COMPETENCY-BASED LEARNING MATERIAL

SECTOR
Automotive / Land Transport

QUALIFICATION
Automotive Servicing NC I
UNIT OF COMPETENCY
Principles of Internal Combustion Engine
MODULE TITLE
Internal Combustion Engine

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 1 of 54
 COMPETENCY
BASED LEARNING
MATERIALS

Principles of Internal
Combustion Engine
PARTS OF A COMPETENCY-BASED
LEARNING MATERIAL

Reference / Further Reading

Performance Criteria Checklist
Operation / Task / Job Sheet
Self-Check Answer

Self-Check v

Information Sheet
Learning Experiences

Learning Outcome Summary

Module Content

List of Competencies

List of Competencies
List of Competencies
In our efforts to standardize CBLM, the
above parts are recommended for use in
Front Page Competency Based Training (CBT) in
Technical Education and Skills
Development Authority (TESDA) Technology
Institutions. The next sections will show
you the components and features of each
part.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 2 of 54
 HOW TO USE THIS LEARNER’S GUIDE

Welcome to the Module: Principles of Internal Combustion Engine. This

module contains training materials and activities for you to complete.
The unit of competency Principles of Internal Combustion Engine contains
the knowledge, skills and attitudes required for Automotive Servicing NC I. It is
one of the CORE Modules at National Certificate Level (NCI).

You are required to go through a series of learning activities in order to

complete each learning outcomes of the module. In each learning outcome
there are Information Sheets, Resource Sheets and Reference Materials for
further reading to help you better understand the required activities. Follow
these activities on your own and answer self-check at the end of each learning
outcome. Get answer key from your instructor and check your work honesty. If
you have questions, don’t hesitate to ask your facilitator for assistance.

Recognition for Prior Learning (RPL)

You may already have some or most knowledge and skills covered in this
learner’s guide because you have:

Been working for some time.

Already completed training in this area.

If you can demonstrate to your trainer that you are competence in a particular
knowledge or skills, talk to him/her about having them formally recognize so
you won’t have to do the same training again. If you have qualification or
certificate of competency from previous training, show them to your trainer. If
the skills you acquired are still relevant to the module, they may become part
of the evidence you can present for RPL.
Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 3 of 54
At the end of this learning material is a learner’s diary. Use this diary to record
important dates, job undertaken and to other workplace events that will assist
you in further details to your trainer. A Record of Achievement is also
provided for your trainer to complete once you complete this module.

This learning material was prepared to help you achieve the required
competency in Principles of Internal Combustion Engine. This will be the
source of information for you to acquire knowledge and skills in this particular
trade with minimum supervision or help from your instructor.

In doing the activities to complete the requirements of this module, please be

guided by the following:

1. Talk to your trainer and agree on how you will both organize the
training of this unit. Read through the learning guide carefully. It is
divided into sections which cover all the skill and knowledge you need
to successfully complete in this module.

2. Work through all the information and complete the activities in each
section. Read information sheets and complete the self-check.

3. Most probably, your trainer will also be your supervisor or manager.

He/she is there to support you and show you the correct way to do
things.

4. Your trainer will tell you about the important things you need to
consider when you are completing activities and it is important that
you listen and take notes.

5. You will be given plenty of opportunity to ask questions and practice

on the job. Make sure you practice your new skills during regular
work shifts. This way you will improve both your speed and memory
and also your confidence.

6. Use the self-check questions at the end of each section to test your
own progress.
Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 4 of 54
7. Use the self-check questions at the end of each section to test your
own progress.

8. When you are ready, ask your trainer to watch you perform the
activities outline in this module.

9. As you work through the activities, ask for written feedbacks on your
progress. Your trainer keeps feedback/pre-assessment reports for this
reason. When you have this learning material and feel confident that
you have sufficient knowledge and skills, your trainer will arrange and
make an appointment with a registered assessor to assess you. The
results of the assessment will be recorded in your Competency
Achievement Record.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 5 of 54
 LIST OF COMPETENCIES

No. Unit of Competency Module Title Code

1. Principles of Internal
Combustion Engine

2. Engine Construction

3. Engine Adjustment and Testing

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 6 of 54
 Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 7 of 54
 MODULE CONTENT

QUALIFICATION Automotive Servicing NCI

UNIT OF COMPETENCY Principles of Internal Combustion Engine

MODULE TITLE Principles of Internal Combustion Engine

This Module covers principles of operation, the different

MODULE DESCRIPTOR classifications, and the measurements and performance
standards of an internal combustion engine.

NOMINAL DURATION 24 hours

LEARNING OUTCOMES

1. Identify the Principles of Internal Combustion Engine

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 8 of 54

LEARNING OUTCOME SUMMARY

 LEARNING TEST SYSTEM / COMPONENTS AND
OUTCOME No. 1 IDENTIFY FAULTS
CONTENTS:
Internal Combustion Engine
2 Stroke Engine
4 Stroke Engine
Measurement and performance standards
ASSESSMENT CRITERIA:
1. 2 stroke cycle are being explained
2. 4 stroke cycle are being explained
3. Stroke cycles are being identified

CONDITION:

METHODOLOGY:
Demonstration
Online Learning
Self-paced Instruction

ASSESSMENT METHOD:
Written/Online Examination
Practical Demonstration
Direct Observation

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 9 of 54

LEARNING EXPERIENCES
LEARNING OUTCOME 1: TEST SYSTEM / COMPONENTS AND IDENTIFY
FAULTS

Learning Activity/Guide Special Instruction

1. Read Information Sheet No. 1.1-1 on If you have some problem on the content of
Principles of Internal Combustion the information sheet, don’t hesitate to
Engine approach facilitator. If you feel that you are
now knowledgeable on the content of the
information sheet, you can now answer self-
check provided in the module.

2. Answer Self-Check No. 1.1-1 on Compare your answer to the answer key 1.1-
Principles of Internal Combustion 1. If you got 100% correct answer in this self-
Engine check, you can now move to the next
information sheet. If not, review the
information sheet and go over the self-check
again.

3. Read Information Sheet No. 1.1-2 on If you have some problem on the content of
Classification of engine the information sheet, don’t hesitate to
approach facilitator. If you feel that you are
now knowledgeable on the content of the
information sheet, you can now answer self-
check provided in the module.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 10 of 54
4. Answer Self-Check No. 1.1-2 on Compare your answer to the answer key 1.1-
Classification of Engine 2. If you got 100% correct answer in this self-
check, you can now move to the next
information sheet. If not, review the
information sheet and go over the self-check
again.
5. Read Information Sheet No. 1.1-3 on If you have some problem on the content of
Engine Measurement and the information sheet, don’t hesitate to
performance approach facilitator. If you feel that you are
now knowledgeable on the content of the
information sheet, you can now answer self-
check provided in the module.

6. Answer Self-Check No. 1.1-3 on Compare your answer to the answer key 1.1-
Engine Measurement and 1. If you got 100% correct answer in this self-
Performance check, you can now move to the next
information sheet. If not, review the
information sheet and go over the self-check
again.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 11 of 54

Information Sheet No. 1.1-1

 Principles of Internal Combustion Engine

Learning Objectives:
After reading this Information Sheet, you must be able to:
 Define Internal Combustion Engine
 Explain the Principles of Operation
 Understand the importance of Internal Combustion Engine.

Internal Combustion Engine

The internal combustion engine is an engine in which the combustion of
a fuel (normally a fossil fuel) occurs with an oxidizer (usually air) in a
combustion chamber. In an internal combustion engine, the expansion of the
high temperature and high pressure gases produced by combustion apply
direct force to some component of the engine.
The force is applied typically to pistons, turbine blades or a nozzle. This
force moves the component over a distance, transforming chemical energy into
useful mechanical energy.
The term internal combustion engine usually refers to an engine in
which combustion is intermittent, such as the more familiar four-stroke and
two-stroke piston engines, along with variants, such as the six-stroke piston
engine and the Wankel rotary engine. A second class of internal combustion
engines use continuous combustion: gas turbines, jet engine and most rocket
engines, each of which are internal combustion engines on the same principle
as previous described.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 12 of 54
Combustion is the act or process of burning. An "external" or "internal"
combustion engine is defined simply as a machine that converts heat energy
into mechanical energy. Figure 1-1 shows, in simplified form, an external and
an internal combustion engine. In the internal combustion engine, combustion
takes place inside the cylinder and is directly responsible for forcing the piston
to move down. With an external combustion engine, such as a steam engine,
combustion takes place outside the engine. The external combustion engine
requires a boiler to which heat is applied. This combustion causes water to boil
to produce steam. The steam passes into the cylinder under pressure and
forces the piston to move downward. The transformation of HEAT ENERGY to
MECHANICAL ENERGY by the engine is based on the fundamental law of
physics which states that gas expands when heated. The law also states that
when gas is compressed, the temperature of the gas increases. if the gas is
confined with no outlet for expansion, then the pressure of the gas increases
when heat is applied. In the internal combustion engine, the burning of fuel
within an enclosed cylinder results in an expansion of gases. This expansion
creates pressure on top of the piston, causing it to move downward. In an
internal combustion engine, the piston moves up and down within the cylinder.
The relationship between volume, pressure, and temperature within a cylinder
of the engine is explained in the chart below and shown in figure 2-2. Note the
changes within the cylinder while the temperature outside remains a constant
70°F.

Figure 1.1 – Simple External and Internal Combustion Engine

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 13 of 54
View Description
A and B The piston moves upward, compressing the air in the
cylinder.
 As volume decreases, pressure increases, and
temperature rises. These changing conditions
B and C
continue, as the piston moves upward.
As the piston nears TDC, volume is still decreasing.
Because of compression within the cylinder, both
D
pressure and temperature of the air are now greater
than at the beginning

Figure 1.2 – Volume, Pressure and Temperature Relationship

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 14 of 54
This up-and-down motion is known as RECIPROCATING MOTION. This
motion (straight-line motion) must be changed into ROTARY Figure1.2.
Volume, pressure, and temperature relationships.
MOTION (turning motion) to turn the wheels of a vehicle. A crankshaft and a
connecting rod change their reciprocating motion to rotary motion. All internal
combustion engines, whether gasoline or diesel, are basically the same. We can
best demonstrate this by saying they all rely on three things—FUEL, AIR, and
IGNITION.
FUEL contains potential energy for operating the engine; AIR contains the
oxygen necessary for combustion; and IGNITION starts combustion. Each one
is fundamental, and an engine cannot operate without them. Any discussion of
engines must be based on these three factors and the steps and mechanisms
involved in delivering them to the combustion chamber at the proper time.
DEVELOPMENT OF POWER
The power of an internal combustion engine comes from burning a
mixture of fuel and air in a small, enclosed space. When this mixture bums, it
expands greatly, and the push or pressure created is used to move the piston,
thereby rotating the crankshaft. This motion is eventually sent to the wheels
that move the vehicle.

Since similar action occurs in each cylinder of an engine, let’s use one
cylinder to describe the steps in the development of power. The one-cylinder
engine consists of four basic parts, as shown in figure 1.3. First, we must have
a CYLINDER that is closed at one end; this cylinder is similar to a tall metal
can that is stationary within the engine block. Inside this cylinder is the
PISTON—a movable plug. It fits snugly into the cylinder but can still slide up
and down easily. This piston movement is caused by fuel burning in the
cylinder and results in production of reciprocating motion.

You have already learned that the up-and-down movement of the piston
is called reciprocating motion. This motion must be changed into rotary
motion, so the wheels or tracks of a vehicle can rotate. This change is
accomplished by a throw on the CRANKSHAFT and the CONNECTING ROD
which connects the piston and crankshaft throw.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 15 of 54

The throw is an offset section of the crankshaft that scribes a circle, as

the shaft rotates. The top end of the connecting rod is connected to the piston
and must therefore go up and down. The lower end of the connecting rod is
attached to the Crankshaft. The lower end of the connecting rod also, moves up
and down but, because it is attached to the crankshaft, it must also move in a
circle.

When the piston of the engine slides downward because of the pressure
of the expanding gases in the cylinder, the upper end of the connecting rod
moves downward with the piston in a straight line. The lower end of the
connecting rod moves down and in a circular motion at the same time. This
moves the throw and, in turn, the throw rotates the crankshaft; this rotation is
the desired result. So remember, the crankshaft and connecting rod
combination is a mechanism for the purpose of changing straight line, or
reciprocating motion to circular, or rotary motion.

Figure 1.3 —Cylinder, piston, connecting rod, and crankshaft for a one-cylinder engine

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 16 of 54

FOUR-STROKE-CYCLE ENGINE
 Each movement of the piston from top to bottom or from
bottom to top is called a stroke. The piston takes two strokes (an up stroke and
a down stroke), as the crankshaft makes one complete revolution Figure 1.4
shows the motion of a piston in its cylinder. The piston is connected to the
rotating crankshaft by a connecting rod. In view A of figure 1.4, the piston is at
the beginning or top of the stroke. As the crankshaft rotates, the connecting
rod pulls the piston down. When the crankshaft has rotated one-half turn, the
piston is at the bottom of the stroke. Now look at view B of figure 1.4. As the
crankshaft continues to rotate, the connecting rod begins to push the piston
up. The position of the piston at the instant its motion changes from down to
up is known as bottom dead center (BDC). The piston continues moving
upward until the motion of the crankshaft causes it to begin moving down.
This position of the piston at the instant its motion changes from up to down is
known as top dead center (TDC). The term dead indicates where one motion
has stopped (the piston has reached the end of the stroke) and its opposite
turning motion is ready to start. These positions are called rock positions and
discussed later under "Timing."

Figure 1.4 – Piston Stroke Technology

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 17 of 54
The following paragraphs provide a simplified explanation of the action within
the cylinder of a fourstroke-cycle gasoline engine. It is referred to as a
fourstroke cycle because it requires four complete strokes of the piston to
complete one engine cycle

Figure 1.5 Four Stroke Cycle in a Gasoline Engine

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 18 of 54
Intake Stroke
The first stroke in the sequence is called the INTAKE
stroke (fig 1.5). During this stroke, the piston is moving downward and the
intake valve is open. This downward movement of the piston produces a partial
vacuum in the cylinder, and the air-fuel mixture rushes into the cylinder past
the open intake valve. This is somewhat the same effect as when you drink
through a straw. A partial vacuum is produced in the mouth and the liquid
moves up through the straw to fill the vacuum.

Compression Stroke
When the piston reaches bottom dead center (BDC) at the
end of the intake stroke and is therefore at the bottom of the cylinder, the
intake valve closes. This seals the upper end of the cylinder. As the crankshaft
continues to rotate, it pushes up through the connecting rod on the piston. The
piston is therefore pushed upward and compresses the combustible mixture in
the cylinder; this is called the COMPRESSION stroke (fig1.5). In gasoline
engines, the mixture is compressed to about one eighth of its original volume;
this is called 8 to 1 compression ratio. This compression of the air-fuel mixture
increases the pressure within the cylinder. Compressing the mixture makes it
even more combustible; not only does the pressure in the cylinder increase, but
the temperature of the mixture also increases.

Power Stroke
As the piston reaches top dead center (TDC) at the end of
the compression stroke and therefore has moved to the top of the cylinder, the
compressed air-fuel mixture is ignited. The ignition system causes an electric
spark to occur suddenly in the cylinder, and the spark ignites the air-fuel
mixture. In burning, the mixture gets very hot and tries to expand in all
directions. The pressure rises between 600 to 700 pounds per square inch.
Since the piston is the only thing that can move, the force produced by the
expanded gases forces the piston down. This force, or thrust, is carried through
the connecting rod to the crankshaft throw on the crankshaft. The crankshaft
is given a powerful push This is called the POWER stroke (fig1.5). This turning
effort, rapidly repeated in the engine and carried through gears and shafts,
turns the wheels of a vehicle and causes it to move.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 19 of 54
Exhaust Stroke
 After the air-fuel mixture has burned, it must be cleared
from the cylinder. This is done by opening the exhaust valve just as the power
stroke is finished, and the piston starts back up on the EXHAUST stroke(fig
1.5). The piston forces the burned gases out of the cylinder past the open
exhaust valve.

TWO-STROKE-CYCLE ENGINE
In the two-stroke-cycle engine (fig. 1.6), the same four
events (intake, compression, power, and exhaust) take place in only two
strokes of the piston and one complete revolution of the crankshaft. The two
piston strokes are the compression stroke (upward stroke of the piston) and
power stroke (the downward stroke of the piston). Remember that a diesel
engine has six events that must happen to complete a cycle of operation. To
better understand the cycle of operation that happens inside the cylinders of a
two-stroke diesel engine, refer to the chart below while reviewing figure 1.6.
Sequence of events Description of Events

(1) Scavenging (intake) A fresh change of air is forced into the cylinder intake ports by
the blower. Exhaust gases escape through the open exhaust
valves.
(2) Compression As the piston moves upward, the intake ports are covered and
the exhaust valves close. The air is compressed in the cylinder;
the piston continues to move towards TDC.
(3) Injection/ignition and When the piston nears the top of its stroke, fuel is injected
(4) Combustion into the cylinder.
(5) Expansion (power) The fuel ignites due to the heat of compression.
The rapid expansion of burning gases forces the piston down.

(6) Exhaust As the piston nears BDC, the exhaust valves open, starting the
release of exhaust.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 20 of 54
Figure 1.6 - Strokes and events in a two-stroke-cycle diesel engine cylinder

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 21 of 54
As shown earlier, a power stroke is produced every crankshaft revolution
within the two-stroke-cycle engine, whereas the four-stroke-cycle engine
requires two revolutions for one power stroke. It might appear then that the
two-stroke-cycle engine can produce twice as much power as the four-stroke-
cycle engine of the same size, operating at the same speed; however, this power
increase is limited to approximately 70 to 80 percent because some of the
power is used to drive a blower that forces the air charge into the cylinder
under pressure. Also, the burned gases are not completely cleared from the
cylinder, reducing combustion efficiency. Additionally, because of the much
shorter period the intake port is open (compared to the period the intake valve
in a four stroke is open), a relatively smaller amount of air is admitted. Hence,
with less air, less power per stroke is produced in a two-stroke-cycle engine.
You need to know the differences between a two-stroke and four-stroke engine.
Study the following chart:
TWO-STROKE FOUR-STROKE

1. One cycle equals one 1. One cycle equals two

crankshaft revolution crankshaft revolutions
and two piston strokes. and four piston
2. Requires a blower strokes.
3. Requires intake and 2. Blower is optional.
exhaust ports or intake 3. Requires only intake
ports and exhaust and exhaust valves
valves

Figure 1.7 shows a comparison of events that occur during the same length of
time for both two-stroke- and four-stroke-cycle engines. Notice the shaded
areas that represent the overlapping of events.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 22 of 54
 Figure 1.7 - Comparison of two-stroke and four-stroke cycles

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 23 of 54
SELF-CHECK 1.1-1
Direction: Give the correct answer of the following questions.

1. For a vehicle to move, reciprocating motion must be changed to what

type of motion?

2. On what three things must an internal combustion engine rely to

operate?

3. A one-cylinder engine consists of what number of parts?

4. A two-stroke engine has approximately what percentage of power

increase over a four-stroke engine?

5. In a two-stroke diesel engine, what sequence of events happens during

the intake stroke?

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 24 of 54
ANSWER KEY 1.1-1

1. Rotary Motion

2. Fuel, Air, Ignition

3. Four / 4 (cylinder, piston, connecting rod, crankshaft

4. 70-80%

5. Scavenging

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 25 of 54
 Information Sheet No. 1.1-2

CLASSIFICATION OF ENGINES

Learning Objectives:
After reading this Information Sheet, you must be able to:
 Recognize the differences in the types, the cylinder arrangements, and
the valve arrangements of internal combustion engines.

Engines for automotive and construction equipment may be classified in a

number of ways: type of fuel used, type of cooling used, or valve and cylinder
arrangement. They all operate on the internal combustion principle, and the
application of basic principles of construction to particular needs or systems of
manufacture has caused certain designs to be recognized as conventional. The
most common method of classification is by the type of fuel used; that is,
whether the engine burns gasoline or diesel fuel.

ENGINE COMPARISON
Mechanically and in overall appearance, gasoline and diesel engines
resemble one another; however, in the diesel engine, many parts are somewhat
heavier and stronger, so they can withstand higher temperatures and
pressures that the engine generates. The engines differ also in the type of fuel
used and how the air-fuel mixture is ignited. In a gasoline engine, the air and
fuel are mixed together in a carburetor or fuel injection system. After this
mixture is compressed in the cylinders, it is ignited by an electrical spark from
the spark plugs.
A diesel engine has no carburetor. Air alone enters the cylinder where ii is
compressed and reaches a high temperature due to compression. The heat of
compression ignites the fuel injected into the cylinder and causes the air-fuel
mixture to burn. A diesel engine requires no spark plugs; the contact of diesel
fuel with hot air in the cylinders causes ignition. In a gasoline engine, the heat
from compression is not enough to ignite the air-fuel mixture, so spark plugs
are required.
Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo
 Revision No. Page 26 of 54

Figure 1.8—Comparison of two-stroke and four-stroke cycles.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo
 Revision No. Page 27 of 54

MULTIPLE-CYLINDER ENGINES
The discussion so far has been on a single cylinder engine. A single
cylinder provides one power impulse every two crankshaft revolutions in a four-
stroke-cycle engine and is delivering power only one fourth of the time. To
provide for a more continuous flow of power, modem engines use four, six,
eight. or more cylinders. The same series of cycles discussed previously take
place in each cylinder.
In a four-stroke cycle, six-cylinder engine, for example, the throws on the
crankshaft are set 120 degrees apart, the throws for cylinders 1 and 6, 2 and 5,
3 and 4 being in line with each other (fig. 1.9). The cylinders fire or deliver
power strokes in the following order: l-5-3-6-2-4. The power strokes follow each
other so closely that there is a fairly continuous and even delivery of power to
the crankshaft.
Even so, additional leveling off of the power impulses is desirable, so the
engine runs more smoothly. A flywheel (fig. 1.9) is used to achieve this result.

Figure 1.9—Crankshaft for a sixcylinder engine

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
 Ms. Monique Montalbo Revision No. Page 28 of 54

To understand how the flywheel functions, let’s consider a single cylinder

engine. It is delivering power only one fourth of the time during the power
stroke. During the other three strokes, it is absorbing power to push out the
exhaust gas, to pull in a fresh charge, and to compress the charge. The
flywheel makes the engine run without varying much of the speed during each
revolution. It is a heavy steel wheel, attached to the end of the crankshaft.
When it is rotating, considerable effort is required to slow it down or stop it.
Although the wheel does slow down somewhat as it delivers power to the
engine during the exhaust, intake, and compression strokes, the wheel speed
increases during the power stroke. In effect, the flywheel absorbs some of the
engine power during the power stroke and then provides it back to the engine
during the other three strokes.
In a multi-cylinder engine, the flywheel functions in a similar manner. It
absorbs power when the engine tends to speed up during the power stroke,
and it provides power to the engine when the engine tends to slow down during
intervals when little power is being delivered by the engine.
In addition to the engine itself, which is the power producer, there must
be accessory systems to provide the engine with other requirements necessary
to operate it. These systems are the fuel system, the lubrication system, the
electrical system, the cooling system, and the exhaust system

ARRANGEMENT OF CYLINDERS
Engines are also classified according to the arrangement of the cylinders
(fig. 1.10): IN-LINE with all cylinders cast in a straight line above the
crankshaft; V-TYPE with two banks of cylinders mounted in a Vshape above
the crankshaft; HORIZONTAL OPPOSED with cylinders arranged 180 degrees
from other with opposing cylinders sharing a common crankshaft journal; and
RADIAL with the cylinders placed in a circle around the crankshaft.
IN-LINE—In-line is a common arrangement for both automotive and truck
applications. It is commonly built in four- and six-cylinder configurations.
V-TYPE—V-type is also a common arrangement for both automotive and truck
applications. The V-type engine in a six-cylinder configuration is suitable for
front-wheel drive cars where the engine is mounted transversely.
HORIZONTAL OPPOSED—This engine is designed to fit into compartments
where height is a consideration. It is used for air-cooled configurations.
RADIAL—This engine is designed almost exclusively for an aircraft engine.
Date Developed: Document No. AS-NCI
June 2020
 Competency Based Issued by:
Learning Material Developed by: VCPC
Ms. Monique Montalbo
Revision No. Page 29 of 54

Figure1.10 —Typical cylinder arrangements

The cylinders are numbered. The cylinder nearest the front of an in-line engine
is number 1. The others are numbered 2, 3, 4, and so on, from front to rear. In
V-type engines, the numbering sequence varies by manufacturer. You should
always consult the manufacturer's manual for the correct order.
The FIRING ORDER (which is different from the NUMBERING ORDER)
of the cylinders of most engines is stamped on the cylinder block or on the
manufacturer’s nameplate. If you are unable to locate the firing order and no
operation or instruction manual is available, turn the engine over by the
crankshaft and watch the order in which the intake valves open.
Date Developed: Document No. AS-NCI
 June 2020 Issued by:
Competency Based VCPC
Learning Material Developed by:
Ms. Monique Montalbo Revision No. Page 30 of 54

ARRANGEMENT OF VALVES
The majority of internal combustion engines also are classified according
to the position and arrangement of the intake and exhaust valves, whether the
valves are located in the cylinder head or cylinder block. The following are
types of valve arrangements with which you may come in contact:

 L-HEAD (fig. 1.11)—The intake and the exhaust valves are both located
on the same side of the piston and cylinder. The valve operating
mechanism is located directly below the valves, and one camshaft
actuates both the intake and the exhaust valves.
 I-HEAD (fig. 1-12)—The intake and the exhaust valves are both mounted
in a cylinder head directly above the cylinder. This arrangement requires
a tappet, a pushrod, and a rocker arm above the cylinder to reverse the
direction of valve movement. Although this configuration is the most
popular for current gasoline and diesel engines, it is rapidly being
superseded by the overhead camshaft.
 Figure 1.11 L-HEAD Engine Figure 1.12 I-HEAD Engine

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 31 of 54

 F-HEAD (fig. 1.13)—The intake valves are normally located in the head,
while the exhaust valves are located in the engine block. The intake
valves in the head are actuated from the camshaft through tappets,
pushrods, and rocker arms. The exhaust valves are actuated directly by
tappets on the camshaft.
 T-HEAD (fig. 1-14)—The intake and the exhaust valves are located on
opposite sides of the cylinder in the engine block, each requires their own
camshaft.
 Figure 1.13 F-HEAD Engine
Figure 1.14 T-HEAD Engine

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 32 of 54

 SINGLE OVERHEAD CAMSHAFT (fig. 1.15)—The camshaft is located in

the cylinder head. The intake and the exhaust valves are both operated
from a common camshaft. The valve train may be arranged to operate
directly through the lifters, as shown in view A, or by rocker arms, as
shown in view B. This configuration is becoming popular for passenger
car gasoline engines.
 DOUBLE OVERHEAD CAMSHAFT (fig. 1.16)—When the double
overhead camshaft is used, the intake and the exhaust valves each
operate from separate camshafts directly through the lifters. It provides
excellent engine performance and is used in more expensive automotive
applications
Figure 1.15 —Single overhead camshaft configurations.
Figure 1.16 — Double
overhead camshaft configuration

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 33 of 54
SELF-CHECK 1.1-2

Direction: Give the correct answer of the following questions.

1. Other than construction, what three things differ in gasoline and diesel

engines?

2. What type of cylinder arrangement is used when height is a

consideration?

3. In a horizontal-opposed engine, the cylinders are arranged at what

number of degrees from each other?

4. What type of head design has the valves arranged directly over the

cylinder?

5. What type of head design has exhaust valves located in the engine block?
 Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 34 of 54
ANSWER KEY 1.1-2

1. Fuel, lubrication, electrical, cooling and exhaust systems

2. Horizontal opposed

3. 180 degrees

4. I-Head

5. F-Head
 Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 35 of 54

Information Sheet No. 1.1-3

ENGINE MEASUREMENTS AND PERFORMANCE

Learning Objectives:
After reading this Information Sheet, you must be able to:

 Identify terms
 Perform engine measurements
 Know the performance standards of an Internal combustion
engine.

As a Construction Mechanic, you must know the various ways that

engines and engine performance are measured. An engine may be measured in
terms of cylinder diameter, piston stroke, and number of cylinders. It may be
measured, performance wise, by the torque and horsepower it develops and by
efficiency.
DEFINITIONS
WORK is the movement of a body against an opposing force. In the
mechanical sense of the term, this is done when resistance is overcome by a
force acting through a measured distance. Work is measured in units of foot-
pounds. One foot-pound of work is equivalent to lifting a l-pound weight a
distance of 1 foot. Work is always the force exerted over a distance. When there
is no movement of an object, there is no work, regardless of how much force is
exerted.
 ENERGY is the ability to do work. Energy takes many forms, such as
heat, light, sound, stored energy (potential), or as an object in motion (kinetic
energy). Energy performs work by changing from one form to another. Take the
operation of an automobile for example; it does the following:
 When a car is sitting still and not running, it has potential energy
stored in the gasoline.
Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 36 of 54

 When a car is set in motion, the gasoline is burned, changing its

potential energy into heat energy. The engine then transforms the
heat energy into kinetic energy by forcing the car into motion.
 The action of stopping the car is accomplished by brakes. By the
action of friction, the brakes transform kinetic energy back to heat
energy. When all the kinetic energy is transformed into heat
energy, the car stops.

POWER is the rate at which work is done. It takes more power to work
rapidly than to work slowly. Engines are rated by the amount of work they can
do per minute. An engine that does more work per minute than another is
more powerful.
The work capacity of an engine is measured in horsepower (hp). Through
testing, it was determined that an average horse can lift a 200-pound weight to
a height of 165 feet in 1 minute. The equivalent of one horsepower can be
reached by multiplying 165 feet by 200 pounds (work formula) for a total of
33,000 foot pounds per minute (fig. 1.17). The formula for horsepower is the
following:
Hp = ft-lb. per min = L x W
33,000 = 33,000 x t
L = length, in feet, through which W is moved
W = force, in pounds, that is exerted through distance L
T = time, in minutes, required to move W through L
 Figure 1.17 Horsepower

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 37 of 54

A number of devices are used to measure the hp of an engine. The most

common device is the dynamometer. A number of devices are used to measure
the hp of an engine. The most common device is the dynamometer.

An ENGINE DYNAMOMETER (fig. 1.18) may be used to bench test an

engine that has been removed from a vehicle. If the engine does not develop the
recommended horsepower and torque of the manufacturer, you know further
adjustments and/or repairs on the engine are required.
The CHASSIS DYNAMOMETER (fig. 1.18) is used for automotive service,
since it can provide a quick report on engine conditions by measuring output
at various speeds and loads. This type of machine is useful in shop testing and
adjusting an automatic transmission. On a chassis dynamometer, the driving
wheels of a vehicle are placed on rollers. By loading the rollers in varying
amounts and by running the engine at different speeds, you can simulate
many driving conditions. These tests and checks are made without interference
by other noises, such as those that occur when you check the vehicle while
driving on the road.
Figure 1.18 – Engine and Chassis Dynamometer
Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 38 of 54
Another device that measures the actual usable horsepower of an engine is the
PRONY BRAKE (fig. 1.19). It is used very little today, but is simple to
understand. It is useful for learning the concept of horsepower-measuring
tools. It consists of a flywheel surrounded by a large braking device. One end of
an arm is attached to the braking device, while the other end exerts pressure
on a scale. In operation, the engine is attached to, and drives, the flywheel. The
braking device is tightened until the engine is slowed to a predetermined rpm.
As the braking device slows the engine, the arm attached to it exerts pressure
on a scale. Based on the reading at the scale and engine rpm, a brake
horsepower valve is calculated by using the following formula:
6.28 x length of arm x engine rpm x scale reading

33,000

It must be noted that 6.28 and 33,000 are constants in the formula,
meaning they never change. For example, a given engine exerts a force of 300
pounds on a scale through a 2-foot-long arm when the brake device holds the
speed of the engine at 3,000 rpm. By using the formula, calculate the brake
horsepower as follows:
6.28 x 2 x 3000 x 300 = 342.55 brake horsepower

33,000

Figure 1.19 – Pony Brake

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 39 of 54
 TORQUE is a force that, when applied, tends to result in twisting an
object, rather than its physical movement. When the torque is being measured,
the force that is applied must be multiplied by the distance from the axis of the
object. Torque is measured in pound-feet (not to be confused with work which
is measured in foot-pounds). When torque is applied to an object, the force and
distance from the axis depends on each other. For example, when 100 foot-
pounds of torque is applied to a nut, it is equivalent to a 100-poundforce being
applied from a wrench that is l-foot long. When a 2-foot-long wrench is used,
only a 50-pound force is required. An
illustration of a torque wrench in use is
shown in figure 1.20

Figure 1.20 —Torque wrench in use, tightening main bearing stud of an engine.

ENGINE TORQUE is a rating of the turning force at the engine

crankshaft. When combustion pressure pushes the piston down, a strong
rotating force is applied to the crankshaft. This turning force is sent to the
transmission or transaxle, drive line or drive lines, and drive wheels, moving
the vehicle. Engine torque specifications are provided in a shop manual for a
particular vehicle. One example, 78 pound-feet @ 3,000 (at 3,000) rpm is given
for one particular engine. This engine is capable of producing 78 pound-feet of
torque when operating at 3,000 revolutions per minute.
FRICTION is the resistance to motion between two objects in contact
with each other. The reason a sled does not slide on bare earth is because of
friction It slides on snow because snow offers little resistance, while the bare
earth offers a great deal of resistance.
Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 40 of 54
 Friction is both desirable and undesirable in an automobile or any other
vehicle. Friction in an engine is undesirable because it decreases the power
output; in other words, it dissipates some of the energy the engine produces.
This is overcome by using oil, so moving components in the engine slide or roll
over each other smoothly. Frictional horsepower (fhp) is the power needed to
overcome engine friction. It is a measure of resistance to movement between
engine parts. Frictional horsepower is POWER LOST to friction. It reduces the
amount of power left to propel a vehicle. Friction, however, is desirable in
clutches and brakes, since friction is exactly what is needed for them to
perform their function properly.
One other term you often encounter is INERTIA. Inertia is a
characteristic of all material objects. It causes them to resist change in speed
or direction of travel. A motionless object tends to remain at rest, and a moving
object tends to keep moving at the same speed and in the same direction. A
good example of inertia is the tendency of your automobile to keep moving even
after you have removed your foot from the accelerator. You apply the brake to
overcome the inertia of the automobile or its tendency to keep moving.

The term efficiency means the relationship between the actual and
theoretical power output. Volumetric efficiency (fig. 1.21) is the ratio between
the amount of air-fuel mixture that actually enters the cylinder and the
amount that could enter under ideal conditions. The greater volumetric
efficiency, the greater the amount of air-fuel mixture entering the cylinder; and
the greater the amount of air-fuel mixture, the greater the power produced by
the engine.

Increasing volumetric efficiency increases engine performance.

Volumetric efficiency can be increased in the following ways:

 Keep the intake mixture cool by ducting intake air from outside the
engine compartment. By keeping the fuel cool, you can keep the
intake mixture cooler. The cooler the mixture, the higher the
volumetric efficiency. This is because a cool mixture is denser or
more tightly packed.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 41 of 54
 Modify the intake passages (fig. 1.22). Changes to the intake
passages that make it easier for the mixture to flow through will
increase the volumetric efficiency. Other changes include
reshaping ports to smooth bends, reshaping the back of the valve
heads, or polishing the inside of the ports.
 Altering the time that the valves open or how far they open can
increase volumetric efficiency.
 By supercharging and turbocharging, you can bring the volumetric
efficiency figures to over 100 percent.

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 42 of 54
Figure 1.22 Port design
consideration
LINEAR MEASUREMENTS
The size of an engine cylinder is indicated in terms of bore and stroke
(fig. 1.23). BORE is the inside diameter of the cylinder. STROKE is the distance
between top dead center (TDC) and bottom dead center (BDC). The bore is
always mentioned first. For example, a 3 1/2 by 4 cylinder means that the
cylinder bore, or diameter, is 3 1/2 inches and the length of the stroke is 4
inches. These measurements are used to figure displacement.
PISTON DISPLACEMENT is the volume of space that the piston
displaces, as it moves from one end of the stroke to the other. Thus the piston
displacement in a 3 1/2-inch by 4-inch cylinder would be the area of a 3 1/2-
inch circle multiplied by 4 (the length of the stroke.) The area of a circle is R 2.
where R is the radius (one half of the diameter) of the circle. With S being the
length of the stroke, the formula for volume (V) is the following:
V = π R2 x S
π= 3.14
V = π (1 .75)2 x 4
V = 3.14 x 3.06 x 4
V = 38.43 cu in.

Figure 1.23 – Bore and Stroke of an

engine cylinder

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 43 of 54
The total displacement of an engine is found by multiplying the volume of one
cylinder by the total number of cylinders.
38.43 cu in. x 8 cylinders = 307.44 cu in.
The displacement of the engine is expressed as 307 cubic inches in the English
system. To express the displacement of the engine in the metric system,
convert cubic inches to cubic centimeters. This is done by multiplying cubic
inches by 16.39. It must be noted that 16.39 is constant.
307.44 cu in. x 16.39 = 5,038.9416 cc
To convert cubic centimeters into liters, divide the cubic centimeters by 1,000.
This is because 1 liter = 1,000 cc.
5,038.9416 = 5.0389416
1,000

The displacement of the engine is expressed as 5.0 liters in the metric system.

ENGINE PERFORMANCE
The COMPRESSION RATIO of an engine is a measurement of how much
the air-fuel charge is compressed in the engine cylinder. It is calculated by
dividing the volume of one cylinder with the piston at BDC by the volume with
the piston TDC (fig. 1.24). One should note that the volume in the cylinder at
TDC is called the clearance volume.
For example, supposed that an engine cylinder has a volume of 80 cubic
inches with the piston at BDC and a volume of 10 cubic inches with the piston
at TDC. The compression ratio in this cylinder is 8 to 1, determined by dividing
80 cubic inches by 10 cubic inches; that is, the air-fuel mixture is compressed
from 80 to 10 cubic inches or to one eighth of its original volume.
Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 44 of 54
Two major advantages of increasing compression ratio are that power
and economy of the engine improve without added weight or size. The
improvements come about because with higher compression ratio the air-fuel
mixture is squeezed more.
 This means a higher initial pressure at the start of the power stroke. As a
result, there is more force on the piston for a greater part of the power stroke;
therefore, more power is obtained from each power stroke.
Increasing the compression ratio, however, brings up some problems.
Fuel can withstand only a certain amount of squeezing without knocking.
Knocking is the sudden burning of the air-fuel mixture that causes a quick
increase in pressure and a rapping or knocking noise. The fuel chemists have
overcome knocking by creating antiknock fuels. (Antiknock fuels are described
in a later module).
Oxygen must be present if combustion is to occur in the cylinder, and
since air is the source of the supply of oxygen used in engines, the problem
arises of getting the proper amount of air to support combustion. This factor is
known as the AIR-FUEL RATIO. A gasoline engine normally operates at
intermediate speeds on a 15 to 1 ratio; that is, 15 pounds of air to 1 pound of
gasoline.

D
I
V

Figure 1.24 Compression Ratio

TIMING
In a gasoline engine, the valves must open and close at the proper times
with regard to piston position and stroke. In addition, the ignition system must
produce sparks at the proper time, so power strokes can start. Both valve and
ignition system action must he timed properly to obtain good engine
performance.

Figure 1.25 Typical Valve Timing Diagram

VALVE TIMING (fig. 1.25) is a system developed for measuring valve

operation in relation to crankshaft position (in degrees), particularly the points
when the valves open, how long they remain open, and when they close. Valve
timing is probably the single most important factor in tailoring an engine for
special needs. An engine can be made to produce its maximum power in
various
Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 46 of 54
speed ranges by altering valve timing. The following factors together make up a
valve operating sequence:
 Figure 1.26 – Opening and Closing point of valve
Figure 1.27 – Valve Opening Duration
Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 47 of 54
1. The opening and closing points (fig. 1.26) are positions of the crankshaft (in
degrees) when the valves just begin to open and just finish closing.
2. Duration (fig. 1.27) is the amount of crankshaft rotation (in degrees) that a
given valve remains open.
3. Valve overlap (fig. 1.28) is a period in a four stroke cycle when the intake
valve opens before the exhaust valve closes.
4. Valve timing considerations, throughout the crankshaft revolution, the
speed of the piston changes. From a stop at the bottom of the stroke, the
piston reaches its maximum speed halfway through the stroke and gradually
slows to a stop as it reaches the end of the stroke. The piston behaves exactly
the same on the down stroke. One of these periods begins at approximately 15
to 20 degrees before top dead center (BTDC) and ends at approximately 15 to
20 degrees after top dead center (ATDC). The other period begins approximately
15 to 20 degrees before bottom dead center (BBDC) and ends approximately 15
to 20 degrees after bottom dead center (ABDC). These two positions are shown
in figure 1.29. These positions are commonly referred to as ROCK POSITIONS.

Figure 1.28 Valve Timing

Diagram showing valve
Overlap
Date Docume
Develo nt No.
Comp ped: AS-NCI
etenc Issued
y June by:
Based 2020 VCPC
Learn
Develo
ing
ped by: Re Pag
Mater Ms.
ial vis e
Moniqu ion 48
e No of
 Montalbo . 54

Figure 1.29 Rock Position

IGNITION TIMING (fig. 1.30) refers to the timing of the spark plug firing with
relation to the piston position during compression and power strokes. The
ignition system is timed, so the spark occurs before the piston reaches TDC on
the compression stroke. This gives the mixture enough time to ignite and start
burning.
If this time were not provided—that is, if spark occurred at or after TDC—then
the pressure increases would take place too late to provide a full-power stroke.
In figure 1.30, view A, the spark occurs at 10 degrees before top dead center;
view B, the spark occurs at top dead center; and view C, the spark occurs at 10
degrees after top dead center. At higher speeds, there is still less time for the
air-fuel mixture to ignite and
Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
 Learning Material
Developed by: Revision No. Page 49 of 54
Ms. Monique Montalbo

burn. The ignition system includes both the vacuum and mechanical advance
mechanisms that alter ignition timing to compensate for this and avoid power
loss, as engine speeds increases.

Figure 1.30 – Ignition Timing

Date Developed: Document No. AS-NCI

 June 2020 Issued by:
Competency Based VCPC
Learning Material Developed by:
Ms. Monique Montalbo Revision No. Page 50 of 54

SELF-CHECK 1.1-3

Direction: Give the correct answer of the following questions.

1. One foot-pound of work is equivalent to lifting I pound what distance?

2. What device uses a flywheel to measure actual usable horsepower?

3. What term is used for resistance to motion?

4. The relationship between actual power produced by an engine and

actual power delivered to the crankshaft is known by what term?

5. What metric unit of measurement is used to express engine

displacement?
 Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 51 of 54

ANSWER KEY 1.1-3

1. One foot

2. Pony Brake

3. Friction

4. Mechanical Efficiency

5. Liters
 Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 52 of 54

TASK SHEET No. 1.1

TITLE: 4 Stroke Cycle

4 Stroke Cycle

Performance Objectives To be able to explain stages of 4 stroke

cycle/engine

Supplies/Materials Modules
Videos

Equipment

Steps/Procedure
Assessment Methods Demonstration With Oral Questioning
Performance Criteria Checklist

Date Developed: Document No. AS-NCI

June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 53 of 54

CRITERIA YES NO

1. Explained stroke

2. Identified the stages

3. Explained how intake process worked

4. Explained how compression process worked

5. Explained how power stroke worked

6. Explained how exhaust stroke worked

Performance Criteria Checklist No. 1.1

Job/Task Sheet
 Date Developed: Document No. AS-NCI
June 2020 Issued by:
Competency Based VCPC
Learning Material
Developed by:
Ms. Monique Montalbo Revision No. Page 54 of 54