3grfse 2 PDF
3grfse 2 PDF
3grfse 2 PDF
EG55
Engine Cover
Camshaft Housing
A A
EG56
Baffle Plate
A4270058P
Cylinder Head
By using a two-piece construction in which the portion that receives the cam journals is separate from the cylinder head proper, the config-
EG57
uration of the cylinder head proper has been simplified. This results in weight reduction and improved serviceability. Pentroof combustion chambers are used. A spark plug is located practically in the center of each combustion chamber to enhance combustion efficiency and knock resistance. Furthermore, the angle between the intake and exhaust valves has been narrowed to 25.6 degrees, thus making the combustion chamber compact. The port configuration is an efficient cross-flow type in which the intake ports face the inside of the V bank and the exhaust ports face the outside. The intake ports have an independent, narrow-diameter construction and the exhaust ports have a Siamese construction to enhance low- to medium-speed torque. The intake ports are the vertical type that has a cutout and an edge at the bottom of each port outlet to realize a high tumble and high intake efficiency. The diameter of the valve stem and the outer diameter of the valve guide have been reduced to reduce intake resistance. The cylinder head bolts are tightened with the plastic region tightening method in order to stabilize the axial tension of the bolts.
Lash Adjuster
Intake Side
Intake Port
Cutout
Intake Airflow
Edge
Exhaust side Cylinderhead Under View Conceptual image of a highly efficient, high tumble intake port shape
A4270059P
EG58
sheet. Oil pan No. 1 has built-in stiffeners that tighten the cylinder block and the transaxle case together. This increases the rigidity of the entire power plant, resulting in reduced vibration and weight reduction. Appropriate ribs are placed on the outer wall of the cylinder block to increase rigidity. An FIPG (Formed-In-Place Gasket), which excels in sealing performance, is used on the mating surfaces of the oil pan.
Cylinder Block
Oil Strainer
2WD
4WD
A4270060P
Cylinder Block
The cylinder liner is a centrifugal cast iron liner insert. Its outer spiny surface enhances contact with the aluminum block, thus improving heat dissipation. This lowers the temperature of the piston and suppresses the deformation of the bore. The outer walls of the block are curved and reinforcement ribs are provided on the end of the block that is coupled to the transmission in order to attain a high level of rigidity. The oil return holes from the cylinder heads and the blowby gas passages have been optimally arranged to ensure the smooth return of oil
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and heighten the rigidity of the side faces of the cylinder block. Drilled coolant passages are provided between the bores in order to positively cool the upper areas of the cylinder bores, which are easily affected by heat. Thus, a more uniform temperature distribution has been achieved in the circumferential direction of the bore wall surface. This improves knocking resistance and minimizes the heat deformation that occurs between the cylinder bores. Thus, an engine with low friction, high performance, and enhanced fuel economy has been achieved. A knock sensor is provided on both the right and left sides of the V bank, enabling optimal knock control. The crankshaft bearing caps are made of cast iron, and each is tightened with 4 bolts from the bottom, using the plastic region tightening method. Also, each bearing cap is tightened from both sides together with the cylinder block, which increases rigidity and decreases vibration and noise.
#5 #3 #1 #4 #2 #6
Cylinder Block Overall Length Overall Width Overall Height Bore Diameter Bore Center Distance Bank Offset [mm (in.)] [mm (in.)] [mm (in.)] [mm (in.)] [mm (in.)] [mm (in.)] 402.1 (15.831) 408.0 (16.063) 320.2 (12.606) 87.5 (3.445) 105.5 (4.154) 36.6 (1.441)
EG60
Cylinder Block
A4270062P
Timing Chain
The timing mechanism is a chain-driven system that is maintenance-free. Both the primary and secondary timing chains consist of 9.525mm(0.375in.) pitch, high-strength, single-row roller chains and compact sprockets, which contribute to making the engine compact. A two-stage chain system is used. It consists of a primary chain that enables the crankshaft to drive the right and left intake camshafts, and a secondary chain that enables the intake camshafts to drive the exhaust camshafts. The primary chain uses a check ball type chain tensioner with a ratchet mechanism that uses both engine oil pressure and a spring force. The secondary chain uses a compact tensioner that directly pushes on the chain by using engine oil pressure and a spring force. These tensioners constantly apply optimal tension to the timing chains in order to ensure a quiet and reliable operation. The timing chain cover is made of an aluminum alloy that is lightweight and excels in sound insulation capability. The one-piece cover seals the front of the cylinder block, camshaft housing, and cylinder head. The crankshaft sprocket is provided with a guide that prevents the chain links from jumping. This prevents the chain from being installed incorrectly during maintenance, as a result of the chain falling out. A service hole for the primary chain tensioner is provided in the timing chain cover to facilitate maintenance. The chain dampers and the tensioner shoes are made of a plastic material that excels in wear resistance.
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Chain Damper No.2 Service Hole Chain Tensioner (Primary) Chain Slipper Idler Sprocket Timing Chain (Secondary)
A4270063P
Sprocket Number of Teeth Crankshaft Sprocket Idler Sprocket Camshaft Sprocket (Primary) Camshaft Sprocket (Secondary: IN) Camshaft Sprocket (Secondary: EX) Timing Chain Number of Links Timing Chain (Primary) Timing Chain (Secondary) 170 46 18 18 36 24 24
Valve Mechanism
A Dual VVT-i (Dual Variable Valve Timing-intelligent : continuously variable intake and exhaust valve timing mechanism) system is used to control the intake camshaft and the exhaust camshaft to an optimal valve timing in accordance with the driving conditions. The camshafts are made of alloyed cast iron. Their cams are induction hardened and their surfaces are finished with a higher precision to
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improve wear resistance and reduce friction. Roller rocker arms are used in the valve train in order to dramatically reduce friction between the cams and the sliding surfaces to improve fuel economy. In addition, hydraulic lash adjusters are used, making valve clearance adjustments unnecessary and facilitating service. Along with the use of the roller rocker arms, the cam profile has been shaped with recessed radii. This increases the amount of valve lift near the beginning of the opening of the valve and near the end of the closing of the valve, in order to further increase power output.
Intake Camshaft
VVT-i Controller (Exhaust) VVT-i Controller (Intake) VVT-i Controller (Exhaust) Stem End Cap TDC Roller Rocker Arm Retainer Lock Valve Spring Retainer Lash Adjuster Camshaft Position Sensor (Exhaust) Exhaust Camshaft
Valve Spring
Valve BDC
Recessed Radius
Valve Timing
Camshaft Intake Cam Lift Amount Cam Lobe Width [mm (in.)] [mm (in.)] 5.99 (0.236) 15.35 (0.604) Exhaust 6.14 (0.242) 14.1 (0.555)
ENGINE 3GR-FSE ENGINE MECHANICAL Valve Intake Overall Length Face Diameter Stem Diameter Valve Spring Wire Diameter [mm (in.)] 3.3 (0.130) 18.00.2 (0.7090.08) 46.51 (1.831) [mm (in.)] [mm (in.)] [mm (in.)] 105.65 (4.159) 34.5 (1.358) 5.5 (0.216) Exhaust 111.5 (4.390) 29.0 (1.142)
EG63
Needle Roller Bearing Oil Spray Direction (common for IN and EX)
Lash Adjuster
A4270065P
Lash Adjuster
Lash Adjuster Construction Compact, hydraulic lash adjusters are used to constantly eliminate the gap (clearance) between the cams and rocker arms, thus enhancing the quiet performance of the engine. The lash adjuster is placed at the fulcrum of the rocker arm at the opposite end of the valve, and uses the oil that is supplied by the cylinder
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head as the operating fluid. The plunger in the lash adjuster body slides vertically due to the repulsion of the plunger spring or the hydraulic force in order to adjust the clearance.
Cam Roller Rocker Arm Body Oil Hole Plunger Oil Line Checkball Spring Plungera Spring Cylinder Head
A4270066P
Clearance Valve
Checkball
Ball Retainer
Lash Adjuster Operation The camshaft rotates clockwise, causing the cam to push on the rocker arm (acting), and a load is applied to both the valve and the plunger. At this time, the plunger almost gets pushed in, but because the check ball closes, the plunger stops. This allows the rocker arm to tilt in the clockwise direction, using the top of the plunger as the fulcrum, thus pushing the valve down. When the cam gets past the apex, the force of the valve spring causes the rocker arm to start ascending. However, because the force of the valve spring also acts on the lash adjuster, the high pressure chamber maintains its hydraulic pressure. When the valve closes (action ended), the oil in the high-pressure chamber is released from the pressurized state. At this time, a valve clearance is about to be created. However, the force of the plunger spring causes the plunger to push the rocker arm upward in order to maintain a constant zero valve clearance. At the same time, the capacity of the high-pressure chamber increases, creating a pressure difference between the high-pressure and low-pressure chambers. When this pressure difference becomes greater than the force of the check ball spring, the check ball moves downward to provide an oil passage. This allows the oil to flow from the low-pressure chamber to the high-pressure chamber in preparation for the next movement (standby state).
Acting
Action Ended
Standby State
A4270067P
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pin engages securely when the engine is stopped. Based on the signals provided by the sensors, the ECM controls the hydraulic pressure that acts on the advance chamber and retard chamber in the VVT-i controller, via an OCV (Oil Control Valve) that is mounted on the cylinder head cover. Thus, it continuously varies the phases of the intake and exhaust camshafts.
advance
Lock Pin
retard
VVT-i Controller(Intake)
Engine stop state
advance
VVT-i Controller(Exhaust)
Oil pressure
*The drawing shows the VVT-i controller for the intake in the retarded state and the VVT-i controller for the exhaust in the advanced state.
A4270068P
EG66
TDC Eliminates overlap. Low temperature operation Starting the engine Running at idle Stabilizes combustion. Light load operation Improves fuel economy BDC
Reduces the volume of exhaust gas that blows back into the intake port and inside the cylinder. EX IN
Increases overlap.
Reduces the volume of intake air that blows back into the intake port.
Retards the closing timing of the intake valve in accordance with the speed.
Adjusts the timing to suit the inertial force of the intake air.
A4270069P
EG67
achieve optimal valve timing. When the engine is stopped, the force of a spring keeps the intake side of the spool valve in the most retarded state, and the exhaust side to the most advanced state, in order to ready the valves for the subsequent starting.
*The drawing shows the OCV for intake VVT-i. The layout will be reversed for the OCV for exhaust VVT-i. Sleeve * VVT-i * VVT-i Controller Controller retard chamber Advance Chamber
Coil
Intake Camshaft Timing Oil Control Valve (Right Bank) Intake Camshaft Timing Oil Control Valve (Left Bank)
A4270029P
EG68
Advance
ECM
Retard
The spool valve of the OCV reaches the position shown in the drawing, as a result of receiving a signal from the ECM. Then, hydraulic pressure is applied to the hydraulic pressure chamber for retard, causing the intake camshaft to rotate towards retard.
ECM
Hold
The ECM effects control by calculating the target degree of advance in accordance with the driving conditions. After reaching the target timing, the ECM maintains the timing by setting the OCV to neutral, provided that the driving conditions do not change. As a result, the valve timing can be set to any target position. At the same time, the engine oil is prevented from flowing out needlessly.
ECM
OCV
A4270030P
EG69
Advance
ECM
Retard
The spool valve of the OCV reaches the position shown in the drawing, as a result of receiving a signal from the ECM. Then, hydraulic pressure is applied to the hydraulic pressure chamber for retard, causing the exhaust camshaft to rotate towards retard.
ECM
Hold
The ECM effects control by calculating the target degree of advance in accordance with the driving conditions. After reaching the target timing, the ECM maintains the timing by setting the OCV to neutral, provided that the driving conditions do not change. As a result, the valve timing can be set to any target position. At the same time, the engine oil is prevented from flowing out needlessly.
ECM
OCV
A4270031P
EG70
The connecting rods are made of highly rigid, sintered forged steel that ensures a high level of reliability. The crankshaft, which is made of forged steel, is a type that has 4 journals and 5 balance weights. It is lightweight and the balance weights are placed optimally to reduce vibration and noise. The crank pin width and the journal fillet have been made narrower to shorten the length of the crankshaft, in order to realize both high rigidity and low friction. The fillets have been induction hardened to ensure ample strength. The connecting rod bearings and the crankshaft bearings have been made narrower to reduce friction. The bearing lining is made of an aluminum alloy to realize both wear resistance and seizure resistance. The crankshaft pulley is provided with a torsional damper to reduce vibration and noise.
Piston
Grooved
Crankshaft
A4270152P
Connecting Rod Big End Inner Diameter Small End Inner Diameter [mm (in.)] [mm (in.)] 56.0 (2.205) 22.0 (0.866) 147.5 (5.807)
Center Distance Between Big and Small Ends [mm (in.)] Crankshaft Journal Diameter Crank Pin Diameter Crank Pin Stroke Radius [mm (in.)] [mm (in.)] [mm (in.)]
Piston
The pistons have been made lightweight with a short compression height and a short skirt. The piston skirt has a streak finish and a plastic coating that excel in seizure resistance, in order to reduce noise and friction. A compact combustion chamber is provided on top of the piston to realize stable combustion. Together with the pentroof type combustion
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chamber on the cylinder head, this realizes a high compression ratio, resulting in both high performance and fuel economy. Each piston ring is made thinner and with low tension to reduce friction.
Piston Basic Diameter Pin Hole Offset Compression Height Piston Pin Outer Diameter Inner Diameter Length Piston Ring Compression Ring No. 1 Material Shape Width [mm (in.)] Thickness[mm (in.)] Surface Treatment Stainless Steel Barrel Face 1.2 (0.047) 2.7 (0.106) PVD (Physical Vapor Deposition) (Periphery) Compression Ring No. 2 Steel Tapered Face + Undercut 1.2 (0.047) 2.7 (0.106) Anti-Corrosion Oil Ring Steel Combination 2.0 (0.079) 2.75 (0.108) Gas Nitriding [mm (in.)] [mm (in.)] 22.0 (0.866) 12.7 (0.5) 56.0 (2.205) [mm (in.)] [mm (in.)] [mm (in.)] 87.465 (3.444) 0.5 (0.020) 31.05 (1.222)
[mm (in.)]
EG72
Generator Pulley
A/C Pulley
A4270071P
Pulley Specifications Pulley Diameter [mm (in.)] Crankshaft Pulley Auto Tensioner Idler Pulley A/C Pulley Idler Pulley Water Pump Pulley Generator Pulley V Ribbed Belt Specifications Width [mm] Length [mm] Number of Ribs 24.92 (0.981) 1550 (61.024) 7 140 (5.512) 70 (2.756)(driven from back face) 115(4.528) 70 (2.756)(driven from back face) 120 (4.724) 52.5 (2.067)
EG73
fresh air from the air cleaner hose is introduced via the right bank head cover and the blowby gas is discharged into the surge tank via the left bank head cover. Under light load conditions, the intake manifold vacuum causes the blowby gas to be drawn via the PCV valve into the intake manifold, to be combusted. The internal pressure is regulated in the crankcase, where fresh air is introduced from the cylinder head cover. Under high load conditions, the intake manifold vacuum forcefully introduces the blowby gas into the intake system, where it is combusted. This prevents the blowby gas, which contains a large amount of HC, from being released to the atmosphere. A dedicated oil return passage and a blowby gas passage are provided in the cylinder block and the cylinder head to enhance the oil return function and minimize the volume of oil that is taken away.
Fresh Air Blowby Gas Blowby Gas( High load conditions) Air Cleaner Horse Serge Tank
PCV Valve
Cylinder Block
Oil Pan
A4270072P
Engine Mounts
The front engine mounts are installed on the upper area of the cylinder block where the vibration is minimal. In addition, the brackets have been angled more moderately to reduce vibration and noise in all operating ranges. The brackets are made of cone-shaped aluminum alloys to reduce weight, vibration, and noise. The front engine mount uses a liquid-filled double-orifice mount insulator to reduce vibration and noise in the operating range of the engine. On the 4WD model, the mount is shaped elliptically to save space for the installation surface. The die shape for the rear engine mount has been optimized to reduce vibration in the operating range.
EG74
2WD 2WD
2WD
4WD
4WD
2WD
4WD