Neit her Technician A nor Technician
PROGRESS CHECK
QUESTI ONS
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 46
N OT ES:
Aut omot ive Elect rical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 47
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 47
N OT ES:
Aut omot ive Elect rical Diagnosis
Ext ernal I nspect ions - Theory Module (EMD.04) 48
EMD 04 External Inspection_RV14:Theory Module 1/9/11 5:13 PM Page 48
The t arget audience for t his module consist s of Kia
service t echnicians who diagnose vehicles wit h engine
mechanical concerns.
Complet ing t his module prepares you t o diagnose and
t roubleshoot engine mechanical concerns using t he
appropriat e diagnost ic t ool.
Upon complet ion of t his module, you will be able t o
perform t he t ask in each guided pract ice:
• Cont inuously Variable Valve Timing I nspect ion
• Valve Clearance I nspect ion
• Timing Belt / Timing Chain
• Oil Cont rol Valve
• Oil Cont rol Valve Filt er
• Balance Shaft Alignment
Carefully read t hrough t he mat erial and t ake not es
based on t he classroom discussion. Throughout t he
module t here will be act ivit ies for you t o part icipat e in.
I n order t o complet e t his module, you will need t he
following it ems:
• Pen or Pencil
• Safet y Glasses
Approximat ely 2 hours
TARGET AUDI ENCE
MODULE GOAL
MODULE I NSTRUCTI ONS
REQUI RED MATERI ALS
TI ME TO COMPLETE
MODULE OBJECTI VES
Ext ernal I nspect ions - Guided Pract ice (EMD.05) 1
Engine Mechanical Diagnosis
EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 1
GUI DED PRACTI CE 1
Cont i nuousl y Var i abl e Val ve
Ti mi ng I nspect i on
2 Ext ernal I nspect ions - Guided Pract ice (EMD.05)
Engine Mechanical Diagnosis
Follow all shop safet y rules.
1. Go t o t he CVVT st at ion and locat e t he following
component s:
• Air Hose
• Air Nozzle wit h rubber t ip
• CVVT Unit mount ed on camshaft
2. Find a GDS t hat is available and locat e t he CVVT
Test ing procedures for a 2008 Spect ra (LD). Go t o
Engine Mechanical Syst em > Cylinder Head
Assembly > Repair Procedures. Carefully read and
underst and st eps 1 - 6.
3. Connect t he Air Hose t o t he air supply, and t hen
connect t he Air Nozzle t o t he Air Hose. Use t he Air
Nozzle t o t est t he CVVT unit . I f a camshaft is not
available, t hen find t he appropriat e hole on t he
CVVT unit .
WARNI NG: Hearing prot ect ion may be
recommended.
4. Does t he CVVT unit rot at e freely aft er t he locking
pin has been released? _____________________
5. I f t he CVVT unit does not rot at e aft er t he locking
pin has been released, what could be t he concern?
__________________________________________
__________________________________________
__________________________________________
6. Ret urn t he component s t o t he t able and disconnect
t he Air Hose and Air Nozzle.
I nst ruct or’s I nit ials ____
!
EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 2
Ext ernal I nspect ions - Guided Pract ice (EMD.05) 3
Engine Mechanical Diagnosis
GUI DED PRACTI CE 2
Val ve Cl ear ance I nspect i on
Follow all shop safet y rules.
1. Go t o t he cylinder head st at ion which feat ures t he
Spect ra 2.0L (Bet a Engine) cylinder head. Locat e
t he following component s:
• Special Service Tool for t urning t he camshaft and
clearancing t he t appet
• Feeler Gauge
• Pick wit h magnet
• Cylinder head from a 2.0L Spect ra
• Micromet er
2. Find a GDS t hat is available and locat e t he sect ion
t hat covers adj ust ing t he int ake and exhaust
valves. Go t o 2008 Spect ra 2.0L > Engine
Mechanical Syst em > General I nformat ion > Repair
Procedures. Carefully read and underst and st eps
“A” t hrough “ I ”.
3. Measure and record t he exist ing clearance. ______
4. Using t he t ools available, remove a shim for bot h
t he int ake and exhaust .
5. Measure t he shims. What is t he t hickness for bot h
t he int ake and exhaust shims?
• I nt ake __________________________________
• Exhaust _________________________________
6. Use t he Adj ust ing Shim Select ion Chart s on pages 4
and 5 for reference.
7. Are t hese shims wit hin specificat ion? ___________
8. I f t hey are out of specificat ion, which shim is
required t o bring t he clearance back int o
specificat ion?
__________________________________________
9. Reassemble t he cylinder head and place t he t ools
carefully on t he workbench.
I nst ruct or’s I nit ials ____
EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 3
4 Ext ernal I nspect ions - Guided Pract ice (EMD.05)
Engine Mechanical Diagnosis
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2 . 0 0 ( 0 . 0 7 8 7 )
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2 . 1 2 ( 0 . 0 8 3 5 )
2 . 1 3 ( 0 . 0 8 3 9 )
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2 . 1 7 ( 0 . 0 8 5 4 )
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2 . 2 0 ( 0 . 0 8 6 6 )
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2 . 2 7 ( 0 . 0 8 9 4 )
2 . 2 8 ( 0 . 0 8 9 8 )
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2 . 3 0 ( 0 . 0 9 0 6 )
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2 . 3 2 ( 0 . 0 9 1 3 )
2 . 3 3 ( 0 . 0 9 1 7 )
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2 . 3 6 ( 0 . 0 9 2 9 )
2 . 3 7 ( 0 . 0 9 3 3 )
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2 . 4 0 ( 0 . 0 9 4 5 )
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2 . 5 0 ( 0 . 0 9 8 4 )
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2 . 6 2 ( 0 . 1 0 3 1 )
2 . 6 4 ( 0 . 1 0 3 9 )
2 . 6 6 ( 0 . 1 0 4 7 )
2 . 6 8 ( 0 . 1 0 5 5 )
2 . 7 0 ( 0 . 1 0 6 3 )
2 . 7 2 ( 0 . 1 0 7 1 )
2 . 7 4 ( 0 . 1 0 7 9 )
2 . 7 6 ( 0 . 1 0 8 7 )
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EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 4
Ext ernal I nspect ions - Guided Pract ice (EMD.05) 5
Engine Mechanical Diagnosis
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2 . 0 0 ( 0 . 0 7 8 7 )
2 . 0 2 ( 0 . 0 7 9 5 )
2 . 0 4 ( 0 . 0 8 0 3 )
2 . 0 6 ( 0 . 0 8 1 1 )
2 . 0 8 ( 0 . 0 8 1 9 )
2 . 1 0 ( 0 . 0 8 2 7 )
2 . 1 1 ( 0 . 0 8 3 1 )
2 . 1 2 ( 0 . 0 8 3 5 )
2 . 1 3 ( 0 . 0 8 3 9 )
2 . 1 4 ( 0 . 0 8 4 3 )
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2 . 1 7 ( 0 . 0 8 5 4 )
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2 . 1 9 ( 0 . 0 8 6 2 )
2 . 2 0 ( 0 . 0 8 6 6 )
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2 . 2 3 ( 0 . 0 8 7 8 )
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2 . 2 9 ( 0 . 0 9 0 2 )
2 . 3 0 ( 0 . 0 9 0 6 )
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2 . 3 2 ( 0 . 0 9 1 3 )
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2 . 3 4 ( 0 . 0 9 2 1 )
2 . 3 5 ( 0 . 0 9 2 5 )
2 . 3 6 ( 0 . 0 9 2 9 )
2 . 3 7 ( 0 . 0 9 3 3 )
2 . 3 8 ( 0 . 0 9 3 7 )
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2 . 4 0 ( 0 . 0 9 4 5 )
2 . 4 1 ( 0 . 0 9 4 9 )
2 . 4 2 ( 0 . 0 9 5 3 )
2 . 4 3 ( 0 . 0 9 5 7 )
2 . 4 4 ( 0 . 0 9 6 1 )
2 . 4 5 ( 0 . 0 9 6 5 )
2 . 4 6 ( 0 . 0 9 6 9 )
2 . 4 7 ( 0 . 0 9 7 2 )
2 . 4 8 ( 0 . 0 9 7 6 )
2 . 4 9 ( 0 . 0 9 8 0 )
2 . 5 0 ( 0 . 0 9 8 4 )
2 . 5 1 ( 0 . 0 9 8 8 )
2 . 5 2 ( 0 . 0 9 9 2 )
2 . 5 3 ( 0 . 0 9 9 6 )
2 . 5 4 ( 0 . 1 0 0 0 )
2 . 5 6 ( 0 . 1 0 0 8 )
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2 . 6 0 ( 0 . 1 0 2 4 )
2 . 6 2 ( 0 . 1 0 3 1 )
2 . 6 4 ( 0 . 1 0 3 9 )
2 . 6 6 ( 0 . 1 0 4 7 )
2 . 6 8 ( 0 . 1 0 5 5 )
2 . 7 0 ( 0 . 1 0 6 3 )
2 . 7 2 ( 0 . 1 0 7 1 )
2 . 7 4 ( 0 . 1 0 7 9 )
2 . 7 6 ( 0 . 1 0 8 7 )
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EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 5
6 Ext ernal I nspect ions - Guided Pract ice (EMD.05)
Engine Mechanical Diagnosis
GUI DED PRACTI CE 3
Ti mi ng Bel t  Ser vi ce
Follow all shop safet y rules.
1. Find t he engine on a st and t hat is designat ed by
your I nst ruct or.
2. Find a GDS and get t he Service I nformat ion for
t hat engine. Typically, t he informat ion for servicing
t iming belt s can be found under Engine Mechanical
Syst em > Timing Syst em > Timing Belt > Repair
Procedures.
3. Following t he procedures list ed in t he Service
I nformat ion, remove t he t iming belt .
CAUTI ON: Only t urn t he crankshaft in t he normal
operat ing rot at ion ot herwise t he t iming may slip.
Once removed, show t he t iming belt t o t he I nst ruct or.
4. Reinst all t he belt and compress t he t ensioner
following t he procedure in t he Service I nformat ion.
5. When complet ed, ask t he I nst ruct or t o review t he
t iming belt inst allat ion.
6. Ret urn t he t ools and t he engine.
I nst ruct or’s I nit ials ____
!
EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 6
Ext ernal I nspect ions - Guided Pract ice (EMD.05) 7
Engine Mechanical Diagnosis
GUI DED PRACTI CE 4
Ti mi ng Chai n Ser vi ce
Follow all shop safet y rules.
1. Find t he engine on a st and t hat is designat ed by
your I nst ruct or.
2. Find a GDS and get t he Service I nformat ion for
t hat engine. Typically, t he informat ion for servicing
t iming chains can be found under Engine
Mechanical Syst em > Timing Syst em > Timing
Chain > Repair Procedures.
3. Following t he procedures list ed in t he Service
I nformat ion, remove t he t iming chain.
CAUTI ON: Only t urn t he crankshaft in t he normal
operat ing rot at ion ot herwise t he t iming may slip.
Once removed, show t he t iming chains t o t he
I nst ruct or.
4. Reinst all t he chain and compress t he t ensioner
following t he procedure in t he Service I nformat ion.
5. When complet ed, ask t he I nst ruct or t o review t he
t iming chain inst allat ion.
6. Ret urn t he t ools and t he engine.
I nst ruct or’s I nit ials ____
!
EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 7
8 Ext ernal I nspect ions - Guided Pract ice (EMD.05)
Engine Mechanical Diagnosis
Follow all shop safet y rules.
1. Locat e t he vehicle recommended by your
I nst ruct or. Make sure you have a DVOM available.
2. Find a GDS and obt ain informat ion on t he Oil
Cont rol Valve. Typically, it can be found under Fuel
Syst em > Engine Cont rol Syst em > CVVT Oil
Cont rol Valve > Repair Procedures.
3. Test t he resist ance of t he oil cont rol valve wit h a
DVOM. What was your reading? _________
4. Was your reading wit hin specificat ion? __________
I nst ruct or’s I nit ials ____
GUI DED PRACTI CE 5
Oi l Cont r ol Val ve
EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 8
Ext ernal I nspect ions - Guided Pract ice (EMD.05) 9
Engine Mechanical Diagnosis
GUI DED PRACTI CE 6
Oi l Cont r ol Val ve Fi l t er
Follow all shop safet y rules.
1. Using t he GDS or comput er lab, find t he
informat ion t o answer t he blanks below.
Ext ernal - for ext ernal filt ers
I nt ernal - for int ernal filt ers
Solenoid - for filt ers in t he solenoid
2. 1.6L Rio JB ________________________________
3. 1.6L Soul AM ______________________________
4. 2.0L Spect ra LD ____________________________
5. 2.0L Fort e TD ______________________________
6. 2.4L Opt ima MG ____________________________
7. 2.7L Opt ima MG ____________________________
8. 3.3L & 3.8L Sorent o BL ______________________
9. 3.5L Sorent o XM ___________________________
10. 4.6L Tau Borrego HM ________________________
11. List t he it ems t hat must be removed t o service t he
int ernal filt er?
__________________________________________
__________________________________________
__________________________________________
__________________________________________
12. List t he it ems t hat must be removed t o service t he
solenoid filt er?
__________________________________________
__________________________________________
__________________________________________
__________________________________________
EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 9
10 Ext ernal I nspect ions - Guided Pract ice (EMD.05)
Engine Mechanical Diagnosis
Follow all shop safet y rules.
1. Loosen t he “ B” belt t ensioner for t he balance
shaft s.
2. Remove t he “ B” belt from t he engine. Once
removed, show t he “ B” belt t o t he I nst ruct or.
3. Find a GDS and get t he Service I nformat ion for
t hat engine. Typically, t he informat ion for servicing
t he balance shaft belt can be found under Engine
Mechanical Syst em > Timing Syst em > Timing Belt
> Repair Procedures.
NOTE: The access port on t he side of t he engine t o
align t he balance shaft s. Use a screwdriver or similar
t ool t o keep t he shaft s aligned while inst alling t he belt .
4. Reinst all t he belt following t he procedure in t he
Service I nformat ion.
5. When complet ed, ask t he I nst ruct or t o review t he
balance shaft belt inst allat ion.
6. Ret urn t he t ools and t he engine.
I nst ruct or’s I nit ials ____
GUI DED PRACTI CE 7
Bal ance Shaf t Al i gnment
( Bel t )
EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 10
Ext ernal I nspect ions - Guided Pract ice (EMD.05) 11
Engine Mechanical Diagnosis
Follow all shop safet y rules.
1. Find a GDS and get t he Service I nformat ion for t hat
engine. Typically, t he informat ion for servicing t he
balance shaft chain can be found under Engine
Mechanical Syst em > Timing Syst em > Repair
Procedures.
2. Remove t he balance shaft chain and balance shaft
module from t he engine. Once removed, show
bot h t he chain and t he balance shaft module t o t he
I nst ruct or.
3. Reinst all t he chain and t he module following t he
procedure in t he Service I nformat ion.
5. When complet ed, ask t he I nst ruct or t o review t he
balance shaft chain and module inst allat ion.
6. Ret urn t he t ools and t he engine.
I nst ruct or’s I nit ials ____
GUI DED PRACTI CE 8
Bal ance Shaf t Al i gnment
( Chai n)
EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 11
12 Ext ernal I nspect ions - Guided Pract ice (EMD.05)
Engine Mechanical Diagnosis
Follow all shop safet y rules.
1. Hook up t he GDS t o t he vehicle.
CAUTI ON: Always have t he ignit ion off whenever
you plug or unplug t he oil cont rol valve connect ors or
damage may occur t o t he comput er.
2. Check t he resist ance of t he oil cont rol valve on t he
bench wit h a DVOM. Remove t he Oil Cont rol Valve
(OCV) from t he engine and check t he resist ance of
t he OCV on t he work bench wit h a DVOM.
3. Find t he resist ance specificat ion in t he GDS and
compare.
4. Connect t he OCV t o t he connect or in t he harness
(but do NOT inst all it in t he vehicle). Wit h t he Key
ON, Engine OFF - Use t he GDS and perform an
Act uat ion Test on t he OCV unit . I s t he unit
j ammed or does it operat e as designed?
_________________________________________
_________________________________________
5. Reinst all t he OCV and leave t he connect or
UNPLUGGED. Using t he GDS, find t he Current
Dat a values for "Camshaft Posit ion - Target " and
"Cam Act ual Posit ion" and graph t hem. St art t he
vehicle and gent ly cycle t he engine bet ween 1500 -
2500 several t imes.
Record your values below:
_________________________________________
_________________________________________
6. Turn off t he vehicle and reconnect t he OCV
connect or. Make sure t hat t he engine bay is clear
and rest art t he engine. Monit or t he same Current
Dat a values as in St ep 5 and gent ly cycle t he
engine bet ween 1500 - 2500 several t imes.
Record your values below:
_________________________________________
_________________________________________
7. Clear all codes and reset your workst at ion.
I nst ruct or’s I nit ials ____
GUI DED PRACTI CE 9
CVVT Act i vi t y
EMD 05 SG_External Inspections GP_RV6:AED_05Fg.qxd 11/16/10 10:10 PM Page 12
CVVT Filt er Locat ion
Rio JB 1.6L Alpha (I I )
Soul AM 1.6L Gamma
Soul AM 2.0L Bet a
Sport age KM 2.0L Bet a
Spect ra LD 2.0L Bet a
Borrego HM 4.6L Tau
Fort e TD 2.0L Thet a I I
Opt ima TF 2.0L Thet a I I
Opt ima MG 2.4L Thet a
Rondo UN 2.4L Thet a
Fort e TD 2.4L Thet a I I
Sorent o XM 2.4L Thet a I I
Opt ima MG 2.4L Thet a I I
Rondo UN 2.4L Thet a I I
Sport age SL 2.4L Thet a I I
Opt ima TF 2.4L Thet a I I
Opt ima MG 2.7L Mu
Rondo UN 2.7L Mu
Sorent o BL 3.3L Lambda
Sorent o XM 3.5L Lambda I I
Sedona VQ 3.8L Lambda
Amant i GH 3.8L Lambda
Sorent o BL 3.8L Lambda
Borrego HM 3.8L Lambda
Ext erior Cylinder Head Between Cylinder Head & Engine Block Built int o t he OCV Soleniod
Filt er
Filt er
Filt er
A
Filt er
Job Aide - CVVT Filter Location_RV2:Layout 1 11/16/10 10:12 PM Page 1
2.4L THETA I I
2010 - Present Fort e ( TD)
2011 - Present Sorent o (XM)
2010 - Present Opt ima (MG)
2010 - Present Rondo (UN)
2011 - Sport age (SL)
2.7L DELTA
2001 - 2006 Opt ima (MS)
2005 - 2010 Sport age (KM)
2.4L THETA
2006 - 2009 Opt ima (MG)
2007 - 2009 Rondo (UN)
2.7L MU
2006 - Present Opt ima (MG)
2007 - Present Rondo (UN)
1.6L ALPHA & ALPHA I I
2005 - 2009 Rio (JB) ALPHA
2010 - Present Rio (JB) ALPHA I I
2.0L THETA I I
2010 - Present Fort e ( TD)
2.0L BETA
2004.5 - Present Spect ra (LD)
2005 - Present Sport age (KM)
1.6L GAMMA
2010 - Present Soul (AM)
3.3L & 3.8L LAMBDA
2006 - Present Sedona (VQ) 3.8L
2007 - Present Amant i (GH) 3.8L
2007 - Present Sorent o (BL) 3.8L
2009 - Present Borrego (HM) 3.8L
2007 - Present Sorent o (BL) 3.3L
3.5L SI GMA
2002 - 2005 Sedona (GQ)
2003 - 2006 Sorent o (BL)
2004 - 2006 Amant i (GH)
3.5L LAMBDA I I
2011 - Present Sorent o (XM)
4.6L TAU
2009 - Present Borrego (HM)
Kia Engine Family
* Some earlier engine models may not be shown
Job Aide - Kia Engine Family_RV5:Job Aid 11/16/10 8:45 PM Page 1
2.4L THETA I I
2010 - Present Forte (TD) 2011 - Present Sorento (XM)
2010 - Present Optima (MG) 2010 - Present Rondo (UN)
2011 - Sportage (SL)
11.4 PSI @ I dle
2.4L THETA
2006 - 2009 Opt ima (MG)
2007 - 2009 Rondo (UN)
24 PSI @ 1000 RPM
3.5L SI GMA
2002 - 2005 Sedona (GQ)
2003 - 2006 Sorent o (BL)
2004 - 2006 Amant i (GH)
11.6 PSI @ I dle
2.7L DELTA
2001 - 2006 Opt ima (MS)
2005 - 2010 Sport age (KM)
11.4 PSI @ I dle
1.6L ALPHA & ALPHA I I
2005 - 2009 Rio (JB) ALPHA
2010 - Present Rio (JB) ALPHA I I
12.8 PSI @ I dle
2.0L THETA I I
2010 - Present Fort e ( TD)
15.6 PSI @ 1000 RPM
1.6L GAMMA
2010 - Present Soul (AM)
14.5 PSI @ 800 RPM
2.7L MU
2006 - Present Opt ima (MG)
2007 - Present Rondo (UN)
18 PSI @ 1000 RPM
3.3L & 3.8L LAMBDA
2007 - Present Sorent o (BL) 3.3L
2006 - Present Sedona (VQ) 3.8L
2007 - Present Amant i (GH) 3.8L
2007 - Present Sorent o (BL) 3.8L
2009 - Present Borrego (HM) 3.8L
18.77 PSI @ 1000 RPM
3.5L LAMBDA I I
2011 - Present Sorent o (XM)
18.77 PSI @ 1000 RPM
4.6L TAU
2009 - Present Borrego (HM)
50.76 PSI @ 6000 RPM
Oil Pressure Test Port Locat ions
* All Test s are t o be performed wit h engine oil at normal operat ing t emperat ures
Above Oil Filt er
Below Oil Filt er
Under I nt ake Manifold
Above Oil Filt er
Next t o Oil Filt er
Behind St art er Mot or
Next t o Oil Filt er
Above Oil Filt er
Next t o Oil Filt er
2.0L BETA
2004.5 - Present Spect ra (LD)
2005 - Present Sport age (KM)
35.5 PSI @ 1500 RPM
Next t o CKP
Job Aide - Oil Pressure Test Port Locations_RV4:Layout 1 11/16/10 8:40 PM Page 1
NUMBER DATE
050 August 2009
Circulate To: X General Manager X Service Manager X Parts Manager
X Service Advisor(s) X Technician(s) X Body Shop Manager X Fleet Repair
File Under: Engine
SUBJECT:
Horizontal Kia Motors Lo¬o 4/C - Lar¬è
Ta¬linè < 7C% Plack
GROUP MODEL
Engine See Below

TECHNICAL SERVICE BULLETIN
TORQUE SPECIFICATIONS ON "TORQUE TO YIELD"
ENGINE COMPONENT BOLTS
This bulletin provides information on torque specifications for cylinder head, crankshaft,
main & rod bearing cap bolts by means of torque-angle method, using a torque wrench and
torque angle gauge. Information is provided for the following models:
Engine Affected Models
Alpha 1.6L Rio (JB)
Gamma 1.6L Soul (AM)
Beta 2.0L
Spectra (LD), Soul (AM),
Sportage (KM)
Theta
2.0L
Forte (TD), Optima (MG),
Rondo (UN)
2.4L
Mu 2.7L Optima (MG), Rondo (UN)
Delta 2.7L Sportage(KM)
Lambda
3.3L Sorento (BL)
3.8L
Amanti (GH), Sorento (BL),
Sedona (VQ), Borrego (HM)
Tau 4.6L Borrego (HM)
Unless torque specifications are followed, further engine damage may occur,
resulting in possible warranty charge back.
CAUTION
TSB: ENG 050 August 2009
Page 2 of 3
SUBJECT:
TORQUE SPECIFICATIONS ON "TORQUE TO YIELD"
ENGINE COMPONENT BOLTS
Cylinder Head Bolts
Main Bearing Cap Bolt
Engine Tightening Torque Remarks
Alpha 1.6L
(21.7ft.lb) or (3.0kgf.m) + 90˚→ Loosen →
(21.7ft.lb) or (3.0kgf.m) + 90˚
Under no circumstances
should previously used
cylinder head bolts be
used again. Always
install new.
Gamma 1.6L (14.5ft.lb) or (2.0kgf.m) + 90± 5˚+ 100± 5˚
Beta 2.0L
M10 bolt: (18.1ft.lb) or (2.5kgf.m) + 60~65˚+ 60~65˚
M12 bolt: (21.7ft.lb) or (3.0kgf.m) + 60~65˚+ 60~65˚
Theta
2.0L
(25.3ft.lb) or (3.5kgf.m) + 90˚~95˚ + 90˚~95˚
2.4L
Mu 2.7L (18.1ft.lb) or (2.5kgf.m) + 60˚±2˚+ 45˚±2˚
Delta 2.7L (18.1ft.lb) or (2.5kgf.m) +60˚±2˚ + 45˚±2˚
Lambda
3.3L
(28.9ft.lb) or (4.0kgf.m) + 120˚±2˚+ 90˚±2˚
3.8L
Tau 4.6L
No.1~10 bolt: (25.3ft.lb) or (3.5kgf.m) + 90˚±2˚+ 120˚±2˚
No.11~12 bolt: (24.6~26.8ft.lb) or (3.4~3.7kgf.m)
Please note: There is no
need to additionally tighten
the bolt numbers 11 and
12 by torque angle. These
are not torque to yield
bolts. Refer to next page
for bolts location and their
sequence illustration.
Engine Tightening Torque Remarks
Alpha 1.6L (39.8~43.4ft.lb) or (5.5~6.0kgf.m)
Ok to re-use old bolt
(This is not a torque to
yield bolt).
Gamma 1.6L (14.5±1.45ft.lb) or (2.0±0.2kgf.m) + 90˚±2˚
Under no
circumstances, should
previously used main
bearing cap bolts be
used again except 1.6L
Alpha engine for which
previous ones can be
re-used.
Beta 2.0L (21.7±1.45ft.lb) or (3.0±0.2kgf.m) + 60~64˚
Theta
2.0L
(21.7±1.45ft.lb) or (3.0±0.2kgf.m) + 120~125˚
2.4L
Mu 2.7L
M8 bolt: (11.6±2.17ft.lb) or (1.6±0.3kgf.m) + 90~95˚
M10 bolt: (21.7±2.17ft.lb) or (3.0±0.3kgf.m) + 90~95˚
Delta 2.7L
M8 bolt: (11.6±2.17ft.lb) or (1.6±0.3kgf.m) + 90~95˚
M10 bolt: (21.7±2.17ft.lb) or (3.0±0.3kgf.m) + 90~95˚
Lambda
3.3L No.1~8 bolt: (36.2ft.lb) or (5.0kgf.m)+ 90˚,
No.9~16 bolt: (14.5ft.lb) or (2.0kgf.m) + 120˚,
No.17~22 bolt: (21.7~23.2ft.lb) or (3.0~3.2kgf.m)
Please note: There is
no need to additionally
tighten the bolt numbers
17-22 on Lambda engine
and 21-35 on Tau engine.
Refer to next page for
bolts location and their
sequence illustration.
3.8L
Tau 4.6L
No.1~20 bolt: (28.9 ±1.45ft.lb) or (4.0 ±0.2kgf.m) + 120˚
No.21~35 bolt: (15.9~18.8ft.lb) or (2.2~2.6kgf.m)
TSB: ENG 050 August 2009
Page 3 of 3
SUBJECT:
TORQUE SPECIFICATIONS ON "TORQUE TO YIELD"
ENGINE COMPONENT BOLTS
Connecting Rod Cap Bolts
Cylinder head bolt configuration on 4.6L Tau engine
Left hand bank, bank 1 Right hand bank, bank 2
Main bearing cap bolt configuration on both 3.3L & 3.8L Lambda & 4.6L Tau engines
Engine Tightening Torque Remarks
Alpha 1.6L (23.1~25.3ft.lb) or (3.2~3.5kgf.m)
Ok to re-use old bolt
(This is not a torque to
yield bolt).
Gamma 1.6L (14.5±1.45ft.lb) or (2.0±0.2kgf.m) + 90±2˚
Under no circumstances
should previously used
connecting rod cap bolts
be used again except
on 1.6L Alpha engine,
as indicated above.
Beta 2.0L (14.5±1.45ft.lb) or (2.0±0.2kgf.m) + 90±2˚
Theta
2.0L
(14.5±1.45ft.lb) or (2.0±0.2kgf.m) + 90±2˚
2.4L
Mu 2.7L (14.5ft.lb) or (2.0kgf.m) + 90~94˚
Delta 2.7L (11.6~14.5ft.lb) or (1.6~2.0kgf.m)+ 90~94˚
Lambda
3.3L
(14.5±1.45ft.lb) or (2.0±0.2kgf.m) + 90±2˚
3.8L
Tau 4.6L (18.1±1.45ft.lb) or (2.5±0.2kgf.m) + 100±2˚
3.3L/3.8L Lambda Engine 4.6L Tau engine
Page 1 of 1


GROUP MODEL
Engine Mechanical
System
Sorento 2003-2006

NUMBER DATE
PS035 April 25, 2006


PITSTO P: 2003~2006 SO RENTO C RA NKSHA FT BO LT ( 3.5L)
TO RQ UE G UIDELINES ( UPDA TED 2007-08-13)
REVISED PROCEDURE, (Supersedes all published articles)
KMA has received some questions regarding the proper torque of the Crankshaft Pulley
Bolt. The bolt and washer should be replaced every time the bolt and washer are
removed and SHOULD NOT BE RE-USED. This bolt and washer must torque to 130
lbs. ft. (176 Nm) by hand using a properly calibrated torque wrench. The flywheel must
be held stationary while the bolt is being tightened. Under NO circumstances should the
bolt be installed using an air impact gun!
Proper torque is essential for long term durability and increased customer satisfaction.
Part Name Part Number Hardware Color
Bolt-Crankshaft 23127 39801 Gold-->Silver
Washer 23126 32021 Black-->Silver

SUBJECT:
ASH FOULED DEPOSI TS
A buildup of combust ion deposit s from
burning oil and/ or fuel addit ives during
combust ion may cause a misfire.
PREI GNI TI ON
Glowing combust ion chamber deposit s, hot
spot s from a faulty cooling syst em, or igni-
t ion cross-firing bet ween spark plug wires
are causes of Preignit ion.
I NSULATOR GLAZI NG
Shiny deposit s occurs when t emperat ures
have suddenly increased during hard ac-
celerat ion and form a conduct ive coat ing
which causes a misfire.
OI L FOULED
Caused by excessive oil ent ering t he
combust ion chamber by worn pist on rings,
scored cylinder, worn valve guides,worn
valve st em seals, or a faulty PCV syst em.
NORMAL
Plugs operat ing in t he correct t emperat ure
range result s in deposit s t hat will be light
t an or gray in color.
GAP BRI DGI NG
Combust ion deposit s t hrown loose may
lodge bet ween t he elect rodes, causing a
dead short and misfire.
DETONATI ON
A faulty EGR valve, lean fuel t rims, and in-
sufficient oct ane rat ing of t he gasoline can
result in Det onat ion.
CARBON FOULED
Check for st icking valves, bad ignit ion
wires/ coils, st icking fuel inj ect ors,
clogged air cleaner, or poor compression.
OVERHEATI NG
The “ blist ered” appearance on t he
insulat or can be caused by poor engine
cooling syst em efficiency (scale, st op-
pages, low level), or an int ake leak.
WORN
Poor engine performance and a
loss of fuel economy are t rait s of worn
spark plugs due t o t he increased volt age
required t o fire t he plug.
SPLASH FOULED
Can be caused by bad valve seals.
Not e how t he cent er elect rode is fouled
on one side.
MECHANI CAL DAMAGE
Mechanical damage t o t he firing end is
caused by a foreign obj ect in t he
combust ion chamber.
Spark Plug Analysis
* I mages court esy of NGK and Champion Spark Plugs
Job Aide - Spark Plug Analysis_RV1:Layout 1 11/16/10 8:49 PM Page 1
Engine Troubleshoot ing
Engine Will Not Crank Over
Won’t crank
Solenoid clicks but won’t
crank
Bat t ery connect ions
Weak bat t ery
St art er int errupt ions
St art er solenoid or wiring
Weak bat t ery
Bat t ery cables corroded
St art er worn or defect ive
St art er spins / engine
won’t t urn
St art er engages but st ops
Check unswit ched elect rical component s t o see if t hey work
Check t o see if t he headlight s dim or go out when t he ignit ion is cranked
Check bat t ery volt age of 12.4v or higher
Jump t he st art er mot or
Check for 12.4v or higher, recharge if necessary
Use Midt ronics Bat t ery Test er t o det ermine bat t ery condit ion
Check for add on alarms or aft ermarket accessories
Check for power at st art er solenoid, if none, t hen t race power supply
I f power is get t ing t o t he solenoid, t hen bencht est st art er
Check for 12.4v or higher, recharge if necessary
Use Midt ronics Bat t ery Test er t o det ermine bat t ery condit ion
Perform volt age drop at bat t ery, check cables, replace cables as needed
Perform st art er draw t est under load, replace as needed
- 1.6L Alpha > 118 ~ 130 Amps (Not Kia Service I nformat ion Dat a)
- 2.0L Bet a > 126 ~ 147 Amps ( Test ed on A/ T vehicles, cold)
- 2.4L Thet a > 131 ~ 150 Amps
- 2.7L Mu > 135 ~ 148 Amps
- 3.3L & 3.8L Lambda I I > 128 ~ 153 Amps
Check st art er alignment , look for missing flywheel t eet h
Check t o see t he st art er is secured t o t he proper t orque specificat ion
Remove spark plugs and check for coolant in t he cylinders
Check for a seized engine, manually t urn over t he engine t o verify
I nspect t he engine for a cracked block or cylinder head
I nspect t iming chain assembly and rot at e
Condit ion Cause Correct ion
Job Aide - Troubleshooting_RV1:Layout 1 11/16/10 10:12 PM Page 1
Engine Troubleshoot ing
Engine Cranks Over But Will Not St art
Engine seems t o crank slow
Engine seems t o crank fast er
t han normal
Engine cranks normal but
won’t st art
Weak bat t ery
Bat t ery cables corroded
St art er worn or defect ive
St art er spins / engine
won’t t urn
Engine mechanical drag
Engine mechanical concern
Cranking volt age
I nj ect ors not opening / no
fuel
No ignit ion / spark
Camshaft and I gnit ion t im-
ing
Exhaust rest rict ion
Check for 12.4v or higher, recharge if necessary
Use Midt ronics Bat t ery Test er t o det ermine bat t ery condit ion
Perform volt age drop at bat t ery, check cables, replace cables as needed
Perform st art er draw t est , replace as needed
Check st art er alignment , look for missing flywheel t eet h
Check t o see t he st art er is secured t o t he proper t orque specificat ion
Check for a t ight engine
Check compression wit h a compression t est er
Check for int ernal damage wit h a borescope
Use a leak down t est er t o check for poor cylinder sealing
Check cam t iming
Perform an open-post volt age t est for at least 10.5v while cranking
Check using art ificial enrichment
Check secondary ignit ion syst em
Check CKP & CMP signals, reluct or wheel
Check for camshaft rot at ion
I nspect t iming belt s for missing t eet h
Check cranking vacuum at 3 - 6 inHG
Disconnect cat alyt ic convert er and check flow
Check for severe int ake rest rict ion
Condit ion Cause Correct ion
Job Aide - Troubleshooting_RV1:Layout 1 11/16/10 10:12 PM Page 2
Engine Troubleshoot ing
Art ificial Enrichment
St art s and dies wit h art ificial
enrichment
Won’t st art wit h art ificial
enrichment
Fuel supply
Fault y fuel pump
Fuel pressure
No inj ect or pulse
Fuel inj ect or clogged
Air rest rict ion
Exhaust rest rict ion
I gnit ion / Spark
Camshaft and I gnit ion t im-
ing
Air rest rict ion
Exhaust rest rict ion
Check for fuel in t he t ank (level, t ype, and condit ion)
Use t he GDS and perform an Act uat ion Test on t he fuel pump
Check t he inert ia swit ch or fuel cut swit ch, reset as necessary
Check fuel pump relay and fuse
Check fuel pressure
I nspect fuel filt er for blockage (fuel t ank cont aminat ion)
Check wiring, grounds, and fuses
Perform a fuel pressure drop t est
Perform t op end engine clean
Check for a severe int ake rest rict ion
Check cranking vacuum at 3 - 6 inHG
Disconnect cat alyt ic convert er and check flow
Check secondary ignit ion syst em
Check for camshaft rot at ion
I nspect t iming belt s for missing t eet h
Check for a severe int ake rest rict ion
Check cranking vacuum at 3 - 6 inHG
Disconnect cat alyt ic convert er and check flow
Condit ion Cause Correct ion
Job Aide - Troubleshooting_RV1:Layout 1 11/16/10 10:12 PM Page 3
Engine Troubleshoot ing
Engine St art s and Dies
Engine st art s and dies cold
Engine st art s and dies aft er
a short period
Engine st art s and runs
poorly
Cold st art enrichment
I nj ect or concerns
Air rest rict ions
Exhaust rest rict ion
Fuel pressure
Exhaust rest rict ion
Engine drivabilit y concerns
Check coolant t emperat ure sensor (Mode 6)
Check inj ect or flow
Perform wiggle t est on wires
Perform a fuel pressure drop t est
Perform t op end engine clean
Check for a severe int ake rest rict ion
Check cranking vacuum at 3 - 6 inHG
Disconnect cat alyt ic convert er and check flow
Check fuel pressure
I nspect fuel filt er for blockage (fuel t ank cont aminat ion)
Check cranking vacuum at 3 - 6 inHG
Disconnect cat alyt ic convert er and check flow
Perform engine drivabilit y diagnost ics
Condit ion Cause Correct ion
Job Aide - Troubleshooting_RV1:Layout 1 11/16/10 10:12 PM Page 4
Engine Troubleshoot ing
Misfire & Noises
Engine misfire wit h abnor-
mal int ernal lower engine
noises
Engine misfire wit h valve
t rain noise
Engine misfire wit h coolant
consumpt ion
Engine misfire wit h exces-
sive oil consumpt ion
Engine noise on st art up,
but only last ing a few
seconds
Engine noise under load
Worn crankshaft bearings
Worn t hrust bearings
Worn pist on rings
St uck valves
Worn or j umped t iming
Fault y head gasket
Damaged cylinder head or
engine block
Worn valves or valve seals
Worn pist on rings
I ncorrect oil viscosity
Worn t hrust bearing
Low oil pressure
Excessive bearing clear-
ance
Use chassis ears t o confirm t he lower engine noise.
Perform oil pressure t est t o est imat e excessive bearing wear
Use a dial indicat or t o det ermine excessive crankshaft end play
Perform a dry and wet compression t est t o det ermine leakage
- Oil consumpt ion may be t he cause for t he misfire
I nspect valves wit h a borescope for excessive carbon build up
Check t iming marks for alignment
Perform a leak down t est and/ or block check dye t est
- I f t he engine was overheat ed, t hen t he cylinder head and block may need
t o be inspect ed for warpage.
Use a borescope for excessive oil present in t he int ake runner
Perform a dry and wet compression t est t o det ermine leakage
Check for maint enance and oil addit ives
Replace oil wit h correct viscosit y
Perform an oil analysis t o check for cont aminat es and oil viscosit y
Use a dial indicat or t o det ermine excessive crankshaft end play
Perform an oil pressure t est
Check for blockages and sludging
Perform oil pressure t est t o est imat e excessive bearing wear
Condit ion Cause Correct ion
Job Aide - Troubleshooting_RV1:Layout 1 11/16/10 10:13 PM Page 5
Engine Troubleshoot ing
Misfire & Noises
Upper engine noise regard-
less of engine speed
Lower engine noise regard-
less of engine speed
Low oil pressure
Damaged valve spring
Worn or damaged lift ers
Lift er or Fuel I nj ect or
Worn or fault y t iming belt
Damaged cam sprocket
Worn t iming t ensioner
Worn camshaft lobes
Worn valve guides
St uck valves
Worn drive belt , idler, t en-
sioner, or bearing
Low oil pressure
Worn rod / main bearings
Loose / damaged flywheel
Damaged oil pan
Damaged oil pick up
Worn pist ons and rings
Check oil pressure
I solat e t he noise wit h chassis ears or st et hoscope
Check valve lash
Perform Cylinder Balance Test
- The noise will deaden when suspect cylinder is disabled
I nspect t iming assembly
Check t iming belt t ensioner
Perform a running compression t est on t he suspect cylinder
Run a vacuum t est using a vacuum gauge
Remove t he drive belt t o see if t he noise goes away
I nspect each component s operat ion, bearing spins smoot hly
Check oil pressure
- Est imat e excessive bearing wear
Perform Cylinder Balance Test
- The noise will deaden when suspect cylinder is disabled
Remove access panel or st art er mot or and inspect , snug t orque convert er
bolt s t o manufact urer specificat ion
I nspect t he oil pan for damage
Check oil pressure
Perform a dry and wet compression t est
Condit ion Cause Correct ion
Job Aide - Troubleshooting_RV1:Layout 1 11/16/10 10:13 PM Page 6