MICHIGAN ENGINE REPAIR
MECHANIC STUDY GUIDE WITH
COMPLETE SOLUTIONS
A MECHANIC IS CHECKING MAIN BEARING CLEARANCE WITH PLASTIGAGE. IF
THE PLASTIGAGE FLATTENS MORE AT ONE END THAN THE OTHER, IT WOULD
INDICATE: - ANSWER-A. THE ROD IS BENT (POSSIBLE CORRECT AWNSER)
B. THE CRANK JOURNAL IS TAPERED.
C. THE CRANKSHAFT IS BENT. (NOT CORRECT AWNSER)
D. THE MAIN BEARING IS OVER TORQUED.
A TURBO-CHARGED VEHICLE IS LOW ON POWER. WHICH OF THE FOLLOWING
WOULD CAUSE THIS PROBLEM? - ANSWER-A. THE TURBO WASTEGAUGE IS
STUCK IN THE CLOSED POSITION. (NOT CORRECT AWNSER)
B. THE IMPELLER IS WORN.
C. THE BELT IS WORN OR LOOSE.
D. ALL OF THE ABOVE. (CORRECT AWNSER)
A WARM ENGINE HAS LOW OIL PRESSURE. THE MOST LIKELY CAUSE OF THE
LOW OIL PRESSURE IS: - ANSWER-A. LEAKY MAIN BEARING SEALS. (CORRECT
AWNSER)
B. WORN VALVE GUIDES.
C. WORN BEARINGS.
D. LEAKY HYDRAULIC LIFTERS (NOT CORRECT AWNSER)
AFTER CLEANING THE RING GROOVES OF A PISTON, YOU THEN SHOULD
CHECK THE TOP RING GROOVE FOR WEAR. WHAT WOULD YOU USE FOR
MAKING THIS MEASUREMENT? - ANSWER-A. A TAPERED GAUGE AND AN
INSIDE MICROMETER. (NOT CORRECT AWNSER)
B. A GROOVE GAUGE AND AN OLD PISTON RING.
C. A NEW PISTON RING AND AN OUTSIDE MICROMETER.
D. A FEELER GAUGE AND A NEW PISTON RING.
AFTER MACHINING THE CYLINDERS, YOU WOULD HONE THE BORES TO: -
ANSWER-A. PROVIDE PROPER PISTON RING END GAP.
B. REDUCE TAPER.
C. REDUCE OUT-OF-ROUND.
D. PRODUCE THE PROPER SIZE WITH A CROSS HATCH FINISH. (CORRECT
AWNSER)
AN ENGINE HAS A LARGE BUILD-UP OF SLUDGE IN THE CRANKCASE. WHAT
WOULD CAUSE THIS PROBLEM? - ANSWER-A. A PLUGGED PCV VALVE.
, B. A LEAKING NEEDLE AND SEAT IN THE FUEL SYSTEM.
C. LEAKING CAM BEARINGS. (POSSIBLE CORRECT AWNSER)
D. THE PCV VALVE IS STUCK OPEN. (NOT CORRECT AWNSER)
BEFORE INSTALLING THE PISTONS IN A NEWLY HONED CAST IRON BLOCK,
YOU SHOULD CLEAN THE BORES WITH: - ANSWER-A. A RAG SOAKED IN
GASOLINE.
B. A DRY, LINT-FREE RAG. (NOT CORRECT AWNSER)
C. A RAG SOAKED IN LACQUER THINNER.
D. SOAP AND WARM WATER. (CORRECT AWNSER)
CRANKSHAFT ENDPLAY CAN BE CHECKED WITH: - ANSWER-A. AN OUTSIDE
MICROMETER.
B. A DIAL INDICATOR. (CORRECT AWNSER)
C. AN INSIDE MICROMETER.
D. A THRUST GAUGE. (NOT CORRECT AWNSER)
CYLINDER DIAMETER IS IMPORTANT WHEN DETERMINING RING END GAP. AS A
RULE OF THUMB, A 3 INCH BORE WOULD REQUIRE A RING END GAP OF
APPROXIMATELY: - ANSWER-A. .0003"-.0004". (NOT CORRECT AWNSER)
B. .040"-.050".
C. .009"-.012" (CORRECT AWNSER)
D. .001"-.003"
DURING A MANIFOLD VACUUM TEST, THE VACUUM GAUGE NEEDLE
REGISTERS A STEADY 12 INCHES AT IDLE. WHICH ONE OF THE FOLLOWING
WOULD CAUSE THIS? - ANSWER-A. A FOULED PLUG.
B. A LEAKY VALVE. (NOT CORRECT AWNSER)
C. LATE TIMING. (CORRECT AWNSER)
D. THE AIR FUEL MIXTURE IS TOO RICH.
EXCESSIVELY WORN VALVE GUIDES: - ANSWER-A. MAY BE REPLACED IF
REMOVABLE.
B. MAY BE REAMED TO OVERSIZE.
C. MAY CAUSE OIL CONSUMPTION.
D. ALL OF THE ABOVE. (CORRECT AWNSER)
HOW CAN EXCESSIVE CAMSHAFT LOBE WEAR BE DETERMINED WITHOUT
REMOVING THE CAM FROM THE ENGINE? - ANSWER-A. USE A MICROMETER TO
MEASURE EACH LOBE.
B. REMOVE THE ROCKER COVER AND MEASURE THE PUSH ROD TRAVEL ON
EACH CYLINDER. (POSSIBLE CORRECT AWNSER)
C. REMOVE THE TIMING COVER AND USE A DIAL INDICATOR ON THE END OF
THE CAM.
D. REMOVE THE ROCKER COVER AND INSERT A FEELER GAUGE BETWEEN
THE VALVE STEM AND THE ROCKER ARM. (NOT CORRECT AWNSER)
MECHANIC STUDY GUIDE WITH
COMPLETE SOLUTIONS
A MECHANIC IS CHECKING MAIN BEARING CLEARANCE WITH PLASTIGAGE. IF
THE PLASTIGAGE FLATTENS MORE AT ONE END THAN THE OTHER, IT WOULD
INDICATE: - ANSWER-A. THE ROD IS BENT (POSSIBLE CORRECT AWNSER)
B. THE CRANK JOURNAL IS TAPERED.
C. THE CRANKSHAFT IS BENT. (NOT CORRECT AWNSER)
D. THE MAIN BEARING IS OVER TORQUED.
A TURBO-CHARGED VEHICLE IS LOW ON POWER. WHICH OF THE FOLLOWING
WOULD CAUSE THIS PROBLEM? - ANSWER-A. THE TURBO WASTEGAUGE IS
STUCK IN THE CLOSED POSITION. (NOT CORRECT AWNSER)
B. THE IMPELLER IS WORN.
C. THE BELT IS WORN OR LOOSE.
D. ALL OF THE ABOVE. (CORRECT AWNSER)
A WARM ENGINE HAS LOW OIL PRESSURE. THE MOST LIKELY CAUSE OF THE
LOW OIL PRESSURE IS: - ANSWER-A. LEAKY MAIN BEARING SEALS. (CORRECT
AWNSER)
B. WORN VALVE GUIDES.
C. WORN BEARINGS.
D. LEAKY HYDRAULIC LIFTERS (NOT CORRECT AWNSER)
AFTER CLEANING THE RING GROOVES OF A PISTON, YOU THEN SHOULD
CHECK THE TOP RING GROOVE FOR WEAR. WHAT WOULD YOU USE FOR
MAKING THIS MEASUREMENT? - ANSWER-A. A TAPERED GAUGE AND AN
INSIDE MICROMETER. (NOT CORRECT AWNSER)
B. A GROOVE GAUGE AND AN OLD PISTON RING.
C. A NEW PISTON RING AND AN OUTSIDE MICROMETER.
D. A FEELER GAUGE AND A NEW PISTON RING.
AFTER MACHINING THE CYLINDERS, YOU WOULD HONE THE BORES TO: -
ANSWER-A. PROVIDE PROPER PISTON RING END GAP.
B. REDUCE TAPER.
C. REDUCE OUT-OF-ROUND.
D. PRODUCE THE PROPER SIZE WITH A CROSS HATCH FINISH. (CORRECT
AWNSER)
AN ENGINE HAS A LARGE BUILD-UP OF SLUDGE IN THE CRANKCASE. WHAT
WOULD CAUSE THIS PROBLEM? - ANSWER-A. A PLUGGED PCV VALVE.
, B. A LEAKING NEEDLE AND SEAT IN THE FUEL SYSTEM.
C. LEAKING CAM BEARINGS. (POSSIBLE CORRECT AWNSER)
D. THE PCV VALVE IS STUCK OPEN. (NOT CORRECT AWNSER)
BEFORE INSTALLING THE PISTONS IN A NEWLY HONED CAST IRON BLOCK,
YOU SHOULD CLEAN THE BORES WITH: - ANSWER-A. A RAG SOAKED IN
GASOLINE.
B. A DRY, LINT-FREE RAG. (NOT CORRECT AWNSER)
C. A RAG SOAKED IN LACQUER THINNER.
D. SOAP AND WARM WATER. (CORRECT AWNSER)
CRANKSHAFT ENDPLAY CAN BE CHECKED WITH: - ANSWER-A. AN OUTSIDE
MICROMETER.
B. A DIAL INDICATOR. (CORRECT AWNSER)
C. AN INSIDE MICROMETER.
D. A THRUST GAUGE. (NOT CORRECT AWNSER)
CYLINDER DIAMETER IS IMPORTANT WHEN DETERMINING RING END GAP. AS A
RULE OF THUMB, A 3 INCH BORE WOULD REQUIRE A RING END GAP OF
APPROXIMATELY: - ANSWER-A. .0003"-.0004". (NOT CORRECT AWNSER)
B. .040"-.050".
C. .009"-.012" (CORRECT AWNSER)
D. .001"-.003"
DURING A MANIFOLD VACUUM TEST, THE VACUUM GAUGE NEEDLE
REGISTERS A STEADY 12 INCHES AT IDLE. WHICH ONE OF THE FOLLOWING
WOULD CAUSE THIS? - ANSWER-A. A FOULED PLUG.
B. A LEAKY VALVE. (NOT CORRECT AWNSER)
C. LATE TIMING. (CORRECT AWNSER)
D. THE AIR FUEL MIXTURE IS TOO RICH.
EXCESSIVELY WORN VALVE GUIDES: - ANSWER-A. MAY BE REPLACED IF
REMOVABLE.
B. MAY BE REAMED TO OVERSIZE.
C. MAY CAUSE OIL CONSUMPTION.
D. ALL OF THE ABOVE. (CORRECT AWNSER)
HOW CAN EXCESSIVE CAMSHAFT LOBE WEAR BE DETERMINED WITHOUT
REMOVING THE CAM FROM THE ENGINE? - ANSWER-A. USE A MICROMETER TO
MEASURE EACH LOBE.
B. REMOVE THE ROCKER COVER AND MEASURE THE PUSH ROD TRAVEL ON
EACH CYLINDER. (POSSIBLE CORRECT AWNSER)
C. REMOVE THE TIMING COVER AND USE A DIAL INDICATOR ON THE END OF
THE CAM.
D. REMOVE THE ROCKER COVER AND INSERT A FEELER GAUGE BETWEEN
THE VALVE STEM AND THE ROCKER ARM. (NOT CORRECT AWNSER)
