LUBRICATION SYSTEM

Components:

1. Oil Pan: Oil also flows to the cylinder head through drilled passages that make up the oil gallery, lubricates camshaft
bearings and valves, and then returns to oil pan. Some engines have grooves or holes in connecting rods, which
provide extra lubrication to pistons and walls of cylinders.
2. Oil Cooler: Oil cooler prevents overheating of oil, by flow of engine coolant past tubes carrying hot oil. The coolant
picks excess heat and carries it to the radiator.
3. Oil Pump: The gear-type oil pump has a pair of meshing gears. The spaces between the teeth are filled with oil when
the gears unmesh. The oil pump obtains oil from the oil pan and sends oil through the oil filter to the oil galleries and
main bearings. Some oil passes from the holes in the crankshaft to the rod bearings.
4. Oil Filter: The oil from oil pump flows through oil filter before reaching the engine bearings. The oil filter retains the
dirt particles and allows only clean filtered oil to pass.

Purpose of Crankcase Ventilation System

CVS is a one way passage for the blow-by gases to escape in a controlled manner from the crankcase of
an internal combustion engine.

The blow-by gases are generated when a small but continual amount of gases (air, unburned fuel,
combustion gases) leak from the combustion chamber past the piston rings, that is, blow by them, and the piston
ring gaps to end up inside the crankcase, causing pressure to build up in there. Additional sources of blow-by that
contribute to this effect are gases leaking past the turbocharger shaft, the air compressors (if present) and in some
cases the valve stem seals. The blow-by gases, if not ventilated, can condense and combine with the oil vapor
present in the crankcase forming sludge or cause the oil to become diluted with unburned fuel, degrading its
quality and decreasing its effective life. Additionally, excessive crankcase pressure can lead to engine oil leaks past
the crankshaft seals and other engine seals and gaskets. Prolonged periods of oil leaks can starve the engine of oil
and damage it in a permanent way. Therefore, it becomes imperative that a crankcase ventilation system is used.
This allows the blow-by gases, consisting of the combustion products and the oil vapors, to be vented through a
PCV (positive crankcase ventilation) valve out of the crankcase. There are three system architectures when the
blow-by gas exits the crankcase. It can either enter the air inlet manifold (closed CVS), be vented freely in the
atmosphere (open CVS) or be vented in the atmosphere through a filter (filtered open CVS).

Do’s and Dont’s for Lubrication System

COOLING SYSTEM
1. RADIATOR: Cools off the anti-freeze/coolant mixture by allowing air passing through the tube/fin area
to dissipate the heat generated by the engine.
2. WATER PUMP: Draws the cooled anti-freeze from the radiator and pumps it through the engine block,
cylinder head(s), heater core and back to the radiator.
3. FREEZE PLUGS: Is actually a steel plug designed to seal holes in the engine block and cylinder head(s)
created from the casting process. In freezing weather they may push out if there is not enough anti-freeze
protection.
 4. HEAD GASKET /TIMING COVER GASKET: Seals the major parts of the engine. Prevents oil, anti-freeze
and cylinder pressure from mixing together.
5. HEATER CORE: Provides heat to the interior of the car by using heat removed from the antifreeze and
blown in by the blower motor. May cause steam, odor or actual dripping inside the car when it leaks.
6. THERMOSTAT: Controls the minimum operating temperature of the engine. The thermostat is closed
when the engine is cold in order to speed warm-up and opens when normal operating temperature is
reached to allow the anti-freeze / coolant to pass through the radiator.
7. HOSES (Radiator, Heater, By-pass): Connect the other main components of the cooling system. Hose
manufacturers recommend replacing every 4 years regardless of appearance because there may be
deterioration of the inside of the hose which cannot be seen.
8. FAN CLUTCH: Senses the temperature of the air coming through the radiator and either slips or binds
up to pull the required amount of air through the radiator.
9. ELECTRIC COOLING FAN: Most front wheel drive cars use this because of the transverse mounted
engine. It is turned on by a system of sensors and relays when the engine reaches about 230 F and stays
on until R is cooled to about 200 F.

Cause of Engine Overheating

Overheating can be caused by anything that decreases the cooling system's ability to absorb, transport
and dissipate heat: A low coolant level, a coolant leak (through internal or external leaks), poor heat conductivity
inside the engine because of accumulated deposits in the water jackets, a defective thermostat that doesn't open,
poor airflow through the radiator, a slipping fan clutch, an inoperative electric cooling fan, a collapsed lower
radiator hose, an eroded or loose water pump impeller, or even a defective radiator cap.

One of nature's basic laws says that heat always flows from an area of higher temperature to an area of
lesser temperature, never the other way around. The only way to cool hot metal, therefore, is to keep it in
constant contact with a cooler liquid. And the only way to do that is to keep the coolant in constant circulation. As
soon as the circulation stops, either because of a problem with the water pump, thermostat or loss of coolant,
engine temperatures begin to rise and the engine starts to overheat.

The coolant also has to get rid of the heat it soaks up inside the engine. If the radiator is clogged with bugs
and debris, or if its internal passages are blocked with sediment, rust or gunk, the cooling efficiency will be reduced
and the engine will run hot. The same thing will happen if the cooling fan is not engaging or spinning fast enough
to pull air through the radiator.

The thermostat must be doing its job to keep the engine's average temperature within the normal range
so the engine does not overheat. If the thermostat fails to open, it will effectively block the flow of coolant and the
engine will overheat.

Exhaust restrictions can also cause the engine to overheat. The exhaust carries a lot of heat away from the
engine, so if the catalytic converter is restricted, or a pipe has been crimped or crushed, exhasut flow can be
restrricted causing heat to build up inside the engine.

It's also possible that your engine really isn't overheating at all. Your temperature gauge or warning lamp
might be coming on because of a faulty coolant sensor. Sometimes this can be caused by a low coolant level or air
trapped under the sensor.
Do’s and Dont’s for Cooling System

HEATING AND AIRCONDITIONING SYSTEM

Components of Heating Systems

Two Methods of Heat Control

1. Air-blending heating system: In an air-blending heater the matrix is at a constant temperature - warm air from it is
mixed with cool air as temperature-controlled flaps open and close.

2. Water-valve Heating System: In a heater worked by a water valve, all the air goes through the matrix. The matrix
temperature is controlled by regulating the amount of hot water going through it.
MAIN COMPONENTS OF VEHICLE AIR CONDITIONING SYSTEMS

1. Compressor. This is the component that is located in the front of the vehicle and is responsible for putting
the refrigerant under pressure. It works to compress the gas to the point of around 250 psi and increase
the temperature at the same time.
2. Condenser. This is a radiator-like component that the gas moves through once it has been heated up.
Inside the condenser, the gas is converted to a liquid as the heat is removed from it.
3. Evaporator. This is the component that is responsible for pulling the refrigerant into the vacuum, where
the gas then becomes cold.
4. Thermal expansion valve. This is the component that changes the system from high pressure to low
pressure. This is primarily where things change from hot to cold.
5. Drier or accumulator. This is the component that removes the water that has entered the system.
Without this step, the unit can form ice crystals, which can damage the air conditioning unit.

Ventilation System

Air enters a large duct at the front of the car, placed so that when the car is moving the entry point is in a
high-pressure area and air is forced in. From there it goes to the heater, which warms it if required. Another
common entry point is through grilles on top of the bonnet.

Air enters the car interior through the front foot-wells and through vents on the dashboard. The vents can
be adjusted to point at the faces of the front-seat occupants. Some cars also have ducts to the rear-seat area. Slots
in the ledge at the bottom of the windscreen - and, in later cars, by the front side-windows - allow a stream of
warm air to be blown on to the glass to prevent misting. On later cars, all the entry points have flaps for opening
and closing them as needed. At the rear there are exit vents to the outside. They are in an area of low pressure
when the car is moving, and so extract air, thus giving a constant through-flow.

Do’s and Dont’s for Heating and Airconditoning System