AUTOMOTIVE TECHNICAL TERMS

AAA: Abbreviation for the American Automobile Association. AAA, in conjunction with various local motor clubs, often certifies various repair facilities. The approved facilities must meet certain minimum standards of service to be listed in the local AAA directory. ABS: Acronym for "Anti-lock Brake ystem." !ehicles e"uipped with AB use wheel speed sensors and a computer-controlled brake pressure re#ulator to prevent wheel lock-up durin# sudden stops. $hen the computer senses one wheel is slowin# faster than the others %indicatin# it is about to lock-up and skid&, the computer reduces brake pressure to that wheel by momentarily isolatin# brake pressure, releasin# pressure then reapplyin# pressure in rapid se"uence. This allows the wheel to re#ain traction so the vehicle does not skid. AB also allows the driver to maintain steerin# control while brakin# hard on wet or slick surfaces. AB improves brakin# safety on wet or slick surfaces. ABS WARNING LIGHT: An indicator li#ht on the instrument panel that warns the driver when there is a problem with the AB system. $hen the i#nition is first switched on, the AB warnin# li#ht should come on and remain on for several seconds for a bulb check. 'f the li#ht fails to #o out or comes on while drivin#, it si#nals a potential problem with the AB system. The AB system is usually disabled if the AB warnin# li#ht is on while drivin# %this should have no effect on normal brakin# -- unless the brake warnin# li#ht is also on&. The li#ht is also used for dia#nostic purposes when retrievin# flash codes %trouble codes& from the AB module. ACCUMULATOR-DRYER: A container for receivin# refri#erant li"uid, vapor and oil from the evaporator. 'ts primary function is to separate the vapor from the li"uid and oil, and then release the vapor to the compressor. The accumulator also contains desiccant to absorb moisture. ACKERMAN PRINCIPLE: The creation of toe-out when turnin# to minimi(e tire wear. To create the proper #eometry, the steerin# arms are an#led to turn the inside wheel at a sharper an#le than the outside wheel. This allows the inside wheel to follow a smaller radius circle than the outside wheel. ACTIVE SUSPENSIONS: A computeri(ed hydraulic suspension system that uses hydraulic "actuators" instead of conventional sprin#s and shock absorbers to support the vehicle)*+s wei#ht. A "chassis computer" monitors ride hei#ht, wheel deflection, body roll and acceleration to control ride and body attitude. Bumps are sensed as they are encountered, causin# the computer to vent pressure from the wheel actuator as the wheel floats over the bump. ,nce the bump has passed, the computer opens a vent that allows hydraulic pressure to e-tend the actuator back to its ori#inal len#th. The only production active suspension was used on the 'nfiniti ./0. AIR CONDITIONING (A/C): A system that cools and dehumidifies air enterin# the passen#er compartment. The system uses a refri#erant to cool the air and carry heat away from the passen#er compartment. 1ajor system components include a compressor, condenser, evaporator, accumulator or receiver2dryer, and orifice tube or e-pansion valve. 3o not intermi- different types of '

refri#erants in an A24 system. 5se the type specified by the vehicle manufacturer %678 for most 799/ : older vehicles, or 67;/a for most 7990 and newer vehicles&. ee also 6etrofit. AIR DELIVERY SYSTEM: Also called plenum, <!A4 unit or evaporator housin#. This component contains the air ducts, doors and blower fan that deliver air throu#h or around the evaporator and heater cores. 't then delivers air to various passen#er compartment outlets and ducts. AIRFLOW SENSOR: A device that=s used in many electronic fuel injection systems % ee >lectronic ?uel 'njection& for measurin# the volume of air enterin# the en#ine. ome use a sprin#-loaded vane while others use a hot wire or heated filament to sense airflow. AIR/FUEL RATIO: This is the relative proportion of air and fuel delivered by the carburetor or fuel injection to the en#ine. The "ideal" air2fuel ratio is 7/.@ parts of air to every one-part fuel. Aess air or more fuel and the mi-ture is said to be rich. 1ore air or less fuel and the mi-ture is said to be lean. 6ich mi-tures provide more power but also use more fuel and increase e-haust emissions. Aean mi-tures use less fuel, but if too lean cause misfirin# at idle. An en#ine re"uires a richer mi-ture when startin# % ee 4hoke& and while warmin# up. The air2fuel ratio at idle can be adjusted by turnin# the idle mi-ture screw on the carburetor % ee 'dle 1i-ture&. To alter the mi-ture above idle, the main meterin# jets inside the carburetor must be chan#ed. $ith electronic fuel injection, no chan#es can be made because the mi-ture is determined by the duration %on time& of the injector%s&. The lon#er the injectors are on, the richer the mi-ture % ee >lectronic ?uel 'njection&. AIR INJECTION: upplies fresh air to the e-haust system, which helps o-idi(es <4 and 4,, and, #ives the catalytic converter the e-tra air it needs to o-idi(e those pollutants. ome vehicles use an air pump while others use an aspirator system to route air into the e-haust. AIR INLET DOOR: A movable door in the air distribution assembly that allows either passen#er compartment or outside air to be delivered to the air conditionin# air distribution system. AIR PUMP: An emission control device on some en#ines that pumps air into the e-haust system so the catalytic converter can "reburn" pollutants in the e-haust. AIR SHOCKS: A type of overload shock absorber that can be inflated with air to increase the suspension=s load carryin# ability. AIR SPRINGS: Air-filled rubber or elastomer ba#s that are pressuri(ed to provide support to the suspension. Air sprin#s are used in place of conventional coil sprin#s on some vehicles. Aftermarket air sprin#s can be installed inside coil sprin#s or between the a-le and frame to provide additional lift support for handlin# overloads or towin#. AIR SUSPENSION: A type of suspension that uses air sprin#s instead of conventional steel sprin#s. 4omputer operated vents on the air sprin#s, suspension sensors and an onboard air compressor allow the system to maintain ride hei#ht and vary the suspension=s ride characteristics.

''

ALCOHOL: Alcohol is used as a #asoline additive to boost the octane ratin# of the fuel % ee ,ctane and Basohol& and to o-y#enate the fuel %makes it burn cleaner&. Two types of alcohol may be used: ethanol or methanol. >thanol is the most commonly used alcohol. 't is made by distillin# fermented corn, su#ar beets or su#ar cane. >thanol is the same kind of #rain alcohol that #oes into boo(e. 1ethanol, on the other hand, is made primarily from coal, and is hi#hly poisonous. >thanol blend fuels typically have 7C percent ethanol content. 1ethanol blends are limited to 0 percent because methanol can be corrosive in hi#her concentrations. ALIGNMENT: Althou#h most people think of the front wheels when ali#nment is mentioned, it actually refers to all four wheels. All four wheels should be perpendicular to the road and parallel to one another for the best handlin#, traction and tire life. 'f the wheels are out of ali#nment, rapid or uneven tire wear, and2or a steerin# pull to one side can result. ?our-wheel ali#nment, as opposed to a basic two-wheel ali#nment, is very important today especially on vehicles with independent rear suspensions and2or front-wheel drive. The three basic ali#nment an#les are toe, camber and caster, but on some new cars, caster and camber may not have factory adjustments. ?or these vehicles, aftermarket ali#nment kits may provide some adjustment. % ee 4amber, 4aster and Toe&. ALIGNMENT SHIMS: 1etal or plastic spacers used in the ali#nment process to alter camber, caster and2or toe. ,n rear-wheel drive applications, shims may be added to or removed from stacks of shims on the front control arms to chan#e camber and2or caster. ,n front-wheel drive applications, partial shims or full contact shims may be positioned behind the rear a-le spindle to vary rear toe and2or camber. 4amber shims are also available for /-/ a-le applications. ome shims are adjustable or can be inde-ed various ways to provide incremental ali#nment corrections. ALL-WHEEL DRIVE (AWD&: A vehicle %usually a car& where all four wheels are driven. 1ost are fulltime systems for yearround drivin#, and use a viscous fluid couplin# center differential instead of a transfer case to route drive tor"ue to all four wheels. This allows the front and rear wheels to turn at sli#htly different speeds when turnin# on dry pavement. ALTERNATOR: The component in a vehicle char#in# system that makes electricity. The alternators job is to keep the battery fully char#ed, and to provide additional current to meet the demands of the i#nition system, li#hts and other accessories. !ehicles e"uipped with air conditionin# and numerous electrical accessories re"uire an alternator with a hi#her output capacity than a vehicle without such amenities. Alternator capacities are rated in amps, with typical outputs ran#in# from 0C to DC amps. $hen the alternator or its control device, the "volta#e re#ulator," #oes bad, the alternator li#ht on the dash will #low red. 'f a vehicle has a char#e indicator, it will show a continual dischar#e or low volta#e. $ithout the supply of electricity to keep it char#ed, the battery soon #oes dead. ometimes a slippin# drive belt is all that is wron# but usually the alternator and2or re#ulator need to be replaced. AMBIENT AIR: Air outside the vehicle passen#er compartment. AMBIENT AIR TEMPERATURE: The temperature of the air outside the vehicle. AMBIENT COMPRESSOR SWITCH: >ner#i(es the compressor clutch when ambient air temperature is above ;8 de#rees ?. This switch also prevents compressor clutch en#a#ement at temperatures below ;8 de#rees ?. ANTIFREEZE: Antifree(e protects the coolin# system a#ainst both free(in# and boilin# over. $hen used at normal stren#th %0CE antifree(e, 0CE water&, it can lower the free(in# point of the coolant to -;/ de#rees ?. and raise its boilin# temperature to 8@F '''

de#rees ?. Gever use strai#ht antifree(e in a coolin# system. Always mi- it with at least 0CE water. 1ost antifree(e is 90E ethylene #lycol %>B&. The only differences between brands of antifree(e are the type and2or "uantity of anti-corrosion additives used. >thylene #lycol never wears out but the corrosion inhibitors do. That)*+s why antifree(e should be chan#ed every two years %e-cept for lon# life antifree(es, which have special additive packa#es that allow them to #o up to 0 years270C,CCC miles between chan#es&. ?or the environmentally concerned, propylene #lycol %HB& antifree(e is also available at sli#htly hi#her cost. HB antifree(e is less to-ic than ethylene #lycol. ASE: Abbreviation for the Gational 'nstitute for Automotive ervice >-cellence. A > certifies professional automotive technicians in various areas of repair e-pertise. A technician who has passed one or more tests is allowed to wear the A > Blue eal of >-cellence on his uniform, and any repair facility that employs certified mechanics can display the A > si#n. ASPIRATOR VALVE: A one-way valve attached to the e-haust system of an en#ine that admits air durin# periods of vacuum between e-haust pressure pulses. 5sed to help o-idi(e <4 and 4,, and to supply additional air which the catalytic converter may re"uire. 4an be used instead of a belt-driven air injection pump in some applications. 4alled "Hulse-Air" in B1 systems. ASR: Automatic lip 6e#ulation. ee Traction 4ontrol. ATMOSPHERIC PRESSURE: Air pressure at any #iven altitude: 7/.F9 psi at sea level. This pressure decreases as altitude increases. AUTOMATIC TRANSMISSION: A type of transmission that shifts itself. A fluid couplin# or tor"ue converter is used instead of a manually operated clutch to connect the transmission to the en#ine. Gewer automatics use electronic controls to re#ulate shiftin# and tor"ue converter lockup.

AUTOMATIC TRANSMISSION FLUID (ATF): A special kind of oil for use in automatic transmissions. There are several types: 3e-ron '', 3e-ron ''', Type ?, 1ercon, 1ercon !, 4hrysler @7@F and several varieties of 4hrysler AT?-Hlus. All are "friction-modified" lubricants e-cept Type ?. 3e-ron '' and 1ercon have similar additive packa#es, as do 3e-ron ''' and 1ercon !. >ven so, use only the type of AT? specified by the vehicle manufacturer. 5sin# the wron# type of AT? can cause transmission problems. 'f you do not know what type of fluid the transmission takes, 6>A3 T<> ,$G>6)*+ 1AG5AAI ome dipsticks are also marked as to the type of AT? re"uired. "5niversal" AT? fluids are available that supposedly meet the ,>1 re"uirements for many friction-modified applications but make sure the label says it meets the specific vehicle re"uirements before usin#. The newer AT?s such as 3e-ron ''' and 1ercon ! are lon#er lived than earlier AT?s, but can still o-idi(e if the transmission runs too hot. Trailer towin# is especially hard on AT? unless the transmission is e"uipped with au-iliary oil cooler. 6ecommended chan#e interval for older vehicles is every 8/,CCC to ;C,CCC miles. ?or newer vehicles, see the owner=s manual. AXLE FRONT: A crossbeam that supports the wei#ht of the vehicle %typically a truck& and is connected to the spindles with kin#pins.

'!

AXLE REAR: 1ay refer to the drive a-les that connect both rear wheels to a center differential in a rear-wheel drive vehicle, or a crossbeam that connects both rear wheels and supports the rear of the vehicle in a front-wheel drive application. AZEOTROPE: 6efers to a blend of two or more refri#erants that will not separate fractionate& and have different temperature and pressure characteristics than any of the separate in#redients. BACKFIRE: This is the poppin# or ban#in# sound sometimes heard in the e-haust when deceleratin#. 't can indicate a problem such as over-rich carburetion, a bad e-haust valve or an i#nition problem %retarded timin# or a cracked distributor cap&. 'f the backfirin# occurs throu#h the carburetor, it may mean over-advanced timin#, a bad intake valve or a cracked distributor cap. BACK PRESSURE: This is the pressure that backs up in the e-haust system because of the restriction caused by the muffler, catalytic converter and tailpipe. The faster you drive and2or the #reater the load on the en#ine, the hi#her the back pressure in the e-haust system. Back pressure inhibits the e-it of e-haust #ases so the en#ine has to work harder to push the e-haust out. This cuts down on en#ine power and fuel economy. ome of the causes of hi#h backpressure include a clo##ed converter, a dama#ed or collapsed e-haust pipe or a restrictive muffler. BACK PRESSURE EGR: ome emissions control systems use a back-pressure sensor or diaphra#m to monitor backpressure so that e-haust #as recirculation %>B6& flow can be increased when the en#ine is under ma-imum load %and producin# ma-imum back pressure&. BACKSPACING: The distance from the back ed#e of a wheel rim to the back of the center section. BALL JOINT: A fle-ible couplin# in a vehicle=s suspension that connects the control arm to the steerin# knuckle. A ball joint is so named because of its ball-and-socket construction. ome are desi#ned to never re"uire #rease while others should be lubed every si- months. As the joint wears, it becomes loose. The result is suspension noise and wheel misali#nment. BAROMETRIC PRESSURE: The pressure e-erted by the wei#ht of the earth)*+s atmosphere, e"ual to one bar, 7CC kilopascals, or 7/.@ psi %often rounded off to 70 psi& at sea level. Barometric pressure chan#es with the weather and with altitude. ince it affects the density of the air enterin# the en#ine and ultimately the air2fuel ratio, some computeri(ed emissions control systems use a barometric pressure sensor so that the spark advance and >B6 flow can be re#ulated to control emissions more precisely. BAROMETRIC PRESSURE SENSOR: A device that senses barometric pressure for the en#ine control system. 1ay be combined with a 1anifold Absolute Hressure %1AH& sensor. BATTERY: The battery is a storehouse of electrical ener#y for startin# the en#ine. All cars and li#ht trucks today have a 78-volt battery. 1ost are also maintenance-free, meanin# you don)*+t have to add water to them periodically. ome even have built-in char#e indicators to tell you if they need char#in#. A #reen dot in the window means the battery is at least @0E char#ed, no dot means it needs rechar#in#, and a clear or yellow window means you need a new battery because the water level inside is low. 3o not try to jump-start or char#e such a battery. Jou mi#ht be able to salva#e the battery if you can pry the sealed caps open and add water, but usually the battery must be replaced. Batteries are rated accordin# to their 4old 4rankin# Amp %44A& capacity. As a

rule of thumb, an en#ine needs a minimum of one 44A for every cubic inch of displacement, and preferably two. The hi#her the 44A ratin# of the battery, the better. A typical passen#er car battery mi#ht be rated at 0CC 44A or hi#her. BLOWBY: A condition where combustion #ases literally blow around the piston rin#s. $hen air and fuel are i#nited inside the combustion chamber, the resultin# e-plosion creates tremendous heat and pressure. The piston rin#s are supposed to seal a#ainst the cylinder walls to prevent the hot #ases from escapin#. But every en#ine suffers a small amount of blowby anyway. 'f the rin#s and cylinders are worn, blowby can be a real problem. The #ases are mostly water vapor and unburned fuel, so when they enter the crankcase they contaminate the oil. 1ost of the #ases are sucked out throu#h the crankcase ventilation system % ee H4! !alve& before they can do much dama#e. <owever, in an en#ine with a lot of wear, e-cessive blowby can lead to rapid slud#e buildup. BODY ROLL: The leanin# or tippin# of a vehicle=s body to one side when turnin# sharply. This reduces traction and increases tire scuff due to undesirable ali#nment chan#es. Body roll is controlled primarily by a sway bar, but the stiffness of the sprin#s and shocks play a role. BOOTS: Also called bellows, these are the protective rubber %synthetic or natural& or hard plastic %usually <ytrel& covers that surround 4! joints. The boot=s job is to keep #rease in and dirt and water out. plit, torn or otherwise dama#ed boots should be replaced immediately. ,ld boots should never be reused when servicin# a joint. Always install new boots. BRAKE BLEEDING: This is the process of removin# air bubbles from the brake system by pumpin# fluid throu#h the lines. Air bubbles are bad because they compress when pressure is applied resultin# in a low or spon#y feelin# pedal. The correct procedure for bleedin# the brakes on most 6$3 vehicles is to start at the furthest wheel. 3o the ri#ht rear then left rear brake, followed by the ri#ht front and left front brakes. ,n a ?$3 vehicle with a dia#onally split brake system, do the ri#ht rear then left front brake, followed by the left rear and ri#ht front brake. BRAKE CALIPERS: The part of the disc brake that s"uee(es a pair of brake pads a#ainst the rotor. A caliper is nothin# more than a castin# with a piston inside. $hen hydraulic pressure pushes the piston out, it forces the brake pads a#ainst both sides of the rotor. ome calipers are "floatin#" in that they slide back and forth and self-center over the rotor. ,thers are said to be "fi-ed" because they do not move in and out. BRAKE DRUMS: The cast iron housin# and friction surface around a drum brake. The brake shoes e-pand outward and rub a#ainst the inside surface of the drums when the brakes are applied. $orn drums often take on a #rooved appearance. The inner surface should be turned smooth on a brake lathe when the shoes are replaced. 'f the drum has worn too thin, is cracked, warped or has taken on a bell-mouthed shape, it must be replaced. The sprin# around the outside of the drum on some vehicles is there to soak up vibrations and noise. BRAKE FLUID: The brake system uses a #lycol-based hydraulic fluid. The fluid is "hy#roscopic," which means it tends to absorb moisture over time %never leave a can of brake fluid open for this reason&. 1oisture lowers the boilin# point of the fluid and causes internal corrosion in the brake system. That is why the fluid should be replaced when brake repairs are made or every two years for preventive maintenance. There are several different types, based on the boilin# temperature and other characteristics of the fluid. 3,T ; or 3,T / is used in most passen#er cars and li#ht trucks. 5se only the type of fluid specified by the vehicle manufacturer. !'

5sin# 3,T ; in an application that calls for 3,T / mi#ht create a safety ha(ard. 3,T 0-brake fluid is different from 3,T ; and 3,T / in that it is silicone-based. 3,T 0 is G,T recommended for any vehicle e"uipped with antilock brakes - but it can provide lon#-lastin# protection a#ainst corrosion for vehicles that are stored for lon# periods or are driven in wet environments. BRAKE JOB: A typical brake job includes replacin# the brake linin#s %new disc brake pads and shoes&, resurfacin# the rotors and drums, addin# fresh brake fluid and bleedin# the system, and inspectin#2replacin# any other worn components %usually at e-tra cost&. 'f rotors or drums are worn beyond safe limits, they cannot be resurfaced and must be replaced. Aeaky disc brake calipers, drum brake wheel cylinders or the master cylinder should be rebuilt or replaced. BRAKE LININGS: The friction material on disc brake pads or drum shoes. !arieties of materials are used includin# asbestos, semi-metallic fibers, ?iber#lass and Kevlar. Asbestos linin#s are used on older vehicles and on the rear drum brakes. emi-metallic linin#s are used on the front brakes of many front-wheel drive applications. ,thers may be factory e"uipped with ceramic-based linin#s. Gever substitute one type of brake linin# material for another. The linin#s rub a#ainst the rotors or drums to create friction. This produces a tremendous amount of heat. 'f the heat builds up faster than it can be shed, the brakes can fade % ee Brake ?ade&. The linin#s are a hi#h wear item. ?ront brakes, especially those on ?$3 vehicles, receive the most wear. Avera#e life for front brakes ran#es from ;C,CCC to FC,CCC miles. ?or rear brakes, FC,CCC to 7CC,CCC miles is the norm. Ainin#s should be replaced when worn down to the linin# rivet heads, or when linin# thickness is less than 72Dth inch or minimum service specifications. BRAKE PADS: These are the linin#s used in the front disc brakes. They are called pads because of their flat pad-like shape. >ach brake uses a pair of pads %one inner, one outer&. 6eplacement pads are sold in two-pair sets, and are easy to chan#e % ee Brake "ueal&. 4alipers should be inspected for leaks % ee 4alipers&, and the rotors resurfaced to restore a smooth surface % ee Brake 6otors&. BRAKE ROTORS: The flat disk-like plates that provide the friction surface in a disc brake. $hen hydraulic pressure is applied to the caliper, the brake pads are s"uee(ed a#ainst both sides of the rotor producin# friction and heat. ome rotors have coolin# fins between both faces and are called "vented" rotors. The rotors should always be resurfaced when new pads are installed. 'f worn beyond safe limits, cracked or severely warped, the rotor must be replaced. BRAKES: The brake system uses hydraulic pressure to stop the vehicle when you step on the brake pedal. Hushin# the pedal down pumps fluid from the master cylinder to the brakes at each wheel. This s"uee(es the brake linin#s a#ainst the rotors and drums, creatin# friction, which brin#s the vehicle to a halt. The only maintenance the system re"uires is to check the fluid level periodically, and to replace the fluid every couple of years or when brake repairs are performed. % ee also Brake Bleedin#, Brake 3rums, Brake ?luid, Brake Lob, Brake Ainin#s, Brake Hads, Brake 6otors, Brake hoes, 4alipers, 1aster 4ylinder, Harkin# Brake and $heel 4ylinder& BRAKE SHOES: The brake linin#s used in drum brakes %the rear brakes on most cars&. >ach drum contains two shoes %a primary or leadin# shoe, and a secondary or trailin# shoe&. 6eplacement shoes are sold in sets of four, one pair for each brake. $hen shoes are replaced, the condition of the mountin# hardware and return sprin#s should be carefully inspected. 6eplace any worn, dama#ed or stretched components. 3rums should also be turned on a lathe to restore a smooth surface.

!''

BRAKE S!UEAL: The annoyin# hi#h-pitched screech that is sometimes heard when brakin#. A common ailment on many disc brake-e"uipped cars, it is caused by vibration between the brake pad and rotor. 't causes no harm, but metallic scrapin# sounds should be investi#ated because it usually means the brake linin#s are worn down to their metal backin# plates. 'f not replaced, the metal-to-metal contact can ruin the rotors or drums. Brake s"ueal can be eliminated by installin# shims on the backs of brake pads, by applyin# anti-s"ueal compound or a moly-based brake #rease never ordinary chassis #rease& to the backs of the pads, and2or resurfacin# the rotors. Applyin# a nondirectional swirl finish on the rotors can provided added noise suppression. BTU: Abbreviation for British Thermal 5nits. ,ne BT5 is the amount of heat it takes to heat one pound of water one de#ree ?ahrenheit. The ener#y value of various fuels is often e-pressed in so many BT5s per #allon. Basoline, for e-ample, has around 78C,CCC BT5s per #allon. BUMP STEER: The tendency of a vehicle to suddenly veer or swerve to one side when hittin# a bump or dip in the road. The condition is caused by uneven toe chan#es that occur because of the steerin# linka#e or rack not bein# parallel with the road surface. This causes the wheels to chan#e toe unevenly as the suspension under#oes jounce and rebound. BUMP STOPS: 6ubber bumpers %often cone or wed#e shaped& on the chassis that limit suspension travel. "Bottomin# out" the suspension, means hittin# the bump stops. BUSHINGS: A liner, #rommet or sleeve made of rubber, plastic or metal that fits around a bolt or bar to support position and in some instances cushion the part. Bushin#s are used around the pivot bolts that attach the control arms to the chassis. They are also used around sway bars, the links that connect the ends of the sway bar to the control arms, and on the ends of strut rods. 6ubber or soft elastomer bushin#s provide "compliance" in the suspension to help dampen road noise, vibrations and feedback. <ard plastic %usually polyurethane& bushin#s "firm" up the suspension for improved handlin# but also increase ride harshness. CALCULATED LOAD VALUE: A scan tool H'3 that indicates en#ine load. 't is the percenta#e of en#ine capacity bein# used based on current airflow divided by ma-imum airflow. CAMBER: A wheel ali#nment an#le that refers to the inward or outward tilt of the wheels as viewed from the front. ,utward tilt is called "positive" camber while inward tilt is called "ne#ative." 'deally, the wheels should have (ero rollin# camber %perpendicular to the road& when the vehicle is loaded. 4amber chan#es as the vehicle is loaded and the suspension sa#s. To compensate, the static ali#nment specifications may call for a sli#ht amount of positive or ne#ative camber dependin# on how the suspension is built % ee Ali#nment&. ,n vehicles with independent rear suspensions, e-cessive ne#ative camber often results with the vehicle is overloaded. >-cessive camber can cause uneven tread wear on the tires %one side will be worn more than the other&. 4amber can be affected by worn suspension components such as control arm bushin#s and ball joints, or by bent parts such as a 1acHherson strut. 4amber is chan#ed by addin# or subtractin# shims from the control arm pivot mounts, or on strut cars by movin# the top or bottom of the strut in or out. CAMBER ROLL: The chan#e in camber that occurs when the front wheels on a vehicle with an independent suspension are steered to either side. The amount of camber chan#e that occurs is affected by the amount of caster. ome camber chan#e is #ood

!'''

because it causes the tires to lean into a turn for better handlin# and traction. Too much camber chan#e can accelerate shoulder wear on the tires. CAMBER WEAR: Tire wear that occurs on one side of the tread because the tire is leanin# in or out. The underlyin# cause may be worn control arm bushin#s, a weak or sa##in# sprin# or a badly worn ball joint. CAMBER BOLT: A bolt fitted with an eccentric that is turned to chan#e a wheels camber settin#. 4amber bolts are typically used on control arms and lower strut mounts. CAMSHAFT: A shaft inside an en#ine that has lobes to operate the en#ines valves. 'n "pushrod" en#ines, lifters ride on the cam lobes. The up and down motion is transferred throu#h push rods and rocker arms to actuate the valves % ee Aifters&. 'n an "overhead" cam en#ine, the cam may push directly on the tops of the valves or work the valves throu#h short rocker arms. Aoss of lubrication %low oil& or dirty oil can cause scuffin# and lobes wear on a cam. The result is loss of en#ine power because the affected valves do not open completely. The only cure is to replace the cam a job that re"uires skills that are more advanced. The cam may also be chan#ed to improve performance and2or fuel economy. Aftermarket camshafts offer a wide ran#e of different lobe profiles from which to choose. A hi#her lift, lon#er duration cam #enerally provides more power and moves the en#ine=s peak power point up the rpm scale. CARBON DIOXIDE (CO"): A harmless, odorless #as composed of carbon and o-y#en. 't is the byproduct of complete combustion. <owever, it is also a #reenhouse #as that contributes to #lobal warmin#. CARBON MONOXIDE (CO&: A deadly #as that results from the incomplete burnin# of #asoline inside the en#ine, carbon mono-ide is considered a serious air pollutant. Jou cannot see it or smell it, but it can kill in very small concentrations. Because of this, you should never run an en#ine inside a closed #ara#e. !arious means are used to reduce the amount of 4, produced by an en#ine, and primary amon# these is the catalytic converter. The converter "reburns" 4, in the e-haust and converts it into harmless carbon dio-ide. CARBURETOR: A component used to deliver air and fuel on older en#ines. 't mi-es air and fuel in varyin# proportions accordin# to the position of the throttle openin# and en#ine vacuum. 4arburetor adjustments include idle speed, idle fuel mi-ture and choke settin#. 1ost carburetor problems are due to choke misadjustment or dirty air or fuel. 3irt can plu# up the tiny meterin# orifices, resultin# in a variety of derivability problems. $ear around the throttle shafts or warpa#e or vacuum leaks around the base plate can also cause problems. ,verhaul kits are available, but many carburetors can be very difficult to rebuild correctly. A better alternative is a factory-rebuilt carburetor that can be easily installed. CARDAN JOINT: Also known as a <ooke Loint, 5niversal Loint or 5-Loint, it is a simple fle-ible couplin# usin# a double yoke and four-point center cross. 4ardan joints are used as couplin#s in the driveshafts of rear-wheel drive cars. Because they can produce uneven shaft speeds when operated at joint an#les of more than a few de#rees, they are usually not used with front-wheel drive %because the front wheels also steer and create lar#e operatin# an#les&.

'M

CASTER: A wheel ali#nment an#le that refers to the forward or rearward tilt of the steerin# a-is on the front wheels % ee Ali#nment&. A forward tilt of the steerin# a-is is called "ne#ative" caster while a rearward tilt is called "positive." The caster an#le has no affect on tread wear but it does affect steerin# return and stability. 1ost vehicles have a certain amount of positive caster. The hi#her the caster an#le the more steady the car feels at hi#h speed %1ercedes, for e-ample, uses a very hi#h caster settin#&. <owever, the hi#her the caster an#le, the #reater the steerin# effort. The caster an#le on many strut suspensions is fi-ed at the factory and is not adjustable. CASTER SHIMS: mall wed#e shaped shims that fit between a leaf sprin# and solid a-le to chan#e caster. 5sed primarily on trucks with a solid front a-le or four-wheel drive. CATALYTIC CONVERTER The converter is an emissions control device in the e-haust system that reduces the amount of pollutants that come out the tailpipe. 't does this by reburnin# certain pollutants and reformin# others. Hlatinum, palladium and rhodium catalysts act as tri##ers for the chemical reactions. 4atalytic converters were first used on 79@0 model year cars to reduce hydrocarbon and carbon mono-ide emissions. 'n 79D7, a new type of "three-way" converter was installed to also reduce o-ides of nitro#en. The converter does a superb job of reducin# pollutants, but the catalyst can be contaminated with lead %from leaded #asoline& and phosphorus %from burnin# oil&, or silicone %from internal coolant leaks&. The converter is covered by an D year27CC,CCC mile emissions warranty. 't is ille#al to remove a catalytic converter. 'f replacement is necessary, it must be replaced with the same type of converter as the ori#inal. CENTER BOLT: The bolt that maintains the ali#nment of the leaves in a leaf sprin#, and the position of the a-le on the sprin#s. CENTERLINE: The #eometric center of the suspension defined by a line that runs the len#th of the vehicle and bisects the midpoints of the front and rear a-les. 5sed as a reference line in ali#nment for measurin# toe and thrust an#le. CENTER LINK: The center bar or link in a parallelo#ram steerin# system that connects the pitman arm and idler arm. Also called a "relay rod." CENTER OF GRAVITY: An ima#inary point around which the wei#ht of a vehicle is centered. A lower center of #ravity improves handin# stability and cornerin# a#ility. The center of #ravity can be lowered by installin# shorter suspension sprin#s and2or low profile tires. CENTRIFUGAL ADVANCE: A mechanical means of advancin# spark timin# with flywei#hts and sprin#s to compensate for chan#in# en#ine speed %rpm&. The wei#hts are located inside the distributor on older vehicles with electronic %noncomputer& i#nition systems. The si(e of the wei#hts, the amount of sprin# tension, and en#ine rpm determine the rate and amount of advance. Advancin# the spark timin# as en#ine speed increases is necessary for #ood fuel economy and performance. CHASSIS: The frame or undercarria#e of a vehicle. ,n unibody vehicles, the lower structure to which the suspension is attached.

CFC CERTIFICATION: Hrocesses whereby technicians take an >HA approved course on 678 recovery and recyclin#, and pass a written e-amination. 4?4 certification is re"uired to work on all A24 systems, but no additional certification is re"uired for servicin# 67;/a systems. CHANGE OF STATE: The rearran#ement of the molecular structure of matter as it chan#es from one physical state to another %solid, li"uid or #as&. Also called a "phase" chan#e. CHARCOAL CANISTER: A stora#e device in the evaporative emissions control system. 't is a small cylindrical or rectan#ular container that contains activated charcoal particles. The charcoal traps #asoline vapors from the fuel tank %and carburetor on older vehicles&. Aater, the vapors are pur#ed and drawn into the en#ine when the vehicle is bein# driven. ee >!AH ystem. CHARGE: A specific amount of refri#erant or compressor oil by wei#ht. This is specified by the vehicle manufacturer for individual A24 system applications. CHARGING SYSTEM: The char#in# system includes the alternator, volta#e re#ulator which is often a part of the alternator itself&, the battery, and the indicator #au#e or warnin# li#ht on the dash % ee Alternator, Battery and !olta#e 6e#ulator&. The char#in# system=s job is to #enerate enou#h current to keep the battery fully char#ed, and to satisfy the demands of the i#nition and electrical systems. The volta#e re#ulator senses the demands on the electrical system, and controls alternator output so sufficient current is produced. A loose !-belt, or a defective alternator or volta#e re#ulator can cause the dash warnin# li#ht to #low red %or the amp #au#e to show and steady dischar#e&. 'f the problem is not corrected, the battery will run down and eventually #o dead. CHECK ENGINE LIGHT:A warnin# li#ht that comes on if the computeri(ed en#ine control system detects an en#ine performance or emissions problem. Also called the "malfunction indicator lamp" %1'A&. To determine the nature of the problem, the computer system must be accessed to read a fault code %see 3ia#nostic Trouble 4ode&. CHECK VALVE: A valve, which permits the passa#e of a #as or fluid in one direction, but not in the other. ?or e-ample, the check valve between the air pump and e-haust manifold in an air injection system allows air to flow to the manifold, but stops e-haust #as from enterin# the air pump in the event that the pump belt breaks. A check valve in the master brake cylinder allows brake fluid to flow in one direction only. CHOKE A little flap-like valve in the top of a carburetor that opens and closes to control the amount of air enterin# the carburetor when the en#ine is cold. The choke=s purpose is to artificially enrich the fuel mi-ture %by chokin# off the air supply& durin# startin# and en#ine warm-up. 'f the choke is not adjusted correctly, it can make the en#ine hard to start and2or stall. CHLOROFLUOROCARBONS (CFC#): A family of manmade chemicals containin# chlorine that include 678 automotive air conditionin# refri#erant. 4?4s have been blamed for a deterioration of the >arth=s protective o(one layer. 4?4s have been phased out of production by international a#reement. CIRCUIT BREAKER: A protective device that is often used in a wirin# circuit to protect a#ainst overloads. A circuit breaker has a bimetallic arm and a pair of contact points. $hen the current e-ceeds its preset limits, the arm #ets hot, bends and opens the contact points. This shuts off the current throu#h the circuit and protects a#ainst dama#e or fire. 1ost circuit breakers M'

automatically reset themselves after they cool down, but some have a button that must be manually reset to restore power. 4ircuit breakers are often used in the headli#ht and air conditionin# circuits. CLOSED LOOP: The basic principle of electronic en#ine mana#ement in which input from an o-y#en sensor allows the en#ine control computer to determine and maintain a nearly perfect air-fuel ratio. To enter closed loop operation, the o-y#en sensor must be producin# a volta#e si#nal and the en#ine must have reached a certain operatin# temperature. ell also ,pen Aoop. CLUTCH: A device that couples the en#ine to the transmission. The clutch consists of a friction-lined disk %called the "clutch disk"& and a sprin#-loaded "pressure plate" that presses the clutch disk ti#htly a#ainst the flywheel % ee ?lywheel&. $hen you push in on the clutch pedal, the linka#e releases the sprin# pressure allowin# the clutch disk to slip. The clutch disk is subjected to a tremendous amount of friction and heat, which eventually wears it out. At this point, it starts to slip. ,il or #rease on the flywheel, weak or broken sprin#s in the pressure plate, or overadjusted linka#e can also make it slip. 'f it fails to release, the most likely cause is a broken clutch cable or a leaky hydraulic linka#e. COIL-ON-PLUG IGNITION (COP&: A type of distributorless i#nition system where individual i#nition coils are mounted directly over each spark plu#. Go spark plu# wires are used. COIL SPRINGS: A type of sprin# made of wound heavy-#au#e steel wire used to support the wei#ht of the vehicle. The sprin# may be located between the control arm and chassis, the a-le and chassis, or around a 1acHherson strut. 4oil sprin#s may be conical or spiral wound, constant rate or variable rate, and wound with variable pitch spacin# or variable thickness wire. 4oil sprin#s sa# with a#e, and sometimes break. 6eplacement in pairs is recommended to maintain even ride hei#ht side-to-side. COMPLIANCE: The "#ive" or fle-in# that occurs in the suspension and steerin# due to the compression of rubber bushin#s and joint play. A small amount of compliance is desirable because it absorbs shocks and dampens vibrations to reduce steerin# feedback and harshness. But too much compliance can make the steerin# feel va#ue and mushy %unresponsive&, while also contributin# to toe wear by allowin# e-cessive chan#es in toe ali#nment. COMPRESSION: The amount by which the air volume in a cylinder is reduced or compressed by the upward stroke of the piston. ee 4ompression 6atio. 4ompression can be measured mechanically by installin# a compression #au#e in a spark plu# hole, disablin# the i#nition and crankin# the en#ine, or electronically by an en#ine analy(er durin# a crankin# test. COMPRESSION RATIO: The relationship between the piston cylinder volume from bottom dead center to top dead center. <i#her compression ratios improve combustion efficiency but also re"uire hi#her-octane fuels. Hre-emission control en#ines often had compression ratios as hi#h as 77.0:7 whereas most of today=s en#ines are between D.0:7 and 9.0:7. 3iesel en#ines have very hi#h compression ratios, from 7D:7 to 88:7. COMPRESSOR: The refri#eration system component that pumps refri#erant and increases the pressure and temperature of refri#erant vapor. The compressor is belt driven via a ma#netic clutch, and may be a piston or scroll type desi#n. A compressor failure can throw metallic debris into the A24 system that can dama#e a replacement compressor unless the condenser is cleaned by flushin# or replaced. M''

COMPRESSOR CYCLING SWITCH: ee Thermostatic witch. COMPRESSOR CUTOFF SWITCH: A low-pressure cutoff switch in a 44,T refri#eration circuit that reacts to low head pressure and opens the compressor clutch circuit to disen#a#e the compressor if the system loses its char#e of refri#erant. ome systems also have a separate hi#h-pressure cutoff switch %or a combination hi#h-low pressure switch& that opens the compressor clutch circuit if system pressure e-ceeds a preset limit. COMPRESSOR OIL: The oil within the A24 system that lubricates the compressor. 678 systems use a special type of mineral oil. 67;/a systems use either a HAB or ester-based oil. A certain amount of compressor oil must be in the system at all times to prevent compressor dama#e. Aoss of compressor oil %or failure to replace oil that was lost durin# the service or replacement of system components& will in compressor failure. Too much oil in the system can cause loss of coolin# efficiency or compressor failure. COMPUTERIZED ENGINE CONTROLS:A microprocessor based en#ine mana#ement systems that utili(es various sensor inputs to re#ulate spark timin#, fuel mi-ture, emissions and other functions. 5sed on most vehicles since 79D7 to comply with federal emission re#ulations. 3ia#nosis usually re"uires accessin# trouble codes and2or puttin# the system into a special dia#nostic mode. CONDENSATION: The process whereby a vapor chan#es to a li"uid. This re"uires a "coolin# effect" to draw heat away from the vapor. $hen the temperature of the vapor reaches a certain point, droplets of li"uid %condensate& be#in to form. 4ondensation of the refri#erant vapor takes place in the condenser. CONDENSER: The refri#eration system component that chan#es refri#erant vapor to a li"uid by removin# heat. The condenser is an air-to-air heat e-chan#er consistin# of metal tubes and coolin# fins. 't is usually mounted just ahead of the radiator, and may have its own coolin# fan. CONDUCTION: The transmission of ener#y %heat& throu#h a medium without perceptible motion of that medium %direct contact&. CONSTANT VELOCITY (CV) JOINT: A 4onstant !elocity Loint is one that provides consistent driveshaft speeds re#ardless of the operatin# an#le of the joint. 4! joints are used primarily in on the driveshafts of front-wheel drive vehicles, and they come in two basic varieties: the 6(eppa ball type joints %which you will find on the outer end of the driveshaft& and tripod joints %which are used on the inner end&. CONTROLLER AREA NETWORK (CAN): 4AG is essentially an en#ineerin# standard for how computers and modules talk to one another via the serial data bus in a vehicleNs wirin# system. 't is a hi#h-speed standard desi#ned for powertrain control modules, antilock brakes and stability control systems. 't is used on a #rowin# number of 8CC; and newer vehicles. ee 4AG systems for a more detailed e-planation.

M'''

CONTROL ARMS: uspension components, which connect the steerin# knuckles to the chassis or subframe, and allow the knuckles to move up and down. CONVECTION: The transfer of heat by the circulation of a li"uid or vapor COOLANT: The li"uid inside the radiator and coolin# system is called the "coolant" because it cools the en#ine. 't circulates throu#h the en#ine and soaks up heat. The coolant then flows to the radiator % ee 6adiator& where it sheds its heat. $hen the heater is turned on, coolant also flows throu#h the heater core %which acts like a miniature radiator& to heat air enterin# the passen#er compartment. A low coolant level can result in overheatin#, no heat from the heater, and2or serious en#ine dama#e. The coolant level inside the radiator should be checked periodically to replace any that has been lost. The recommended coolant for most vehicles is a mi-ture of 0CE water and 0CE antifree(e % ee Antifree(e&. trai#ht water should never be used because it is e-tremely corrosive, and offers no free(in# or boilover protection. COOLANT TEMPERATURE SENSOR: A variable resistance thermistor, which chan#es resistance as the en#ine=s coolant temperature chan#es. The sensor=s output is monitored by the en#ine computer to re#ulate various i#nition, fuel and emission control functions, and to turn the radiator coolin# fan on and off as needed. 'n the HT4 %Hositive Temperature 4oefficient& type of sensor, ohms #o up with temperature. 'n the more common GT4 %Ge#ative Temperature 4oefficient& type, resistance #oes down as heat #oes up. COOLING SYSTEM: The coolin# system consists of the radiator, water pump, thermostat, heater core, heater and radiator hoses, and the water jackets inside the cylinder head and en#ine block % ee 4oolant, 6adiator and $ater pump&. An en#ine produces a tremendous amount of waste heat when it runs, so some means of coolin# is needed to prevent the en#ine from self-destructin#. ome en#ines %such as lawn mower and small motorcycles& are air-cooled. <owever, li"uid coolin# is used for most automotive applications because it is more efficient, it allows better temperature control %for better performance and lower emissions&, and it can provide heat in the winter. CRADLE: A structural member used in many front-wheel drive cars that supports the en#ine and transa-le. The cradle is bolted to the subframe, and is also connected to the lower control arms. The position of the cradle is important because it affects camber and caster. CRANKCASE EMISSIONS: ee blowby. CRANKSHAFT: The main shaft inside the en#ine that turns the up-and-down motion of the pistons into rotational tor"ue. There are two types of crankshafts: cast iron and for#ed steel. The cast variety is used in most passen#er car en#ines while the stron#er for#ed ones are used primarily in hi#h performance applications. $hen an en#ine is overhauled, the rod and main bearin# journals are re#round to restore a smooth surface. 4rankshaft failures are fortunately not very common, but when they happen it usually caused by e-cessive internal en#ine vibration or defects in the crankshaft itself. CROSS CAMBER: The difference side-to-side between camber settin#s. 1ore than half a de#ree difference may cause a steerin# pull toward the side with the most %positive& camber. M'!

CROSS CASTER: The difference side-to-side between caster settin#s. 1ore than half a de#ree difference may cause a steerin# pull toward the side the least %ne#ative& caster. 4aster on the left front wheel is sometimes decreased to compensate for hi#h road crown. CROSS COUNTS: 6efers to the switchin# activity of the o-y#en sensor as it switches back and forth from rich to lean and back a#ain. Aow cross count activity in an upstream o-y#en sensor on a warm en#ine indicates a bad o-y#en sensor. CROSSMEMBER: A structural component that bolts between the frame rails or attaches to the subframe of a unibody. The lower control arms may be attached to the crossmember. The position of the crossmember is important because it affects camber, caster and setback. CYCLING CLUTCH ORIFICE TUBE (CCOT):A refri#erant system in which a fi-ed displacement compressor is en#a#ed and disen#a#ed to maintain the refri#eration cycle. By cyclin# the compressor clutch on and off, the coolin# output of the system is re#ulated. DATA COMMUNICATIONS BUS: The communications network in a vehicle that allows multiple control modules to communicate with each other. !arious protocols determine the speed or baud rate at which information flows over the bus network. DATA LINK CONNECTOR (DLC): The dia#nostic communications connector on a vehicle. Allows a scan tool to communicate with the Howertrain 4ontrol 1odule %H41& and other onboard modules. ,n 799F and newer ,B3 '' vehicles, the connector is usually located under the dash near the steerin# column. DESICCANT: A dryin# a#ent used in the refri#eration system to remove moisture. The moisture-absorbin# (eolyte crystals are located in the accumulator-dryer or receiver-dryer dependin# on the type of system. 67;/a systems #enerally re"uire M<-@ or M<9 desiccant. DETONATION: This is the pin#in# or knockin# sound that)*+s sometimes heard while acceleratin# % ee park Knock&. The noise is the result of erratic combustion inside an en#ine. 'nstead of burnin# normally, the fuel e-plodes in multiple flame front, and the collidin# fireballs inside the cylinders shake and rattle the pistons. 1ild detonation is annoyin# but it won)*+t hurt anythin#. evere or prolon#ed detonation, on the other hand, can ruin an en#ine. 'f switchin# to a hi#her-octane fuel doesn)*+t cure the problem, timin# adjustments or other repairs may be necessary. 3etonation is often a symptom of a faulty >B6 system or a defective knock sensor. DIAGNOSTIC TROUBLE CODE (DTC&: 4omputeri(ed en#ine control systems have a certain amount of built-in selfdia#nostic capability to detect problems that affect en#ine performance and emissions. The same is true for the antilock brake system and other onboard systems that are computer controlled. $hen a fault is detected, the computer will store a dia#nostic trouble code in its memory and illuminate the "4heck >n#ine" li#ht. ,n some vehicles, the computer can be put into a special

M!

dia#nostic mode by #roundin# certain terminals on a dia#nostic connector. This will cause the 4heck >n#ine or other li#hts to flash out the fault code. ,n many vehicles, thou#h, a scan tool must be plu##ed into the computer system to access and read the codes. DIESEL ENGINE: A type of en#ine that uses compression to i#nite its fuel rather than a spark. A diesel en#ine has a much hi#her compression ratio than a #asoline en#ine %88:7 versus D:7 for e-ample&, and because of this it is able to s"uee(e more usable power out of each drop of fuel. A typical diesel #ets ;C to 0C percent better fuel milea#e than a comparable #asoline en#ine of e"ual displacement. A diesel en#ine has no carburetor or throttle. ?uel is injected directly into the en#ine=s cylinders throu#h hi#hpressure injectors. 'njector timin# is very important because it affects idle "uality, rattlin# and e-haust smoke. >n#ine speed is #overned by the injection pump, which controls the amount of fuel delivered. Gewer diesels use electronic injectors and computer controls to reduce emissions. 1ost passen#er car diesel en#ines have a #low plu# startin# system that preheats the combustion chamber. The fuel system can be contaminated by water so many also have fuel2water separator filters. DIFFERENTIAL: This is the #earbo- between the drive a-les that transfers tor"ue from the driveshaft to the a-les and allows the drive a-les to rotate at different speeds. This is necessary because the inner wheel follows a smaller arc than the outer one when the vehicle turns. The differential always provides power to the wheel that needs it least, because the #ears always allow tor"ue to follow the path of least resistance. Aockin# differentials that use sprin#-loaded clutch packs or fluid-encased disks are available as an option on some vehicles to prevent wheel spin. This is necessary" option for any hi#h performance or off-road vehicle. DIODE: An electrical component used to control the flow of electricity in one direction. 5sed in alternators to convert alternatin# current into direct current. 3iodes are part of the alternator=s rectifier assembly. DISC BRAKES: A type of brake desi#n that uses a flat disk-shaped rotor as the friction surface. A caliper s"uee(es a pair of brake pads a#ainst the rotor to stop the vehicle. 3isc brakes are used on the front wheels of most passen#er cars, and sometimes on the rear. DISCHARGE AIR: The conditioned %cooled : dehumidified& air enterin# the passen#er compartment from the A24 system. DISCHARGE LINE: 4onnects the compressor outlet to the condenser inlet. Also called the "hi#h side" line. <i#h-pressure refri#erant vapor flows throu#h this line. DISCHARGE PRESSURE: The pressure of the hi#h temperature refri#erant vapor as it leaves the compressor. DISCHARGE SIDE: The part of the A24 system from the outlet port of the compressor to the evaporator inlet. DISPLACEMENT ON DEMAND: A method of improvin# fuel economy under li#ht load when full en#ine power isnNt needed. The en#ine computer deactivates up to half of the en#ineNs cylinders to reduce the en#ineNs effective displacment. $hen more power is needed, the cylinders are reactivated to increase en#ine displacement. 5sed on late model 4hrysler ;CC <emi en#ines. DISTRIBUTOR: The "brain" of the i#nition system that "distributes" i#nition volta#e to each of the spark plu#s. The distributor contains an electronic tri##er or pickup devices %older cars use contact points& that tri##er the i#nition coil. <i#h volta#e enters the M!'

distributor cap from the coil, travels down throu#h the rotor to the appropriate spark plu# terminal and e-its out the wire. ,n precomputer cars, the distributor also controls spark timin# via centrifu#al and vacuum advance units, but this function is performed by the computer in late model cars. The only maintenance the distributor re"uires is periodic replacement of the rotor and cap %older cars need annual point replacements&. 1ost new en#ines %799Cs : up& do not have distributors, but use a "distributorless" type of i#nition system. DISTRIBUTORLESS IGNITION SYSTEM (DIS): An i#nition system that does not use a distributor to route hi#h volta#e to the spark plu#s. The hi#h volta#e plu# wire runs directly from the i#nition coil to the spark plu#. ome 3' systems have one coil for every two spark plu#s %a shared system&, while others have a separate coil for each spark plu# % ee 4oil-,n-Hlu# '#nition&. >liminatin# the distributor makes the system more reliable and eliminates maintenance. DRIVESHAFT: The propeller shaft that transmits en#ine tor"ue to the differential, or from the differential to the drive wheels. 'n front-wheel drive vehicles, the two driveshafts are often referred to as "halfshafts." DOG TRACKING: Also called crabbin#, this refers to a condition where the rear wheels do not follow strai#ht behind the front ones because of rear a-le or rear toe misali#nment. The rear wheels track off to one side, which produces off-center steerin# and contributes to front toe wear. DOT $ BRAKE FLUID: Brake fluid that meets the 3epartment of Transportation specifications for #lycol based fluids with a wet boilin# point %lowest allowable after it=s been in use& of 8D/ de#rees ?. and a dry boilin# point of /C7 de#rees ?. 3,T ; fluid is the type commonly specified by most vehicle manufacturers. Because it is #lycol based, it absorbs moisture over time %hy#roscopic&. This lowers its effective boilin# point and promotes internal corrosion in the brake system. ?or this reason, the brake fluid should be replaced periodically %every two years is recommended by many e-perts& and every time the brakes are relined or serviced. DOT % BRAKE FLUID: A "heavy-duty" #lycol based brake fluid with a sli#htly hi#her wet boilin# point of ;77 de#rees ?. and a dry boilin# point of //F de#rees. This type of fluid is sometimes specified for performance vehicles or those subject to hi#h brake temperatures. DOT & BRAKE FLUID:A silicone based fluid that does not absorb moisture and has a boilin# point of at least 0CC de#rees ?. 3,T 0 fluid does not have to be chan#ed periodically and can minimi(e brake system corrosion, but is very e-pensive compared to 3,T ; or 3,T / fluid %it costs three to five times as much&. 't will not mi- with 3,T ; or 3,T / brake fluid. 3,T 0 is G,T recommended for any vehicle with AB brakes because it tends to aerate when cycled rapidly throu#h small orifices.

DUTY SOLENOID: ,n a feedback carburetor, a solenoid that cycles many times per second to control a meterin# rod, hence the air2fuel mi-ture. The "on time" %duty cycle& of the solenoid determines the air2fuel ratio. DYNAMIC BALANCE: $heel balance that results from the e"ual distribution of wei#ht on both faces and sides of a wheel. Achievin# dynamic balance re"uires spinnin# the wheel to identify the heavy spots on each side. A wheel that lacks dynamic balance will shimmy back-and-forth. M!''

DYNAMOMETER: A machine that is used to measure the horsepower output of an en#ine. A chassis dyno has lar#e rollers upon which the drive wheels are placed. The vehicle is run up to a certain speed and put under load so the amount of power that)*+s bein# delivered to the wheels can be measured % ee <orsepower and Tor"ue&. A dyno can also be used to simulate actual drivin# conditions when troubleshootin# various derivability problems. 3ynos are also used to simulate drivin# conditions durin# certain types of emissions tests. EGR VALVE: The >B6 valve is the main emissions control component in the e-haust #as recirculation system % ee >-haust Bas 6ecirculation&. The valve is located on the intake manifold, and opens a small passa#eway between the e-haust and intake manifold to allow a metered amount of e-haust to flow back into the en#ine. This reduces combustion temperatures and helps control the formation of o-ides of nitro#en % ee G,M&. The >B6 valve is opened by the application of vacuum to its control diaphra#m. ome also re"uire a certain amount of e-haust backpressure before they will open. ,n newer vehicles, the valve is electronic and uses one or more solenoids or a small stepper motor. The valve should remain closed while the en#ine is cold and at idle. 't should only open once the en#ine has warmed up and is runnin# at part-throttle. 'f the valve sticks shut %or is disconnected&, G,M emissions will soar and detonation will often result % ee 3etonation and park Knock&. 'f it sticks in the open position or fails to close all the way, it acts like a vacuum leak resultin# in a rou#h idle, hesitation and possible stallin#. ELECTRICAL SYSTEM: The battery, wires and electrically operated accessories in a vehicle. All modern passen#er cars, li#ht trucks and most lar#e motorcycles have 78-volt electrical systems. ?arm tractors, most small motorcycles, anti"ue cars and pre79F@ !olkswa#ens have F-volt electrical systems. 1ost heavy-duty trucks use 8/-volt systems. The electrical system uses the battery and char#in# system as its power source, with wires and switches routin# the volta#e to where it is needed. The metal body serves as the #round or return path for the volta#e back to the battery. The electrical system is protected a#ainst dama#e by various devices % ee 4ircuit Breaker, ?use and 6elay&. 1ost electrical problems fall into one of three basic cate#ories: poor #round connections %loose or corroded&, opens %breaks in circuit wires, connectors or switches&, or shorts %#rounded circuit wires or switches&. A test li#ht, ohmmeter and2or voltmeter can be used to find the fault. ELECTRONIC FUEL INJECTION (EFI): Abbreviation for >lectronic ?uel 'njection. This type of system uses computercontrolled fuel injectors to spray fuel into the en#ine rather than mechanically controlled injectors or a carburetor. >?' comes in several varieties: "throttle body injection" % ee TB'&, "multi-port injection" % ee 1?' or H?'& or e"uential ?uel 'njection % ?'&. >lectronic fuel injection is considered superior to carburetion because it allows more precise fuel meterin# for easier startin#, lower emissions, better fuel economy and performance. EMISSION CONTROL SYSTEM: The vehicle components that are responsible for reducin# air pollution. This includes crankcase emissions, evaporative emissions and tailpipe e-haust emissions. 4rankcase emissions consist of unburned fuel and combustion byproducts. These #ases are recirculated back into the en#ine for reburin# by the Hositive 4rankcase !entilation %H4!& system % ee H4! system&. >vaporative emissions are the fuel vapors that seep out of the fuel tank and carburetor. They are prevented from escapin# into the atmosphere by sealin# the fuel system and storin# the vapors in a vapor canister % ee 4harcoal 4anister& for later reburnin#. Tailpipe e-haust emissions consist of carbon mono-ide %4,&, unburned hydrocarbons %<4& and o-ides of nitro#en %G,M&% ee 4arbon 1ono-ide, <ydrocarbons and G,M&. !arious en#ine desi#n features, careful control over fuel calibration %see Air2?uel 6atio& and i#nition timin#, and the >B6 system % ee >-haust Bas 6ecirculation& minimi(e this M!'''

formation of these pollutants. The pollutants that make it into the e-haust are "reburned" before they e-it the tailpipe by the catalytic converter % ee Air Hump and 4atalytic 4onverter&. The emission control system is an inte#ral part of the en#ine, and should not be tampered with or disconnected. This is especially true on vehicles with computeri(ed en#ine controls and2or those that must be subjected to mandatory emissions testin#. ENABLE CRITERIA: The specific operatin# conditions that must be met before ,B3 '' will run self-dia#nostic checks and2or set a dia#nostic trouble code. The criteria will vary dependin# on the year, make and model year of the vehicle, and the system or sensor bein# monitored. ENGINE CONTROL MODULE (ECM): The computer or electronic control mudule that re#ulates en#ine functions such as spark timin#, fuel delivery and other emissions functions. Also called a Howertrain 4ontrol 1odule %H41& if it incorporates transmission control functions. EVACUATE: To create a vacuum within a refri#eration system for drawin# out air and moisture. The system may be evacuated as part of a refri#erant recovery process, to check for leaks or to pur#e the system of unwanted air and moisture prior to rechar#in# it with refri#erant. EVAPORATIVE EMISSIONS: Basoline fuel vapors that are released into the atmosphere from a vehicle=s fuel system. EVAP SYSTEM: The emission control system that prevents the escape of fuel vapors from a vehicle=s fuel system. ?uel vapors are routed by hoses to a charcoal canister for stora#e. Aater, when the en#ine is runnin# a pur#e control valve opens allowin# intake vacuum to siphon the fuel vapors into the en#ine. EVAPORATION: The chan#e from a li"uid to a vapor. This process absorbs heat and has a coolin# effect. 6efri#erant evaporates inside the evaporator to cool the air flowin# throu#h it. EVAPORATOR: The component in the refri#eration system that absorbs heat from air enterin# The passen#er compartment to produce a coolin# effect. 't is an air-to-air heat EXHAUST ANALYZER: A piece of test e"uipment used to analy(e the composition of vehicle e-haust #ases. A 0-#as analy(er measures carbon dio-ide %4,&, carbon mono-ide %4,&, o-y#en %,8&, hydrocarbons %<4& and o-ides of nitro#en %G,M&. The #as readin#s can be used to determine emissions compliance, and to dia#nose various en#ine performance problems. EXHAUST GAS RECIRCULATION (EGR&: This is an emissions control techni"ue for reducin# o-ides of nitro#en emissions in the tailpipe. A small amount of e-haust #as is recirculated back into the intake manifold to dilute the incomin# air2fuel mi-ture. 4ontrary to what you would think, it has a coolin# effect on combustion temperatures, which helps reduce the formation of o-ides of nitro#en % ee G,M&. The >B6 valve is the main control device in this system % ee >B6 !alve&. EXHAUST SYSTEM: The e-haust system consists of the e-haust manifold, e-haust pipe, catalytic converter, muffler and tailpipe. The system performs three important jobs: it carries e-haust #ases away from the en#ine, it "uiets the en#ine % ee M'M

1uffler&, and it helps control pollution % ee 4atalytic 4onverter&. The e-haust systems one weakness is its vulnerability to corrosion. ,ri#inal e"uipment e-haust systems usually have stainless steel headpipes %the pipe between the e-haust manifold and catalytic converter& and converter shells, and alumini(ed pipe to resist corrosion. <owever, after three or four years, the muffler and tailpipe often need to be replaced. 1any newer vehicles are e"uipped with stainless steel e-haust systems, which typically last seven to 7C years. EXPANSION VALVE: ame as TM! valve, a control device that meters the amount of refri#erant to the evaporator to re#ulate coolin#. FAST IDLE: The hi#her speed at which an en#ine idles durin# warm-up. $hen first started, a cold en#ine needs more throttle openin# to idle properly. ,n carbureted en#ines without computer idle speed control, a set of cam lobes on the choke linka#e provides a fast idle speed %D0C to 78CC rpm& durin# en#ine warm-up. FAULT CODE: ee 3ia#nostic Trouble 4ode and Trouble 4odes. 4lick here for more information about ?ault 4odes. FEEDBACK: A principle of fuel system desi#n wherein a si#nal from an o-y#en sensor in the e-haust system is used to #ive a computer the input it needs to properly re#ulate the carburetor or fuel injection system in order to maintain a balanced air2fuel ratio. Also, a si#nal to a computer that reports on the position of a component, such as an >B6 valve. Typically, the feedback device is a variable resistor. FEEDBACK CARBURETOR: An electronic carburetor that controls the air2fuel mi-ture accordin# to commands from the en#ine control computer, typically throu#h the operation of a duty solenoid. FLAMMABLE REFRIGERANTS: A refri#erant that may i#nite or burn. This includes butane, propane, isobutane and certain other hydrocarbons. ?lammable refri#erants are considered dan#erous because of their risks to service personnel as well as the occupants of a vehicle should there be a refri#erant leak into the passen#er compartment or durin# a collision. The >HA does not approve flammable refri#erants for use in mobile A24 systems. FLASH CODES: T'( name #iven to fault codes or trouble codes that are read by countin# flashes of the 4heck >n#ine li#ht or AB warnin# li#ht. Thou#h not available on some systems, flash codes provide essential dia#nostic information for troubleshootin# problems. To read any codes that may be stored in the control module=s memory, the computer system must first be put into a special dia#nostic mode by #roundin# a terminal on the vehicle=s dia#nostic connector. The codes are then flashed out via the li#ht. By carefully countin# the flashes and pauses, a numeric code is deciphered that tells you which dia#nostic chart to refer to in the service manual. A series of systematic checks must then be made to isolate the faulty component. FLUSHING: The process of usin# a chemical to remove slud#e, dirt, rust or metallic debris from inside A24 system components, the purpose of which is to clean the system, restore proper refri#erant flow and prevent clo##in#. Alternatively, refers to reverse flushin# the coolin# system to remove accumulated scale deposits and old coolant.

MM

FLYWHEEL: A lar#e heavy wheel on the end of the crankshaft that helps the en#ine maintains momentum when the clutch is en#a#ed. The flywheel also helps dampen en#ine vibrations. The flywheel should be resurfaced when the clutch is replaced to restore a smooth surface. ,il or #rease on the surface of the flywheel can make the clutch slip and chatter. ,n some vehicles, the i#nition timin# marks are on the flywheel and are observed by peerin# throu#h a hole in the bellhousin#. The teeth alon# the ed#e of the flywheel are for the starter to en#a#e when the en#ine is cranked. Gicked, broken or missin# teeth can cause startin# problems, so a dama#ed flywheel should be replaced. ,n vehicles e"uipped with an automatic transmission, the flywheel is li#htwei#ht stamped steel and resembles a spoked wheel. This is because the tor"ue converter is "uite heavy and provides the momentum. FOUR-WHEEL ALIGNMENT: An ali#nment job that includes all four wheels, not just the front two. All vehicles can benefit from a four-wheel ali#nment, not just those with front-wheel drive or independent rear suspensions. The rear wheels have just as much influence over directional stability as those at the front, and that is why many vehicles need to have all four wheels ali#ned. 1any problems such as a steerin# pull to one side, uneven tire wear on the rear tires or misali#ned rear wheels can cause poor trackin#. FOUR-WHEEL DRIVE (%WD): A method of drivin# a vehicle by applyin# en#ine tor"ue to all four wheels. !arious schemes are used for /$3 includin# part-time, full-time and variable four-wheel drive. The primary advanta#e of four-wheel drive is increased traction, which is especially useful for off-road e-cursions or severe weather drivin#, but is of little practical value for normal drivin#. Because of the added friction in the drivetrain, a four-wheel drive vehicle typically #ets si#nificantly lower fuel milea#e than a front- or rear-wheel drive vehicle. To help cut the dra#, most /$3 drivetrains have a transfer case that allows the driver to select either two- or four-wheel drive dependin# on drivin# conditions. 'n trucks, you will often find lockin# hubs on the front wheels that can be locked in the "on" or freewheelin# position as needed. ome performance cars have full-time variable four-wheel drive and use a computer-controlled transfer case to route power between the wheels. FOUR-WHEEL STEERING: A system that uses all four wheels to steer the car. Turnin# the rear wheels in the opposite direction to the front at slow speeds can allow faster maneuverin# and a much ti#hter turnin# radius. Turnin# the rear wheels in the same direction as those at the front at hi#h speed allows sudden lane chan#es with much #reater stability. Turnin# the rear wheels in the same direction as the front when parkin# makes parallel parkin# much easier. FRAME ANGLE: The an#le of a truck=s frame with respect to the #round. The an#le affects front caster. ?or every de#ree of chan#e in the frame an#le, caster also chan#es one de#ree. 6aisin# the rear of a truck increases the frame an#le %positive& while lowerin# the rear decreases it %ne#ative&. FREEZE FRAME DATA: ,peratin# data such as sensor values, en#ine rpm, coolant temperature, vehicle speed, etc. those are captured or stored by a scan tool or by the ,B3 '' system when a fault occurs. 4an be used for dia#nostic purposes, especially with intermittent faults. FREEZE PLUG: An e-pansion plu# located in the side of an en#ine block that is supposed to protect the block a#ainst free(e dama#e. $ater e-pands when it turns to ice, and if the coolant does not have enou#h antifree(e protection, it can free(e and crack the en#ine block. The free(e plu#s %there are several& are supposed to pop out under such conditions to relieve the pressure on the MM'

block. ?ree(e plu#s can often be a source of troublesome leaks because of internal coolin# system corrosion. >ase of replacement depends on accessibility. FREON: A re#istered trademark of the 3uHont 4orporation for their family of 4?4 refri#erants, which includes 678. FRONT-WHEEL DRIVE (FWD): A means of drivin# a vehicle by applyin# en#ine power to the front wheels instead of the rear wheels. There are advanta#es and disadvanta#es to front-wheel drive. ,n the plus side, the advanta#es #o mostly to the vehicle manufacturers because it makes it easier for them to packa#e a vehicle en#ine2drivetrain2body combination more efficiently. 'n other words, the same basic en#ine2drivetrain packa#e can be installed under a variety of "different" model cars. The same basic en#ine2transa-le packa#e 4hrysler developed for their ,mni and <ori(on %which they copied from !olkswa#en& can be found under all their current front-wheel drives ran#in# from the mini-vans to the sports sedans. Thus, a manufacturer can save a bundle in toolin# and development when he wants to brin# a new front-wheel drive model to the showroom floor. As far as ?$3 bein# superior to 6$3, it=s mostly hype. ome people will ar#ue that front-wheel drive handles better than rear-wheel drive while others will ar#ue e-actly the opposite. Horsche and 1ercedes seem to be unimpressed by ?$3, and most racecars are rear-wheel drive. ,n the ne#ative side, some front-wheel drive cars have a tendency to "tor"ue steer" % ee Tor"ue teer&, and transa-le problems can be very costly to repair because it often involves pullin# the en#ine. FUEL INJECTION: A method of fuel delivery whereby fuel is sprayed into the intake manifold or intake ports throu#h a no((le. ,ri#inally developed by the 6obert Bosch 4orp., many cars use Bosch or Bosch-derived fuel injection systems. % ee also >?', 1?' and H?'.& FUEL TRIM (FT): 6efers to fuel mi-ture adjustments made by the >41 or H41 in response to en#ine operatin# conditions. ?uel trim numbers above the (ero %neutral& point indicate a lean fuel mi-ture while ne#ative numbers indicate a rich mi-ture. hort-term fuel trim varies with chan#es in throttle position and en#ine load, while lon#-term fuel trim is a learned value that compensates for an en#ineNs tendency to run rich or lean. ?uel trim numbers that deviate more than 7C to 70 points from the norm typically indicate a problem. FUSE: A fuse is a protective link in a wirin# circuit that is desi#ned to burn out in case of an overload. The fuse has a tiny wire inside it that is desi#ned to melt if the current e-ceeds a certain value. $hen the wire melts, it breaks the circuit and protects a#ainst dama#e or fire. 1ost fuses are located in the fuse bo- under the dash, althou#h "in-line" fuses may be hidden elsewhere. "?use links" which are short sections of special wirin# are also used to protect wirin# circuits. The locations of both in-line fuses and fuse links can be looked up in a wirin# dia#ram for the vehicle. $hen replacin# a blown fuse, try to determine why the fuse blew. Always replace a fuse with one of the same rated capacity. Gever substitute one of a hi#her capacity because the circuit may not be able to handle it. GAS SHOCKS: A type of shock absorber that is pressuri(ed with nitro#en #as to reduce internal foamin# and cavitation. 4onsidered a premium #rade shock, #as shocks are often used as ori#inal e"uipment on sports sedans and even mini-vans. A #as shock usually provides noticeably better ride control and flatter cornerin#. They are well worth considerin# if you are in need of replacement shocks.

MM''

GASKET: A means of sealin# the matin# surfaces between various components. Baskets are used between the various parts of the en#ine to keep oil, coolant, air and fuel in their respective places. 6ubber, cork or combination cork2rubber #askets are often used to seal the oil pan, valve covers, waterpump and timin# chain cover. 1etal #askets are used between the cylinder head and en#ine block, and metal or asbestos #askets are used to seal intake and e-haust manifolds. ,ver time, cork #askets tend to become brittle and break. This allows oil to leak out of the en#ine % ee ,il 4onsumption&. Ti#htenin# the cover bolts will sometimes stop a leak but usually the #asket must be replaced. ome late model en#ines use various chemical sealers %such as 6T! silicone& in place of conventional #askets. Aeaks can be repaired by either applyin# fresh sealer or substitutin# a conventional #asket. GAS LINE FREEZE: $hen condensation builds up inside a fuel tank durin# the winter, water sometimes #ets into the fuel line where it free(es in the low spots. The ice effectively blocks the flow of fuel and makes the car impossible to start. The only cure is to #et the vehicle inside a warm #ara#e where it can thaw out. There are several ways to prevent #as line free(e. ,ne is to keep the fuel tank full so there is little room for condensation to form. Another is to dump an alcohol-based additive in the fuel tank at every fill to absorb moisture. GASOLINE: A mi-ture of various li"uid hydrocarbons derived from crude oil. 't is a non-renewable resource upon which we are overdependent and for which we will pay dearly if and when supplies run short. 3ependin# on how it is refined and what is added to it, the fuels "uality can vary #reatly % ee ,ctane and Basohol&. Tetraethyl lead used to be used as a fuel additive to boost low#rade #asoline to a hi#her octane ratin#, but 1BT> or ethanol is used now. Basoline is hi#hly flammable and should always be treated with respect. Gever smoke when workin# on the fuel system %or when fillin# the fuel tank& and never use it as a cleanin# solvent. GAUGE SET: ame as "manifold #au#e set." ,ne, two or three pressure #au#es attached to a manifold %a pipe with several inlet : outlet connections& used to measure A24 system pressures. GREEN HOUSE GAS: A #as that contributes to a #radual warmin# of the >arth=s climate because of increased heat retention. 4ertain #ases %primarily carbon dio-ide from the burnin# of fossil fuel, but also 4?4s& increase the retention of heat from the sun in the atmosphere. HALL EFFECT: A phenomenon in which volta#e is #enerated by the action of ma#netic field actin# on a thin conductin# material, commonly used to control the primary circuit of an electronic i#nition system. Gamed for the American scientist, >dwin <all %7D00-79;D&. The principle is used in <all >ffect crankshaft position sensors and i#nition pickups to produce a very clean onoff si#nal. HALFSHAFT: T'( name #iven to either of the two driveshafts that runs from the transa-le to the wheels in a front-wheel drive vehicle. <alfshafts may be of solid or tubular construction, and of e"ual or une"ual len#th side-to-side. HALOGEN HEADLIGHTS: A type of headli#ht that produces more li#ht than an ordinary headli#ht. A halo#en bulb burns bri#hter because it has a thinner filament. To keep the filament from meltin#, however, the #as mi-ture inside the bulb is altered sli#htly by addin# a small amount of halo#en #as %bromine, chlorine, fluorine, iodine or astatine& and sometimes krypton.

MM'''

HEAD PRESSURE: ame as "dischar#e pressure" in an A24 system, the amount of pressure in the compressor dischar#e line. HEATED AIR INTAKE SYSTEM: A system that maintains intake air at a more or less constant temperature by blendin# outside or underhood air with heated air picked up from a shroud over the e-haust manifold. A typical version uses a vacuum motor to power a door in the air cleaner snorkel, and a thermostatic bleed valve to control the si#nal to the vacuum motor. Also called Thermostatic Air 4leaner %TA4&.A malfunction that prevents the door from closin# can cause hesitation and stumblin# when the en#ine is cold. An air temperature control flap stuck shut will overheat the air2fuel mi-ture, possibly causin# detonation and elevated 4, levels %due to a rich air2fuel ratio, as warm air is less dense than cold air&. HEATER CORE: A water-to-air heat e-chan#er that provides heat to the passen#er compartment airstream. <ot coolant from the en#ine circulates throu#h the tubes in the heater core. HEAT RISER: A channel in an intake manifold throu#h which e-haust #as flows in order to heat the manifold, thus aidin# in fuel vapori(ation. 4ommonly used in !F and !D en#ines. HEAT RISER VALVE: A control valve between the e-haust manifold and e-haust pipe on one side of a !D or !F en#ine that restricts the flow of e-haust causin# it to flow back throu#h the heat riser channel under the intake manifold. This aids fuel evaporation and speeds en#ine warm up. A heat riser valve stuck open will slow en#ine warm-up and may cause hesitation and stallin# when the en#ine is cold. A valve stuck in the closed position will #reatly restrict the e-haust system, cause a noticeable lack of power, and drop in fuel economy. HELPER SPRINGS: Au-iliary sprin#s that increase a suspension=s load carryin# capacity. These are typically bolt-on sprin#s with a pro#ressive action that do not come into play until the vehicle is loaded or the suspension deflects past a certain point. 1ay be leaf or coil sprin#s. HIGH PRESSURE LINES: The refri#eration lines between the compressor outlet and orifice tube or e-pansion valve. The two lon#est hi#h-pressure lines are the "dischar#e" and "li"uid" lines. HIGH SIDE: ame as "dischar#e side" in an A24 system, the part of the refri#eration circuit between the compressor outlet and orifice tube or e-pansion valve. HIGH SIDE PRESSURE: ame as "dischar#e pressure" or amount of pressure in refri#erant li"uid line. HORSEPOWER: A unit of measure for "uantifyin# power output. 'nvented by Lames $att, the term was ori#inally used to describe how much effort a horse e-erted when lu##in# coal out of a coalmine. ,ne horsepower was the amount of effort one horse put forth in raisin# ;;,CCC lbs. one foot in one minute. >n#ine horsepower ratin#s are determined on special e"uipment % ee 3ynamometer&, and are usually e-pressed as so much "brake" horsepower %the amount of horsepower the en#ine actually delivers after internal friction and parasitic loses are taken into account&.

MM'!

HOT IDLE COMPENSATOR: A temperature-sensitive carburetor valve that opens when the inlet air temperature e-ceeds a certain level. This allows additional air to enter the intake manifold to prevent overly rich air2fuel ratios. HUB CENTRIC: A wheel that is centered or located on the hub by a machined center hole)*+as opposed to "lu# centered" wheels that are located by the position of the lu# nuts alone. HUMIDITY: The amount or percenta#e of moisture in the air. This affects the perceived coolin# performance of the A24 system, and causes condensation to form on the inside of the windows on cold or rainy days. HVAC: Acronym for "<eatin#, !entilation and Air 4onditionin#." HYGROSCOPIC: 6efers to attractin# or absorbin# moisture. 6efri#erants and lubricatin# oils and brake fluid will all pick up moisture in service. 1oisture is undesirable Because it can free(e and form ice that may block an A24 orifice tube, promote The formation of corrosion inside an A24 system and the brake system, and lower The boilin# temperature of brake fluid %increasin# the risk of pedal fade if The brakes #et too hot&O HUB NUT: T'( lar#e he- nut on the outer end of a front-wheel drive halfshaft that holds the shaft within the wheel hub. 1ost vehicle manufacturers recommend replacin# this nut if it is removed for 4! joint service. HYDROCARBON (HC): A hydrocarbon %<4& is any kind of substance that contains hydro#en and carbon. Basoline is a hydrocarbon. o is oil. $hen #asoline burns inside an en#ine, always a tiny amount is left over. 'f an en#ine is misfirin# because of a fouled spark plu# or a leaky valve, or if it has worn rin#s or valve #uides and uses oil, "uite a bit of unburned <4 can pass throu#h into the e-haust. 5nburned <4 is a major source of air pollution and is the primary source of smo# in most urban areas. !arious means are used to reduce the amount of <4 an en#ine produces, the primary one of which is the catalytic converter. The converter reduces <4 emissions by "reburnin#" and convertin# it into harmless water vapor. IDIOT LIGHT: A dero#atory term for an instrument panel warnin# li#ht. They are called idiot li#hts because they are for idiots who do not know how to read or understand #au#es. Actually, they are not all bad. An idiot li#ht will not #ive you any indication that a problem is developin# until it happens. ,n the other hand, a li#ht commands more immediate attention than a #au#e. The "ultimate" instrumentation should include both: #au#es to #ive an accurate indication of coolant temperature, oil pressure and char#in# current, and li#hts to catch the driver=s attention when readin#s approach the "dan#er (one." IDLE AIR CONTROL VALVE (IAC): An electrically operated valve, which allows air to bypass the throttle plate in a fuelinjected en#ine to re#ulate en#ine idle speed. IDLE LIMITER CAP: A plastic device pressed over a carburetor=s idle mi-ture screw, which limits the amount of adjustment available durin# service. Also desi#ned to discoura#e tamperin# that could increase emissions.

MM!

IDLE ADJUSTMENT: Adjustin# the en#ine idle speed. 'dle is not adjustable on many late model en#ines with computeri(ed idle speed controls. IDLE MIXTURE: T'( air2fuel ratio that is delivered throu#h the carburetor when the en#ine is idlin#. 't can be adjusted by turnin# the idle mi-ture adjustment screw%s& on the carburetor. The screw opens up a little passa#e that lets more or less fuel into the en#ine. ,n most late model vehicles, the idle mi-ture screws have caps that allow only limited adjustment, or they are sealed to prevent tamperin#. The relative richness or leanness of the idle mi-ture has a bi# effect on tailpipe emissions at idle. IDLE SPEED: T')# refers to how fast the en#ine runs when idlin#. 't can usually be adjusted by turnin# a screw on the carburetor throttle linka#e, or by turnin# an air bypass screw on a fuel injection throttle body. ,n many newer cars, however, it is computercontrolled and non-adjustable. IDLE STOP SOLENOID: An electroma#netic device mounted on carburetor linka#e that maintains the proper throttle openin# for specified idle speed while the i#nition is on, but allows the throttle to close farther when the i#nition is switched off. This shuts off the en#ine=s air supply to prevent en#ine run-on. IDLER ARM: A pivot point in a parallelo#ram steerin# system that follows the motions of the pitman arm. A worn idler arm bushin# typically causes steerin# wander %looseness& and toe wear. IGNITION COIL: The component in the i#nition system that turns low volta#e into hi#h volta#e to fire the spark plu#s. $hen 78-volts pass throu#h the coil=s primary windin#s, it creates a stron# ma#netic field. Then when the current is shut off %by the i#nition module or the openin# of the contact points in older i#nition systems&, the ma#netic field causes a sur#e of hi#h volta#e %as much as /C,CCC volts& in the coil=s secondary windin#s. The hi#h volta#e passes to the distributor, then on to the spark plu#s where it jumps the plu# #ap and fires the plu#s % ee 3istributor, '#nition ystem and park Hlu#s&. 4oil problems include shorts or opens in the internal wirin#, and cracks around the hi#h volta#e terminal. IGNITION MODULE: T'( electronic control for the i#nition system. The module receives a si#nal from a ma#netic pickup or <all >ffect sensor in the distributor. The module uses this si#nal to open and close the #round circuit to the i#nition coil to fire the spark plu#s. The i#nition module itself may be located inside the distributor %B1 and some imports&, on the distributor housin# %some ?ord applications& or in the en#ine compartment. ome modules also control timin# advance and retard. 'f a module #oes bad, it usually #oes completely dead. The en#ine will not run because there is no tri##er volta#e to the i#nition coil. IGNITION SYSTEM: T'( various components that control the i#nitin# of fuel in the en#ine=s cylinders. The i#nition system has two parts: the primary side %the distributor and electronic control module&, and the secondary side %the i#nition coil, distributor cap, rotor, spark plu# wires and spark plu#s&. 'n distributorless i#nition systems, there is no distributor. >ach cylinder has its own i#nition coil %see 4oil-,n-Hlu# '#nition&, or coils are shared between paired cylinders that are opposite one another in the firin# order % ee 3istributorless '#nition ystem&.

MM!'

I/M "%*: tands for "'nspection21aintenance", an "enhanced" emissions testin# pro#ram with a tailpipe test that lasts 8/C seconds. The test is done on a dynamometer to simulate actual drivin# conditions. The vehicle is put throu#h a "drivin# trace" as it accelerates, decelerates and cruises at various speeds. The emissions are collected at the tailpipe and analy(ed by a computer to computer the total amount of pollutants in #rams per mile %#pm& that are bein# emitted. The test measures carbon mono-ide %4,&, unburned hydrocarbons %<4& and o-ides of nitro#en %G,M&. The '21 8/C test also includes a check of the vehicle=s evaporative emissions control system to make sure that the fuel system is not leakin# fuel vapors into the atmosphere, and a flow test of the vehicle=s canister pur#e control valve. IMMOBILIZER MODULE: An anti-theft module that disables the i#nition if an attempt is made to start the en#ine without a computer-coded key or fob. The module may be part of a keyless entry system. INCLUDED ANGLE: The sum of the camber and A' an#les in a front suspension. This an#le is measured indirectly, is used primarily to dia#nose bent suspension parts such as spindles, and struts. INLINE FILTER: A filter, which may be installed in a fuel line, power steerin# pump dischar#e line, or A24 compressor dischar#e line to trap debris that mi#ht cause dama#e. INJECTOR: The component in a diesel or #asoline fuel injection system that s"uirts fuel into the en#ine. 'n #asoline en#ine applications, the injector is usually electrically tri##ered. !arnish and dirt can build up in the no((le openin# restrictin# the flow of fuel. 'njectors can be cleaned by usin# various fuel additives. 'n most diesel en#ines, the injectors are mechanical and deliver fuel under very hi#h pressure directly into the cylinders. 4lo##in# and leakin# are two common problems with diesel injectors. 3irty injectors can be cleaned with fuel additives but leaky injectors must be replaced. INNER OR INBOARD CV JOINT: T'( 4! joint closest to the transa-le in a front-wheel drive car. INTERCOOLER: A heat e-chan#er that is added to a turbochar#ed en#ine to cool the air after it leaves the turbo. This increases the air=s density and means more air can be pumped into the en#ine. The result is rou#hly a 7C to 70 percent improvement in horsepower. JOUNCE: $hen you drive over a bump and the suspension is momentarily compressed, that is called jounce. $hen it sprin#s back, that is called "rebound." JUMP STARTING: A techni"ue of startin# one vehicle usin# another vehicle=s battery. A pair of jumper cables is re"uired to connect the terminals of both batteries to#ether %positive to positive, ne#ative to ne#ative&. The safest techni"ue is first connect the positive terminals on both batteries to one another, and then to connect the ne#ative terminal on the #ood battery to a #round %such as the en#ine block or frame& on the vehicle with dead battery. The final jumper connection usually sparks so keepin# the spark away from the dischar#ed battery avoids any dan#er of blowin# up the battery. ,nce the jumper cables have been connected, the en#ine should be run at fast idle to help char#e the dead battery for a couple of minutes. Then the first attempt to start the car should be made. 'f it does not start within 70 seconds, stop and wait a minute before tryin# a#ain. This #ives the starter a chance to cool off. 4ontinuous crankin# can ruin the starter and drain the #ood battery. MM!''

KINGPIN:A pin that serves as the pivot or hin#e for the steerin# knuckle, used primarily on trucks with '-beam a-les and older vehicles that do not have ball joints. KINGPIN INCLINATION (KPI): The an#le formed by a line that runs throu#h the kin# pin in the steerin# knuckle on a truck with an '-Beam a-le. 't is the same as the steerin# a-is inclination % A'&. LATENT HEAT: The amount of heat re"uired for a chan#e in physical state %phase chan#e&. The latent heat of vapori(ation is the amount of heat re"uired to chan#e a li"uid into a vapor. LATERAL RUNOUT: Also called a-ial runout, it is the amount of sideways motion or wobbles in a wheel or tire as it rotates. 't is usually measured by holdin# a dial indicator a#ainst the face of the rim or tire sidewall. A wheel with too much lateral runout will wobble back and forthP as it rotates, creatin# a shimmy that feels like dynamic imbalance problem. LCD: A "Ai"uid 4rystal 3isplay" is a type of electronic display that forms opa"ue or dull-colored letters or numbers on various back#rounds. A43 displays are popular for di#ital dashboards, but they are not as readable in direct sunli#ht as A>3 displays. LEAF SPRINGS: A type of sprin# made out of a flat strip or individual leaves. 1ost are steel, but some are made of li#htwei#ht composite materials.

LEAN MISFIRE: A condition caused by an air2fuel mi-ture that is too lean to sustain combustion. Aean misfire causes one or more cylinders to pass unburned fuel into the e-haust system causin# a bi# increase in hydrocarbon %<4& emissions. ymptoms include a rou#h idle and hesitation or stumble on acceleration. Aean misfire is often caused by vacuum leaks or an >B6 valve that is stuck open. LED: A "Ai#ht >mittin# 3iode" is an electronic li#ht bulb of sorts that produces colored li#ht. Jou)*+ll find A>3s used in the center hi#h mounted stop li#ht on many vehicles, and used as indicator li#hts in some instrumentation. A>3s are also used in some vehicle speed sensors and in some electronic i#nitions. LIFTERS: Also called "followers" or "tappets," they are the components that ride on the cam lobes and help "lift" the valves open. There are two basic types: solid and hydraulic. <ydraulic lifters are hollow and fill up with oil to take up slack in the upper valve train. Aow oil pressure, loss of pressure from the lifters or plu##ed oil holes in the lifters can result in a "clatterin#" sound that is referred to as "noisy lifters." <ydraulic lifters do not re"uire periodic adjustment but solid lifters do to maintain the correct amount of valve lash. LI!UID LINE: 'n 4lutch 4yclin# ,rifice Tube %44,T& systems, the line connectin# the evaporator to the orifice tube. 'n systems usin# TM!s %e-pansion valves&, the line connectin# the receiver-dryer to the TM! valve inlet.

MM!'''

LINEAR EGR VALVE: A type of electronic >B6 system that uses a small motor to move the >B6 valve=s pintle in small steps, which provides precise control of #as flow. LI!UID/FUEL SEPARATOR: An evaporative emissions system component mounted above the fuel tank that prevents li"uid #asoline from enterin# the vent lines. LOCK NUT: A type of nut that is used to prevent another nut or threaded component from loosenin# and backin# off. LOW PRESSURE LINE: ame as "suction line" in an A24 system, the line from the evaporator outlet to the compressor inlet. 6efri#erant vapor passes throu#h this line as it circulates back to the compressor. LOW SIDE: ame as "suction side" of an A24 system, the side between the evaporator inlet and compressor inlet where refri#erant e-ists as a vapor. MACPHERSON STRUT: A special kind of oversi(ed shock absorber that is used as part of the vehicle=s suspension. $hen used on the front suspension, it replaces the upper control arm and ball joint. ome struts have coil sprin#s around them while others do not. ome struts have replaceable internal components that can be repaired by droppin# in a new cartrid#e. MALFUNCTION INDICATOR LAMP (MIL&: The "4heck >n#ine" on the instrument panel li#ht that comes on when the onboard dia#nostic system detects a fault. The 1'A li#ht will come on to alert the driver if a fault may cause vehicle emissions to e-ceed federal emission limits. A vehicle with an illuminated 1'A lamp will G,T pass an ,B3 '' plu#-in emissions test. The only way to turn off the lamp on an ,B3 '' vehicle is to clear the fault codes with a scan tool. 'f the fault that set the code is not corrected, the 1'A lamp will probably come on a#ain after a period. MANIFOLD AIR TEMPERATURE (MAT): The temperature of in the intake stream or manifold. 5sed by the computer to calculate air density and to re#ulate the air2fuel mi-ture. The 1AT sensor may be a separate component or incorporated into an airflow sensor. MANIFOLD VACUUM: The amount of vacuum created in the intake manifold by the pumpin# action of the en#ine=s pistons. !acuum is hi#hest at idle and lowest at wide-open throttle. !acuum is measured in inches or millimeters of mercury. MANIFOLD ABSOLUTE PRESSURE (+,-) SENSOR: 6efers to a manifold absolute pressure sensor, a variable resistor used to monitor the difference in pressure between the intake manifold at outside atmosphere. This information is used by the en#ine computer to monitor en#ine load %vacuum drops when the en#ine is under load or at wide-open throttle&. $hen the en#ine is under load, the computer may alter spark timin# and the fuel mi-ture to improve performance and emissions. MASS AIRFLOW SENSOR (MAF&: A device used in many fuel-injected en#ines to measure the amount of air enterin# the en#ine so the computer can control the air2fuel mi-ture. Aocated ahead of the throttle body, the 1AH sensor uses a heated wire or filament to measure airflow.

MM'M

MASTER CYLINDER: $hen you step on the brake pedal, it pushes a piston inside the master cylinder, which produces hydraulic pressure inside the brake system. The brake fluid reservoir is located on top of the master cylinder, and you will find both mounted on the firewall in the en#ine compartment on the driver=s side of the vehicle. $hen the piston seals in the master cylinder eventually wear out, the cylinder may start to leak fluid and2or lose pressure. A brake pedal that #radually sinks to the floor is a sure si#n of a bad master cylinder. The unit can be rebuilt or replaced %Gote: aluminum master cylinders should never be honed because doin# so removes the protective anodi(in# from the inside of the cylinder&. MATCH MOUNTING: 1ountin# a tire on a rim so the low spot of the rim lines up with the hi#h spot on the tire. This reduces overall runout for a smoother runnin# tire and wheel assembly. MODIFIED STRUT: A type of strut suspension where the coil sprin# is mounted between the lower control arm and chassis instead of around the strut. Typical applications include late model 1ustan#s and 4amaros. MONITOR: A self-dia#nostic check that runs when certain enable criteria are met. ,B3 '' vehicles have a variety of monitors to check various sensors and systems. The monitors must be "ready" %have run& before the vehicle will be accepted to take an ,B3 '' plu#-in emissions test. MOTORIST ASSURANCE PROGRAM (MAP&: Acronym for "1otorist Assurance Hro#ram," an or#ani(ation that has developed voluntary uniform inspection #uidelines and a code of ethics for the auto repair industry. MFI: Abbreviation for 1ulti-port ?uel 'njection, a type of fuel injection system that has one injector for each en#ine cylinder. >ach injector sprays its fuel directly into the intake port in the cylinder head. 1ulti-port fuel injection is considered the "hot" setup because it provides better cylinder-to-cylinder fuel distribution for more power. MOTOR OIL: The lifeblood of the en#ine, it not only lubricates the en#ine but also cools the crankshaft bearin#s and pistons. As an en#ine runs, combustion blowby into the crankcase contaminates the oil with moisture, soot and unburned fuel. 1oisture is the worst culprit because it forms acids and slud#e. Additives in the motor oil %nearly a third of a can of oil is additives& fi#ht the contaminants and #ive the oil special lubricatin# properties. The oil itself never wears out but the additives do. That is why the oil must be chan#ed periodically to replenish the additives % ee ,il 4onsumption&. 3umpin# in an occasional can is not enou#h. The oil filter traps dirt %but not moisture& so it too should be replaced at every oil chan#e. 5se the recommended viscosity and type of oil listed in the owner=s manual % ee !iscosity&. The difference between competin# brands of motor oil is mostly advertisin# hype. Any oil of the proper viscosity that conforms to the hi#hest America Hetroleum 'nstitute ratin# should be safe to use. trai#ht wei#ht or non-deter#ent oils in late model en#ines are not recommended. MPG: Abbreviation for 1iles per Ballon. A vehicle=s fuel economy is determined by a number of factors includin# the si(e of the en#ine, the type of carburetion used, the wei#ht of the vehicle, the type of transmission used %manual or automatic&, the final drive ratio, the si(e and type of tires used, tire inflation pressures, aerodynamic streamlinin# of the body, the drivin# habits of the driver, the kind of road surface and terrain upon which the vehicle is driven, the speed at which its driven, and environmental factors such MMM

as temperature, wind and humidity. 4onsiderin# all these, it is no wonder the >HA says, "The milea#e you #et may vary from the official >HA estimates." MUFFLER: T'( device in the e-haust system that "uiets the e-haust. A muffler is nothin# more than steel can full of baffles. ome %the so-called "#lass-pack" mufflers& use ?iber#lass battin# to soak up noise. 1ufflers rust out because e-haust is rou#hly 0C percent water vapor. The further the muffler is located from the en#ine, the more prone it is to rapid rust-throu#h because the water vapor has more time to cool and condense. The best mufflers use metal that is #alvani(ed on both sides. "Alumini(ed" mufflers or those that use #alvani(ed metal on the outside only are not as rust-resistant. The worst %cheapest& mufflers are those with no protection at all. NEUTRAL STEERING: A vehicle that neither understeers nor oversteers. 't responds predictably and evenly to steerin# inputs when cornerin#. NHTSA: Abbreviation for the Gational <i#hway Traffic and afety Administration. This is the #overnment a#ency that is responsible for makin# and policin# safety rules for all vehicles. G<T A is the a#ency that can order a vehicle manufacturer to issue a safety recall. NOX: Abbreviation for ,-ides of Gitro#en. The "G" stands for Gitro#en, the "," for ,-y#en, and the "M" is scientific notation for all the various combinations of the two. G,M is formed inside an en#ine when combustion temperatures e-ceed 80CC de#rees ?ahrenheit. G,M is considered a serious air pollutant because it is so irritatin#. G,M emissions are minimi(ed by the >B6 valve, and by the catalytic converter in 79D7 and newer model cars.

OBD II: ,nboard 3ia#nostics '' is a second-#eneration emissions dia#nostic system re"uired on all 799F and newer vehicles %thou#h some 799/ and 7990 model year vehicles were e"uipped with early versions of the system&. The ,B3 '' system monitors vehicle emissions, and illuminates the 4heck >n#ine or 1alfunction 'ndicator Aamp %1'A& if it detects a problem that causes emissions to e-ceed the federal limits by 0CE or more. The ,B3 '' system also stores dia#nostic trouble codes to help technicians dia#nose the cause of the emissions problem. ,B3 '' cars and li#ht trucks also have a standard dia#nostic connector. OCTANE: This is a measure of a fuel=s resistance to detonation % ee 3etonation&. The hi#her the number, the better the fuel. Typical unleaded re#ular octane ratin#s ran#e from DF to DD. Hremium #rade unleaded fuels start around D9 and #o as hi#h as 9; or 9/. By comparison, leaded premium fuels of a decade a#o often started at 90 and went to over 7CC. The octane ratin# of #asoline can be boosted by additional refinin# and2or addin#, ",ctane boostin#" chemicals such as ben(ene, alcohol or tetraethyl lead. Aead is a #reat octane booster but it ruins catalytic converters and o-y#en sensors. Because of this, leaded fuel was phased out. OFF-CENTER STEERING: A condition where the steerin# wheel is not centered or is crooked when travelin# strai#ht ahead. The condition contributes to toe wear because anytime the wheels are steered off dead centerP they toe out sli#htly, which increases side slippa#e and scrubbin#. The underlyin# cause of off-center steerin# is often rear a-le or toe misali#nment, but it can also be

MMM'

caused by failin# to center the steerin# prior to adjustin# toe. 'f accompanied by a lead or pull to one side, the underlyin# cause may be cross camber, cross caster, uneven tire pressure or mismatched tire si(es side to side. OFFSET the position of the backside of the wheel center section with respect to the centerline of the rim. 'f the center is closer to the back of the wheel, is has "ne#ative" offset. 'f the center is closer to the outside face or front of the wheel, it has "positive" offset. 1ost wheels on ?$3 cars have positive offset. OIL CONSUMPTION: All en#ines use a small amount of oil over time. 't #ets past the piston rin#s and valve #uide seals and is burned in the combustion chamber. A small amount escapes throu#h the H4! system and a few drops usually mana#ed to seep throu#h a #asket or seal. The "uestion is at what point should one consider oil consumption to be a problemQ Any en#ine that consumes less than a "uart of oil every ;CCC miles is in e-cellent mechanical condition. 'f it uses less than a "uart in 70CC miles, it is still in #ood condition. <owever, once oil consumption e-ceeds a "uart every 7CCC miles, it si#nals the en#ine is approachin# retirement. Blue smoke in the e-haust or oil consumption on the order of a "uart or more every 0CC miles indicates serious oil burnin# problems %usually due to worn or broken piston rin#s, a cracked piston, or worn valve #uides and2or seals&. ometimes a leaky seal or #asket can make otherwise #ood en#ine use oil. The most fre"uent leak points are valve cover #askets, crankshaft end seals and oil pan #askets. Ti#htenin# the valve cover or pan bolts can sometimes stop a leak but usually the only cure is to replace the #asket % ee Basket&. OIL COOLER:A heat e-chan#er for coolin# oil. 1ost automatic transmissions are e"uipped with an oil cooler that)*+s located inside the radiator. ince the radiator usually runs close to 8CC de#rees, the amount of "coolin#" this kind of setup provides is "uestionable. An aftermarket oil cooler that can be installed outside the radiator can provide much better coolin#, and is recommended for towin# or hi#h performance applications. >-cept for air-cooled en#ines %older !olkswa#ens for e-ample& and racecars, most en#ines do not use an oil cooler for the en#ine. The en#ine=s coolin# system is usually ade"uate to keep oil temperatures within safe limits. OIL PRESSURE: The amount of pressure created in an en#ine=s oil system by the oil pump. A certain amount of oil pressure is needed to circulate oil throu#hout the en#ine and to maintain ade"uate lubrication. Aow oil pressure or loss of pressure is dan#erous because it can lead to e-pensive en#ine dama#e. A low oil level in the oil pan, oil leaks, dirty oil, diluted oil %with #asoline&, too low a viscosity oil, a plu##ed oil pickup screen or oil filter, a worn oil pump or worn main bearin#s can all contribute to low oil pressure. 4omplete loss of oil pressure usually results from a broken oil pump drive shaft %if the pump is driven off the camshaft&. 5nless the en#ine is shut off immediately, it will be ruined. ,il pressure is monitored by a sendin# unit mounted on the en#ine block. ,il pushes a#ainst a sprin#-loaded diaphra#m, which in turn is connected to a resistor or set of contacts that tri##er a warnin# li#ht if pressure drops below about / or 0 psi. ONBOARD DIAGNOSTICS (OBD): oftware in the en#ine control module or powertrain control module that runs selfdia#nostic checks on the control module, sensors and other related systems. $hen a fault is found, the software sets a dia#nostic trouble code and turns on the 1'A lamp. ee ,B3 ''. ONBOARD VAPOR RECOVERY SYSTEM (ORVR): Hart of some vehicleNs evaporative emissions %>!AH& control system, a vapor recovery system traps and stores fuel vapors when the vehicle is refueled. MMM''

OPEN LOOP: A mode of operation in a computeri(ed en#ine mana#ement system that occurs after a cold start. 3urin# open loop, the computer provides a fi-ed air2fuel ratio that is richer than normal to improve cold derivability until the en#ine warms up. ee also 4losed Aoop.

ORIFICE TUBE: A meterin# device located just ahead of the evaporator on the hi#h-pressure side of an A24 system that restricts the flow of refri#erant into the evaporator. A small hole %the orifice& allows only a certain amount of refri#erant to pass throu#h the device. The creates a pressure drop that allows the refri#erant to evaporate inside the evaporator. OUTER OR OUTBOARD CV JOINT: The 4! joints closest the wheel in a front- or rear-wheel drive vehicle. OVERHEAD CAM (OHC) :This refers to a type of en#ine desi#n that positions the camshaft in the cylinder head over the valves. 't is a popular desi#n on many four-cylinder, !F and even some !D en#ines. ,n en#ines, that use a rubber belt to drive the overhead cam, the belt usually needs to be replaced somewhere around FC,CCC to 9C,CCC miles %see the owner=s manual for specific recommendations&. OVERHEATING: $hen the temperature of the coolant e-ceeds the normal operatin# temperature ran#e of the en#ine, it is said to be overheatin#. A number of thin#s can cause this to happen. 'dlin# for lon# periods in traffic durin# hot weather can cause overheatin# because the waterpump does not turn fast enou#h to circulate sufficient coolant throu#h the system %put the transmission in neutral and rev up the en#ine to help cool it off&. A defective thermostat can stick shut and prevent the coolant from circulatin# to the radiator %replace the thermostat&. A leak that allows the coolant level to drop can result in overheatin# %fi- the leak, then refill the coolin# system&. A defective or inoperative coolin# fan can cause the en#ine to overheat. as can a slippin# or broken fan belt %find the fault and fi- it&. 'f an en#ine overheats, turnin# on the heater can sometimes help increase coolin# capacity enou#h to cool it down. 'n most cases, thou#h, the en#ine should be shut off and allowed to cool. 6unnin# it hot can dama#e the en#ine. G>!>6 open the radiator cap on a hot en#ine. team and coolant can spray out under considerable force and burn youI Add coolant to the coolant reservoir, or wait until the en#ine has cooled to open and cap to add coolant directly to the radiator. OVERINFLATION: A condition where a tire contains more air pressure than the recommended amount for the tire si(e and load. ,verinflation reduced rollin# resistance but also increases ride harshness and the risk of tire dama#e. A tire=s inflation pressure should never e-ceed the ma-imum ratin# on the tire sidewall. OVERLOAD SHOCKS: A type of shock absorber that is e"uipped with a helper sprin# to keep the suspension from sa##in# when a vehicle is heavily loaded. OVERSTEER: A handlin# trait wherein a vehicle tends to overrespond to chan#es that are made in the direction of the steerin# wheel. The rear end on a vehicle that oversteers will tend to spin around when the vehicle is turned sharply %see 5ndersteer&. OXIDATION: Any reaction in which a chemical joins with o-y#en, as rustin# or combustion. MMM'''

OXIDATION CATALYST: A two-way catalytic converter or the chamber in a three-way converter that o-idi(ed unburned hydrocarbons %<4& and carbon mono-ide %4,& to reduce pollution. OXIDES OF NITROGEN: ee G,M. OXYGEN: A #aseous element #iven the chemical symbol ,, and occurrin# as ,8, which makes up appro-imately 8CE of the earth=s atmosphere. Gecessary for combustion and measured by an e-haust analy(er to identify lean fuel mi-tures. OXYGEN SENSOR: A component in the en#ine=s computer control system that monitors the amount of o-y#en in the e-haust. The computer uses this information to chan#e the relative richness or leanness of the air2fuel mi-ture. Aocated in the e-haust manifold, the ,8 sensor resembles a small spark plu# on the outside. <owever, inside it has a special (irconium element that produces a varyin# volta#e once it #ets hot. The lower the o-y#en content, the hi#her the sensor has output volta#e. The o-y#en sensor is vulnerable to contamination and may be dama#ed by lead, silicone or phosphorus. A contaminated ,8 sensor or one that has become slu##ish with a#e can cause an increase in fuel consumption and emissions. ,n some older vehicles, replacement may be recommended at 0C,CCC miles for preventive maintenance. OZONE: A molecular form of o-y#en that contains three atoms of o-y#en instead of the normal two. 't is formed naturally by sunli#ht and electrical dischar#e. 't has a pun#ent odor and a stron# o-idi(in# effect. ,(one is broken down by natural chemical reactions, includin# reactin# with chlorine, which is present in 678 refri#erant. OZONE DEPLETION: 3estruction of o(one in the o(one layer attributed to the presence of chlorine from manmade 4?4s and other forces. The layer is thinnin# because o(one is bein# destroyed at a faster rate than it is bein# re#enerated by natural forces.

OZONE LAYER.A re#ion in the stratosphere 78 to ;0 miles up where the air is very cold and thin, and o(one is found in hi#h concentrations. The o(one layer is continually replenished by solar radiation and screens out about 90 to 99E of the sun=s ultraviolet radiation. PAG OIL: A type of polyaklylene #lycol lubricant used as a compressor oil mainly in ori#inal e"uipment 67;/a A24 systems. !arious viscosities of HAB oils are specified by the vehicle manufacturers for specific A24 applications. 4lick here for a list of HAB oil recommendations. PARALLELOGRAM STEERING: A type of steerin# linka#e that uses a pitman arm, idler arm and center link to steer the front wheels. 5sed primarily on trucks and older rear-wheel cars, the system is so named because the center link always moves parallel to the a-le. PARKING BRAKE: A mechanical brake for lockin# the rear wheels when parkin#. $hen you pull on the parkin# brake handle or step on the parkin# brake pedal, it pulls a pair of cables that e-tend to the rear brakes. The cables work a lever mechanism that MMM'!

binds the rear shoes a#ainst the drums, or on rear disc brake-e"uipped vehicles locks the pads %or a pair of mini-shoes& a#ainst the rotor. The most common problem associated with the parkin# brake is corrosion in the cable sleeves, which can prevent the rear brakes from releasin# once the brake has been applied. The best way to prevent this from happenin# is to use the parkin# brake fre"uently. 4lick here for more information about Harkin# Brake ervice. PARTICULATES: olid particles, mostly carbon, found in vehicle e-haust. These types of emissions are associated primarily with diesel en#ines, and can be caused by a misadjusted or mistimed injection pump. PARTICULATE TRAP: An emission control device in the e-haust system of a diesel en#ine that captures particulates before they can enter the atmosphere. PCV VALVE: The Hositive 4rankcase !entilation valve is an emissions control device that routes unburned crankcase blowby #ases back into the intake manifold where they can be reburned. The H4! system is one of the oldest emission control devices, and one of the most beneficial. Besides eliminatin# crankcase emissions as a source of air pollution, the constant recirculation of air throu#h the crankcase helps remove moisture which otherwise would cause slud#e to form. Thus, the H4! valve e-tends the life of the oil and en#ine. The H4! valve re"uires little maintenance. The valve and filter should be replaced somewhere around ;C,CCC to 0C,CCC miles %see the vehicle owners manual for service intervals&. PFI: Abbreviation for Hort ?uel 'njection, another name for a multi-port fuel injection system. The system uses one injector for each en#ine cylinder. ?uel is sprayed directly into the intake port for better cylinder-to-cylinder fuel distribution and more power. PITMAN ARM: The arm connected to the steerin# bo- sector shaft that moves side to side to steer the wheels. POLYOL ESTER (POE) OIL: A type of compressor oil that is compatible with both 67;/a and 678 refri#erants, as well as residual mineral oil that may still be in the A24 system. H,> oil is often used when retrofittin# an older 678 A24 system to 67;/a. POSITIVE CRANKCASE VENTILATION: A means of controllin# crankcase blowby emissions and removin# moisture condensation from the crankcase to prolon# oil life. ee H4! valve. PORTED VACUUM: >n#ine vacuum that is available above the throttle plates of a throttle body or carburetor. 5sed to advance i#nition timin# on older carbureted en#ines when the throttle is opened above its idle position. PORTED VACUUM SWITCH: A valve, which passes or blocks the passa#e of vacuum to a vacuum-operated component, such as a distributor advance mechanism or >B6 valve. The operation of the valve may be controlled by en#ine temperature or an electric solenoid. POWER BRAKES: 1ost vehicles use a vacuum booster to increase the pedal force applied to the master cylinder. ome use a hydraulic power unit that does the same thin# with hydraulic pressure rather than vacuum. Hower brakes re"uire no special maintenance, but if the booster #oes, bad pedal effort will be noticeably hi#her. A loose or leaky vacuum hose to the booster unit is often all that is wron#. <owever, if the booster itself is bad, it must be replaced. MMM!

POWER STEERING: A means of hydraulically assisted steerin#. A belt-driven power steerin# pump creates system pressure. The pressuri(ed fluid is then routed into a cylinder that helps push the wheels one way or the other when the steerin# wheel is turned. The two most common power steerin# complaints are noise and leaks. A slippin# drive-belt on the power steerin# pump can produce a loud s"ueal, especially when turnin# sharply. A bad valve or bearin#s in the pump itself can make a #rowlin# noise. Aeaks most often occur at hose couplin#s or on the power cylinder seals. 'n power rack : pinion steerin# units, internal leaks can be a major problem %which re"uire replacin# the entire unit with a new or rebuilt assembly&. The only re"uired maintenance for this system is to check the level of the power steerin# fluid periodically. 'f low, check for possible leaks, then add fresh fluid to the pump reservoir. 6unnin# the system low can ruin the pump. PREIGNITION: A dama#in# en#ine condition wherein the air2fuel mi-ture i#nites spontaneously due to hot spots in the combustion chamber. 4auses include en#ine overheatin#, spark plu#s that are the wron# heat ran#e %too hot&, sharp ed#es on the combustion chamber, low octane #asoline, a lean fuel mi-ture, or carbon buildup in the combustion chamber. Hrei#nition can burn holes in pistons and contribute to detonation. PRELOAD: A thrust load applied to a bearin# such as wheel bearin#s to minimi(e a-ial or sideways play. The amount of preload is critical with an adjustable wheel bearin# because too little can contribute to steerin# wander while too much may cause premature bearin# failure. ealed wheel bearin#s are not adjustable. PREVENTIVE MAINTENANCE: A method of preventin# problems by maintainin# wear items accordin# to a re#ular schedule. Aubricatin#, adjustin# and replacin# all wear items before they can cause problems contribute to trouble-free drivin# and lon#er vehicle life. 6e#ular fluid checks, and fluid and filter chan#es are the most important items on any preventive maintenance checklist. PSI: Abbreviation for Hounds per "uare 'nch. 5sually used when referrin# to tire inflation pressures, coolin# system pressure or turbochar#ers boost pressure. PULSE WIDTH MODULATION (PWM): A method for controllin# various functions by switchin# the current on and off. !aryin# the time %duty cycle& of the si#nal increases or decreases the operatin# speed or openin# of the device bein# controlled %such as the fuel injectors, coolin# fan, A24 compressor, etc.& R/": The automotive term for dichlorodifluoromethane, also known as "?reon," a type of manmade 4?4 refri#erant used in all 7998 and earlier automotive A24 systems. 678 is bein# phased out because of its harmful effects on the o(one layer when it leaks or is vented into the atmosphere. R/$%A: The automotive term for tetrafluoroethane, also known as " 5!A," a manmade refri#erant that contains no chlorine and is consideredRo(one safe." 5sed in most 7990 and newer automotive A24 systems. RABS: 6ear Antilock Brake ystem. ?ord=s name for rear wheel AB . ee 6$AA and 6ear $heel AB .

MMM!'

RACK 0 PINION STEERING: A type of li#htwei#ht steerin# #ear that uses a worm-like #ear %the pinion& to drive a hori(ontal bar %the rack&. The primary advanta#e of rack : pinion steerin# is that it is li#htwei#ht and uses fewer parts than a reciprocatin# ball steerin# #ear. RADIAL RUNOUT: !ariation %out-of-round& in the radius or circumference of a wheel or tire. 't is measured by placin# a dial indicator on the inside ed#e of the rim or tire tread. Too much radial runout can cause up-and-down vibrations similar to those caused by a static imbalance. RADIAL TIRE: A type of tire that is constructed with the reinforcin# belts sideways under the tread rather than len#thwise. This makes the tire more fle-ible, which reduces rollin# resistance to improve fuel economy % ee Tire 6atin#s&. A radial tire can be identified by lookin# for the letter "6" in the si(e desi#nation on the tireNs sidewall. RADIATOR: T'( part of the coolin# system that #ets rid of the en#ine heat. 4oolant from the en#ine flows past the thermostat and into the radiator where it is cooled by air passin# throu#h the fins. 'nternal corrosion and hairline cracks caused by vibration are the two primary causes of radiator leaks. " top leak" can be dumped into the radiator to temporarily plu# small leaks but lar#er ones usually re"uire professional repair or replacement. "6ecorin#" a radiator, means replacin# the heat e-chan#er section between the end tanks. REAR AXLE STEER: A steerin# pull or lead to one side caused by misali#nment of the rear wheels or a-le. 1isali#nment creates a thrust an#le that causes the vehicle to lead to one side resultin# in an off-center steerin# wheel and accelerated toe wear in the front tires. REAR WHEEL ABS: A type of AB system that only involves the rear wheels. 4ommonly used on pickup trucks and vans, rearwheel AB provides skid control with varyin# vehicle loads. This type of AB system uses only a sin#le speed sensor in the transmission or differential for both rear wheels. ee 6AB and 6$AA.

REAR-WHEEL DRIVE (RWD): A method of drivin# a vehicle whereby en#ine power is applied to the rear wheels. Hower from the en#ine flows throu#h the transmission, down the driveshaft, throu#h the differential to the rear a-les and wheels. REAR TOE: The toe settin# of the rear wheels. 6ear toe is not adjustable on rear-wheel drive cars with solid a-le housin#s but is adjustable on many front-wheel drive cars and minivans. 'f rear toe is une"ual, it can produce a dia#onal wear pattern %heel and toe wear& on the rear tires. REBOUND: T')# term has nothin# to do with basketball. $hat it refers to is the suspension sprin#in# back after it has been shortly compressed % ee Lounce&.

MMM!''

REBUILT PARTS: R(12)34 parts are those that have been salva#ed and reconditioned to #ood-as-new condition. 6ebuilt parts include alternators, starters, waterpumps, clutches, brake calipers, brake shoes, master brake cylinders and fuel pumps. avin#s compared to e"uivalent new parts ran#e from 8C to 0C percent. RECIRCULATING BALL STEERING: A type of steerin# #ear normally used with a parallelo#ram steerin# linka#e. o named because of the ball bearin#s that are recirculated in the #earbo- between the worm and sector #ears to reduce friction. RECEIVER-DRYER: A container for storin# li"uid refri#erant from the condenser. This component also contains a ba# of desiccant that absorbs small amounts of moisture from the refri#erant. RECOVERY 0 RECYCLING A mandatory re"uirement for all facilities that perform A24 service work. !entin# refri#erant into the atmosphere is no lon#er permitted. All refri#erant %678 or 67;/a& must be recovered from a vehicles A24 system prior to openin# the system for repairs. The refri#erant must then be recycled to meet certain purity standards. RECTIFIER:A part of an alternator that used diodes to convert alternatin# current into direct current. 't usually consists of three pairs of diodes. REFERENCE VOLTAGE: 'n computeri(ed en#ine mana#ement systems, a five-volt si#nal sent out from the computer to a variable resistance sensor such as a TH . The computer then reads the volta#e value of the return si#nal. 4alled "!-ref." REDUCTION CATALYST: The section of a three-way catalytic converter that breaks G,- down into harmless nitro#en and o-y#en throu#h a reduction reaction. REFRIGERANT: The workin# a#ent in an A24 system that absorbs carries and releases heat. The two primary automotive refri#erants are 678 and 67;/a, but many other substances have similar properties %primarily a low boilin# temperature& that allow them to be used as "alternative" refri#erants. <owever, most of these substances are not "approved" for use in mobile A24 systems because of safety %flammability& or incompatibility concerns. REFRIGERATION: The removal of heat by mechanical means. REFRIGERATION CYCLE: The complete course of refri#erant back to its startin# point. 3urin# the refri#eration cycle, refri#erant circulates throu#h the system chan#in# temperature, pressure and physical state %li"uid : vapor&. This allows heat to be absorbed from air enterin# the passen#er compartment and carried to the condenser where it is released. The compressor provides the pumpin# action necessary to move the refri#erant and create the desired chan#es. RELATIVE HUMIDITY: The actual moisture content of the air in relation to the total amount of moisture the air can hold at a #iven time. 'f air contains three-"uarters of the ma-imum moisture content it could possibly hold at a #iven temperature, the relative humidity is said to be @0 percent. $arm air is capable of holdin# more moisture than cold air. <umidity affects the coolin# performance of the A24 system and the en#ineNs octane re"uirements.

MMM!'''

RELAY: A5 electrical device that uses an electroma#netic switch and contact points to turn on and off various hi#h ampera#e electrical accessories. 1ost vehicles have a horn relay, a headli#ht relay, a relay for the rear window defo##er, and relays for various other thin#s such as the blower motor. $hen an accessory #oes dead, often the relay needs to be replaced. RETROFIT: To replace an older component, system or refri#erant with a newer one. $ith respect to A24 systems, retrofit refers to replacin# 678 with 67;/a. 4han#in# refri#erants re"uires chan#in# compressor lubricants and service fittin#, and may also re"uire other system modifications. RIDE HEIGHT: The distance between a specified point on the chassis, suspension or body and the #round. 1easurin# ride hei#ht is an indirect method of determinin# sprin# hei#ht, which is important because it affects camber, caster and toe. Aow ride hei#ht indicates weak or sa##in# sprin#s. 6ide hei#ht should be within specifications before the wheels are ali#ned. ROAD CROWN: The slope of a road surface to the outside for proper draina#e. >-cessive road crown can cause a vehicle to lead to the ri#ht. 6educin# caster on the left front wheel is sometimes used to compensate for road crown. RPM: Abbreviation for 6evolutions per 1inute. >n#ine speed is often e-pressed as so many rpm. REAR-WHEEL DRIVE (RWD). A method of drivin# a vehicle whereby en#ine power is applied to the rear wheels. Hower from the en#ine flows throu#h the transmission, down the driveshaft, throu#h the differential to the rear a-les and wheels. RUNOUT: The about of variation or wobble in a wheel, tire, shaft or pulley. ee lateral and radial runout. RWAL: 6ear $heel Anti-Aock brakes. A term used by Beneral 1otors and 4hrysler for rear-wheel antilock brakin#. 6USTPROOFING: the process of applyin# rust-inhibitin# chemicals, wa-es or sealers to the underside and inside of the vehicle=s body as well as any other rust-prone areas. Got to be confused with undercoatin# which treats only the underside of the vehicleQ 4ommercial rustproofin# treatments usually include a #uarantee for a certain number of years. Be aware that some #uarantees re"uire annual "checkups" to touch up any areas where the rustproofin# may have been dama#ed. SCAN TOOL: A dia#nostic tool that is plu##ed into a vehicleNs dia#nostic connector to read fault codes, sensor data and other system information. The software in the tool must be compatible with the vehicle application, and may only be able to access or display limited information. ,>1 scan tools can access all vehicle data and test functions but typically cover only one make of vehicle. Aftermarket scan tools can be used on a wider variety of makes and models, but may not have all the capabilities of the ,>1 scan tool. A scan tool is necessary for vehicle dia#nostics and to clear fault codes on most 799F and newer vehicles with ,B3 ''. 4lick here for more information about scan tools. SCHRADER VALVE: A type of valve fittin# that opens when depressed. chrader valves are used in tire valve stems, on air conditionin# hoses and on the fuel rails of many fuel injection systems.

MMM'M

SCRUB RADIUS: The distance between the e-tended centerline of the steerin# a-is and the centerline of the tire where the tread contacts the road. 'f the steerin# centerline is inboard of the tire centerline, the scrub radius is positive. 'f the steerin# centerline is outboard of the tire centerline, the scrub radius is ne#ative. 6ear-wheel drive cars and trucks #enerally have a positive scrub radius while ?$3 cars usually have (ero or a ne#ative scrub radius because they have a hi#her A' an#le. 5sin# wheels with different offset than stock can alter the scrub radius. SEMI-METALLIC BRAKES: A type of brake linin# that uses steel wool instead of asbestos as a reinforcin# fiber. emi-metallic brakes #ive better hi#h temperature performance and wear characteristics then conventional asbestos linin#s. They are commonly used on the front disc brakes of front-wheel drive passen#er cars. Asbestos pads should never be substituted for semi-metallic pads when relinin# the brakes. 6apid brake wear will result. SENSOR RING: The toothed rin# that #enerates a si#nal in a wheel speed sensor. 't may be mounted on the back of the wheel hub, inside the rotor or brake drum, or mounted on the transmission output shaft or differential pinion shaft. The number of teeth or notches in the rin# determines the si#nal fre"uency in the sensor as the wheel rotates. ?or this reason, any replacement rin#s must have the same number of teeth. SE!UENTIAL MULTIPORT FUEL INJECTION (SFI): A type of fuel injection system that uses a separate fuel injector for each cylinder, and pulses the injectors individually. SERPENTINE BELT: A type of flat rubber drive belt that is used to turn multiple accessories on the front of an en#ine. 't is called a serpentine belt because of the way it snakes around the various pulleys. 1any vehicles now have a sin#le serpentine drive belt because it eliminates the need for several separate !-belts. A sprin#-loaded pulley maintains tension on the serpentine belt. This does away with the need to retension the belt when it is replaced. erpentine belts #enerally last 80E to 0CE lon#er than conventional !-belts. SETBACK: The amount by which one front wheel is further back from the front of the vehicle than the other. 't is also the an#le formed by a line perpendicular to the a-le centerline with respect to the vehicle centerline. 'f the left wheel is further back than the ri#ht, setback is ne#ative. 'f the ri#ht wheel is further back than the left, setback is positive. etback should usually be (ero to less than half a de#ree, but some vehicles have asymmetrical suspensions by desi#n. etback is measured with both wheels strai#ht ahead, and is used as a dia#nostic an#le alon# with caster to identify chassis misali#nment or collision dama#e. The presence of setback can also cause differences in toe-out on turn an#le readin#s side-to-side.

SELECT LOW PRINCIPLE: An operatin# strate#y on AB systems that have one wheel speed sensor for each rear wheel. The control module selects the wheel that is turnin# the slowest to initiate antilock brakin#. SHACKLE: A link that connects a leaf sprin# to the chassis or frame. The shackle allows the len#th of the sprin# to chan#e as the suspension moves up and down.

MA

SHIMMY: A back and forth vibration that is felt in the steerin# wheel, sometimes violent. 't can be caused by a bent wheel, e-cessive radial runout in a wheel, a dynamic wheel imbalance or loose steerin# parts. SHOCK ABSORBER: A part of the suspension that is desi#ned to dampen up-and-down wheel motions that result from bumps and chassis movement. >ach wheel has its own shock absorber % ee 1acpherson trut&, which is nothin# more than a fluid-filled cylinder with a piston and valvin# inside. The shock absorberNs job is to provide aO controlled amount of resistance every time the wheels bounce up and down or the chassis leans as it #oes around a corner. The constant motion and the heat created by all the internal friction can wear out an ori#inal e"uipment shock in 70,CCC to 80,CCC miles. There are many different types of replacement shocks from which to choose, and selectin# the one that is ri#ht depends on the application. ,il on the outside of a shock is a si#n that the seal is leakin# and the shock may need to be replaced. A "bounce test" can also be used to tell if the shocks are worn %the vehicle should bounce no more than once or twice after rockin# the bumper up and down vi#orously&. SHOCK FADE: A condition where loss of dampenin# action occurs because of fluid foamin# inside a shock absorber. The rapid oscillations of the piston movin# throu#h the fluid churn it into foam, which reduces the amount of resistance encountered by the piston. This causes the dampenin# action to fade, resultin# in loss of control, e-cessive suspension travel and reduced handlin#. Hressuri(in# the fluid chamber inside the shock with a #as char#e can minimi(e foamin# and prevent fade. SHORT-LONG ARM (SLA) SUSPENSION: A common type of suspension that uses upper and lower control arms of une"ual len#th. The upper arm is usually shorter than the lower arm to control camber chan#es durin# jounce and rebound. SIGHT GLASS: A window, usually located in the top of the receiver-dryer for observin# the refri#erant durin# dia#nosis. 1any A24 systems do not have this device. SLIP PLATES: 1ovable plates on an ali#nment rack that #o under a vehicleNs wheels that allow the suspension to settle prior to an ali#nment. SMART SUSPENSIONS: Any suspension that uses computer-controlled shock absorbers and2or air sprin#s to vary ride characteristics and2or ride hei#ht. The advanta#e of such a suspension is that it can chan#e the way the suspension reacts to chan#in# road conditions. ,n a rou#h road, it can provide a smoother ride. ,n smooth roads, it can firm up to provide better handlin#. A computer-controlled solenoid atop each shock absorber or 1acHherson strut chan#es the internal valvin# of the shock to provide a stiffer or softer suspension as needed. ,n suspensions that use air sprin#s, ride hei#ht sensors allow the computer to maintain the same ride hei#ht in spite of chan#in# loads. Air can be added or bled from the air sprin#s by computer-controlled solenoid valves. ,n some vehicles, the computer lowers the vehicle for better aerodynamics at hi#h speed. ,n some four-wheel drive vehicles, the suspension can be raised for increased off-road #round clearance. SMOG PUMP: A slan# term for an air injection system pump. 5sed to pump e-tra air into the e-haust system to help the converter reburn pollutants. SNAP RULE: The >HANs " i#nificant Gew Alternatives Holicy." This was implemented in Luly 799/ for approvin# alternative refri#erants for automotive use. 5nder this rule, a manufacturer must submit refri#erant data to the >HA for review. 'f the MA'

alternative refri#erant is not approved, it cannot be used as a substitute for 678 or 67;/a. The >HA does not approve any flammable refri#erants any that contain butane, propane or other flammable hydrocarbons&, or any that contain 4?4s. SOCIETY OF AUTOMOTIVE ENGINEERS (SAE):A professional association that amon# other thin#s establishes industry "standards" for tools and repairs, includin# A24 service procedures, recovery, recyclin# and leak detection e"uipment, refri#erant purity, etc. SOLENOID: A type of electrical device that uses an electroma#net to move somethin#. The starter on the en#ine uses a solenoid for en#a#in# the flywheel. Hower door locks use solenoids to pull and release the locks. A fuel injector has a built-in solenoid that opens and closes the no((le. An idle stop solenoid may be used on the carburetor to close the throttle to prevent dieselin# when the en#ine is shut off, or to increase idle speed when the air conditioner is runnin#.

SPARE TIRE: T'(6( are several different types of spare tires: a foldin# spare %which must be inflated with an air canister prior to mountin#&, a compact spare %which is much smaller and narrower than the other wheels on the vehicle&, and a li#htwei#ht spare %which is the same diameter as the other tires on the vehicle but thinner&. All of these tires are labeled "temporary" spares because of their wei#ht-savin# construction. As such, they are intended for emer#ency use only, and not for sustained or hi#h speed drivin#. 1ost carry a warnin# not to e-ceed 0C mph or to travel further than 0C miles. The only kind of spare tire that can be used without such restrictions is a conventional full-si(ed spare that is the same as the other tires on the vehicle. SPARK KNOCK: T')# is the pin#in# or rattlin# noise sometimes heard durin# acceleration that indicates detonation is occurrin# inside the en#ine % ee 3etonation&. park knock can be caused by a variety of thin#s includin# usin# low octane fuel, overadvanced i#nition timin#, too much compression %often due to a buildup of carbon in the combustion chamber&, by an inoperative >B6 valve, and2or by too much heat. 'f switchin# to a hi#her-octane fuel does not cure the problem, the cause should be investi#ated because prolon#ed or heavy knockin# can dama#e the en#ine. SPARK PLUG: A component in the i#nition system that i#nites the fuel inside the combustion chamber. The spark plu# is nothin# more than a pair of electrodes with a #ap in between. $hen hi#h volta#e from the i#nition system reaches the #ap, an electrical arc jumps across it and i#nites the fuel. The distance across this #ap is critical because if it is too wide, there may not be enou#h volta#e to push the spark across. The center electrode #radually wears away as the spark plu# accumulates miles, and deposits build up around the insulated tip that can short circuit the firin# volta#e. That is why spark plu#s re"uire periodic replacement. $ith unleaded fuel, avera#e plu# life should be around ;C,CCC miles. $ith platinum plus, the interval is 7CC,CCC miles. SPARK KNOCK: S(( 3etonation. SPEED-DENSITY FUEL INJECTION SYSTEM:A type of fuel injection system that does G,T use an airflow sensor, but estimates air flow based on en#ine speed, throttle openin#, air temperature and intake manifold vacuum.

MA''

SPINDLE: The component on which the hub and wheel bearin#s are mounted. SPOILER: A5 aerodynamic add-on that #oes across the trunk or back of a vehicle to deflect the direction of airflow and reduce dra#. A front spoiler is technically an "air dam" because it prevents air from #ettin# under the car and increasin# dra#. PRING COMPRESSOR: A tool for compressin# and holdin# a coil sprin# so it can be removed or replaced, or to allow the disassembly of a 1acHherson strut. SPRING: A suspension component that supports the wei#ht of the vehicle. Basic types include coil sprin#s, leaf sprin#s, air sprin#s and torsion bars. prin# hei#ht affects ride hei#ht, which in turn affect wheel ali#nment. $eak or sa##in# sprin#s should be replaced in pairs to restore and maintain proper ride hei#ht and wheel ali#nment. STABILITY CONTROL: A type of advanced antilock brake2traction control system that uses the brakes to assist steerin# maneuvers and to help improve vehicle handlin# and stability as drivin# conditions chan#e. The system includes various sensors that monitor the driver=s steerin# inputs and the position of the body with respect to the road. A "yaw sensor" can tell if the vehicle is startin# to understeer or oversteer in a turn. The stability control system is active fulltime and will apply individual brakes to create a counter-steer effect that brin#s the vehicle back under control. STATIC BALANCE: $heel balance that depends on an e"ual distribution of wei#ht around the circumference of the wheel and tire assembly. tatic balance can be achieved without spinnin# the wheel by usin# a bubble balancer. A wheel that lacks static balance will shake or tramp up-and-down. STEERING ARM: The arms on the steerin# knuckles %or struts& to which the tie rods are attached to steer the wheels. STEERING AXIS INCLINATION (SAI&: The an#le formed by a line that runs throu#h the upper and lower steerin# pivots with respect to vertical. ,n a AA suspension, the line runs throu#h the upper and lower ball joints. ,n a 1acHherson strut suspension, the line runs throu#h the lower ball joint and upper strut mount or bearin# plate. !iewed from the front, A' is also the inward tilt of the steerin# a-is. Aike caster, it provides directional stability. <owever, it also reduces steerin# effort by reducin# the scrub radius. A' is a built-in nonadjustable an#le and is used with camber and the included an#le to dia#nose bent spindles, struts and mislocated crossmembers. STEERING EFFORT: The amount of driver input or muscle it takes to turn or steer the wheels. >-cessive effort can be caused by loss of power assist, bindin# in the steerin# #ear, worn upper strut bearin# plates or bindin# in ball joints or tie rod ends. >-cessive caster can also increase steerin# effort as can underinflate tires.

STEERING DAMPER (STABILIZER): A hydraulic device similar to a shock absorber attached to the steerin# linka#e to absorb road shock and steerin# kickback.

MA'''

STEERING GEOMETRY: A #eneral term used to describe the an#ular relationships between the wheels, steerin# linka#e and suspension. STEERING KNUCKLE: A for#in# that usually includes the spindle and steerin# arm, and allows the front wheel to pivot. The knuckle is mounted between the upper and lower ball joints on a AA suspension, and between the strut and lower ball joint on a 1acHherson strut suspension. STEERING RETURN: The ability of the steerin# wheel to self-center after turnin#. 4auses of poor returnability include e-cessive caster or bindin# in the steerin# column, steerin# #ear, ball joints, upper strut bearin# plates or tie rod ends. STOP-AND-GO DRIVING: T')# type of drivin# is especially hard on a vehicle because the en#ine spends most of it time at idle where it works less efficiently. Because the waterpump is turnin# slowly at idle, the coolin# system can overheat on a hot day. 4ontinual stoppin# and startin# also accelerates wear on the brakes, clutch and automatic transmission. $hen combined with short trips, the en#ine never #ets a chance to reach full operatin# temperature so the oil becomes contaminated much more rapidly. Therefore, this kind of drivin# usually means more fre"uent oil chan#es and more fre"uent brake, clutch and transmission repairs. STRUT TOWERS: The panels or structural members in a unibody to which the upper strut mounts are bolted. The position of the towers is important because it affects camber and caster readin#s. SUBCOOLING: The process of removin# heat from refri#erant after condensation. SUBFRAME: The lower frame rails and structural members that comprise the lower elements of a unibody. teerin# and suspension components may be attached directly to the subframe, or to a "cradle" or "crossmember" that bolts to the subframe. SUCTION LINE: 4onnects the evaporator outlet and compressor inlet. Aow-pressure refri#erant vapor is drawn from the evaporator to the compressor throu#h this line. SUCTION SIDE: The portion of an A24 system under low pressure, the area between the evaporator and compressor inlet. SUCTION PRESSURE: 4ompressor intake pressure as indicated by a manifold #au#e set. SUPERCHARGER: A3#7 called a "blower," a superchar#er is a device that forces more air and fuel into the en#ine to increase horsepower. 5nlike a turbochar#er % ee Turbochar#er&, a superchar#er is belt or #ear driven and provides instant boost pressure to the en#ine at all speeds. SUPERHEAT: The difference between A24 evaporator inlet and outlet temperatures. 't is created in the evaporator as li"uid refri#erant chan#es into vapor. SUPERHEATED VAPOR: 6efri#erant vapor at a temperature that is hi#her than its boilin# point at a #iven pressure.

MA'!

SUSPENSION: The part of a vehicle that carries the wei#ht. This includes the sprin#s, control arms, ball joints, struts and2or shock absorbers. SWAY BAR: A component that is often used in a suspension system to control body roll. A sway bar may be used on the front and2or rear suspension to help keep the body flat as the vehicle rounds a corner. This #reatly improves a vehicleNs cornerin# a#ility. 6eplacin# the sway bar with one of a lar#er diameter can increase it even more. TDC :Abbreviation for Top 3ead 4enter. This is the point at which the piston reaches its uppermost position in the cylinder. '#nition timin# is usually e-pressed as so many de#rees before top dead center %BT34& or after top dead center %AT34&. A timin# mark on the crankshaft pulley or flywheel corresponds to the top dead center position of the number one en#ine cylinder. TEMPERATURE: <eat intensity measured in de#rees. >n#ine operatin# temperature is a critical factor in en#ine performance and emissions. Brake temperature can affect the operation of the brakes. TEST PIPE: A short piece of e-haust pipe that is desi#ned to replace a catalytic converter in an e-haust system supposedly while you test the results of the switch % ee 4atalytic 4onverter&. Test pipes are ille#al and you can be fined if you are cau#ht with one on your vehicle. THREE-WAY CONVERTER (489): A catalytic converter that o-idi(es hydrocarbons and carbon mono-ide, and reduces o-ides of nitro#en emissions. 5sually, it has separate chambers, the one upstream handlin# reduction, and the one downstream handlin# o-idation. The noble metals used as the catalytic a#ents are platinum, palladium, and, for reduction, rhodium. 4lick <ere for more information about catalytic converters. THERMISTOR: A device that chan#es electrical resistance as temperature chan#es. A coolant sensor and air temperature sensor are thermistors. THERMOSTATIC EXPANSION VALVE (TXV&: A component in the refri#eration system that controls the rate of refri#erant flow into the evaporator. This is done by means of a temperature-sensin# bulb that causes the valve to open or close in response to temperature chan#es in the evaporator. THERMOSTAT: A temperature control device in the en#ine=s coolin# system that speeds en#ine warm-up and helps the en#ine run at a consistent operatin# temperature. Thermostats come in various temperature ratin#s must most en#ines today use ones that open between 79C and 790 de#rees. The thermostat is usually located in a small housin# that connects the upper radiator hose to the en#ine. ometimes a thermostat will stick shut, causin# the en#ine to overheat because it blocks the flow of coolant back to the radiator. 'f a thermostat sticks open, the en#ine will warm-up slowly and may never reach its normal operatin# temperature. This can result in little or no heat from the heater. 6unnin# an en#ine without a thermostat is not recommended because e-cessive coolin# can lead to increased blowby and rin# wear.

MA!

THERMOSTATIC SWITCH: A component %sometimes adjustable& used in a cyclin# clutch A24 system to en#a#e and disen#a#e the compressor clutch. 't prevents water %condensate& from free(in# on the evaporator core. 't also controls the temperature of air flowin# out of the evaporator fins. THROTTLE BODY INJECTION (TBI: A type of electronic fuel injection system that uses a sin#le injector or pair of injectors mounted in a centrally located throttle body. The throttle unit resembles a carburetor e-cept that there is no fuel bowl, float or meterin# jets. ?uel is sprayed directly into the throttle bore%s& by the injector%s&. THROTTLE POSITION SENSOR (TPS): A little #ad#et on the carburetor throttle linka#e or fuel injection throttle body that keeps the en#ine control computer informed about the throttle openin# % ee 4omputeri(ed >n#ine 4ontrols&. The TH is a variable resistor that chan#es resistance as the throttle opens wider. The computer needs this information to chan#e the air2fuel mi-ture. Adjustment is very critical and is best left to a "ualified professional. THRUST ANGLE: The an#le between the thrust line and centerline. 'f the thrust line is to the ri#ht of the centerline, the an#le is said to be positive. 'f the thrust line is to the left of center, the an#le is ne#ative. 't is caused by rear wheel or a-le misali#nment and causes the steerin# to pull or lead to one side or the other. 't is the primary cause of an off-center or crooked steerin# wheel. 4orrectin# rear a-le or toe ali#nment is necessary to eliminate the thrust an#le. 'f that is not possible, usin# the thrust an#le as a reference line for ali#nin# front toe can restore center steerin#. THRUST ANGLE ALIGNMENT: Ali#nin# front toe to the rear thrust an#le instead of the vehicleNs centerline to compensate for rear a-le steer. THRUST LINE: A line that bisects total rear toe. 't defines the direction the rear wheels are pointed. The thrust line should correspond to the centerline for the vehicle to steer strai#ht. TIE ROD: A part of the steerin# linka#e that connects the steerin# arms on the knuckles to the steerin# rack or center link. TIE ROD END: A fle-ible couplin# in the steerin# linka#e that connects the tie rods to the steerin# knuckles. ome re"uire periodic #reasin# %twice a year or every F,CCC miles& while others are sealed. A loose or worn tie rod will cause a feathered wear pattern on tires, and is probably the leadin# cause of rapid tire wear. $orn tie rod ends can be detected by raisin# the suspension and rockin# the front wheel back and forth. 'f there is any free play, it probably means the tie rod ends are bad. Toe ali#nment must be reset once the new tie rods ends have been installed. TIE ROD SLEEVES: A part of the tie rod assembly that is threaded internally and is turned to shorten or len#then the tie rod to adjust toe ali#nment. TIMING LIGHT: A strobe li#ht for checkin# i#nition timin#. The li#ht is connected to the number one spark plu# wire so every time the plu# fires the li#ht flashes. The li#ht is then aimed at the timin# marks on the crankshaft pulley or flywheel to read timin#.

MA!'

TIRE RATINGS: ,n the sidewall of every tire is information about tire si(e, ma-imum load ratin#, ma-imum inflation pressure, tire construction % ee 6adial Tire& and performance standards. Treadwear is a comparative ratin# of how lon# the tire will last compared to other tires. The hi#her the number, the lon#er the predicted life of the tread. A tire with a 8CC ratin# should #o twice as many miles as one with a 7CC ratin#. The numbers do not correspond to a fi-ed milea#e fi#ure because there are so many variables that affect the life of the tread %maintainin# the correct inflation pressure is one of the most important&. The traction ratin# is a measure of the tires ability to stop on wet pavement. An "A" is the best ratin#, "B" is avera#e, and "4" is the lowest acceptable ratin#. The temperature ratin# is an indication of how cool the tire runs as hi#hway speeds. A#ain, an "A" is the best while "4" is the lowest acceptable ratin#. Herformance tires also carry a speed ratin#: "<" rated tires are #ood for speeds up to 7;C mph, and "!" rated tires are certified for speeds above 7;C mph. TIRE ROTATION: 4han#in# the relative positions of the tires on a vehicle periodically to even out tread wear. 6otation is recommended every 0,CCC miles for optimum tire life. $hen tires are not rotated, they can develop wear patterns particular to their wheel location that shortens tread life and may cause vibrations or a rou#h ride. TOE: A wheel ali#nment an#le that refers to the parallelism of the tires as viewed from above % ee Ali#nment&. Toe-in means the leadin# ed#es of the tires are closer to#ether than the rear ed#es. Toe-out means the leadin# ed#es of the tires are farther apart than the rear ed#es. A vehicle should have (ero runnin# toe %perfect parallel ali#nment& when drivin#. <owever, because the rubber bushin#s and joints in the suspension "#ive" a little %called "compliance"&, most rear-wheel drive vehicles call for a sli#ht amount of toe-in when the wheels are initially ali#ned. ?ront-wheel drive vehicles are just the opposite, most call for a sli#ht amount of toe-out because the drive wheels tend to bow in as they pull the vehicle down the road. Toe ali#nment is very important because it #reatly affects tread wear. 'f toe ali#nment is off, it will produce a feathered wear pattern across the tire tread. Toe is adjusted by turnin# the tie rods or tie rod ends to shorten or len#then the steerin# linka#e. ,n front-wheel drive vehicles, the rear toe settin# can often be chan#ed by addin# shims behind the wheel hub, or by chan#in# the pivot position of the control arms. TOE-IN: Toe-in means the leadin# ed#es of the tires are closer to#ether than the rear ed#es. A small amount of toe-in is usually specified for rear-wheel drive vehicles to compensate for suspension compliance that allows the wheels to toe-out sli#htly as the vehicle is pushed down the road. Too much toe-in accelerates tire wear and causes the outside ed#es of the tread to wear more "uickly. TOE-OUT: Toe-out means the leadin# ed#es of the tires are farther apart than the rear ed#es. A small amount of toe-out is often specified for front-wheel drive cars to compensate for suspension compliance that allows the wheels to toe-in sli#htly when the front wheels pull the vehicle down the road. Too much toe-out accelerates tire wear and causes the inside ed#es of the tread to wear more "uickly. TOE-OUT ON TURNS: The chan#e in toe that occurs when the wheels are steered to either side. The chan#e in toe allows the inside wheel to follow a smaller circle than the outer wheel to reduce tire scuffin# and wear. The toe an#le is nonadjustable and is determined by the #eometry of the steerin# arms and linka#e. A toe-out on turn an#le is usually specified for the outer wheel when the inner wheel is turned 8C de#rees. 'f the an#le is not within specifications, it usually means a steerin# arm is bent.

MA!''

TOE WEAR: $ear across the face of the tire tread caused by slippa#e or scrubbin# as the tire rolls alon#. Toe wear can produce a feathered wear pattern %bias ply tires primarily& as well as shoulder wear on radial tires. 't results from too much toe-in or toe-out, which in turn may be caused by toe misali#nment, worn tie rod ends, a worn idler arm or a worn or bent center link. TOR!UE: T265)5: or twistin# force. Tor"ue is usually e-pressed as so many foot2pounds %a one-pound force e-erted on a lever one foot in len#th&. A tor"ue wrench measures how much twistin# force is bein# applied to a nut or bolt. The tor"ue output of an en#ine is e-pressed as the ma-imum force e-erted by the en#ine at a #iven en#ine speed. Aar#e cubic inch displacement en#ines and en#ines with lon# throw crankshafts produce hi#h tor"ue outputs. TOR!UE CONVERTER: A fluid couplin# that connects the en#ine to an automatic transmission. The tor"ue converter contains three sets of bladed wheels that face one another. ,ne wheel %the impeller& is attached to the converter housin# and turns at the same speed as the en#ine. The other wheel %the turbine& is attached to the transmission input shaft. As the impeller spins, it slin#s automatic transmission fluid at the turbine, and makes it turn. The third wheel %the stator& is positioned between the turbine and impeller to redirect fluid flow. $hen startin# out, the stator remains stationary and multiplies tor"ue from two to two-and-a-half times %much like a reduction #ear& by recirculatin# fluid back throu#h the impeller. <owever, when the speed of the turbine wheel starts to catch up with the impeller, the stator starts to spin and the converter "locks up," becomin# a direct drive fluid couplin#. 1any late model vehicles are e"uipped with a "lockup" tor"ue converter that contains an electrically operated computer-controlled clutch mechanism. The mechanical clutch eliminates the sli#ht amount of slippa#e that occurs in an ordinary tor"ue converter fluid couplin# to improve fuel economy. The lockup solenoid is en#a#ed when the vehicle reaches a predetermined speed and2or en#ine load.

TOR!UE STEER: The annoyin# tendency of some front-wheel drive vehicles to pull to one side when en#ine tor"ue is applied. 'n other words, you step on the #as and the car wants to steer ri#ht or left. By redesi#nin# the powertrain to use e"ual len#th halfshafts between the transa-le and wheels, the tendency towards tor"ue steer can be #reatly reduced. The other cure is to keep off the #as. TOR!UE WRENCH: A special wrench with a built-in indicator that shows you how much force you)*+re applyin# to a bolt. A tor"ue wrench should always be used when doin# any type of major en#ine work, when ti#htenin# fasteners on the brake system or suspension, when ti#htenin# wheel lu# nuts or when you do not want to risk breakin# a bolt. TORSION BARS: A steel bar that is twisted to support the wei#ht of the vehicle. Torsion bars are used in place of coil or leaf sprin#s on some vehicles, and allow ride hei#ht to be adjusted to compensate for sa#e that occurs over time. TOTAL TOE: The combined toe readin# of a pair of wheels on a #iven a-le. Total toe is the difference between the leadin# and trailin# ed#es of both tires with respect to one another. 't may be specified in inches, millimeters or de#rees. TOWING: 1ost vehicles can tow a moderate amount of wei#ht %7CCC lbs. or less& without too much trouble. But for heavier loads, the suspension and coolin# system may re"uire beefin# up % ee the owners manual for towin# recommendations and load limits&. ,verload or air-assist shocks can keep the rear end from sa##in#, and a stabili(er bar on the trailer hitch can reduce MA!'''

swayin#. Automatic transmissions should be e"uipped with oil cooler to protect the transmission a#ainst overheatin#. A lar#er radiator or a lar#er fan may be re"uired to keep the en#ine from overheatin#. TRACKING: <ow the rear wheels follow the front wheels. ?or proper ali#nment, they should follow the same path. 'f the rear wheels do not track strai#ht and follow sli#htly to one side due to rear a-le or toe misali#nment, the result can be off-center steerin# and accelerated tire wear. TRACTION CONTROL: An enhancement of an e-istin# AB system that prevents wheel spin while acceleratin# on wet or slick surfaces. 't uses the same wheel speed sensors to monitor wheel speed durin# acceleration, but re"uires some additional control solenoids and a pump to apply brakin# pressure to control wheel spin. The traction control system brakes the drive wheel that is startin# to spin to shift tor"ue to the opposite drive wheel that still has traction. 1ost traction control systems only operate at speeds up to about ;C mph. Additional control strate#ies that some traction control systems use to limit wheel spin include reducin# the throttle openin#, upshiftin# the transmission, retardin# spark timin# and deactivatin# fuel injectors. TRAILING ARMS: 4omponents in the rear suspension that connect the rear a-le or spindles to the chassis. TRANSAXLE: The transmission in a front-wheel drive vehicle. 't combines both transmission and differential into one assembly. TRANSISTOR: An electronic component usin# a semiconductor to amplify or switch current. 5sed in volta#e re#ulators, computers and other electronic accessories. TRANSMISSION: The #earbo- that multiplies en#ine tor"ue via #ear reduction and2or tor"ue conversion. A typical manual transmission has four or five speeds, with the final or hi#hest #ear bein# either a direct 7:7 drive ratio or an "overdrive" ratio %less than 7:7&. An automatic transmission first multiplies en#ine tor"ue as it passes throu#h the fluid couplin# known as the "tor"ue converter" %appropriate name, huhQ& and then throu#h three or four separate #ear ratios. A manual transmission usually #ives sli#htly better fuel economy than an automatic because there is a certain amount of slippa#e that occurs in the automatic tor"ue converter. A manual transmission is normally trouble-free, e-cept for the clutch, which can be very troublesome if adjusted incorrectly or abused. $ith automatics, the leadin# problem is fluid breakdown from overheatin#. ?luid and filter chan#es every 8/,CCC miles can avoid premature transmission failure but few people heed such advice. 4onse"uently, automatics often call it "uits lon# before they reali(e their potential desi#n life. TRANSMISSION CONTROL MODULE (TCM): The electronic control module or computer that re#ulates the operation of the transmission. This function may be inte#rated into the Howertrain 4ontrol 1odule, eliminatin# the need for a separate T41 control module. TROUBLE CODES: A code number #enerated by a vehicleNs onboard computer that corresponds to a specific fault. 1ost computeri(ed en#ine control systems have a certain amount of self-dia#nostic capability. $hen the en#ine is runnin# and the computer detects a problem in one of its sensor or output circuits, or even within itself, it tri##ers a trouble code. 'n some systems, the code number is retained in memory. 'n others, the code is not stored but is re#enerated when a mechanic runs the system throu#h a special self-dia#nostic test. The only indication of trouble is when the "4heck >n#ine" li#ht on the instrument panel MA'M

li#hts up. $hat does it meanQ 't depends on the problem. ometimes it is nothin# serious, but it could si#nal a failure that mi#ht lead to further problems. To understand trouble codes, you have to have a reference manual that tells what the numbers mean and e-plains the systematic dia#nostic procedure for isolatin# the fault. 4odes are read out of the computer by #roundin# the computers dia#nostic connector or by usin# a scan tool to access the computer system. % ee also 3ia#nostic Trouble 4odes&. 4lick <ere for more information about Trouble 4odes. TUNE-UP: An obsolete term used to describe the periodic maintenance that is performed when "tunin#" an en#ine to its ori#inal specs. $ith electronic i#nition systems that re"uire no periodic adjustments, sealed carburetors and non-adjustable fuel injection, there is not much left to adjust. TodayNs tune-up, therefore, consists primarily of replacin# the spark plu#s, checkin# timin# and idle speed. 't may also include replacin# the air and fuel filters and inspectin# the emissions control system but as far as "tunin#" is concerned, there is little left to tune. TURBOCHARGING: A means of increasin# horsepower %up to 0C percent or more& by usin# an e-haust-driven air pump %the turbochar#er& to force more air and fuel into the en#ine. <ot e-haust #ases comin# out of the en#ine spin an impeller on one end of the turbochar#er. ,n the other end is a second impeller that pumps air into the en#ine. A "waste#ate" %a small trap door that opens to bleed off e-haust pressure& limits the amount of pressure boost the turbo can produce % ee 'ntercooler and $aste#ate&. A little boost is a #ood thin#, but too much boost can destroy the en#ine. The hi#her the boost pressure, the #reater the horsepower produced. 't is a way of makin# a little en#ine breathe like an en#ine of much hi#her displacement. Turbochar#ers spin at e-tremely hi#h speeds, sometimes over 7CC,CCC rpm. A steady supply of clean oil is essential to lubricate the turbo shaft bearin#s. Because of this, a turbochar#ed en#ine should never be revved up and shut off abruptly. The hi#h temperatures in the turbo are hard on oil, so more fre"uent oil chan#es are usually recommended. pecial "turbo oils" are also available that offer better hi#h temperature resistance. 'f the turbo bearin#s #o bad, the impellers will not turn freely and boost pressure will drop. A turbo can be inspected by removin# the plumbin# from either side and seein# if the impeller spins freely when turned by hand. Any looseness, rou#hness or si#n of rubbin# means its shot and needs to be replaced. TURNING PLATES: Hlates on an ali#nment rack that #o under the front wheels and allow the wheels to be steered 8C de#rees to either side to measure toe-out on turns. TURNING RADIUS: The diameter of the smallest circle in which a vehicle can complete a 5-turn. Turnin# radius depends on the wheelbase of the vehicle %lon#er vehicles usually need more space to turn around&, and ma-imum steerin# an#ularity. TWIN I-BEAM: A type of independent front suspension used on ?ord pickup trucks that used two parallel '-beam a-les %one for each wheel&. The desi#n combines the superior stren#th of an '-beam suspension with the fle-ibility and ride comfort of an independent suspension. U-BOLT: A bolt in the shape of a "5" that attaches a-le housin# to a leaf sprin#. U-JOINT: Another name for a 4ardan joint % ee 4ardan Loint or 5niversal Loint&.

UNDERCOATING: The application of a sound-deadenin# and2or rust-inhibitin# chemical, wa- or sealer to the underside of a vehicle. 3o not confuse it with rustproofin# % ee 6ustproofin#& which includes coatin# the inside body panels and other rust-prone areas of the vehicle, too. UNDERINFLATION: A condition where a tire contains less air pressure than the recommended amount. This increases rollin# resistance %which may contribute to a steerin# pull or lead&, tire wear and the risk of tire failure due to overheatin# from e-cessive fle-in# of the sidewalls. UNDERSTEER: A steerin# condition where the vehicle does not respond "uickly to steerin# chan#es. 'f a vehicle understeers, it wants to continue #oin# strai#ht when the steerin# wheel is turned % ee ,versteer&. 5nder normal drivin# conditions, understeer is not a problem. But when the vehicle is driven at hi#h speed into a curve, the front of the car will tend to plow to the outside. ome vehicles are more prone to understeer than others. ?ront-wheel drive vehicles fall into this cate#ory as do over-powered rear-en#ine Horsches. UNIVERSAL JOINT: A574'(6 name for a 4ardan joint % ee 4ardan Loint&. V-BELT :1ore commonly known as a "fan belt," a !-belt is the rubber belt that drives such thin#s as the alternator, air conditionin# compressor, power steerin# pump and waterpump. 't)*+s called a !-belt because of its "!" shaped cross-section. The sides of the belt are what #rip the pulleys. ome belts have notches in them to increase #rip, to help cool the belt and to relieve stress as the belt bends around small diameter pulleys. ome vehicles use a sin#le flat belt % ee erpentine Belt& to drive multiple accessories. 4o##ed rubber timin# belts are used on many overhead cam en#ines to drive the camshaft % ee ,verhead 4am&. After three or four years of fle-in# and countless cycles around the en#ine pulleys, most !-belts need to be replaced. <owever, due to the way in which many belts are constructed today, you cannot determine a beltNs true condition by a visual e-amination. Time and milea#e must also be taken into consideration. That is why most e-perts now recommend replacin# the belts as a preventive measure every three to four years re#ardless of how they look. VACUUM: The absence or reduction of air pressure. !acuum is created in the intake manifold by the pumpin# action of the pistons. Air is pulled out of the manifold into the cylinders faster than it can be replenished by air bypassin# the throttle plate. The throttle creates a restriction that allows vacuum to buildup inside the manifold. This is necessary to help pull fuel throu#h a carburetor, and to vapori(e fuel sprayed into the en#ine by fuel injectors. !acuum is also used to operate various components such as the >B6 valve, to pull crankcase vapors throu#h the H4! system, to boost the power brakes and to open and close air control doors in many A24 systems. ee 1anifold !acuum. VACUUM ADVANCE: T')# has nothin# to do with pushin# a vacuum cleaner forward. Actually, it is the name of a device on the distributor that chan#es i#nition timin# in response to en#ine load. $hen an en#ine is cruisin# under li#ht load, there is very stron# vacuum in the intake manifold. This pulls on the vacuum advance diaphra#m and advances timin# for better fuel economy. $hen the en#ine is under heavy load, the throttle is opened wide and vacuum falls. This releases the diaphra#m and eliminates the e-tra timin# advance. $here the e-tra advance not canceled, the en#ine would likely e-perience spark knock % ee 3etonation&. VACUUM DELAY VALVE: An orifice-controlled valve, which delays a vacuum si#nal to a diaphra#m, such as in the distributor vacuum advance unit. 5sed to improve derivability and emissions when the throttle suddenly chan#es position. A'

VACUUM MOTOR: ame as "vacuum actuator" and "vacuum power unit." 't is a device that opens valves %heater controls& or doors %air control doors in the <!A4 plenum& usin# vacuum as a power source. VALVE JOB: T')# is when the en#ine valves are reconditioned. 't re"uires removin# the cylinder head, disassemblin# the head and checkin# it for cracks or warpa#e %a common problem on aluminum cylinder heads&, re#rindin# the valve faces and seats, replacin# or restorin# the valve #uides, installin# new valve #uide seals, inspectin# the sprin#s, and other valve hardware, then reassemblin# the heads and puttin# them back on the en#ine. VAPOR LINES: Aines carryin# refri#erant vapor. ee "suction line" and "dischar#e line." 1ay also refer to hoses in the evaporative emission control system that route fuel vapors to the charcoal canister. VAPOR LOCK: $hen #asoline overheats and boils inside the carburetor bowl or fuel pump of a hot en#ine, it ceases to flow. This can cause stallin# or hard startin#. This is called vapor lock, and it usually happens durin# hot weather. 'f a hot en#ine will not start, all you can do is let it sit and cool off. Jou should check the coolin# system to see if anythin# is causin# the en#ine to run unusually hot %a bad thermostat or coolin# fan, for e-ample&. witchin# brands of #asoline may also help. VARIABLE ASSIST STEERING: A type of power steerin# system where electronics are used to vary the amount of power assist provided as vehicle speed chan#es. 1ost such systems provide ma-imum assist at low speed to make parkin# maneuvers easier, and reduce assist at hi#her speeds to increase road feel and stability. ystem inputs include the vehicle speed sensor and sometimes a steerin# an#le sensor. VARIABLE RATE SPRINGS: A type of sprin# that chan#es stiffness as it deflects. A variable rate sprin# uses coils of varyin# thickness or spacin# to provide a soft ride when the vehicle is li#htly loaded, but a firmer ride when the load increases. ,nly a few vehicles have variable rate sprin#s as ori#inal e"uipment. ,n most vehicles, the rear coil sprin#s can be easily replaced with variable rate sprin#s to reduce bottomin# and to increase the vehicleNs load carryin# capacity. !ariable rate sprin#s are also available for the front suspension. VARIABLE VALVE TIMING (VVT&: A method that advances or retards camshaft timin# to improve en#ine performance. A hydraulic mechanism on the cam drive uses oil pressure to rotate the cam=s position sli#htly as en#ine speed chan#es. This increases valve duration to produce more horsepower at hi#her rpms. VENTURI: The narrow part of the carburetor throat. $hen air passes this point, the restriction causes an increase in velocity and a drop in pressure that siphons fuel from the fuel bowl into the airstream. VISCOSITY: T')# is a term used to describe the thickness of motor oil. The hi#her the number, the thicker the oil. 4ommon strai#ht #rade viscosity ratin#s are 7C, 8C, ;C and /C, with 7C bein# the thinnest and /C the thickest. Aow viscosity oil provides better lubrication at low temperatures and reduces internal dra# on the en#ine. <owever, they lack the stayin# power for hi#h temperature or hi#h-speed protection. The heavier #rade oils such as ;C and /C, on the other hand, are much better for hi#h speed and hi#h temperature lubrication, but they may be so thick at low temperatures as to inhibit easy crankin#. The best motor oils take A''

advanta#e of each. These are the "multi-viscosity" oils such as a 0$-8C, 0$-;C, 7C$-;C and 7C$-/C. By usin# a blend of different viscosity oils, they have the flow characteristics of low viscosity oil when cold but offer the protection of a heavy oil when hot.

VIN: Abbreviation for !ehicle 'dentification Gumber. This is a vehicleNs serial number. Jou)*+ll find it stamped on a small metal plate affi-ed to the dash at the base of the windshield. The number may also be stamped on various body parts, the en#ine and transmission. 't is sometimes necessary to refer to the !'G number when orderin# replacement parts. VOLTAGE REGULATOR: A part of the char#in# system that controls how much electricity the alternator puts out % ee Alternator&. The volta#e re#ulator on todayNs cars is an electronic black bo-, which means you cannot adjust it or repair it if anythin# #oes wron# with it. ,n most new vehicles, the volta#e re#ulator is located inside the alternator and cannot be replaced separately. ,n some cars, the powertrain control module %H41& re#ulates the alternator. A defective re#ulator can cause the alternator to produce too much volta#e %which can dama#e the battery, li#hts and electronic components& or it can prevent it from makin# enou#h volta#e to keep the battery fully char#ed. The tou#hest challen#e when dia#nosin# a char#in# problem is to fi#ure out whether it is the volta#e re#ulator or alternator that is at fault. 5sin# a procedure called "full fieldin# the alternator" that causes the alternator to put out ma-imum current will reveal which component is at fault. WARRANTY: T'( basic #uarantee that comes with a new vehicle. All vehicle manufacturers today offer a bumper-to-bumper %covers everythin#I& #uarantee of ; years or ;F,CCC miles %which ever comes first&. eparate warranties may be provided on emission controls, body rust, powertrain or other components. ,n 7990 and newer vehicles, the emissions warranty is D years and DC,CCC miles on the catalytic converter and en#ine computer, and 8 years28/,CCC miles on all other emission control components. Gew car and truck dealers also sell "e-tended" warranty packa#es that e-tend the time and milea#e of covera#e. >-tended warranties are e-pensive but can easily pay for themselves if the vehicle re"uires major repairs. WASTEGATE: A trap door-like device on the e-haust side of a turbochar#er that limits the amount of boost a turbo can produce % ee Turbochar#in#&. The waste#ate consists of a sprin#-loaded diaphra#m. A vacuum hose connects the diaphra#m to the intake manifold. $hen boost pressure starts to e-ceed the ratin# of the waste#ate, the diaphra#m pulls open a bypass flap in the turbo housin#. This allows some of the e-haust to #o around the turbo impeller which slows it down. A waste#ate can be checked by applyin# pressure to the hose with a hand-held pump. 'f it does not move at the specified pressure %which you can look up in a manual&, the diaphra#m is probably ruptured and the waste#ate needs to be replaced. WATER JACKET: N7, this is not a new type of life preserver. 't refers to the hollow space inside the en#ine block and cylinder head where coolant flows. WATERPUMP: A small impeller-like pump that circulates coolant throu#h the en#ineNs coolin# system. The waterpump is mounted on the en#ine and is driven by the fan belt, alternator belt or overhead cam-timin# belt. The pump shaft has a lar#e bearin# and seal, which after /C,CCC miles or so usually starts to leak. The pump can be replaced with a new or rebuilt unit, but the de#ree of difficulty varies, dependin# on pump accessibility. A'''

WHEEL BALANCE. The even distribution of wei#ht around a wheel so that it rotates without vibratin# or shakin#. ee static and dynamic balance. 't is achieved by positionin# wei#hts on the rim that offset heavy spots on the wheel and tire assembly. WHEELBASE: The distance between the centers of the front and rear wheels. 1easurin# and comparin# the wheelbase on both sides of a vehicle can identify rear a-le misali#nment or front wheel setback. WHEEL BEARINGS: I5#);( the wheel, hubs are either roller or ball bearin#s that carry the vehicleNs wei#ht. ,n 6$3 vehicles with solid a-les, the rear wheel bearin#s are mounted on the a-les. The front wheel bearin#s on older rear-wheel drive cars and trucks usually re"uire "repackin#" %re#reasin#& every two years or 8/,CCC miles. The wheel bearin#s on most new vehicles are sealed and do not re"uire any maintenance. A bad wheel bearin# will typically make #rindin#, whinin# or s"uealin# noises, and you can often feel the looseness or rou#hness if you raise the suspension and rotate the wheel by hand. $orn wheel bearin#s should be replaced, because failure may cause the wheel to come off the vehicle. WHEEL CYLINDER: T')# hydraulic component pushes the brake shoes out in a drum brake. The wheel cylinder consists of a small castin# with two outward facin# pistons. $hen hydraulic fluid from the master cylinder is forced into the cylinder, it pushes the two pistons out and applies the brakes. Aeaks sometimes develop around the cup-like piston seals. The cheapest way to fi- a leaky wheel cylinder is to install a "kit" that contains new piston seals. WHEEL SPIN: T')# is when one drive wheel spins uselessly while the other does not turn. 't can happen when one wheel is on a slippery surface %ice, snow, mud, slush& and the other on dry pavement. The reason it happens is because the differential always routes power to the wheel that needs it the least % ee 3ifferential&. The only way to eliminate it is to buy a vehicle with a lockin# differential or traction control %see Traction 4ontrol&.

WHEEL WEIGHTS: A wei#ht used to balance a wheel and tire assembly. 1ost are metal %usually lead& and clip to the wheel rim. $heel wei#hts come in various si(es and styles, and must be properly attached to the rim so they do not move or fall off. 3ifferent style clips are available for various types of rims. elf-adhesive stick-on wei#hts are also available that mount to the inside face of alloy wheels. WHEEL TRAMP: The up-and-down bouncin# motion of a wheel or spindle due to static imbalance or an out-of-round tire or wheel. WINTERIZING: The process of preparin# one=s vehicle for the rava#es of winter. The annual fall ritual includes checkin#, replacin# and2or replenishin# the antifree(e in the coolin# system % ee Antifree(e&, mountin# the snow tires, wa-in# the body to protect it a#ainst road salt, and sometimes a tune-up to aid startin#. WOT: $ide ,pen Throttle. ome carburetors and throttle bodies have a switch that si#nals the en#ine computer when the throttle is wide open. A'!

WRIST PIN: A polished steel pin that attaches a connectin# rod to a piston. ome wrist pins are press fit into the small end of the connectin# rod while others are a "free floatin#" loose fit. YAW: The rotation of the vehicle=s body around its centerpoint as viewed from above. $hen a vehicle enters a turn or makes a sudden lane chan#e, it e-periences a chan#e in yaw. A yaw sensor in the AB stability control system senses this chan#e to determine if the vehicle is e-periencin# understeer or oversteer. 'f the yaw rate indicates a problem, corrective actions are taken to help keep the vehicle under control. ZEV: Sero emission vehicle, one the produces no pollutants. 5nless somebody comes up with a car that burns water, this means an electric-powered car with a battery, fuel cell or flywheel usin# an ener#y stora#e device.

A!