A.worn valve seats
B.worn main bearing
C.excessive valve clearance
D.weak rocker arm springs
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A.spark from a plug in the pre-combustion chamber
B.electrical discharge from the distributor
C.heat of compression within the cylinder
D.heat from the fuel injection nozzle
A.engine operating speed
B.an air manifold
C.a hydraulic distributor
D.individual cams and valve gear
A.the air start valve timing gears and rods
B.a cylinder check valve
C.individual cams and valve gear
D.an air manifold poppet valve
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
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
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