A.degree of cylinder air turbulence
B.firing pressure in the engine
C.quality of fuel to be injected
D.duration of the ignition delay period
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A.laying a straight edge across the crank webs at the crankpin and measuring the distance to the crankpin in two places
B.measuring the crank drop on either side of each crank throw while the crankshaft is slowly rotated through one revolution
C.rotating the crankshaft through one revolution, pausing each 90oof rotation to measure bearing clearances, top and bottom
D.taking micrometer reading between the crank cheeks opposite the crankpin every 90°of crank angle rotation
A.electronic ignition system
B.compression of air by the piston
C.friction in the fuel injector
D.fuel oil bearing system
A.placed as near the crankpin axis as possible
B.removed each time the crankshaft is repositioned
C.left in place for all four readings
D.reset to zero for all four readings
A.increase engine power
B.increase engine load
C.decrease engine power
D.improve fuel economy
A.compressibility of the fuel
B.high fuel oil supply flow
C.scored plunger and barrel packing
D.excessive air turbulence
A.a restricted air intake
B.a clogged connecting rod oil passage
C.incorrect connecting rod alignment
D.high cylinder firing temperatures
A.a higher cetane number of fuel oil
B.the diesel fuel used having a high viscosity
C.mechanical rigidity in the lube pump mechanism
D.a decrease rigidity in the fuel pump delivery pressure
A.Higher compression ratios create higher temperature
B.Higher temperatures create higher compression ratios
C.low temperatures create higher compression ratios
D.Higher compression ratios create low temperatures
A.torque wrench
B.monkey wrench
C.pipe wrench
D.slugging wrench
A.Electric
B.Hydraulic
C.Air
D.All of the above
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