tata safari storme ppt.pdf

TATA SAFARI STORME GS 800 VARICORE

INTRODUCTION
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SAFARI STORME GS-800 is a SUV type of vehicle that has
been built on a completely new platform.
Powering the TATA STORME GS-800 is TATA MOTORS
proven 2.2 Liter Engine that aids drivability, especially while
tackling rough hard hitting roads. SAFARI STORME GS-800
4x4 comes with transfer case.
When the driving conditions demand, It delivers very smooth
four-wheel drive operation.
For enhanced safety of occupants, the SAFARI STORME
GS-800 has SRS (Air bag) and ABS (Anti lock Braking System)
, in addition to having disc brakes on the front and drum
brake at rear wheels.
Advanced electronics are employed to control its various
functions.
SAFARI STORME GS-800 is ﬁtted with high quality Music
System for the entertainment to the passengers.
LPs 1.11.1

TECHNICAL DATA
Ser
No
Engine
(i) Type Direct Injection Common Rail
Turbocharged Intercooled
Diesel
Engine
(ii) No. of cylinders 4 Inline
(iii) 4 Inline Bore/ stroke 85mm X 96mm
(iv) Capacity 2179 cc
(v) Max. Engine output 110 KW (150 PS) at 4000 rpm as
per CMVR 115 (9)1996.
(vi) Max. Torque 320 Nm in the speed range of
1500-3000 rpm as per CMVR
115 (9)1996.
(vii) Compression ratio 16:1
LPs 1.11.1

TECHNICAL DATA
(viii) Firing order 1 – 3 - 4 - 2
(ix) Engine oil capacity Max : 7.5 liters and
Min: 5.5 liters
(x) Weight of engine 225 kg (Dry)
(xi) Radial frontal area 2600 sq.cm
minimum
LPs 1.11.1

TECHNICAL DATA
(xii) Special items /
features
Direct injection, common rail 16 valves,
centralized injector.
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Fully electronic control fuel injection
system.
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Higher injection system pressure (1600
bar).
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Variable geometry turbo charger with
electric actuator.
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Hydraulic lash adjusters and roller ﬁnger
followers.
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Auto Timing belt Tensioner.
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EGR cooler with bypass option.
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Gallery cooled pistons.
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Single Mass Flywheel.
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LPs 1.11.1

S/NO DICOR VARICOR
1 Torque is 400 Nm Torque is 320Nm
2
VGT turbocharger actuated by
ECU through vacuum actuator
VTT turbocharger
actuated by ECU
through rotary
electric
actuator(REA)
3
EGR actuated by ECU through
vacuum actuator
EGR actuated by
ECU through
Electronic actuator
4 SRS not provided(optional)
SRS provided for
Dvr and Co-Dvr
safety
5 Manual adjusting clutch provided
Self adjusting
clutch (SAC)
provided
DIFFERENCE BETWEEN DICOR & VARICOR
LPs 1.11.1

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Remote Operated Central Door Locking:- Pressing the Lock
push - button of remote once locks all the doors of the
vehicle.
Unlocking through Remote :- Pressing the unlock push-
button of remote will unlock all the Doors.
Manual Operation of Central Door locking / Unlocking:- All
doors can be locked/unlocked from the driver door using a
key from outside or driver’s door knob from Inside.
Approach Light:- Press and release approach button, Red
LED will be ﬂashed on the remote. To switch ‘OFF’ the
approach lights, press and release the same button.
Automatic activation of Immobilizer:- If key is removed
from ignition, the Engine will be immobilized automatically
even if you forget to lock the vehicle.
VEH CONTROLS
LPs 1.11.1

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Theft Detection & Perimeter Alarm:- Once the vehicle is
locked with the remote key, theft detection is triggered and
alarm gets activated when any of the door is opened or if the
ignition is made ‘ON’ with any other key.
Perimeter alarm will also switch ‘ON’ if the vehicle is locked
with the remote key and ignition is made ‘ON’ with authorized
key without unlocking the vehicle with remote key.
Visual Indication by flashing of Turn Indicators during Locking /
Unlocking:- When the vehicle is completely locked, turn
indicators flash twice and when the vehicle is unlocked, turn
indicators flash once.
Auto Locking / Unlocking of Doors:- Vehicle doors get
automatically locked when the vehicle speed crosses 10 kmph
Also, when ignition key is taken out all the doors get
automatically unlocked.
VEH CONTROLS
LPs 1.11.1

DASHBOARD
01. Side Window Demisting Vent
02. Top Stowage Box or passenger Air Bag - PAB (if fitted)
03. Top Utility Bin (if provided)
04. Steering Wheel
05. Instrument Cluster
06. Side Air Vent
07. Horn Pad and Driver Air Bag-DAB(if fitted)
08. Accelerator Pedal
09. Brake Pedal
10. Clutch Pedal
11. Steering Wheel Switches (if fitted)
12. Hazard Warning Switch
13. Music System (if provided)
14. 4X4 Selector Switch (if fitted)
15. Parking Brake
16. Gear Shift Lever
17. AUX/USB Ports
18. Power Socket / Cigar lighter
19. AC / HVAC
20. Central Air Vents
21Glow Box
LPs 1.11.1

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 Engine Management System (EMS) comprises of Electronic
Control Unit (ECU), sensors, actuators and control algorithms
that determine the performance of the Engine as a whole and
as part of the vehicle.
ENGINE MANAGEMENT SYSTEM (EMS):
LPs 1.11.2

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The Electronic control Unit consist of a 32 bit microprocessor
with peripheral devices like ignition driver, ADCs device and I/
O drivers. Microprocessor controls the injection parameters
as well assume of the vehicle related outputs such as Fan, AC
drivability in gears, variable turbine turbocharger, EGR etc.
The ECU receives input from various sensors located on the
engine and the vehicle, and decides the injection quantity,
injection timing, number of injections best suited for the
engine to work with maximum efﬁciency and safety. It is the
‘Brain’ of the Engine Management System.
Whenever a malfunction/fault occurs in the component or the
system the ECU alerts the user by glowing MIL indicator on
instrument cluster. ECU also does the following :
LPs 1.11.2

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Being the most important component of the Engine
management system, ECU apart from ensuring the optimum
working of the Vehicle, also keeps an eye on the working of the
sensors and actuators.
Stores a DTC in its memory (indicates the faulty component/
system).
Stores a context frame (list of parameters indicating the
operating condition during the fault generation) in its memory.
When the malfunction poses a threat to the vehicle, the ECU
with its control algorithms operates the vehicle in Limp Home
Mode (safe mode). This protects the component from damage
with some degradation in performance of the vehicle.
LPs 1.11.2

BODY CONTROL MODULE (BCM)
LPs 1.11.2
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The body control module is the primary hub that maintains
functions, such as internal and external lighting, security
and access control, comfort features for doors, and her
Convenience controls.
The BCM also acts as a terminating resistor for EMS-IMMO
CAN Network

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Features of BCM
Limp Home Mode : Monitors BCM Microcontroller Health
through in built Failsafe circuitry without ignition ON turn on
the .Left / Right Indicators (non-ﬂash mode), parking lamp,
head lamp.
BCM Power mode :- The BCM will support the following
power modes internally.
Battery
Run
In Battery mode, the required circuits are active to allow
functionality when the vehicle engine is not running.
Current consumption should be less than 6mA.
Diagnostics is not active in BATTERY mode.
In Run mode, all circuits are active and full functionality
is available.
BODY CONTROL MODULE (BCM)
LPs 1.11.2

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Supplementary Restraint System (SRS)
Occupant Restraints are provided in a vehicle to protect
the occupants in case of collision. SAFARISTORME has
come up with options of “Primary Restraint & Supplementary
Restraint systems”.
“Primary restraints system” includes the seat belts which
are designed for controlled occupant movement during an
accident. This reduces the risk of hard contacts with vehicle
interiors.
“Supplementary restraints system (SRS)” is the inﬂatable
system with airbags & seat belt Pre tensioner which are
designed to further enhance level of occupant protection in
accidents.
It is designed to be used in addition to seat belts which help
to protect against head and chest injuries in certain
moderate and severe frontal and front angular collision.

 Layout of SRS system
SUPPLEMENTARY RESTRAINT SYSTEM (SRS)
LPs 1.11.2

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WORKING OF SRS :-
Whenever there is an accident the sensor mounted
remotely sends crash signal to the ECU.
The type of accident and its severity, determines the time-
to-ﬁre airbags in the system.
The basic function of an airbag is to provide cushioning
effect to occupants.
There are remote sensors mounted for sensing different
frontal accidents. These sensors are connected to the
electronic control unit (ECU) of the system.
When an accident event input signal crosses a pre-deﬁned
threshold level in ECU, the ECU triggers the relevant
restraints components in the system.
LPs 1.11.2

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This helps in providing necessary protection to occupants. The
airbags and seat belt pre tensioner get triggered through ECU
signal.
The load limiter in the seat belts is a mechanical device which
gets activated when the forces on the occupant upper body
region crosses a defined force threshold limit.
Warning:- Vehicle fitted with airbags should only be fitted with
RPLL seat belts.
Components :-
ECU
Front remote sensor
Air bags
Driver air bag
Passenger air bag
4. Clock spring
5. Airbag warning lamp
LPs 1.11.2

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Immobilizer system is designed to prevent vehicle theft by
electronically disabling the engine starting system.
The engine can be started only with vehicle’s original
immobilizer ignition key, which has an electronic identification
programmed code.
Immobilizer unit (ICU) is an add-on part on the ignition switch,
fitted on the steering column.
The engine can be started only with the vehicle’s original
immobilizer ignition key. The electronic key communicates the
identification code to ICU when the key is turned to the
“Ignition ON” position.
Immobilizer comes with two Electronic keys (E key).
IMMOBILIZER SYSTEM
LPs 1.11.2

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Immobilizer working principle:-
The EMS ECU and the immobilizer are paired together by an
encrypted secret code called as “AES secret key”, to improve
the security of the vehicle.
This AES secret key is generated using the vehicle
identiﬁcation number (VIN) and it is unique for each vehicle.
Both immobilizer and the EMS ECU are programmed with
same secret key for mutual authentication. If any one of EMS
or ICU has different/ wrong secret key, vehicle will be locked
(engine cannot be started).
If EMS or Immobilizer is changed in a vehicle, it is required
pairing operation (EMS ECU and ICU programmed with same
secret key) for proper mutual authentication. The pairing of
EMS and Immobilizer can be done through diagnostic tester.
IMMOBILIZER SYSTEM
LPs 1.11.2

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Immobilizer comes with two Electronic keys (E-key). These E-
keys are learned for that immobilizer and are unique to that
Immobilizer and vehicle.
The E-key of other vehicles will not work with this
immobilizer and vice versa.
If anyone of the E-key is lost, it is recommended to approach
authorized dealer for new E-key.
It is possible to learn new keys with the help of diagnostic
tester.
If both the keys are lost, it is not be possible to learn the new
keys for that immobilizer, as original key is required during E-
key learning operation.
IMMOBILIZER SYSTEM
LPs 1.11.2

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Immobilizer system status on Starting
During Ignition off, immobilizer status lamp (“Lock” symbol on
the instrument cluster) blinks, indicating Immobilizer is
awaiting E-key. When the ignition key is turned to the “ON”
position,
If the status lamp goes OFF indicates that the system is
working and the vehicle is unlocked (Engine is ready to start).
If the status lamp is continuously ON, there may be
something wrong with key or with the immobilizer system.
IMMOBILIZER SYSTEM
LPs 1.11.2

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Power window system consists of controller integrated relays),
low current switches and Window winding Regulator Motor.
Window winding controller is an integrated control which
controls the movement of all four windows.
Controller senses the signal from low current switches and
operates the window winding motors according to switch
position (Manual UP/Manual Down).
At the same time controller also monitors the window position.
When window has reached either of the end position, supply to
motor is cutoff thereby protecting the motor from overheating.
Whether the window is moving or has reached the end position
is decided by monitoring the motor current.
Running Current: Current drawn by motor while the window is
moving up or down.
WINDOW WINDING CONTROLLER
LPs 1.11.2

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Locking Current: Current drawn by motor when the window has
reached the end position and thereby motor also stops running
and stalls.
Locking current is much higher than running current. Controller
is programmed for maximum permitted Running Current and
Minimum permitted locking current.
At a time one or more than one or all windows can be operated
together. Window will operate in mode respective to its switch
operation – MU (Manual up), MD (Manual Down).
Each window operation is monitored independent of other
windows.
Location:- It is located on rear side of BCM mtg bkt on
assembly dash cross member. The orientation of window
winding controller is vertical with connector facing upwards.
WINDOW WINDING CONTROLLER
LPs 1.11.2

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The Anti lock braking system consists of a Hydraulic modulator
with integrated Electronic control unit, four wheel speed
sensors (one located at each wheel) and 2 warning lamps in the
instrument cluster (1(yellow) for ABS and 1(Red) for EBD).
The brake pipes are connected to the brakes through the ABS
ECU / HCU. They make two independent circuits which are
vertically split.
The primary circuit connects the Front Left and the Front Right
brake while the secondary connects Rear Right and Rear Left
brake through connectors.
Internal to the Hydraulic modulator each brake has a pair of
solenoid valves, one inlet and one outlet; these are activated by
the ECU to control the brake pressure of individual wheels.
ANTI LOCK BRAKING SYS (ABS)
LPs 1.11.2

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4x4 ECU (4H &4L DRIVE)
General:- Battery voltage at the ignition input will activate
the ECU. Driver can change the modes from 2H–4H– 4L by
rotating the mode selector switch provided next to the gear
shift Lever.
Location:- Transfer case Electronic Control Unit (ECU) is
located at the Co-driver side behind glove box.
This ECU is mounted on cross car beam of vehicle with help
of the separate ECU mounting bracket.
Transfer case switch:- Transfer case switch is mounted on
the central console.
LPs 1.11.2

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Function :- Transfer case switch allows the driver to
electrically shift the vehicle-driving mode from 4x2 to 4X4
mode. Indicator on the knob needs to be matched with the
legends 2H, 4H & 4L (clockwise rotation) etched on circular
bezel to shift to the required driving mode.
These legends including indicators back-illuminated during
parking lights ON.
For further details of Mode shifting, refer “MODE OF SHIFTS”
section as explained ahead.
Warning Lamp:- With ignition ON and transfer case switch
in 2Hmode both 4H and 4L indicator lamps on instrument
panel should glow for a few seconds only and go OFF.
LPs 1.11.2

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The 4H and 4L lamps will glow only when the transfer case
is either in 4H or 4L Continuous illumination indicates an
electrical fault.
Do not run the vehicle if both 4H and 4L lamps are ON,
using blink code method diagnose the fault.
LPs 1.11.2

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The Climate control system of STORME GS-800 has two units;
the front unit has AC as well as heater and a roof AC unit.
The front HVAC unit caters to the ﬁrst row occupants i.e. driver
and co-driver and also aids in front windshield defrost function.
A separate air conditioning unit is provided for rear
compartment.
It can be controlled from the driver’s position.
Roof AC blower can be operated independently from second
row seat using the blower switch.
The AC can be run on two modes normal and
HEATING, VENTILATION & AIR CONDITIONING
(HVAC)
LPs
1.11.2

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Economy. In economy mode the Compressor is cut off at a
higher temperature to achieve better fuel economy.
Heating, Ventilation & Air Conditioning (HVAC):-
Working :- The HVAC system is similar to a conventional
automotive HVAC system. It consists of a Compressor, a
Condenser, and an evaporator. System wise it can be divided
as low pressure side and the high pressure side, which is
divided at the expansion valve.
Refrigerant Cycle :- The compressor compresses the
refrigerant R134a, increasing its pressure and temperature.
This high pressure hot vapor is then made to pass through the
condenser (condenser is cooled by the passing ambient air),
where it gives its latent heat to turn to liquid, the drop in
temperature is small, almost of the heat lost will be latent heat
resulting in change of state to liquid.
(HVAC)
LPs 1.11.2

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This liquid is made to pass through a receiver drier, which is
used to filter out the moisture and also allows only liquid to
flow further to the Thermal Expansion Valve (TXV valve).
The high pressure low temperature liquid then expands in the
expansion Valve where the refrigerant pressure drops
considerably, which also results in a drop of temperature.
This cold low pressure liquid is circulated through the
evaporator coil, where it absorbs the heat of the ambient air
made to pass through it by forced circulation of the blower.
The liquid refrigerant absorbs the latent heat required to
change to vapour state and turns to vapour.
There is no considerable change in temperature as the heat
absorbed by the refrigerant is only latent heat.
This vapour then flows to the compressor and the cycle
continues.
(HVAC)
LPs 1.11.2

 Layout of HVAC System
(HVAC)
LPs 1.11.2

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Engine Coolant Flow:- A small amount of hot coolant
from the engine is made to pass through the heater
coil keeping it at a higher temperature all the time.
From the heater coil the coolant flows to the water
pump and is again circulated through the engine.
Air Flow:- The air is drawn in through the inlet duct due
to the suction created by the blower.
The blower forces either the ambient air or the cabin
air depending on the mode selected (Fresh Air mode
or Recirculation mode) to flow over the evaporator
which lowers the temperature of the ambient air.
The incoming air also gets dehumidified as the
moisture condenses when the air flows over the cold
evaporator fins. This cold dehumidified air is then
mixed with the hot air (if required) to attain the
temperature selected by the occupant; the mixing
control is done by the heater door opening.
(HVAC)
LPs 1.11.2

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Two stage Unlocking
When Vehicle is central locked following can unlock all doors.
Turning the key in the driver's or passenger’s door lock cylinder
once to the unlock position
Pulling the lock switch/ knob to the unlock position.
Note: The lock switch/knobs and mechanical key actions drive
“the same” latch actuations.
Remote unlock: Pressing the unlock button on the remote
control once will Unlock the driver door and fuel ﬁller ﬂap only.
Pressing the unlock button again on the remote control will
Unlock remaining doors Reverse cycling:
Lock by Remote: When lock is requested by remote key and
driver door is open then all door motors are driven to lock and
then driver door motor is driven back to unlock only.
CENTRAL DOOR LOCKING FEATURES
LPs 1.11.2

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When lock is requested by remote key and any other door is
open then all door motors are driven to lock and driven back
to unlock.
Lock by driver / co-driver door (with internal lock / unlock
switch) key or internal switch / knob:-
When lock is requested by mechanical key in driver/co-
driver lock or internal door locking knob/ switch and if any
door is open then all door motors are driven to lock and
Lock by interior door locking knob / switch from rear
passenger doors (without internal lock / unlock switch) :-
Only the individual door will lock mechanically and stay
locked (i.e. no central locking takes place) – there is no
reverse cycling because there is no lock/ unlock switch that
the BCM can detect.
LPs 1.11.2

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Note:- When a reverse cycle condition occurs by remote, the
mislock warning is sounded to alert the customer that
locking was unsuccessful. No ﬂasher feedback is given then
driven back to unlock.
Auto-Locking on Drive Away :-When vehicle is unlocked
then it will be automatically central locked when all doors
are closed, ignition is turned ON and the vehicle speed goes
above 12 Kmph.
The doors will be relocked after any door has been opened,
when the doors become closed again and vehicle speed
goes above 12 Kmph.
LPs 1.11.2

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Note:- If the vehicle speed signal is missing, the auto lock
feature will be disabled.
If diagnostics is monitoring the crash input line and there is
problem with this circuit,
the auto lock feature will automatically be disabled. The
airbag / restraints warning light should ﬂash to alert an issue
with the crash input line.
Crash Unlocking:- The vehicle is ﬁtted with an inertia switch.
On a crash event, the switch is activated then the BCM will
unlock all the doors.
The crash input should be scanned for every 100ms.
The system will unlock all doors automatically when an
impact to the vehicle occurs and ignition is ON.
LPs 1.11.2

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If the vehicle is locked and the crash input senses the crash
signal (i.e. inertia switch activation) the vehicle will initiate the
unlock process within 100ms.
In the event of the inertia switch being activated, the hazard
lamps and indicators, all three roof lamps will switch on.
They can only be switched off when the vehicle user de-
activates the inertia switch.
During crash unlock activated the drive away locking is
disabled.
Auto Relocking:- After the vehicle has been central locked by
remote and if a remote unlock is requested, the required
door(s) unlock.
After this unlock action, if no door ajar input is detected (i.e.
no door is opened) or if no ignition transition to Run/ Start is
detected, then the doors relock after 45 seconds.
LPs 1.11.2

 Practical on replacement of BMS ECU, BCM and other
modules should be carried out by the trainees under the
supervision of the instructor.
PRACTICAL ON REPLACEMENT OF BMS ECU, BCM AND
OTHER MODULES.
LPs 1.11.2

 Identiﬁcation of engine components instructor should show the
components in ﬁgure.
PRACTICAL ON IDENTIFICATION OF ENGINE COMPONENTS
LPs 1.11.3

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The 2.2 L VARICOR engine used on this vehicle is a state of
art modern Direct Injection Common Rail Diesel unit.
This engine is using twin overhead camshafts and 16 valves
which help in good breathing. Delphi common rail diesel
injection system with 1600 bar injection pressure is used and
controlled by a fast 32-bit electronic control unit.
The engine performance is optimized for various engine
speed, load and operating conditions depending upon the
various sensors input.
The turbocharger (VTT) used on this engine works on Variable
Turbine Technology (VTT) has low inertia of turbine and
compressor wheels which reduce the turbo lag at low engine
speeds and improves the transient response of the vehicle.
INTRODUCTION TO ENGINE
LPs 1.11.3

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This turbocharger incorporates many movable vanes in the
turbine housing to control the exhaust ﬂow against the turbine
blades which enables higher power, torque, lower fuel
consumption and emissions of the engine.
The actuation of the vane angle is done electrically by the EMS.
The fuel economy and emission has been optimized at source
by means of low engine friction, faster engine warm up,
centralized injectors, optimized combustion,
Closed coupled catalytic converter, closed loop operation of
the turbocharger (VTT) etc. Hydraulic Lash Adjusters and Roller
Finger Followers are used for maintenance free quiet operation
and reduced friction.
Toothed belt drive with automatic belt tensioner is used for
quiet engine operation for longer period. The engine NVH is
optimized by means of optimized engine mounts, multiple
injection strategy etc.
LPs 1.11.3

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The engine weight has been optimized by using Aluminum
cylinder head, gallery cooled piston, non-linered cylinder block
with spherical skirt, superior alloy material for high strength.
The CCC (Close Coupled Catalytic Converter) is ﬁtted in this
vehicle to further reduce the emissions.
The CCC ﬁlters harmful carbon particles before they leave the
exhaust.
LPs 1.11.3

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Intake manifold
Compact intake manifold with central entry
Improved EGR mixing
Turbocharger:- Honeywell make Gen 3 GTC 1446 VZ variable
geometry turbocharger controlled electrically through REA
(Rotary Electric
Actuator). And provided Additional heat shield on REA for
thermal protection.
INTAKE SYSTEM
LPs 1.11.3

 Inter cooler: - Inter cooler provided for increase volumetric
efﬁciency. It reduce temp of intake air. The inter cooler
ﬁtted bellow radiator assy.
Inter cooler
INTAKE SYSTEM
LPs 1.11.3

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Exhaust system:-
Exhaust manifold: -Compact exhaust manifold with additional
ﬂange for EGR. The EGR has additional heat shield for thermal
safety.
EGR module:- Pier burg make EGR module with integrated
EGR valve and cooler:- EGR valve controlled electrically. The
main function of the EGR Module is to control with accuracy
the recirculation exhaust gas ﬂow towards the intake manifold,
in order to reduce emission levels (NOX) through a cooling
mode that lead gas into the cooler.
EXHAUST SYSTEM
LPs 1.11.3

 Catalytic convertor:-In this veh a closed couple catalytic
convertor provided with exhaust manifold to reduce
exhaust emission (NOX)
INTAKE SYSTEM
LPs 1.11.3

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Crank Angle Sensor.
The crank angle sensor is fitted on the Clutch Housing.
The crank sensor is a magnetic field sensitive
transducer and generates a voltage output
proportional to the rate of change of the magnetic field
near a "Missing tooth" configuration.
It monitors the rotating speed (rpm), the position of
crankshaft/ piston and speed fluctuations of the
engine and gives continuous feed back to the ECU. In
other words it gives engine speed and piston position
signal to the ECU.
The sensor gap should be 0.3 ± 1.7 mm & should be
measured using feeler gauge.
If the gap between the flywheel and crank angle sensor
is not correct, the engine will not start or may misfire.
SENSORS AND ACTUATORS
LPs 1.11.3

Crank Angle Sensor
LPs 1.11.3

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

Cam Angle Sensor.
The cam sensor is fitted on the cylinder head. The
Cam sensor is a magnetic field sensitive transducer and
generates a voltage output Proportional to the rate of change
of the magnetic field near a "camshaft lobe" configuration.
The cam sensor senses the position of the flag on the Exhaust
camshaft and gives feed back to the ECU regarding the
cylinder No.1 (90ºBTDC). The sensor gap should be 1.7mm.
LPs 1.11.3




CIMAF Sensor (Continental Integrated Mass Airﬂow Sensor):
This sensor gives Information about the amount of air
quantity and temperature of the air entering in the engine.
This input is used by the ECU for corrections of fuel quantity
based on amount of air availability for optimization of
exhaust gas circulation & the turbocharger control.
LPs 1.11.3


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
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Coolant Temperature Sensor:- This sensor is a made of semi
conductor material (NTC) which changes its resistance when
exposed to variable temperature source.
Resistance decreases as temperature increases.
There are two temp sensors ﬁtted on engine cooling circuit.
The sensor mounted on the upper cooling line provides
temperature signal to the HVAC controller.
The sensor mounted on the outlet elbow provides signal to the
EMS.
Corrections for injection parameters are done by the EMS
based on coolant temperature to run the engine with maximum
efﬁciency at all temperatures.
Fuel Temperature Sensor (FTS):- This sensor monitors the
temperature of fuel entering in the HP pump.
The fuel temperature sensor measures fuel temperature on the
pump hydraulic head in the low pressure circuit, between the
transfer pump outlet and the inlet to the HP pumping stage.
This sensor information issued to modify rail pressure control,
injection etc.
LPs 1.11.3

Fuel Temperature Sensor (FTS).
LPs 1.11.3









Inlet Metering Valve (IMV):
This controls fuel flow into pumping element in order to
control rail pressure. This sensor is inbuilt with HP Pump.
Venturi:
It is an integral part of High pressure pump. It has inlet
&Outlet connections.
One connection comes from injector back leak circuit & the
other connection goes to the fuel tank (return Line),in
between there is a "T" connector which goes to the fuel filter.
Temperature & Manifold Absolute Pressure Sensor (TMAP):
The TMAP sensor is fitted in the outlet of intercooler and
gives the temperature and pressure of the air entering the
intake manifold to the EMS ECU The temperature sensor
element is a NTC-resistor.
Fuel quantity and injection timing are optimized based on
these inputs.
LPs 1.11.3



Rail Pressure Sensor:
This sensor is ﬁtted on the fuel rail and gives a close loop
control of the rail pressure. Fuel is maintained at a high
pressure in the fuel rail depending on requirement of the
engine.
LPs 1.11.3


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



Accelerator Pedal Sensor:
This sensor tells the ECU about the position of the accelerator
pedal.
This input is used to determine the torque required to drive the
vehicle which in turn determines the requirement of fuel
quantity.
This is a dual potentiometer sensor for the safety & correct
inputs (Driver's request/Throttle position) to ECU. Throttle
Pedal sensor checking values.
1.25K ohm +/- 20% between terminals 1 & 5
0.9K ohm +/- 20% between terminals 2 & 4
LPs 1.11.3




Water In Fuel Sensor.
It Measures water percentage in fuel and gives indication on
the instrument cluster.
The water collected to be drained when the indicator glows in
Instrument panel.
LPs 1.11.3






Clutch Switch.
It provides information to ECU before the gear
Change which helps in faster gear change detection.
Based on this input the ECU maintains optimum fuel supply.
In case of cruise control functionality, vehicle will come out
of cruise if clutch pedal is depressed.
LPs 1.11.3


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
Brake Switch:
The brake pedal is ﬁtted with two Brake switches,
Which provide the information to ECU about the brake pedal
application
LPs 1.11.3






Glow Plugs.
Glow plug is a pencil-shaped piece of metal with
A heating element at the tip, heats due to electrical
resistance and begins to emit light in the visible spectrum,
hence the term "glow" plug.
The heat generated by the glow plugs is directed into the
cylinders and serves to warm the engine block immediately
surrounding the cylinders.
This aids in reducing the amount of thermal diffusion which
will occur when the engine attempts to start.
LPs 1.11.3




VTT Actuator.
VTT REA (Rotary electric actuator) is designed to directly
interface with the Engine Management Unit (EMU).
It features a rotary output shaft with a high accuracy
contact-less position sensor and has integrated “smart”
electronics containing the motor switching, diagnostic and
control logic
LPs 1.11.3


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


EGR Valve Actuator.
A DC motor drive is used to move the EGR valve over the
complete movement range.
The DC motor is directly controlled by the ECU of the Diesel
engine.
EMS ECU High power integrated H-bridge EGR actuator
driver has diagnostics and fault detection feature.
This driver is used for bidirectional current control of motor
driven EGR actuator.
LPs 1.11.3



Practice stripping & Assembling of engine.
Prac on stripping & assembling of engine with the help of
SMTs should be carried out by the trainees under the
LPs 1.11.3



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

Cylinder Head tighten procedure:-The cyl head gas kit
selection is according to its piston projection is available as
one hole, two hole and three hole provided on the side of cyl
head as kit.
Procedure: - the cyl head tighten in three steps.
Ist step - tighten all bolts with 6 kgm
IInd step - After tightening with 6 kgm turn all bolts in 900
with the help of angular gauge
IIIrd step - Again turn all bolts in 900 with the help of
angular gauge
CYLINDER HEAD TIGHTEN PROCEDURE
LPs 1.11.3



Prac on tightening of big end bearing/ main bearing to the
required torque. Replacement of cylinder block, cylinders
stud and ﬁttings.
Prac on tightening of big end bearing/ main bearing to the
required torque. Replacement of cylinder block, cylinders
stud and ﬁttings should be carried out by the trainees under
the supervision of the instructor.
Stripping Assembling of Engine
LPs 1.11.3



Prac on tightening of tappet cover gasket, cylinder head
gasket tightening procedure and adjustment of tappet guide.
Prac on tightening of tappet cover gasket, cylinder head
gasket and adjustment of tappet guide should be carried out
by the trainees under the supervision of the instructor.
Prac on tightening of tappet cover gasket &
cylinder head gasket
LPs 1.11.3

SETTING OF VALVE TIMING
LPs 1.11.5


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fitment of timing belt :
Ensure Assembly oil pump and water pump are fitted properly.
Install Crankshaft pulley on crankshaft front end with
woodruff key and Friction plate.
Install spacer (for idler) and idler on the block.
Rotate Crankshaft to bring piston in cylinder no.1 to TDC
position. Lock flywheel in this position using flywheel locking
pin (Part no. 2870 5890 06 01)
Install FIP gear on pump and tighten the gear in position, with
specified torque (6.6±0.5 Kgm).
Rotate FIP gear to align hole on the FIP mounting bracket
and lock with locking pin (Part no. 2653 5890 06 07).
Rotate Camshaft and lock the position with camshaft locking
plate (Part no. 2653 5890 0609).
LPs 1.11.5




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
Fit the Touch idler with specified fastener and tightened with
specified torque (2.5±0.3Kgfm).
The Auto tensioner is installed onto engine after preassembly
of timing belt, ensuring that the location features (fork of the
back plate and dowel pin) of the back plate is aligned
correctly.
Loose fit the Auto tensioner, finger tightens or0.3 – 0.6Kgfm
torque through the fixing borehole during setting.
Position the timing belt on pulleys in order of Crank pulley,
Main idler, FIP, Touch idler, Camshaft pulley, Tensioner and
then Water pump.
The adjusting washer has to be rotated in clockwise direction
by means of the Allan key (SW6) whilst preventing the M8 nut
from turning by means of a tool.
The aluminum eccentric with pointer will start rotating during
the setting of the adjusting washer / eccentric.
LPs 1.11.5


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The adjusting washer has to be rotated until the pointer
reaches a position about 100to 150 from the nominal position
in direction of higher load (pointer on the right side of the
window).
The M8 nut has to be tightened (recommendation according to
the bolt supplier (approx.3.46 ±0.3kgm, based on global friction
value of 0.12 ±0.03 and 10.9 bolt)) while simultaneously
preventing the adjusting washer from rotating by holding it with
an Allan key.
Tightened the camshaft gear bolt to the speciﬁed torque.
Remove all locating ﬁxtures from assembly.
The crankshaft to be rotated 4 to 6 times (ensure that cylinder
1 has reached its top dead centre by rotating the crankshaft
clockwise).
Check the alignment between pointer and plate (Maximum
permissible misalignment of pointer ±40).If the misalignment
between pointer and back plate is bigger than ±40,then:
LPs 1.11.5


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
The M8 nut to be loosened to finger tight.
The adjusting washer is turned counterclockwise until the
pointer is at the mounting position again.
Then repeat the steps 13 to 19.
Reconfirm the engine timing.
Locate only flywheel and check for the timing belt tension.
Belt tension should be within 245Hz to 290 Hz by Clevis
gauge at marked location.
Do not crimp or use sharp tool on timing belt.
Fix the bottom timing cover.
Assemble the timing cover front.
Fit the Cam angle sensor and electrical connections.
LPs 1.11.5




Hydraulic Lash Adjuster
Hydraulic Lash Adjusters and Roller Finger Followers are
used for maintenance free quiet operation and reduced
friction.
In Tata Safari Storme GS 800 veh, valve clearance is
automatically adjusted by HLA. Hence there is no need to
adjust tappet clearance
HYDRAULIC LASH ADJUSTER
LPs 1.11.5



Prac on setting of valve timing.
Prac on setting of valve timing should be carried out by the
trainees under the supervision of the instructor.
HYDRAULIC LASH ADJUSTER
LPs 1.11.5

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The lubrication sys layout is shown in the schematic above.
The oil pump is mounted on the crankshaft pulley side.
Oil is drawn up from the sump through oil pump strainer and
passes through the pump to the oil cooler and then to the filter.
The filtered oil flows through the internal drilled holes into the
crankshaft oil gallery from here it is supplied to connecting rod
bearing and also to the main bearing by means of intersecting
passages drilled in the crankshaft.
It is then injected through the cooling nozzle to the underside
of the piston to cool it.
One more path takes the oil of from the crankshaft oil gallery
to camshaft oil gallery in cyl head and lubricates the camshaft.
The camshaft oil gallery also provides the oil needed by the
HLA. There is separate line that goes from the cyl head to
lubricate the turbocharger and the return line is connected to
the cyl block. The relived oil drains back to oil sump.
LAYOUT OF LUB SYS.
LPs 1.12.1



Engine oil - (SAE 15W-40) 15W40
Oil Capacity - 7.5 ltrs
LAYOUT OF LUB SYS.
LPs 1.12.1


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
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Main components.
Oil pump
Strainer
Relief valve
Oil sump
Oil ﬁlter
Cooling nozzle
Oil Pressure switch
HLA
Function of oil pump.
The oil pump is a simply centrifugal pump driven by crankshaft.
The pump is ﬁtted with relief valve.
The main function of oil pump is to circulate oil through the
engine components.
It sucks the oil from the oil sump through a strainer which
prevents entrance of any particle in the pump.
LAYOUT OF LUB SYS.
LPs 1.12.1

 Oil pump speciﬁcation
Number of lobs in Inner rotor 10
Number of lobs in Outer rotor 11
Axial play driver gear 0.04/0.08
Discharge at 800 rpm 11.6 LPM
Discharge at 2000 rpm 29.0 LPM
LAYOUT OF LUB SYS.
LPs 1.12.1



Prac on replacement of oil seal on crank shaft.
Prac on replacement of oil seal on crank shaft should be
carried out by the trainees under the supervision of the
instructor.
LAYOUT OF LUB SYS.
LPs 1.12.1



Prac on Oil cooler & oil ﬁlter replacing procedure.
Prac on replacing of oil cooler& oil ﬁlter should be carried
out by the trainees under the supervision of the instructor
LAYOUT OF LUB SYS.
LPs 1.12.1


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Introduction of cooling sys:-
The coolant ﬂow is controlled by thermostat.
In addition to the cyl head and block, the coolant also
circulates through oil cooler HVAC heater coil and EGR cooler.
An auxiliary coolant tank is provided to compensate of the
drop in the coolant level.
In addition there is a Degassing line And a vent line
connected to it these help in maintaining the sys pressure
created by expansion and contraction of the coolant.
Technical data of cooling sys:-
Coolant capacity - 9 ltrs Approx
Coolant Ratio - 40:60 Pre mixed
Brand of coolant - Tata Motors Genuine Coolant 2200
Servo Tata Motors Genuine Coolant 4060
Coolant replace - Every 60000 Km or in every 3 yrs
LAYOUT OF COOLING SYS.
LPs 1.13.1

LPs 1.13.1

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
Main components.
Thermostate
EGR cooler module.
Radiator.
Oil cooler.
Coolant tank.
Vent line.
Temp sensor.
Degassing line.
Water pump.
Electric cooling fan(3)
LPs 1.13.1



Prac on removal refitting of water pump, Servicing of water
pump, Electronic cooling fan and cooling sys flushing out
procedure.
Prac on removal refitting of water pump, Servicing of water
pump, Electronic cooling fan and cooling sys flushing out
procedure should be carried out by the trainees under the
LPs 1.13.1


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This engine uses DELPHI high-pressure pump and a common
rail for supplying all the cylinders with high-pressure diesel
through the electronically-controlled fuel injectors.
High pressure results in better atomization which leads to
complete combustion.
Common-rail is a key to better diesel engine performance,
since more accurate high pressure injection results in more
efficient fuel combustion.
It also injects the fuel only when it is required thereby
increasing fuel efficiency. It helps the engine to create a perfect
blend of power and fuel economy.
The brain of the engine is the ECU (Electronic Control Unit)
which keeps the engine functioning at its optimal capacity.
It continuously receives signal from Various sensors to
calculate the timing and quantity of fuel required by the engine
with complete flexibility
INTRODUCTION TO COMMON RAIL DIRECT
INJECTION SYSTEM(CRDI).
LPs 1.14.1


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Besides the ECU also controls Engine cooling electric fans, A/C,
EGR, VNT and diagnosis etc.
In addition to the other sensors, the ECU also receives
continuous inputs from the rail pressure sensor which monitors
fuel pressure.
The ECU can thus keep the system pressure at an optimal value
as per the engine speed, load and various operating conditions.
For example, if the pedal is pressed, depending on the amount
of pedal depression, the accelerator pedal sensor immediately
sends a signal to the ECU.
The System has “Drive by wire” technology where in river
demand translation is done through ECU.
LPs 1.14.1


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
The ECU determines the load required by the engine to meet
the driver demand.
It then sends a signal to the high pressure pump through the
IMV (Inlet Metering Valve) to send the exact amount of fuel to
common rail to meet the requirement.
The Inlet Metering Valve determines the quantity of fuel
required to be pumped to the rail depending on the engine
speed & load and pressurizes the same thus avoiding
wastage of fuel.
This helps in improving the fuel consumption.
The ECU also tells the injectors exactly when and how much
to inject, to produce the amount of power actually needed.
The high pressure pump has an internal lift pump to draw the
fuel from the fuel tank.
LPs 1.14.1


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In case, the pedal is released abruptly the excess fuel is
recycled back into the fuel tank via the injectors, through the
venture and fuel return lines.
The desired amount of fuel is pumped into the common rail
after taking into account the current fuel pressure (as
detected by the rail pressure sensor and sent to the ECU)
The fuel gets distributed through the rail to the individual
electronically controlled injectors into the cylinders.
The fuel is injected into the combustion chamber at the
speciﬁed time and pressure. As a result it increases the
power output and vastly enhances the fuel efﬁciency.
LPs 1.14.1


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In addition the ECU commands the injectors to inject a small
amount of fuel in to the cylinder before the main injection
happens.
This pilot injection helps to reduce the instantaneous
combustion which causes the traditional Diesel ‘Knock’.
As a consequence there is far less noise, vibration and
harshness that is conventionally associated with DI diesel
engines.
This entire process happens in tiny fractions of a second.
Finally to control the emission, the EGR (Exhaust Gas
Recirculation) valve along with EGR cooler does its bit to
reduce nitrogen oxides and particulate matter content in the
emissions by effectively managing exhaust gas and unburned
fuel by returning it to the combustion chamber for further
combustion events.
INTRODUCTION TO COMMON RAIL
DIRECT INJECTION SYSTEM(CRDI).
LPs 1.14.1



The System is equipped with Fuel filter & fuel pre filter cum
sedimentor designed to filter out external particles &
separate water from Diesel.
The water sensor in Sedimentor gives an alarm to the Driver
through a Dashboard indicator when the water level
increases which indicates presence of water in fuel.
LPs 1.14.1

LAY OUT OF FUEL SYSTEM
LPs 1.14.1


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
Fuel Pre-Filter Cum Sedimentor.
The pre-filter cum sedimentor is a part of the filtration
system.
It is fitted in the fuel feed system to filter the water present
in the fuel.
It can store water up to 120cc. The sensor fitted in the
sedimentor gets triggered once the water level approaches
its maximum limit.
This trigger is displayed as a warning in the instrument panel.
For more details on the sensor refer EMS Section in this
group. For removal and re-fitment procedure refer Engine
On-vehicle repairs in this section.
MAIN COMPONENTS OF FUEL SYSTEM.
LPs 1.14.1

LPs 1.14.1
Fuel Pre-Filter Cum Sedimentor.





Fuel Filter.
The Fuel filter is fitted as a second filtering step in the fuel
feed system.
It is mainly used to filter out particles that are present in the
fuel.
For removal and re-fitment refer Engine
on vehicle repairs in this section.
LPs 1.14.1


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


Priming Pump.
Priming pump is provided in the low
pressure line just before the fuel ﬁlter.
It is used to prime the fuel feed system
with fuel. This is done in order to avoid
air lock in the system.
The advantage is that the fuel lines need
not be loosened or disconnected to
bleed the system.
Priming can be done by pressing and
releasing the bulge repeatedly till it is
ﬁlled with fuel.
LPs 1.14.1


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
Common Rail. It is a fuel reservoir where the fuel is
maintained at a pressure of about 1600 bar.
The fuel is pumped into it from the HP pump and
gets delivered to the
injectors through the
HP lines.
It is also
ﬁtted with a rail
pressure (RP) sensor
and the signal is used
by EMS ECU to
maintain the fuel
pressure.
LPs 1.14.1



Injector. The injector used in engine is a solenoid
operated injector. This is controlled by the EMS ECU.
The timing of injection and quantity is controlled by the EMS
ECU. It operates at a pressure of 1600 bar. It makes multiple
injections (2 pilot injections and 1 main injection) with short
intervals between each injection.
LPs 1.14.1


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
High Pressure Pump (H.P. PUMP):
HP pumps draws fuel from the fuel tank through the water
Sedimentor and the fuel ﬁlter.
It supplies high pressure fuel (up to 1600 bar) to the injectors .
It has got inlet metering valve and in-built feed pump,
integrated pressure limiter and integrated fuel temperature
sensor.
This pump is driven by the engine timing belt and controlled
by EMS ECU based on the various operating parameters.
LPs 1.14.1


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




Fuel Temperature Sensor (FTS).
This sensor monitors the temperature of fuel entering into the
HP pump.
It measures the fuel temperature on the pump hydraulic head
in the low pressure circuit, between the transfer pump outlet
and the inlet to the HP pumping stage.
This sensor information is used to modify rail pressure control,
injection etc. This sensor is in-built with HP Pump.
Inlet Metering Valve (IMV).
This controls fuel ﬂow into pumping element in order to
control rail pressure. This sensor is in-built with HP Pump.
Venturi:- It is an integral part of High pressure pump. It has
inlet and outlet connections. One connection comes from
injector back leak circuit & the other connection goes to the
fuel tank (return Line), in between there is a "T" connector
which goes to the fuel ﬁlter.
LPs 1.14.1


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

Fuel Filler Cap.
The fuel filler cap used on vehicle is a dual vented
fuel filler cap. In addition to its function of providing an opening
to fill fuel to the fuel tank it also helps in maintaining pressure in
the fuel tank. It has a dual pressure valve that functions as
follows.
When the pressure in the fuel tank increases beyond the
specified limit of 10.5 KPa ~ 13.3 KPa it opens to release the
vapour to the outside to relieve the pressure.
If a vacuum pressure of -6.0kPa is created in the tank, it opens
up such that outside air is allowed in to bring back the pressure
to safe limits.
In addition a ratchet tightening device ensures that the filler
cap is tightened to the correct torque. It also fitted with an O-
ring that has to inspect regularly and replaced if it has hardened,
broken or cracked.
LPs 1.14.1


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

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
Fuel Level Sensor. The Fuel level sensor assembly consists
of float and a sensor.
Fuel level sensor assembly provides the signal to indicate
the fuel level in the tank.
As the float arm assembly moves with respect to the fuel
level in tank, resistance at sensor harness varies
accordingly.
Roll Over Valve. The ROV is integrated with Tank unit.
The ROV allows only the flow of fuel vapour and does not
allow liquid fuel to flow from the vent line.
In case of a vehicle roll-over, the venting system is closed
by the Roll-Over Valve which avoids any fuel leakage.
LPs 1.14.1

 Prac on identiﬁcation of main component & layout of fuel
sys should be carried out by the trainees under the
PRAC ON IDENTIFICATION OF MAIN COMPONENT
& LAYOUT OF FULE SYS
LPs 1.14.1

 Prac on repair /replacement of ﬁlter, fuel pipe, unions, cocks,
high pressure pipe, and primer, HP pump and Electronic
injectors should be carried out by the trainees under the
PRAC ON REPAIR/REPLACEMENT OF FILTER, FUEL PIPE, UNIONS,
HIGH PRESSURE PIPE, HAND PRIMER, HP PUMP AND
ELECTRONIC INJECTORS.
LPs 1.14.2

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Outside Diameter - 58 ± 1mm
Inside diameter - 175 +1.5 / -1.0mm
Thickness of clutch disc with new
lining under 11100N load - 8.1 ± 0.3 mm
Number of spines / teeth on clutch disc - 23 Nos.
Total friction area (both sides) - 533 cm2
Weight of clutch disc -1.90 Kg
Height of diaphragm tip from cover mounting surface-29 ± 1.2
mm
Max. Permissible face run out of release
bearing contact surface of diaphragm- 0.8 mm
Release load (With Disc - new Condition) - 1750 ± 170 N
Clamp Load - 8900 ± 800
CLUTCH SYSTEM TECH DATA
LPs 1.15.1


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Weight of Clutch cover assembly - 8.2 kg
Type - Single Mass Flywheel
Size - Suitable for 260 mm Diameter Clutch
Outside diameter - 297 mm
Outside diameter (with ring gear) - 304 mm
Number of teeth on ring gear - 145
Number of teeth on ﬂywheel - 60
CLUTCH SYSTEM TECH DATA
LPs 1.15.1

CLUTCH SYSTEM LAY OUT
LAY OUT OF CLUTCH
LPs 1.15.1


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


Clutch Master Cylinder (CMC)
The clutch master cylinder is mounted on the ﬁrewall with its
fork connected the Clutch pedal.
The master cylinder is a control device that converts
mechanical energy which comes by pressing the clutch pedal
into hydraulic pressure, in order to actuate the concentric
slave cylinder which is located at the other end of the
hydraulic System.
As the piston moves along the bore the mechanical effort is
converted into hydraulic Pressure.
The pressure remains same in the hydraulic line while force
is magniﬁed at slave cylinder end because of increased
piston area of Slave cylinder.
MAIN COMPONENTS OF CLUTCH SYSTEM
LPs 1.15.1

Note. The clutch master cylinder parts are not serviceable and
needs to be replaced completely if found defective.
CLUTCH MASTER CYLINDER (CMC)
LPs 1.15.1


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Concentric Slave Cylinder(CSC).
The clutch control mechanism is fully hydraulic.
There is no mechanical transfer (fork) from an external slave
cylinder.
The concentric slave cylinder (CSC) means that the slave
cylinder is integrated with the throw out bearing.
The concentric slave cylinder (CSC) is extremely efﬁcient and
reliable and the throw out bearing is accurately cantered and
secured to the clutch housing using two screws.
The bearings and friction surfaces do not need to be
lubricated. The bearing on the concentric slave cylinder (CSC)
is self cantering against the clutch diaphragm spring.
The hydraulic line from the master cylinder is connected to
the concentric slave cylinder (CSC) via an adapter and peak
torque limiter.
LPs 1.15.1






Advantages of CSC.
Lighter pedal effort resulting in comfortable drive.
Note. When a self adjusting clutch assembly is replaced, the
concentric slave cylinder (CSC) also requires replacement.
Remove the protective cap just before installation.
The concentric slave cylinder parts are not serviceable and
CONCENTRIC SLAVE CYLINDER(CSC)
LPs1.15.1






Peak Torque Limiter
The peak torque limiter is the flow reducer located between the
clutch master cylinder and slave cylinder in the hydraulic line.
The main function of the peak torque limiter is to restrict flow
of fluid below certain limit to avoid sudden engagement of
clutch.
The peak torque limiter does not come into picture during
normal driving.
Note. The PTL parts are not serviceable and needs to be
replaced completely if found defective.
LPs1.15.1






Hydraulic Adapter
The hydraulic adapter connects the high pressure line from
CMC via peak torque limiter to CSC through a small opening
in the housing.
The hydraulic adapter consists of a bleeding valve which helps
to bleed and drain the clutch system.
The bleeding valve is just an ON/OFF valve which needs to be
operated while bleeding the system.
Note. The hydraulic adapter parts are not serviceable and
LPs1.15.1





Single mass flywheel
The single mass flywheel (SMF) is a flywheel having single
inertia mass.
It is fitted on the engine crankshaft and provides mounting
for the clutch assembly, comprising of clutch cover assembly
and the driven disc.
The function of a conventional flywheel is to dampen the
speed fluctuations caused by impulses during the engine
cycle.
LPs1.15.1





Self Adjusting Clutch (SAC)
A self-adjusting clutch (SAC) eliminates problems both in
terms of wear in the clutch cover and the need for
increased force at the pedal as the facing thickness reduces.
In addition, the service life of the clutch is increased
considerably.
A self-adjusting clutch does not normally need to be
replaced during the service life of the vehicle. A self-
adjusting clutch (SAC) senses the increase in release load
at the diaphragm spring.
LPs1.15.1




Self Adjusting Clutch (Sac).
It has an adjustment mechanism between the diaphragm
spring and the clutch cover.
This maintains the angle of the diaphragm spring and
ensures that the pedal effort remains constant throughout
the life of the clutch
LPs1.15.1

 Prac on bleeding of clutch should be carried out by the
trainees under the supervision of the instructor.
PRAC ON BLEEDING OF CLUTCH
LPs1.15.1

 Prac on replacement of main components of clutch should
be carried out by the trainees under the supervision of the
instructor.
PRAC ON REPLACEMENT OF MAIN
COMPONENTS OF CLUTCH
LPs1.15.1







Study of Gear Box:- The G-76 MK-II gear box has five forward
and one reverse gear.
All these gears are synchromesh.
The fifth gear is an overdrive for better fuel efficiency at higher
speeds.
In order to improve the gear shifting international “H” pattern
is used.
The first and second gear shifter is a dual syncro cone type
and single syncro cone arrangement for rest of the gears for
precise gear shifting.
Stiffer housings are used for better NVH. Encapsulated type
detents are used for durability
GEAR BOX
LPs1.15.2

 Technical speciﬁcations:-
GEAR BOX
LPs1.15.2
Model GBS-76- 5/4.1, MK-II with
overdrive
Type Synchromesh on all gears
Number of gears 5 Forward and 1 Reverse
Gear ratios GEAR RATIO
1st 4.10
2nd 2.22
3rd 1.37
4th 1.00
5th 0.73
Reverse 4.22
Oil capacity 2.2 Litters
Oil grade 75W90 GL 4 GULF

 Exploded view of gear box:-
GEAR BOX
LPs1.15.2


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


Engaging gears.
All engaging gear should be free from play.
1st/2nd Engaging gear. This engaging
gear is having symmetrical shank on
both faces.
3rd/4th Engaging gear. This engaging
gear has shank only on 3rd gear side.
Note: Dimension between drive shaft synchronizing face to
3rd/4th engaging gear front face11+0.1.
MAIN COMPONENT OF GEAR BOX.
LPs1.15.2




5th/Reverse engaging gear:-This engaging gear is having
asymmetrical shank its faces. The depth of the shank on the
reverse gear side is more.
Synchro cones.
1st/2nd Gear synchro cone:- This is the double synchro
cone. This is used for gradual gear engagement and this
avoids gear Clashing.
LPs1.15.2



3rd/4th Gear synchro cone:-This synchro cone is smaller in
diameter.
5th/reverse gear synchro cone:- This synchro cone is bigger in
diameter and having bigger dog teeth.
LPs1.15.2




Shifter sleeves:- There are three types of shifter sleeves.
1st/2nd shifter sleeve:- This shifter sleeve has two grooves
on its outer diameter and a single groove in the slot.
Note.This shifter sleeve is similar to the 5th /Reverse shifter
sleeve but one can identify it by noticing the distance
between two grooves on the outer diameter.1st/2nd shifter
sleeve has greater distance between grooves as compare to
5th/reverse shifter sleeve.
LPs1.15.2



3rd/4th Shifter sleeve:- This shifter sleeve has a groove
inside the slot.
5th/Reverse shifter sleeve:- This shifter sleeve has two
grooves on its outer diameter and a single groove in the slot.
LPs1.15.2




Shifter Forks:- There are three
types of shifter forks.
1st/2nd shifter fork:- This shifter
has engaging collar at the centre.
3rd/4th Shifter fork:- This fork has
step collar and rib supporting the
engaging collar.
LPs1.15.2



5th/Reverse shifter fork:- This fork has a step collar and
installing hole at the centre.
Shifter Shafts:- Shifter shafts can be identiﬁed by the
distances Between two holes on the shafts.
LPs1.15.2

 Over the counter shaft
MEASUREMENT OF CONTROL DIMENSIONS
(FOR SELECTION OF SHIMS)
LPs1.15.2
Over the main shaft

LPs1.15.2

LPs1.15.2
Drive shaft shim selection at front cover.

LPs1.15.2
 counter shaft shim selection

PRAC ON REPAIR REPLACEMENT OF
GEAR BOX ASSY
 Prac on repair replacement of gear box assy should be carried
out by the trainees under the supervision of the instructor.
LPs1.15.2

 Prac on adjustment of gear box should be carried out by
the trainees under the supervision of the instructor.
PRAC ON ADJUSTMENT OF GEAR BOX
LPs1.15.2


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




Introduction :-
The Transfer Case is a two speed, part time electric shift
transfer case.
It provides three operating positions i.e. 2H - Two High, 4H -
Four High & 4L - Four Low.
In 2H and 4H positions the transfer case operates at 1:1
speed ratio. In 4L position it operates at 2.48:1.00 speed
reduction ratio.
Power transfer to front wheel is through a chain and a
planetary gear set (For gear reduction.)
The operation is controlled by the Electronic Control Unit
(ECU).
When the rotary selector switch is operated the ECU
intelligently controls operations by sensing the conditions and
then shifts transfer case into the selected mode.
TRANSFER CASE
LPs1.15.3



ECU self diagnoses any fault occurring in the system. These
faults are stored in ECU are displayed as binary codes.
Electromagnetic shift on the fly provides effortless
engagement of four wheel drive at highway speeds. Selector
switch is provided for different modes, it simplifies selection
of operating modes. Positive displacement oil pump and filter
assure full lubrication while driving or towing.
TRANSFER CASE
CONFIGURATION, Transfer case, ESOF (Electric shift on fly) Part time,
SINGLE OFFSET.
REAR OUTPUT CONFIGURATION Fixed Yoke
FRONT OUTPUT CONFIGURATION Fixed Yoke
INPUT CONFIGURATION Female Spline
DROP ANGLE 40°
OFFSET HAND Left hand
LUBRICATION SYSTEM Force lubrication by Gear pump
FLUID TYPE Castrol ATF, DEx2
HPCL ATF – A
IOC Servo Tran fluid – A
Chemoleum – A
HOUSING MATERIAL Aluminum
DRY WEIGHT IN KGS 30 Kg (Approximately)
FLUID CAPACITY IN LITER 1.2
SHIFT PATTERN 2H–4H–4L
SHIFT CONTROL Selector Switch
LPs1.15.3


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

Components of transfer case:- The transfer case System
consists of following:
Electronic Control Unit (ECU)
Transfer case with shift motor, speed sensor and electric
clutch.
Indicator lights 4H and 4L.
Mode selector switch.
Harness to connect the above parts and power input/
output.
TRANSFER CASE
LPs1.15.3


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




Working of Transfer Case:- Transfer case is a two-speed,
part-time electrical shift transfer case.
The Transfer case system consists of Transfer Case with Shift
Motor, Speed Sensor and Electric Clutch.
Electronic Control Unit (ECU)
Mode selector switch on the Floor console and Indicator
lights 4H and 4L on the instrument cluster.
Harness to connect the above parts and power input / output.
The power is received by input shaft which is coupled with
output shaft of transmission gear box by matching splines.
There are two outputs, one for rear wheels and the other for
front wheels.
TRANSFER CASE
LPs1.15.3



Planetary gear set provides gear reduction. Power is
transferred to the front wheel drive through a chain drive.
Transfer case unit operates in an oil bath. An oil pump is used
to provide positive lubrication to the planetary gear set and
other upper output shaft components.
TRANSFER CASE
LPs1.15.3
Position Speed
Ratio
Operation
2H-Two high position 1:1 Two rear wheels are driven at
1:1speed ratio
4H- Four High
position
1:1 All four wheels are driven at 1:
1 ratio
4L-Four low position 2.48:1 All four wheels are driven at
2.48:1 ratio






Mode of Shifts: - The different modes are obtained by rotating
selector switch for selection.
This in turn gives signal to the Electronic Control Unit (ECU),
which controls operations intelligently.
It senses the conditions and shifts the transfer case as per
the selected mode.
Inbuilt diagnostic system is provided in the Transfer case
ECU for transfer cases electrical components.
The control over the operations is obtained by using the
Electronic Control Unit (ECU).
TRANSFER CASE
LPs1.15.3

 Diagnosis of 4x4 ECU:- Connect a service connector. Turn
the ignition switch of 4WD CHECK indicator will turn on for
0.6 second and turn off for 3 seconds. Then it will display a
defective code 3 times continuously
TRANSFER CASE
LPs1.15.3

 Prac on diagnosis of transfer case ECU should be carried out
PRAC ON DIAGNOSIS OF TRANSFER CASE
ECU
LPs1.15.3








Technical Speciﬁcation - Front Axle (4X4)
Type - Independent suspension with electrical
disconnect live spindle front axle assembly for
4WD vehicle application with ABS functionality.
Axle Ratio - 4.1
Weight of axle with wheel end & oil 107.2 Kg
Front Axle Oil
Oil Capacity -1.8 Liters (±30 ml)
Type of Oil -80W90
FRONT AXLE
LPs1.15.4


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





Wheel End Bearing:-
Total Torque to Rotate Wheel End -0 – 0.25 Kg-m
Pinion Torque to Rotate (PTTR) -0.20 – 0.29 Kg-m
Total torque to rotate (TTTR) -PTTR + (0.15 to 23) Kg-m
Backlash -0.12 – 0.20mm
ABS Air Gap Between
Sensor & Toner or ABS - 0.475 – 1.175 mm
Mounting Distance
Gap Between Brake Disc Inner
Surface and Knuckle Caliper -19.51 / 21.39
Mounting Pad
Spindle End Play Max. end play - 0.158/ 0.056 mm.
FRONT AXLE
LPs1.15.4




Front Axle Disconnect (FAD):- Front axle disconnect is used
to engage and disengage the front axle of the vehicle with
the transfer case. FAD has a motor to the do the actuation
operation.
The transfer case ECU controls the Front Axle Disconnect
actuator. Transfer case ECU generates a signal to engage
and disengage the FAD actuator.
The 4H or 4L indicator (Depending o the transfer case
selector switch position) will blink for few seconds and will
remain illuminated after successful shifting to the desired
mode.
FRONT AXLE
LPs1.15.4

EXPLODED VIEW OF FRONT AXLE
LPs1.15.4


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Rear Axle:-
Speciﬁcations and service data :
Type - Single Reduction, Salisbury Type Rear Axle with
Hypoid Gears, Semi-Floating Axle Shafts with M-Locker full
Differential Lock
speciﬁcations values:-
Axle ratio - 4.1
Weight of axle including brake disc - 96 Kg
Permissible axle end play - 0.025 to 0.375 max
Torque to rotate drive pinion only - 2.26 - 4.52 Nm
Oil Capacity - 2.2 Lit ± 3%.
Type of oil - SAE 85W140 with 7%
Anglamol 6043 by weight / APIGL5
REAR AXLE
LPs1.15.4






Lubricant change Interval - 80,000 kms
backlash speciﬁcation
Ring gear to pinion gear - 0.13 mm to 0.20 mm (to be checked
at 3 different locations)
Max. permissible variation between -0.08 mm
Checked points.
Pre load of Differential side bearing-0.07 to 0.20 mm
REAR AXLE
LPs1.15.4

EXPLODED VIEW OF REAR AXLE
LPs1.15.4



Practical on Repair and replacement of main component of
front and rear axle:-
Practical on Repair and replacement of main component of
front and rear axle should be carried out by the trainees under
EXPLODED VIEW OF REAR AXLE
LPs1.15.4




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



The Hydraulic Power Steering reduces the driver's effort
needed to turn the steering wheel.
This is achieved by utilizing the hydraulic pressure generating
by the hydraulic pump which is driven by the engine.
The power steering offers the following advantages:-
Reduces steering effort and driver fatigue.
Provides precise steering control.
Absorbs steering shocks, hydraulically preventing them
from being
Transmitted to the steering wheel.
Provides absolute control and greater safety, quickly and
effortlessly in demanding emergencies like sudden tyre
failures or car pull due to malfunctioning brakes.
STUDY OF STEERING
LPs1.16.1

STEERING SPECIFICATIONS
LPs1.16.1

RACK & PINION ASSEMBLY.
LPs1.16.1







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


Vehicle should be in unladen or in laden condition without
driver.
Tyre inﬂation pressures must be properly maintained.
Front wheels should be in straight ahead condition with rack
and pinion at the central position and
Steering wheel should be locked.
First set the eccentric pin at the Front lower wishbone in upright
central position.
Rotate both front and rear eccentric pins in same direction and
by same amount either clockwise or anti-clockwise for the
camber adjustment.
The camber value should be 0º ± 30’.
NOTE: The LH to RH camber variation should be within 30’.
After camber adjustment caster adjustment should be taken.
For alignment values refer wheel alignment table
WHEEL ALIGNMENT
LPs1.16.1








Caster adjustment for LH Wheel: To increase the caster, rotate
eccentric pin at front pivot in clockwise and eccentric pin at
rear in anti-clockwise as required.
This will ensure that the camber is not disturbed while adjusting
the caster.
To decreasing the caster, the above procedure should be done
in opposite direction.
Caster adjustment for RH Wheel: To increase the caster, rotate
eccentric pin at front pivot in anti-clockwise and eccentric pin
at rear in clockwise as required.
This will ensure that the camber is not disturbed while adjusting
the caster.
For decreasing the caster, the above procedure should be done
in opposite direction.
After adjustment of caster and camber adjust the Toe-In.
WHEEL ALIGNMENT
LPs1.16.1





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


NOTE: Refer Steering system for Toe-In adjustment.
Tighten all the fasteners at lower wishbone pivot and tie rod at
the rack and pinion to the speciﬁed torque.
Check the spoke alignment of steering wheel and adjust if
necessary.
Wheel alignment values :-
Camber - 0º ± 30’
Caster - 3º ± 1.5º- Unladen / 3º ± 1º- Laden
Total Toe In - 2- 5 mm
NOTE :
Wheel alignment has to be done after removing or dismantling
any of the suspension or Steering components.
For vehicles with ESP, Steering Angle Sensor (SAS) Calibration
has to be done after Wheel Alignment.
WHEEL ALIGNMENT
LPs1.16.1




Print out of wheel geometry values to be taken only after
tightening of all alignment bolts.”
Prac on repair/overhaul of steering Gear box, universal joint,
steering pumps, Hoses/Pipes, stops leakage, steering
adjustments:- Prac on repair/overhaul of steering Gear box,
universal joint, steering pumps, Hoses/Pipes, stops leakage,
steering adjustments should be carried out by the trainees
under the supervision of the instructor.
Prac on replacement of steering oil, steering bleeding
procedure:- Prac on replacement of steering oil, steering
bleeding should be carried out by the trainees under the
WHEEL ALIGNMENT
LPs1.16.1









Introduction :-
The service braking system of STORME GS-800 consists of front
ventilated disc brakes with twin pot calliper and rear drum brakes.
These are hydraulically operated and vertical split with primary
circuit connected to front callipers and secondary circuit is
connected to rear wheel cylinders.
Should one circuit fail the other remains unaffected and the vehicle
can be brought to a halt.
The hydraulic pressure is applied from the tandem master cylinder to
the front and rear wheel cylinders through suitable Bundy tubes/
ﬂexible hoses.
To reduce pedal effort, a twin diaphragm vacuum booster is ﬁtted
between brake pedal and tandem master cylinder.
Should the servo unit fail, the push rod still acts mechanically to
provide no assisted braking.
The vacuum in the system is generated by camshaft driven vacuum
pump mounted on cylinder block.
BRAKE SYSYTEM
LPs1.17.1.

BRAKE SYSYTEM









Main component of ABS:-
The ABS consists the following components
Brake pedal
Double diaphragm vacuum booster
Tandem master cyl
Electronic Brake force Distributer(EBD)
Front ventilated disc
Double port caliper assy for front brake sys
Brake pedal switch (2)
LPs1.17.1






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


Brake fluid reservoir for brake and clutch
Brake shoe assy.
Brake drum
Wheel speed sensor (one for each wheel)
Brake bleeding procedure:-
Open the bonnet.
Open the reservoir cap and pour brake fluid till the lower edge
of the filler neck.
Connect the bleed tube to the front left calliper bleed screw
and place the other end submerged in a transparent container
containing sufficient brake fluid.
Depress the brake foot pedal for 2-3 times and hold it down.
Open the bleed screw. The fluid will flow into the transparent
container.
Tighten the bleed screw and release the pedal.
BRAKE SYSYTEM
LPs1.17.1








After the pedal returns, allow an interval of 3 to 4 seconds
before making the next stroke. Steps 4 to 6 should be
repeated until there are no more air bubbles at the end of the
bleed tube.
Now follow the same procedure at the other wheels as per
the sequence given below.
After the bleeding sequence is completed remove the bleed
tube and place the dust cap on the bleed screw.
Ensure that the bleed screw is tightened to the recommended
torque.
Ensure “MAX” level after complete bleeding
Clean the ﬁlter in bottle if necessary.
Place ﬁlter and cap to the reservoir
BRAKE SYSYTEM
LPs1.17.1


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

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



Note.
If the bleeding of any calliper continues without success for a
considerable time, then tighten the bleed screw after each
downward stroke of the pedal, allowing the pedal to return back.
After the bleeding is done check for any leaks in the bleed
screw by applying the brake pedal hard.
Caliper pad replacement:-
Caliper pad replacement for front and rear caliper can be done
in similar manner, therefore follows the same procedure of
caliper pad replacement for removal of rear caliper pads after
removal of rear tyres.
Keep the gear shifter lever in neutral position.
Apply the parking brake.
Jack the vehicle and remove the front wheel.
Loosen and remove the bottom sliding pin bolt.
BRAKE SYSYTEM
LPs1.17.1








Swing the caliper up, hold with one hand and then remove the
pads one after the other.
Inspection : Measure the pad lining thickness if it is found to be
1mm or less anywhere, it has to be replaced. The inboard pads
of front and rear brakes are provided with the wear indicator
Parking brake adjustment:- Before parking brake cable
slackness adjustment confirm following conditions:
Brake bleeding should be completed (i.e. there should not be air
trapped in the brake system)
Confirm pedal travel by depressing the brake pedal for few
times.
Check lining condition of the rear brake.
After confirming all above points start adjusting the parking
brake.
BRAKE SYSYTEM
LPs1.17.1



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





Note :- At the time of brake adjustment the parking brake lever
must be in OFF condition. The brake adjustments should be
done by jacking the rear wheels. The linings should not be
allowed to wear below 1mm of thickness above shoe rim
Procedure:-
Place chokes on the front wheels.
Jack up the rear axle.
Put hand brake lever in released position.
Tighten the spherical nut (1) till the distance between open end
of the front cable and spherical nut is 32mm.
Apply hand brake 5–6 times with normal force.
The parking brake lever should be set up to 7–8 notches.
Now count the number of notches while applying the handbrake,
if it is more than 8 then tighten the spherical adjuster nut and if
it below 7 then loosen the adjuster nut.
BRAKE SYSYTEM
LPs1.17.1







Ensure that on releasing parking brake lever both rear wheels
are free.
Tighten the lock nut which holds the spherical adjuster nut.
Operate the parking brake few times to ensure proper operation.
Lower the rear axle and remove the chokes from the rear wheel.
Prac on brake bleeding:- Prac on brake bleeding should be
instructor.
Prac on repair, replacement of main components of brake sys.
Prac on repair, replacement of main components of brake
should be carried out by the trainees under the supervision of
the instructor.
BRAKE SYSYTEM
LPs1.17.1



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




Description of suspension system.
Front Suspension:-
The front suspension of STORME GS-800 is an independent
suspension arrangement. In this arrangement each wheel is a
separately suspended unit connected to the chassis.
The rise and fall of one wheel does not affect the other directly.
As a result, each wheel has the ability to maintain a level position
regardless of the position of the other front wheel. In addition
independent front suspension improves the ride quality and handling
of the vehicle.
A spring over shock absorber assembly is used in front suspension
with wide upper and lower wishbones.
Front wheel alignment is by means of eccentric bolts provided in
lower wishbone mounting.
At the rear a ﬁve link suspension is used with telescopic shock
absorbers and coil springs to ensure a smooth ride. Anti-roll bars at
front and rear contribute to excellent road holding
SUSPENSION SYSTEM
LPs1.18.1

Type Double Wishbone type with Coil
springs over Shock Absorber
with Antiroll Bar
Shock Absorber Hydraulic double acting
telescopic type
Technical speciﬁcation:-
Shock absorber data without spring:-
Extended Length 477mm
Collapsed Length 342mm
Stroke 105 mm
SUSPENSION SYSTEM
Ball joint play (Upper and lower wishbone)
LPs1.18.1

Ball Joint Axial Play. 0.1 mm max.
Ball Joint Radial Play 0.2 mm max.
Ball joint play (Anti Roll Bar link):-
Ball Joint Axial Play 0.1 mm max.
Ball Joint Radial Play 0.15 mm max.
Front wheel alignment data:-
Caster UNLADEN LADEN
3º ± 1.5º 3º ± 1º
Camber 0º ± 30’
Total toe in 2 - 5 mm
SUSPENSION SYSTEM
LPs 1.18.1

(b) Lay out of suspension system.
(i) Front Suspension. LAY OUT OF FRONT SUSPENSION SYSTEM
Front Suspension.








Description :-
Strut assembly
Upper wishbone assembly
Front Antiroll bar assembly
Bump stopper
Lower wishbone assembly
Antiroll bar link
FRONT SUSPENSION SYSTEM
LPs1.18.1

LAYOUT REAR SUSPENSION SYSTEM
Rear Suspension.
LPs1.18.1

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Description:-
Rubber seat, rear spring top
Anti-roll bar link
Coil spring
Pan hard rod assembly
Anti-roll bar assembly
Upper link assembly
Lower link assembly
Shock absorber
Bump stopper assembly
Main components and their function of suspension system
Strut assembly.
Upper wishbone assembly
REAR SUSPENSION SYSTEM
LPs1.18.1

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Front Antiroll bar assembly.
Bump stopper.
Lower wishbone assembly.
Antiroll bar link.
Rubber seat, rear spring top.
Coil spring.
Pan hard rod assembly.
Anti-roll bar assembly.
Upper link assembly.
Lower link assembly.
Shock absorber.
Bump stopper assembly.
MAIN COMPONENTS OF SUSPENSION SYSTEM
LPs1.18.1


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Removing and reﬁtting of Antiroll Bar:-
Removal:-
Hoist the vehicle on two post lift & remove the wheels.
Remove the wheel speed sensor wiring from the antiroll bar
clamp from both ends.
Disconnect the antiroll bar from the ball joint assembly by
loosening the nylon nut. Follow the same procedure at the
other end also.
Loosen and remove two mounting screws of bearing block
bracket. Follow the same procedure at other end also.
Remove the anti-roll bar assembly.
Remove the ball joint assembly from the bracket on the rear
axle by removing the bottom nylon nut.
Follow the same for other end also.
DESCRIPTION OF SUSPENSION SYSTEM
LPs1.18.1

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Inspection:-
Check the condition of anti-roll bar for any bend. If required
replace the same with new one.
Check the condition of rubber bush and ball joint if found
damaged replace with new one.
Check for grease in the mounting bearing block.
Reﬁtting:-
Locate the bushes and place the ball joint assembly on the
bracket and tighten the nylon nut.
Follow the same procedure for other end also.
Connect the anti-roll bar to the ball joint assembly by
tightening the nylon nut. Follow the same procedure at the
other end also.
LPs1.18.1



Prac on replacement of coil spring front and rear & wishbone
arm:- Prac on replacement of coil spring front and rear &
wishbone arm should be carried out by the trainees under the
Prac on replacement of bush, anti-roll bar & shock absorber:-
Prac on replacement of bush, anti-roll bar & shock absorber
should be carried out by the trainees under the supervision of
the instructor.
LPs 1.18.1

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Fuse and Relay Box details :- The fuses and relays are located in
ﬁve fuse boxes,
Battery mounted fuse box or BDU (Battery distribution unit)
mounted on battery in engine compartment
Engine compartment fuse and relay box or MDU (Main
distribution unit) in the engine compartment.
Cabin fuses and relay box under the dashboard on driver side RH.
It is part of main wiring harness.
Cabin fuses and relay box 2, under the dashboard behind glove
box.
Front fuse box in the engine compartment.
Replacement Procedure For Relays:-
Turn the ignition key to lock position.
Check each relay, if faulty replace with same rating relay.
If replaced relay of same rating is not working properly, there
is probably a serious electrical problem.
GENERAL INFORMATION ON
ELECTRICAL SYSTEM
LPs 1.19.1

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Replacement Procedure For Fuses :-
Turn the ignition key to lock position.
Check each fuse and look for broken/open controls link wire
inside the fuse. If it is burnt, replace it with one of the spare
fuses of same rating.
If replaced fuse of same rating burns out then, there is
probably a serious electrical problem.
Note:- Use designated fuses only.
LPs 1.19.1

ELECTRICAL SPECIFICATION
LPs 1.19.1

Inertia switch :- An inertia switch is used to sense a sudden
deceleration or acceleration, which normally occurs during
collision.
Function:- In normal condition, the Inertia switch will be open. If
the vehicle experiences a sudden deceleration or acceleration
as in case of a collision, the inertia switch will be closed. When
it is closed, it sends a signal to BCM. Upon receiving the signal,
the BCM does the following :-
LPs 1.19.1

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Switch ON the turning indicators.
Switch on the roof lamps.
Unlock the doors.
The Inertia switch can be reset
by pressing it on the top.
Location:-
It is located on Co-driver side behind the ‘A’ pillar lower trim.
Master Light Switch:-
The Master Light Switch is located
on the right of the steering wheel
on the dashboard.
LPs 1.19.1

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Knob Functions :-
OFF :- In this position, all functions are ‘OFF’.
Parking :- In this position, only Parking lamps are switched
‘ON’.
Headlamp :- In this position, Head lamps and Parking lamp are
switched ‘ON’.
Fog Lamp :- For switching ‘ON’ the Fog lamps, either the Head
Lamp or Parking lamp must be ‘ON’. Therefore turn the knob to
position 2 or 3.The knob can be pulled / pushed to turn ‘ON’ /
turn ‘OFF’ the fog lamps. Pulling once will turn ‘ON’ the front
fog lamps.
LPs 1.19.1



Headlamp Leveling Switch :- The master light switch also
has head lamp leveling function. You can adjust the headlamp
beam depending on load (passengers / goods) in your vehicle.
This can be operated by a scroll type switch located near the
master light switch knob
Blackout changeover switch :- In normal condition, the
changeover switch enables to control the lamp ﬁtted on vehicle.
In blackout mode controls the blackout lamps on the vehicle.
LPs 1.19.1

Black out Switch location:- It is located on dashboard,
left side of the steering wheel.
LPs 1.19.1



Prac on fault ﬁnding in electrical system:- Prac on fault ﬁnding
in electrical system should be carried out by the trainees under
Prac on repair/replace of electrical components:- Prac on
repair/replace of electrical components should be carried out
LPs 1.19.1

FAULT AND REMEDIES
ENGINE
Ser No Complaint Causes Remedy
(i) Engine does not
crank.
Electrical
connection loose
Correct them at
proper place
Battery
discharge
Recharge/
replace the
battery
Starter Motor not
working
Repair/Replace
the starter motor
Ignition switch
defective
Replace the main
line switch
LPs 1.20.1

(ii) Engine
Cranks but
does not
start
No Diesel. Fill in Diesel
Fuse for engine stop
blown.
Replace the fuse.
Fuel filters choked. Replace the fuel filters.
Air filter choked. Replace the Air cleaner filter
Engine seized. Repair/Replace engine
Exhaust system
choked.
Clean the exhaust system
Hydrostatic lock due
to blown cylinder
head gasket.
Repair/Replace the engine
Valve train failure
due to timing belt
failure/breakage.
Repair/Replace the engine
Glow plugs defective. Check / Replace
Clutch Switch. Check the clutch switch
setting, the electrical
connection & clutch switch for
discrepancies.
FAULT AND REMEDIES
LPs 1.20.1

(iii) Engine Seizure Low coolant levels Check belt tension
Thermostat failure Replace affected
parts
Radiator leakage Replace affected
parts
Low coolant level Check belt tension
Thermostat failure Replace affected
parts
Radiator leakage Replace affected
parts
FAULT AND REMEDIES
LPs 1.20.1

Ser No Complaint Causes Remedy
(iv) Low
compression
pressure
Leakage of compression.
from
Repair valve seats/
Replace valve seat
inserts.
Cylinder head gasket
blown.
Replace gasket.
Leakage of compression. Replace piston rings.
(v) High Engine Oil
Consumption.
Oil leakage from.
Camshaft front oil seal.
Replace oil seal
Camshaft rear oil seal. Replace oil seal
Sump gasket. Tighten sump screws /
Replace oil ﬁlter
Oil cooler Tighten the fastener /
Replace oil cooler
Cylinder head cover
gasket
Replace.
Valve guide worn out Replace.
FAULT AND REMEDIES
LPs 1.20.1

(vi) Low Engine
Oil pressure
Defective instrument
cluster
Check DTC and rectify
Low oil level in sump Top-up
Oil pump seized: Replace
Oil pump relief valve stuck
in open position.
Repair/Replace the valve &
affected engine parts
Main bearing /connecting
rod, bearings & journals
excessively
worn out
Replace affected parts
Bearing shells peeled off. Replace the bearing shell
and
Affected parts, if any.
FAULT AND REMEDIES
LPs 1.20.1

(vii) Engine
over
heating.
Defective
temperature sensor.
Replace the temperature
sensor.
Less coolant in the
system.
Top up.
If observed
immediately after
coolant reﬁlling.
Perform de-aeration.
Defective water
pump.
Replace the water pump.
Radiator fan not
working.
Check & rectify if required
replace
Thermostat
defective.
Check and replace if
necessary.
FAULT AND REMEDIES
LPs 1.20.1

(viii) Abnormal
Noise from
engine.
Noise from bearings of
bearing block.
Repair/Replace the
bearing block.
Noise from Alternator/
Power steering pumps
bearing.
Repair/Replace the
alternator/power
steering pump
Timing belt loose. Adjust the belt tension /
Replace
the belt
Water pump bearing
failure.
Replace the bearings /
water pump
Connecting rod bush
worn out.
Replace Connecting rod
bushes
Big end / Main bearings
and journals of
crankshaft worn out.
Replace bearings &
affected parts.
Piston Ring broken. Replace piston rings &
affected Parts.
FAULT AND REMEDIES
LPs 1.20.1

Ser
No
Fault Cause Remedy
(i) Spongy Brake
Pedal
Air in hydraulic
system.
Bleed the system and
top up.
Soft or weak hose. Check and Replace.
Poor quality brake
fluid.
Flush the system and
refill with recommended
grade of brake fluid.
(ii) Spongy Brake
Pedal
Low brake fluid level. Top up the brake fluid.
Pedal return spring
came out /broken.
Check and replace.
One of both primary
seals damaged in
TMC.
Check and replace.
BRAKE
FAULT AND REMEDIES
LPs 1.20.1

(iii) Brake Rough or
Chatter on
application
Excessive lateral
run out in disc or
parallelism.
Repair if possible or
replace the disc if
not within
speciﬁcation.
Broken anti-rattle
clip.
Replace.
Incorrect parking
brake adjustment.
Check and adjust
as per
speciﬁcations.
Seized caliper
pistons.
Overhaul Calipers
Damaged or loose
wheel bearing.
Replace wheel
bearing.
Distorted steering
knuckle or rear
wheel spindle.
Replace knuckle or
rear wheel spindle.
FAULT AND REMEDIES
LPs 1.20.1

(iv) Excessive
Brake
Pedal
Effort
(Hard
Pedal)
Lining soiled with brake
ﬂuid, oil or grease.
Replace.
Malfunctioning of
Servo.
Identify the trouble in
Servo and rectify.
Partial system failure.
(In tandem master
cylinder).
Check both front and
rear circuits and
rectify.
Piston in calipers stuck
or sluggish.
Remove caliper and
rebuild.
Fading brake due non-
recommended grade of
brake pads.
Replace with approve
grade of brake pads.
FAULT AND REMEDIES
LPs 1.20.1

(v) Brake Noise Glazed shoe linings or
foreign matters stuck on
linings.
Repair or
replace shoe
linings.
Worn or distorted shoe
linings.
Replace shoe
linings or pads.
Loose front wheel bearings. Replace wheel
bearing.
Distorted backing plate or
loose mounting bolts.
Replace or
retighten.
FAULT AND REMEDIES
LPs 1.20.1

(vi) Uneven Wear on
Brake Lining
Material.
Check for correct
type of brake
lining materials.
Fit approved
makes only.
Wheel cylinders
corroded.
Clean/rectify the
cylinders.
FAULT AND REMEDIES
LPs 1.20.1

(i) Directional
instability
and vehicle
pulling.
Mismatched / uneven
tyre wear.
Replace tyre.
Cracked/ broken spring. Replace spring.
Improper tyre inﬂation. Adjust tyre
pressure.
Misaligned front wheel
geometry /rear wheel
geometry
Adjust the wheel
alignment at front
/ rear ends.
Vehicle overloaded. Check loading.
Loose or worn out wheel
bearing.
Replace wheel
bearing.
FAULT AND REMEDIES
LPs 1.20.1

FAULT AND REMEDIES
 Suspension
(i) Directional
instability and
vehicle pulling.
Mismatched / uneven tyre
wear.
Replace tyre.
Cracked/ broken spring. Replace spring.
Improper tyre inﬂation. Adjust tyre
pressure.
Misaligned front wheel
geometry /rear wheel
geometry
Adjust the wheel
alignment at front
/ rear ends.
bearing.
Replace wheel
bearing.
LPs 1.20.1

(ii) Unusual
excessive
tyre wear
Tyre imbalanced. Balance or
replace tyres.
Faulty Strut assembly. Replace Strut
assembly.
Misaligned front and rear
wheel geometry.
Adjust the wheel
alignment at front
/ rear ends.
bearing.
Replace wheel
bearing.
FAULT AND REMEDIES
LPs 1.20.1

(iii) Wheel Tramp Bump on tyre. Replace tyre.
Improper Strut
assembly action
Replace Strut
assembly.
(iv) Vehicle shaking
vibrations.
Wheel out of
balance.
Balance wheel or
replace tyre or
wheel.
Loose wheel
bearings.
Replace.
Worn out tie rod
ends.
Replace.
Worn out lower
ball joints.
Replace.
Excessive wheel
run out.
Repair/replace.
FAULT AND REMEDIES
LPs 1.20.1

FAULT AND REMEDIES
(v) Suspension bottoms. Vehicle
overloaded.
Check loading.
Damaged bump
stopper.
Replace bump
stopper.
Faulty dampers. Replace damper.
LPs 1.20.1

FAULT AND REMEDIES
Gear Box
LPs 1.20.1

FAULT AND REMEDIES
Transfer case
LPs 1.20.1

FAULT AND REMEDIES
Steering system
LPs 1.20.1

Prac on fault and remedies:-
 Prac on fault ﬁnding and remedies in various sys should be
instructor.
FAULT AND REMEDIES
LPs 1.20.1

DO'S AND DON’TS IN CRDI VEH
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Don’ts
HP pipes are one time use only avoid unnecessary removal
and do not reuse.
Do not leave open inlets and outlets of CR components– Cap
them immediately
Flushing of CR components should be avoided.
Do not remove battery, sensor & Actuator connections when
key is ON.
Do not spray water on the ECU
Sensor connections should not be removed unnecessarily
HP pipe lines should not be bent and force should not be
applied.
Failed or broken CR components should not be used, leakage
may cause injury.
LPs 1.21.1

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Don’t let ECU body touch any metallic part while the ECU is
powered ON (Ignition key switched “ON”).
Never try to dismantle any engine part while the ECU is
powered ON.
Don’t keep any sensor branch hanging /loose while assembly.
Fix them properly using clips provided in W/H.
Don’t try to crank the engine without connecting any of the
sensors.
Don’t remove any sensor /injector connector once ﬁtted and
locked properly.
Do not run the vehicle with ‘MIL’ lamp ON.
Do not remove back-leak pipes unless the Injectors have to
be removed.
LPs 1.21.1

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Do not bleed the air by removing or loosening the HP pipes.
Do not start the vehicle if battery voltage is low.
The ECU gets tripped if the battery voltage is below 6 volts.
Replace the battery and then start the engine
Do not remove the rail unnecessarily. The rail can perform
maximum 10 assembly/ disassembly cycles of pipes without
any damage.
Do not clean the Injectors with pressurized water. The
injector is not designed to be washed with pressurized water.
Do not clean the HP pipes with compressed air, oil or water.
Cleaning may dirt HP pipes and CR system.
Do not use any failed/ broken water Sedimentor /fuel ﬁlters,
even if there’s no external sign of damage.
LPs 1.21.1

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