General Description General Description

All gasoline engines mounted on Toyota

automobiles are four-stroke engines.
Four-stroke engines operate by continu-
ous and regular repetition of the follow-
ing sequence:
1. Intake stroke
2. Compression stroke
3. Combustion stroke
4. Exhaust stroke
Basic principle of four-stroke engine
In order for an engine to operate
smoothly under a wide range of operat-
ing conditions, the following three condi-
tions must be satisfied:
Good air-fuel mixture
Good compression
Good spark
(1/1)

Three Elements of Gasoline Engines Good Air-fuel Mixture

1. Good air-fuel mixture for automobiles
(1) Gasoline is vaporized and sufficiently mixed with air
In order for gasoline to completely burn, it must be
sufficiently vaporized and mixed with air.
Air (2) Proper air-fuel mixture
Automobiles are used under various operating condi-
tions and there is a change in the engine operating
condition, the required air-fuel mixture changes as
well.
15
When the air temperature changes from high to low.
When the driving surface changes from flat ground to
a steep incline and a heavy load is applied to the
engine.
Theoretical When the engine speed changes widely from idling
air-fuel ratio
to high speed for acceleration.
Fuel 1
10 15 20 2. Air-fuel ratio
Richer Air-fuel ratio Leaner The air-fuel ratio is the ratio of the mass of air to fuel.
When the amount of air is too great or too small, the
gasoline does not burn well, resulting in incomplete
combustion. There is a minimum of 14.7 parts air
required to completely burn 1 part gasoline. This is
called the theoretical air-fuel ratio.
However, in actual gasoline engines, even though the
gasoline is injected to meet the theoretical air-fuel
ratio, not all the gasoline can be vaporized and mixed
with the air. For that reason, under some conditions a
richer air-fuel mixture is necessary.
(1/2)

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 3. Air fuel ratio and driving conditions
(3) At starting:
At starting, the walls of the intake manifold, the cylin-
ders and the cylinder head are cold, causing the fuel
sprayed by the injectors to adhere to them. In this
Air
case, the air-fuel mixture in the combustion chamber
becomes lean. Therefore, the rich air-fuel mixture is
required.
(4) Warming-up:
15 The lower the coolant temperature is, the vaporized
condition of the gasoline becomes worse, causing
ignition worse. Therefore, the rich air-fuel mixture is
required.
Theoretical
air-fuel ratio (5) When accelerating:
Fuel 1
When the accelerator pedal is depressed, a fuel sup-
10 15 20 ply lag occurs by load change, resulting in a leaner
Richer Air-fuel ratio Leaner fuel mixture. Therefore, an additional amount of fuel is
injected to the mixture.
(6) When cruising (constant speed):
After the engine is completely warmed up, the fuel
mixture supplied to the engine is very close to the the-
oretical air-fuel ratio.
(7) Under heavy loads:
When a higher output of power is needed, a slightly
richer fuel mixture is supplied to the engine to lower
the burning temperature and ensure that all of the
intake air is used in combustion.
(8) When decelerating:
As engine output is not needed, fuel is cut-off in a part
of this driving condition in order to clean exhaust gas-
ses.
(2/2)

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 Good Compression
1. Necessity of compressing the air-
Compression Volume of combustion chamber (A) + Volume of cylinder (B) fuel mixture
=
ratio Volume of combustion chamber (A) When an uncompressed air-fuel mixture
is ignited, it burns slowly due to the low
density of fuel and air. However, when
compressed air-fuel mixture is ignited,
A A the high density causes the mixture to
suddenly burn (explode).
B Even when the fuel mixture is the same,
a compressed mixture will release more
power than an uncompressed mixture
when ignited.
Furthermore, compressing the air-fuel
mixture causes the fuel and air to mix
more thoroughly, resulting in a higher
rate of vaporization of the gasoline and
higher temperature when ignited. The
compressed air-fuel mixture also burns
more easily than before.
The level of compression of the air-fuel
mixture is expressed in the compression
ratio. Generally, the greater explosive
pressure can be attained when the com-
pression pressure is higher. However
the knocking occurs if the pressure is
too high. Therefore, the compression
ratio of the gasoline engine is normally
designed to be between 9 to 11.
(1/1)

Good Spark
The gasoline engine converts the com-
1 Spark plug 2 bustion of the air-fuel mixture to motive
force.
In order for the air-fuel mixture to burn
well, it is important to have a powerful
enough spark with proper ignition timing.
1. Conditions for a good spark
Air-fuel
mixture (1) Ability to generate a powerful spark
enough for the air-fuel mixture to
burn (explode)
The spark plug in a gasoline engine
generates a spark to burn the air-fuel
mixture. If the spark is weak, there
will not be enough energy to ignite
the air-fuel mixture. For that reason,
a powerful spark is essential.
(2) Ability to keep the proper ignition tim-
ing for every engine condition
The ignition timing changes accord-
ing to engine speed or load to ensure
that there is always proper ignition
timing.
(1/1)

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Engine Proper Description
The engine is made of many compo-
nents to help it convert heat energy into
mechanical energy efficiently when the
air-fuel mixture is burned.

1. Cylinder head
(1) Cylinder head
Cylinder head
(2) Cylinder head gasket

Cylinder head gasket

2. Cylinder block

Cylinder block

-4-
 3. Crankshaft
(1) Crankshaft
(2) Bearing cap

Crankshaft

Bearing
cap

4. Connecting rods
(1) Connecting rod
(2) Bearing cap

Connecting
rod

Bearing
cap

5. Bearings
(1) Connecting rod bearing
(2) Crankshaft bearing
Crankshaft
bearing
(3) Thrust washer
Thrust
washer
Connecting
rod bearing

-5-
 6. Pistons
(1) Piston
(2) Piston pin
Piston Piston
pin (3) Piston rings

Piston
rings

7. Valve mechanism etc.

(1) Exhaust camshaft (2) Intake camshaft
(1) Exhaust camshaft
(2) Intake camshaft
(3) Valve lifter
(4)
(5)
(10) Timing chain (4) Keeper
(6)
(7) (5) Valve spring retainer
(11) Chain (8)
tensioner
slipper (9) Valve (6) Valve spring
(7) Valve stem oil seal
(8) Spring seat
(12) Chain
vibration
damper
(9) Valve
(10)Timing chain

(13) Timing chain (11)Chain tensioner slipper

tensioner (14) Crankshaft timing sprocket
(12)Chain vibration damper
(13) Timing chain tensioner
(14)Crankshaft timing sprocket

When these components function cor-

rectly, motive force is produced.
(1/1)

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 Cylinder Head
The cylinder head is located on top of
Cylinder head the cylinder block.
Spark plug
The bottom of the cylinder head is
indented and combines with the piston
to form the combustion chamber. Inter-
nally, there are a oil hole and a water
jacket to cool the valves and the spark
plugs.
Intake
Exhaust port port Most gasoline engines have cylinder
Water jacket heads made of aluminum alloy.
Aluminum alloy is lighter than cast iron,
and it has excellent heat conduction
Cylinder head gasket
Oil hole
properties.
Combustion
chamber
In between the cylinder block and the
cylinder head is the cylinder head gas-
ket, which acts to seal the junction of the
two parts in order to prevent leakage of
highly pressurized gasses, combustion
gasses, coolant and engine oil.
(1/1)

Plastic Region Bolt

Elastic region Plastic region Bolts rotational angle
The plastic region bolt is used in such
Smaller areas as the cylinder head or bearing
Bolt tension

Larger Fracture cap assembly to provide a steady bolt

point
Yield
tension.
Bolt
point
tension
Normally bolts are tightened to the elas-
tic region. In this condition, the bolt is
tightened to the specified tightening
Bolts rotational angle torque.
Plastic region bolt In the elastic region, the bolt tightening
torque and bolt tension becomes greater
proportionally.
For tightening a bolt in the elastic region,
some tolerance will be created through
the bolt thread, flange or washer if the
bolt tension is controlled at the tighten-
Cylinder head
ing torque.
In the plastic region, there is almost no
change in bolt tension from tightening
torque. The plastic region tightening
method uses the material properties so
that the uneven bolt tension from fluctu-
ations in tightening torque is reduced.
Bolt tension is stabilized as bolt tension
itself becomes greater.
(1/1)

-7-
 Cylinder Block
Cylinder block The cylinder block acts to maintain the compression pres-
sure with the piston and receive the combustion pressure.
Recent cylinder block consists of the aluminum cylinder
block and the cylinder liner. However, there are engines
without cylinder liners (2ZZ-GE engine).
Also there are cylinder blocks made of cast iron. The cyl-
inder bore is a cylindrical shape. However it becomes
inclined for the upper part of the cylinder, which becomes
high temperature and high pressure, and the piston thrust
side, which is pressurized with the thrust force of the pis-
Cylinder liner ton to wear. For this reason, the cylind
er can become oval shaped or tapered due to partial
wear.
Combustion stroke Compression stroke

Various defective conditions resulting from cylinder wear:

Extreme piston-side knocking
Abnormal engine oil consumption
Ridge
Compression leakage
etc.
HINT:
Abnormal wear and damage inside the cylinder and
Cylinder wear
damage mainly occur for the following reasons:
Insufficient lubrication
Thrust force
Improper maintenance of the engine oil or oil filter
Dust being sucked into the engine
Air-fuel mixture too rich
Overheating
Overcooling
(1/3)

1. Cylinder bore size

Location of cylinder bore STD size codes
(5VZ-FE engine)
Even when brand new, there may be some difference
in cylinder bore size due to unevenness in manufac-
turing precision. For that reason, there are three stan-
Front dard cylinder bore sizes.
The size code of each cylinder is inscribed on the top
of a cylinder block.
In order to increase the precision of piston clearance,
standard pistons that match the cylinder size are
used.
As the size code increases, bore size increases by
about 0.01 mm.
For some engines, there are four to five standard
sizes.
Further, there are engines where there is only one cyl-
inder bore size, in which case they do not have the
size code inscribed on the cylinder block.
(2/3)
Bore size code Cylinder bore size

1 Small

3 Large

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 2. Crankshaft main journal bore size
Location of main journal bore STD size codes
(1NZ-FE engine)
The crankshaft main journal bore is machine-manu-
factured along with the cylinder block and bearing
cap.
Differences in crankshaft main journal bore sizes
occur from unevenness in manufacturing precision.
For that reason, there are several standard crankshaft
main journal bore sizes.
This size code in inscribed on the bottom of the cylin-
der block.
Use this code when selecting bearings to improve the
crankshaft main journal oil clearance precision in
order to prevent abnormal noise and seizing and to
maintain good fuel economy.
As the size code increases, the bore size increases in
micron units.
Crankshaft main
Number of standard size, size coding and location of
Bore size code
journal bore size inscription differ according to the engine models.
(3/3)
0 Small

6 Large

Crankshaft
Crank pin The crankshaft acts to convert the linear
motion of the pistons into revolving
motion.
Crank journal Balance weight
In order to be able to receive great force
and revolve at high speed, it needs
enough strength and rigidity, along with
Crankshaft durability to wear, and to be statically
and dynamically balanced to rotate
Oil hole smoothly.
The crank pin and the crank journal are
attached by a hardening process in
order to make it enduring and durable
against wear.
The balance weight is installed to bal-
ance with the crankshaft rotation.
The crank pin and the crank journal
have an oil hole. The oil travels from the
cylinder block, enters into the oil hole of
the journal and goes through to the
crank pin.
(1/3)

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 REFERENCE
Crankshaft Offset
Combustion pressure Combustion pressure Offsetting the crankshaft center and the cylinder bore
center serves to raise engine efficiency.
The maximum amount of combustion pressure that
the pistons receive can be efficiently transferred to the
crankshaft.
Piston
By reducing the amount of force in the thrust direction
of the piston, friction loss is reduced.
HINT:
Connecting rod
Example: Amount of crankshaft offset
Crankshaft 1NZ-FE and 2NZ-FE engines: 12 mm (0.472 in.)
center 1SZ-FE and 2SZ-FE engines: 8 mm (0.315 in.)
(1/1)

Offset

Offset crankshaft Center crankshaft

The numbers for the journal installation

position and installation orientation are
inscribed on the crankshaft bearing cap.
Example: ZZ engine series.
Some bearing caps are single unit with
ladder-frame construction, which con-
sists of the bottom of the cylinder block.
(2/3)

Bearing cap

Bearing cap unit with ladder-frame construction

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 1. Main journal and crank pin size
Location of main journal and crank pin STD size codes
Differences in the main journal and crank pin circum-
ference occur from unevenness in manufacturing pre-
Main journal STD
cision. For that reason, there are several standard
size codes sizes for the main journal and crank pin. This size
Main journal STD
(1NZ-FE engine)
size codes code is inscribed on the crankshaft.
(2JZ-GE engine) There are engines where there is only one size, in
which case they do not have the size code inscribed.
Use this code when selecting bearings to prevent the
crankshaft main journal oil clearance precision or con-
necting rod oil clearance precision in order to prevent
Crank pin STD abnormal noise and seizing and to maintain good fuel
size codes economy.
(2JZ-GE engine)
As the size code increases, the diameter of the main
journal and crank pin decreases in micron units.
Number of standard sizes, size coding and location of
inscription differ according to the engine models.
Main journal or crank pin Main journal or
size codes crank pin size (3/3)

1 Large

Small

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 Crankshaft Bearing
When there is an appropriate oil film on the surface of the
Upper half-bearing bearing, it can absorb the heavy load and shock from the
Oil groove Oil hole rotating parts in the combustion stroke. This oil film pre-
Thrust washer vents seizing and reduces output loss due to friction.
There is an oil hole and oil groove in the upper half-bear-
ing and it supplies oil to the bearing and main journal and
lubricates. There is a locking lip to keep the bearing from
rotating.
The thrust washer absorbs the force applied to the crank-
Bearing size code shaft in the axial direction. There is an oil groove on the
Oil groove
Locking lip surface that touches the crankshaft. There is a tab on the
Lower half-bearing bottom side thrust washer to keep it from turning. There
are some engines that do not have the bottom side thrust
washer.
1. Bearing size
Bearing size code Bearing size
There are several standard sizes for crankshaft bear-
ings. This size code is inscribed on the back of the
1
bearing.
Thin
Use this code when selecting bearings to improve the
2 crankshaft main journal oil clearance precision in
Thick order to prevent abnormal noise and seizing and to
maintain good fuel economy.
As the size code increases, the bearing thickness
increases in micron units.
Number of standard sizes and size coding differ
according to the engine models.
2. Undersize bearing
When the crankshaft main journal is damaged or the
oil clearance becomes larger, the main journal is
ground and a thicker undersize bearing can be used.
There are some engines that cannot accept an under-
size bearing replacement. If this is the case, the
crankshaft must be replaced.
(1/1)

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 Connecting Rod
The connecting rod takes the force, which the piston
receives, and transfers it to the crankshaft. Since it is con-
Connecting rod
Bearing cap stantly affected by compressing and pulling force, it
needs to be sufficiently strong and rigid.
There is an oil jet attached to the big end of the connect-
ing rod for lubrication and cooling. Engine oil is supplied
Oil jet
through the crankshaft engine oil hole.
The connecting rod attaches to the bearing cap, so check
the front mark as not to make a mistake when assembling
the two parts.
1. Big end bore size
Big end bore
Front mark size code The big end bore is machine-manufactured with the
connecting rod and bearing cap. Due to unevenness
Big end bore
in machine manufacturing precision, differences in big
end bore size can occur.
Big end bore size
Big end bore size For that reason, there are several standard big end
code
bore sizes. The size code of each bore is inscribed on
a bearing cap.
1
Large Use this code when selecting bearings to improve the
connecting rod oil clearance precision in order to pre-
2
vent abnormal noise and seizing and to maintain good
3
Small fuel economy.
As the size code increases, the big end bore size
increases in micron units. Number of standard sizes
and size coding differ according to the engine models.
(1/1)

Connecting Rod Bearing

When there is an appropriate oil film on the surface of the
Oil hole
bearing, it can absorb the heavy load and shock from the
rotating parts in the combustion stroke. This oil film pre-
vents seizing and reduces output loss due to friction.
There is an oil hole in the upper half-bearing to channel
oil to the oil jet of the connecting rod. (There is also an oil
hole in the lower half-bearing as the same part is used for
the lower and the upper.)
1. Bearing Size
Bearing size code There are several standard sizes for connecting rod
bearings. This size code is inscribed on the back of
the bearing.
Use this code when selecting bearings to improve the
connecting rod oil clearance precision in order to pre-
vent abnormal noise and seizing and to maintain good
Bearing size code Bearing size
fuel economy.
As the size code increases, the bearing thickness
1
increases in micron units.
Thin
Number of standard sizes, size coding and location of
2 inscription differ according to the engine models.
Thick 2. Undersize Bearing
When the crank pin of the crankshaft is damaged or
the oil clearance becomes larger, the crank pin is
ground and a thicker undersize bearing can be used.
There are some engines that cannot accept an under-
size bearing replacement. If this is the case, the
crankshaft must be replaced.
(1/1)

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 Bearing Selection
The oil clearance for the crankshaft bearing and the con-
necting rod bearing is determined by the engine model.
Each bearing should be selected to obtain the proper oil
clearance with regard to the cylinder block main journal
bore size and crankshaft main journal diameter, or the
Bearing Oil film connecting rod big end bore size and crank pin diameter.
As the bore size increases or the journal or pin diameter
decreases, the thickness of the bearing to be used
increases.
Oil clearance
Oil clearance is the gap between the bearing and the
shaft. Oil covers the parts so that metal parts do not make
direct contact with other metal parts.
When the oil clearance becomes larger, abnormal sounds
occur and oil pressure decreases, leading to seizing.
(1/2)

Oil clearance

1. Bearing selection method

Use the following process to determine the correct
bearing (size code).
A+B=C
No.2
A: Cylinder block main journal bore size code (or con-
necting rod big end bore size code)
No.1 No.1 No.2 No.3 No.4 B: Crankshaft main journal size code (or crank pin
No.3 No.4 No.5 size code)
No.5
C: Total number
Example:
A: Cylinder block main journal bore size code: 4
B: Crankshaft main journal size code: 3
Bearing size cord
C: A+B=4+3=7

Select the bearing with a size code of 3 from the chart on

the left. In this case, the total number is used as is for the
Cylinder block main journal bearing size code from the chart.
bore size code (A) The selecting method varies by the engine model. And
+ 0-2 3-5 6-8 9 - 11
there are some engines where the total number becomes
Crankshaft main journal
size code (B) as it is for the bearing size code.
Example There are some engine models that do not have a rank
7
A = 4, B = 3, A + B = 7 for the crankshaft main journal or crank pin. In this case,
select a bearing with the same size code as the cylinder
Use bearing size code 1 2 3 4
block main journal bore size code or connecting rod big
end bore size code.
(2/2)

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 Piston
1. Description
The piston consists of the lowest part of the combus-
B
tion chamber. In order for the pis-ton to move, there
needs to be clearance between the piston and the cyl-
inder wall.
The construction is designed to maintain the proper
A
clearance when the piston expands due to high tem-
peratures during combustion.
Oval
As the piston boss part is thicker, it is easily affected
Circle by heat expansion. Therefore it is made to be slightly
Small
Piston pin boss
oval than the direction of right angle for the piston pin
(B) so that the diameter in the direction of the piston
pin (A) expands to make a circle during heat expan-
sion.
Piston The piston head is exposed to high temperature dur-
skirt ing combustion, and it is not directly cooled by cool-
ant and air. For that reason, the piston head reaches
greater temperatures than the piston skirt. Taking
Large into account the heat expansion during combustion,
Truncated cone True cylinder
the piston head is slightly tapered when compared to
the diameter of the piston skirt.
Cold Hot
HINT:
For the piston diameter, measure the area specified
in the Repair Manual.
Note that the location for measurement is not the
maximum diameter.
For that reason, keep in mind that the standard oil
clearance of the piston in the Repair Manual is not
the actual gap between the cylinder and the piston.
(1/4)

Combustion pressure
2. Thrust force
Compression pressure When the pressure during compres-
sion or combustion acts on the pis-
ton, a part of that force acts on the
piston skirt and causes it to push
against the cylinder wall. This is
called thrust force.
Thrust force is divided into two types:
major thrust force and minor thrust
force.
The former occurs during the com-
bustion stroke and the later occurs
during the compression stroke.
(2/4)

Major thrust force Minor thrust force

(Combustion stroke) (Compression stroke)

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 3. Piston slap (Side knocking)
Piston slap
Piston slap is the noise that occurs when the piston
hits against the cylinder wall. This is also called "side
knocking".
Piston slap occurs when the direction of the thrust
force changes from the compression to combustion
strokes. Piston slap is affected by the amount of pis-
ton clearance. When the piston clearance is large,
there is a greater piston slap. In some engines, the
centerline of the piston and the centerline of the piston
pin are slightly offset in order to reduce piston slap.
4. Operation of offset pistons
In engines with offset pistons, the direction of thrust of
the piston changes from the minor thrust direction to
the major thrust direction near the end of the compres-
Offset piston
sion stroke. In this way, the piston slap is reduced
Center of piston pin Center of piston
because the piston's thrust direction changes before
the piston receives combustion pressure.
(3/4)
Piston

Offset

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 5. Piston size
Piston size code and front mark
(5VZ-FE engine)
When the piston and cylinder wear beyond the allow-
able limit, it is necessary to replace the cylinder block
or piston, or to rebore the cylinder block or cylinder
liner and use oversize pistons. The piston and piston
pin are usually provided as a piston assembly.
Piston size code
The standard size, which indicates the piston diame-
ter, is inscribed.
Front mark The piston must be installed facing the correct direc-
tion.
The direction is inscribed on the piston head.
The side with the mark represents the front side.
The exact location of the inscription differs according
to the engine model.
(1) Standard size piston
When the engine is assembled, each standard size
piston is set for each cylinder bore size to achieve pis-
ton clearance precision.
As the number gets larger, the piston diameter
increases incrementally by 0.01 mm (0.0004 in.) units.
Recently, engines have only one cylinder bore size
and one piston size.
(2) Oversize piston
The size of an oversize piston is determined by the
extent of wear on the cylinder.
Normally, only the 0.50 oversize piston is available as
supply parts.
The 0.50 value in the oversize piston means that it is
0.50 mm (0.020 in.) larger than the standard size pis-
ton.
Besides the oversize piston written above, there are
engines that require supply parts for 0.75 and 1.00
sizes.
For some engines, oversize pistons are not available
as supply parts.
(4/4)

REFERENCE
Striations on the Piston Skirt
The piston skirt has been striation fin-
ished to improve the lubrication proper-
ties.
The striations on the piston skirt are not
a poor finishing. In some engines, the
striated piston skirt has been coated with
a composite resin to reduce friction.
(1/1)

Striation finish

Resin coating

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 Piston Ring
Compression ring No.1
1. Description
The piston ring is designed to pre-
vent pressure from leaking out of the
Compression ring No.2 gap between the piston and the cylin-
der.
There are three piston rings that
function to keep the combustion
chamber airtight as the top two com-
pression rings serve to disperse the
heat from the pistons to the cylinder.
Also they act to scrape off excess oil
on the cylinder wall in order to create
Oil ring side rail (upper)
the minimum film of oil necessary
Oil rings Oil ring expander while preventing excess oil from
entering the combustion chamber.
Oil ring side rail (lower)
(1/4)

2. Marks of ring
The name of the manufacturer and the oversize mark
Size
are inscribed on the piston ring.
Manufacturer
NOTICE:
Pay attention to the following when assembling:
The surface with the mark should face up.
Do not confuse the order of the compression rings.
No.1 code mark When the No. 1 compression ring does not have the
mark, it may be located on the side of the ring.
In the case that there are no marks in both locations,
No.2 code mark
consult the Repair Manual to judge the difference in
shape.
In order to reduce pressure leakage as much as pos-
No.1 compression ring end
Oil ring side rail (lower) end gap sible, assemble the piston ring end gap at the sepa-
gap and oil ring expander
end gap rated position as in the illustration.
Check the ring end gap when using a new piston ring.
(2/4)

Oil ring side rail (upper) end gap No.2 compression ring end gap

- 18 -
 3. Ring end gap
The ring end gap must be from 0.2 -
0.5 mm when at room temperature.
If the piston ring end gap is too large,
pressurized gasses will leak out
through the gap.
If the ring end gap is too small, the
two ends of the piston ring will touch
each other due to heat expansion
and cause the ring to expand. This
1NZ-FE engine :
110mm (4.33 in.) may result in scoring of the cylinder
wall or the piston ring itself may
break.
NOTICE:
Ring end gap
When measuring the ring end gap,
insert the piston ring in the piston cyl-
inder at the place with the least
amount of wear.
The position for measuring the ring
end gap differs according to the
engine models.
(3/4)

4. Ring pumping effect and ring flutter

(1) Ring pumping effect
The piston ring moves up and down inside the piston
Cylinder ring groove while the engine is running. This acts to
pump oil on the ring, helping to improve lubrication. If
the gap between a piston ring and piston ring groove
is too large, the pumping effect will also be large,
resulting in an increase in oil consumption.
(2) Ring flutter
When the piston ring vibrates up and down or side to
Engine oil side in the piston ring groove, ring performance
decreases.
When this condition continues, the piston ring or pis-
ton ring groove will experience abnormal wear and
Piston
may eventually result in seizing.
(4/4)

Piston ring

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 Valve Mechanism
The valve mechanism opens or closes
the intake valve and exhaust valve at the
proper timing in order to draw the air-fuel
mixture into the cylinder and discharge
the combustion gas into the outside.
1. Valve opening and closing system
The rotation of the crankshaft is
transferred to the camshaft via the
timing chain (timing belt), rotating the
cam.
The number of teeth on the camshaft
sprocket (pulley) is double that of the
crankshaft so that the camshaft
rotates once for every two rotations
of the crankshaft.
As the camshaft rotates, the cam
forces the valve to open or close.
(1/1)

Valve and Related Parts

Camshaft
2. Valve
The intake valve opens during the
Valve stem
Valve guide intake stroke to draw the air-fuel mix-
bushing
ture.
The exhaust valve opens during the
Oil seal
exhaust stroke to exhaust the com-
bustion gas.
Valve face Both valve closes during the com-
pression and combustion strokes to
keep the combustion chamber air-
Valve head
44.5 tight.
or 45.5
Since the valve is exposed to high
temperatures and high pressure, it is
Exhaust Intake made of a special metal.
valve valve Generally, in order to increase the
amount of the intake air, the valve
diameter of the intake valve is larger
than exhaust valve.
In order to keep the valve and the
valve sheet airtight, the angle of the
Exhaust valve Intake valve
Combustion chamber valve face is generally set at 44.5 or
45.5.
Valves are pushed to the closing
direction by springs and cams opera-
tion cause the valve to move down
along the valve guide bushing inside
the cylinder head.
(1/4)

- 20 -
 3. Valve spring
Double spring The valve spring is a coil spring that
applies tension in the closing direc-
Uneven pitch spring Uneven pitch spring tion of the valve.
(symmetrical) (asymmetrical) Most engines have one spring per
Top
valve, however some engines use
two springs per valve.
a
In order to prevent the valve from
d
vibrating when the engine is running
b Inner Outer
at high speeds, uneven pitch springs
or double springs are used.
e HINT:
c
Valve springs have the natural fre-
a=c<b d>e quency. When the number of the
valve opening and closing and the
natural frequency match to vibrate
together, the waviness vibration
may occur irrelevant to camshaft
operation. This condition is called
surging and it can be a cause of
abnormal engine noise as well as
damage to the valve spring or inter-
ference between the valve and pis-
ton.
Asymmetrical type of uneven pitch
springs is installed with the wider
pitch toward the top.
(2/4)

4. Valve seat
The valve seat is press-fitted into the cylinder head.
When the valve closes, the valve face and valve seat
fit closely together to make the combustion chamber
airtight. The valve seat also transfers heat from the
valve to the cylinder head, serving to cool the valve as
well.
Since the valve seat is exposed to high temperature
combustion gas, and repeated contact with the valve,
it is constructed of a metal that excels in resistance to
heat and wear. When the valve seat wears, it can be
Valve contact face ground by the carbide cutter or replaced.
In recent years, lasers have been used to weld a
wear-resistant alloy valve seat layer directly to the cyl-
60
45
30

inder head making the valve seat and the cylinder

head one unit on some engines. With this type of laser
clad valve seat, replacement is impossible.

REFERENCE:
Valve seats are generally shaped like a 45 cone in order
to fit with the valve face.
The valve seat contact width is generally from 1.0 mm to
1.4 mm.
The wider the contact area of the valve seat, the greater
the cooling effect will be, however air-tightness may suffer
since carbon intrusion is likely.
In contrast, the narrower the contact area of the valve
seat, the lesser the cooling effect and the lesser the likeli-
hood of carbon intrusion will be.
(3/4)

- 21 -
 5. Valve guide bushing and oil seal
Oil seal
Valve guide bushing The valve guide bushing is generally made of cast iron
Valve stem and is press-fitted into the cylinder head. It acts to
guide the movement of the valve so that it closely fits
the valve seat and valve face.
The contact surfaces of the valve guide and valve
stem are lubricated with engine oil. To prevent excess
oil from entering the combustion chamber, a rubber oil
seal is fitted on the topside of the valve guide bushing.

SERVICE HINT:
"Valve sticking" occurs when the valve stem in the
valve bushing guide stops moving smoothly or stops
moving completely. This occurs when the amount of
clearance between the valve stem and the valve guide
bushing is too small or when they are not sufficiently
lubricated.
Engine oil
If the valve stem oil seal is broken or hardens, engine
oil will enter the combustion chamber and be burned.
This can cause excessive oil consumption.
(4/4)

Valve Timing
Valve timing diagram
(2NZ-FE engine without VVT-i, leaded gasoline type)
The valve timing is the timing of the
Compression stroke
TDC
Intake stroke opening and closing of the intake valves
Valve overlap
and exhaust valves expressed in terms
Intake valve 2 2
opens
In. Ex.
of the crankshaft angle and it is called
In. Ex.
"valve timing diagram".
Each valve does not alternately open
and close at TDC (Top Dead Center)
Exhaust
valve closes
and BDC (Bottom Dead Center).
Combustion
Instead, the intake valve opens just
Exhaust
Exhaust stroke
valve opens
(power) stroke before TDC and closes after BDC and
the exhaust valve opens before BDC
In. Ex. In. Ex. and closes just after TDC.
Intake
valve Therefore the valve timing increase the
closes
intake and exhaust efficiency by inertia
43 34
so that it is set to the timing, which
BDC
opens and closes the valve early and
late with regards to piston position.
Recently in some engines, the valve tim-
ing can be changed such as the VVT-i
(Variable Valve Timing-intelligent) and
those that control not only valve timing,
but also the amount of lift such as the
VVTL-i (Variable Valve Timing and Lift-
intelligent).
The stability at idling, output improve-
ment or EGR efficiency of valve overlap
is utilized effectively by making the valve
timing changeable.
(1/2)

- 22 -
Valve overlap
From the end of the exhaust stroke to the beginning of the intake stroke, the intake valve and the exhaust valve
have a moment when they are simultaneously open. This is called valve overlap. Generally, a larger valve overlap
gives better high-speed performance, but causes unstable idling.
NOTICE:
The optimal valve timing is predetermined for each engine models.
If valve timing is not correct, engine idling will be unstable or there will be a drop in output.
If the timing belt is broken or cut off, the rotational movement of the camshaft is stopped, and the piston could inter-
fere with valves. Then pistons, valves and valve lifters etc., could be damaged.
For that reason, in engines with timing belts, they are replaced every 100,000 km (60,000 miles) or 150,000 km
(90,000 miles).
In some engines, however, even if the timing belt is cut off, the top surface of the piston is constructed with a valve
cut-out to prevent the piston from making contact with the valves. This type of engine requires that the timing belt be
replaced when it breaks and is not set as a periodic maintenance item.
HINT:
Timing chains are "maintenance-free" meaning that they do not need periodic replacement
(2/2)

Valve Clearance
Since each engine part (cylinder head, cylinder block and
valves, etc.) is subject to heat expansion, there must be
clearance between the cam and valve lifter (shim) so that
the valves can still smoothly operate even when affected
by heat expansion. This clearance is called valve clear-
ance.

SERVICE HINT:
Excessive valve clearance can be a cause of abnor-
mal engine noise and valve mistiming.
Insufficient valve clearance can cause the piston to
thrust up into the valve up.
HINT:
There are two types of valve clearance, depending on
the construction and materials of the engine. One type
increases as the engine heats up while the other type
decreases as the engine heats up.
(1/1)

- 23 -
 Adjustment of Valve Clearance
1 2-(1)
1. Type requiring replacement of the
Adjusting shim valve lifter when adjusting valve
Valve lifter
Valve lifter
clearance
With this type, valve clearance is
adjusted by replacing the valve lifter.
2. Type requiring replacement of
shim when adjusting valve clear-
2-(2) 2-(3)
ance
With this type, valve clearance is
Adjusting shim
Rocker arm adjusted by replacing the adjusting
Valve lifter
shim.
Within this type, there are several
Adjusting shim
kinds:
(1) Shim is on the inside.
(Remove the camshaft and replace
the shim.)
(2) Shim is on the outside.
(Replace the shim using SST.)
(3) Shim is under rocker arm.
(Replace the shim using SST.)
HINT:
As sizes of valve lifter and shim vary
according to the engine, please
select the appropriate one.
(1/2)

3. Type requiring adjustment of the

Rocker arm
adjusting screw when adjusting
Adjusting screw valve clearance
This type is for engines using a
rocker arm. Adjust the valve clear-
ance by turning the adjusting screw,
which is mounted in the rocker arm.
(2/2)

Valve lifter

- 24 -
 Scissors Gear Mechanism (Sub-gear
Driven gear
Mechanism)
Sub gear Drive gear
Sub gear
There is a scissors gear (sub-gear) on
the driven gear of the camshaft for the
Driven gear compact DOHC which serves to reduce
gear noise associated with changes in
torque.
The sub-gear is pushed toward the rota-
tional direction by the spring at all times
and the scissors gear reduces the back-
lash of the gear by meshing with the
Drive gear
drive gear, in order to prevent the noise.
Backlash
Backlash is the gap between the gear
Drive gear contact surfaces and due to this toler-
ance in the design and assembly, wear
and seizure are prevented.
(1/1)
Driven gear
Scissors spring

Sub gear

Balance Shaft
va,vb : Crankshaft rotational speed Balance shafts are included in large dis-
Va,Vb : Piston movable speed
La,Lb : Piston movable distance placement in-line engines to reduce
va = vb engine vibration.
Va < Vb
La < Lb The balance shaft is equipped with a
counter weight, and revolves at two
Inertial forces
times the speed of the crankshaft. The
vibration of the balance shaft serves to
Lb Vb cancel out the vibration of the crankshaft
by causing vibrations in the opposite
La Va
direction.
The rotational speed of the crankshaft
below (va) center line (O) and above
(vb) center line (O) are the same.
vb However, with the center line (O) as a
O Balance
va shaft base, the distance the piston travels for
Counterweight
(Lb) and (La) is different. Since both (Lb)
and (La) use the same amount of time
A B for one full trip, the travel speeds (Vb)
and (Va) are different.
Since the piston travel speed is different
above the center line (O) and below the
center line (O), a gap in inertia occurs,
thus causing engine vibrations.
With the in-line four cylinder engine,
when cyl-inders 2 and 3 are at BDC and
cylinders 1 and 4 are at TDC, there is a
180 difference in position causing vibra-
tory movement two times when the
crankshaft revolves.
(1/1)

- 25 -
 Timing Chain Auto-tensioner
Chain auto-tensioner (1NZ-FE engine)
The timing chain auto-tensioner uses a spring and engine
oil pressure to maintain proper tension at all times. It also
suppresses noise from the timing chain.
Using an internal ratchet device, the tensioner applies
tension with a spring when there is no oil pressure at such
times as engine starting.
(1/1)
Chain damper

Plunger

Spring
Check ball

Engine
oil
Timing chain
auto-tensioner

Chain
Chain slipper
Spring Cam

Timing Belt Auto-tensioner

Timing belt auto-tensioner (2JZ-GE engine)
The timing belt auto-tensioner uses a spring force and
sealed silicone oil pressure to maintain proper belt ten-
sion at all times.
(1/1)

Timing belt
Piston rod

Idler pulley

Spring

Check ball

Timing belt auto-tensioner Spring

- 26 -
Lubrication System Description
The lubrication system supplies engine
oil to each engine part, creating a film of
Camshaft timing oil control valve engine oil, which reduces the effects of
friction and wear by allowing engine
parts to slide smoothly and perform opti-
mally.
There are many rotating and sliding
parts in an engine. As the engine oper-
Main oil gallery ates at high engine speed, if these parts
were not lubricated, a great amount of
Oil return hole friction would occur, resulting in wear
and seizure. To keep the engine rotating
smoothly, the friction on each part needs
to be minimized.
(1/2)

Oil pressure switch

Oil filter
Oil strainer

Oil pump

Oil flow circuit for 1NZ-FE engine

Main oil gallery

Crankshaft Oil jet Chain Cylinder head

journal tensioner
Oil filter
Timing Camshaft timing Intake Exhaust
Connecting
chain oil control camshaft camshaft
rod
valve filter journal journal
Oil cooler
Oil jet
Camshaft timing
oil control valve
Piston
Oil pump
VVT-i
controller
Oil strainer

Oil pan

The oil cooler, outlined with a dotted line, basically is not used on the 1NZ-FE engine.
Here is listed to understand the position of the oil cooler in the oil flow.

- 27 -
 Oil Pump
The oil pump draws the engine oil from
Drive roter the oil pan and pumps it to each part of
the engine.
The driven rotor rotates along with the
drive rotor, however because the driven
Driven roter rotor is eccentricity, the spacing between
both rotors changes with rotation. This
change of spacing is used to draw and
pump the oil.
There is a relief valve built into the oil
pump, which releases at the specified
pressure controlling the maximum oil
pressure.
Relief valve
SERVICE HINT:
When the relief valve sticks, the oil
pressure will fail to rise or rise abnor-
mally causing lubricated parts to sei-
zure or oil leaks to occur.
Also, when the sliding parts inside
the pump wear out, or the gasket or
O-ring is damaged, this causes the
oil pressure to drop.
(1/1)

Oil Filter
All of the oil pumped up by the oil pump passes through
the oil filter where metallic particles from wear and carbon
sludge are filtered out.
The oil pushes open the check valve and enters the outer
Check valve
circumference of the element, where is filtered, and then
is discharged from the center of the element.
The check valve at the opening of the oil filter is designed
to prevent contaminants, which have collected in the
outer circumference of the element, from flowing back
into the engine when the engine stops.
If the filter element becomes clogged, the pressure differ-
ence occurs between the outer and inner circumference
of the element and increases. When the pressure differ-
ence becomes the prescribed amount, the relief valve
Element opens so that the oil does not pass through the element
and is sent to the lubrication part.
Relief valve This prevents insufficient lubrication from occurring when
the element is clogged. However the oil filter is required
Oil flow (in) to be replaced periodically because the dirt oil is sent.
(1/1)
Oil flow (out)

Oil flow if the relief valve open

- 28 -
 Oil Pressure Warning Lamp
Oil pressure warning lamp The oil pressure warning lamp warns the driver when it
detects abnormally low engine oil pressure.
Warning lamp The oil pressure switch is mounted in the oil pan or the
cylinder block and detects the pressure in the main oil
gallery.
Oil pressure switch
1. When the oil pressure is low
[19.6 4.9 kPa (0.2 0.05 kgf/cm2) or lower]
When the engine is stopped or the pressure is lower
than the specified amount, the point inside the oil
Oil pressure pressure switch closes and the oil pressure warning
(Normal)
lamp turns on.

Low engine oil level warning lamp 2. When the oil pressure is high
[19.6 4.9 kPa (0.2 0.05 kgf/cm2) or higher]
ECU When the engine is started and the oil pressure sur-
passes the specified amount, the oil pressure pushes
Warning lamp the diaphragm inside the oil pressure switch.
As a result, the point opens and the oil pressure warn-
Oil level ing lamp turns off.
(Normal)
Oil HINT:
Oil temp. switch
Oil pan Normal oil pressure is between 0.5 and 5 kgf/cm2 . If
Oil level sensor
the oil pressure goes below 0.2 kgf/ cm2 , the oil pres-
sure warning lamp will turn on.
If this lamp turns on, it means that there is some kind
of abnormality in the lubrication system.
Furthermore, just because the lamp is off, it is no
guarantee that the engine has correct oil pressure at
high engine speed. For that reason, some engines
use an oil pressure gauge to display the oil pressure.

REFERENCE:
The low engine oil level warning lamp turns on when
the amount of oil is extremely low.
(1/1)

- 29 -
 Oil Cooler
It is best if the temperature of the engine oil does not rise
above 100C. If the temperature rises above 125C how-
ever, engine oil lubrication properties will deteriorate sud-
denly.
Water bypass hose Therefore, to maintain lubrication properties, some
engines are equipped with an oil cooler.
Oil cooler Normally, all of the oil flows into the oil cooler and then
flows to each engine part after it is cooled.
Oil filter At lower temperatures, oil has a higher viscosity and
tends to create a higher oil pressure. When the pressure
difference between the inlet side and the outlet side of the
oil cooler rises above the specified value, the relief valve
Engine coolant
opens and the oil flowing from the oil pump bypasses the
oil cooler and flows on to the other parts of the engine,
thus preventing damage from occurring.
Oil cooler
(1/1)
Oil filter

from Oil pump

to Main
oil gallery

Relief valve

Oil Consumption
Even when the engine is not leaking oil
on the outside, some engine oil is con-
sumed as it enters the combustion
chamber and is burned up.
The routes by which oil is lost, are listed
below.
1 The gap between the cylinder and
the piston
2 The gap between the valve guide
bushing and valve stem
3 Loss due to oil contained in blow-by
gas
(1/1)

- 30 -
Cooling System Description
1. Cooling system
to Radiator
When the engine heats up, the cooling system trans-
from Heater core fers that heat to the surrounding air lowering the tem-
perature of the engine. Conversely, when the engine
is cold, the cooling system makes it easier for the
engine to warm up.
In this way, the cooling system serves to maintain an
to Heater core appropriate engine temperature. There are air-cooled
to Throttle body
and water-cooled types, however the water-cooled
type cooling system is mainly used for automobile
engines.

from Radiator
(1) Water-cooled type cooling system
In the water-cooled type cooling system, coolant is cir-
Bypass passage Cylinder head culated to the water jacket, absorbing the heat gener-
ated by the engine and thus maintaining an
appropriate engine temperature.
The absorbed heat is released through the radiator
Water pump and the cooled coolant is recirculated to cool the
Heater core engine. Also the heat of the coolant can be used by
the heater.
The two types of cooling systems, differentiated by the
Thermostat position of the thermostat are listed below:
Throttle body <1> Thermostat in water pump inlet side
Cylinder block Radiator
<2> Thermostat in water pump outlet side

Cooling system can also differ in whether or not a

bypass valve that controls the bypass circuit is
present. In recent years, almost all engine cooling
systems are equipped with a thermostat that has a
bypass valve.
(1/1)

- 31 -
 Flow of Engine Coolant
1. Thermostat in water inlet type (With bypass valve)
This type features a thermostat mounted in the water
pump inlet. The thermostat is equipped with a bypass
valve and regulates the coolant that passes through
the main route and bypass route by opening and clos-
ing the thermostat according to changes in coolant
temperature.
(1) When the coolant is cold:
When the coolant temperature is low, the thermostat
closes and the bypass valve opens.
The coolant then circulates through the bypass circuit
without passing through the radiator.
This helps the water temperature rise so that the
appropriate engine temperature can be obtained more
quickly.
(2) When the coolant is hot:
When the coolant temperature is high, the thermostat
opens and the bypass valve closes.
All heated coolant flows to the radiator where it is
cooled and passes through the thermostat to return to
the water pump.
In this way the appropriate engine temperature is
maintained
Compared to engines with no bypass valve, when the
coolant temperature is high, it is not circulated to the
bypass valve, so the cooling effect is higher. This also
serves to sensitively operate the thermostat so that
coolant temperature change is lessened, allowing the
engine can run at a stable temperature.
NOTICE:
An engine equipped with a thermostat with bypass valve
should not be run with the thermostat removed. The
bypass circuit is wider in engines with a bypass valve. If
the engine is run while the bypass valve (thermostat) is
removed, more coolant will flow through the bypass cir-
cuit, making it easier for the engine to overheat.
(1/1)

- 32 -
 Thermostat
There are two types of thermostats, one
With bypass valve Without bypass valve
that includes a bypass valve, and the
other without a bypass valve.
The cylinder in the thermostat is moved
Main valve Jiggle valve by the thermal expansion of the wax in
Main valve Jiggle valve the cylinder. This causes the main valve
to open, regulating the amount of cool-
ant flowing to the radiator, so that it is
maintained at a proper temperature.
The bypass valve operates along with
the main valve. (When the main valve
opens, the bypass valve closes.)
After the coolant is drained, air from the
Cylinder
Wax engine cannot be released easily and
Cylinder Wax
Bypass valve the coolant cannot enter easily because
the thermostat is closed when refilling.
Therefore, air is released from the jiggle
valve, simplifying the coolant refilling
process.
When the engine is running, the jiggle
valve is kept closed by the water pres-
sure from the water pump.
(1/1)

Water Pump
The water pump is driven by a V-belt (V-ribbed belt) and
V-ribbed belt Bearing Mechanical seal circulates coolant through the cooling system and the
Cylinder heater. The rotor and water pump body use a mechanical
block
seal to prevent coolant leakage. If this seal is defective
and coolant leaks out, coolant leakage or stem is dis-
charged through a drain hole in the pump body so that
coolant does not leak onto the bearing.
Therefore, when there is coolant leaking or leakage
traces from the drain hole, it is likely that a defective
Swirl
mechanical seal or bearing is the cause.
chamber
HINT:
Ordinarily, the water pump cannot be repaired by dis-
assembling it and requires a full assembly replace-
ment. There are some models, however, where the
pump can be disassembled and repaired.
Rotor There are water pumps that are driven by the
teethed side of the V-ribbed belt or water pumps that
are driven by the backside of the belt.
(1/1)

Water pump pully Water drain hole

- 33 -
 Electric Motor-driven Cooling Fan
Cooling fan 1. Outline
It is necessary for a large volume of air to pass
through the radiator for it to release the heat.
Ordinary driving provides an adequate air flow for
cooling, however when the vehicle is stopped or is
driving at low speeds the volume of air becomes inad-
equate. Therefore the engine is equipped with a cool-
ing fan to force airflow to the radiator.
The electric fan system senses the coolant tempera-
Water temperature
switch ture, and supplies an adequate amount of air only
Fan motor when the temperature is high. At normal temperature,
the fan is stopped, which allows the engine to warm
up and decreases fuel consumption and noise.
Electric fan rotation speed can be switched between
three stages or to stageless so that cooling perfor-
mance can be adjusted to synchronize with the cool-
ant temperature and AC operation.
(1/2)

2. Operation
Fan relay
Ignition switch (1) Low coolant temperature:
The coolant temperature switch goes on and the fan
relay is grounded. The magnetic force of the relay coil
keeps the points off, stopping electrical current from
reaching the fan motor.
(2) High coolant temperature:
Coolant The coolant switch goes off and the fan relay circuit is
temp.switch
interrupted. Then, the points go on, supplying current
Coolant temperature to the fan motor and causing the fan to revolve at high
Low High speed.
HINT:
Recently, there are some models where the on/off
points operation of the coolant temperature switch and
the fan relay are reversed.
CAUTION:
Always be sure that the ignition switch is turned off when
working near the engine cooling fan or radiator grille.
The electrical cooling fan is temperature controlled, so if
the ignition switch is turned on, there is the danger of the
fan automatically starting to operate when the coolant
temperature rises.
(2/2)

- 34 -
 Temperature-controlled Fluid Coupling
1. Overview
The V-belt driven cooling fan increases in fan speed in
proportion to the increase in engine speed.
For this reason, the fan speed of the cooling fan with
the temperature control fluid coupling control the fan
speed by sensing the temperature of the air flowing
through the radiator.
The temperature control fluid coupling contains a fluid
Pulley
clutch with silicone oil. The transfer of revolution to the
Fluid coupling fan via the V-belt is controlled by the adjustment of the
Cooling fan amount of oil in the operating chamber.
When the temperature is low, the rate of fan revolution
is decreased helping with engine warm-up and pre-
Air hot Air warm Air cold venting noise. When engine temperature is high, the
fan revolution rate is increased to supply an adequate
Bimetal volume of air to the radiator, thereby increasing the
spring
Bimetal cooling effect.
plate (1/2)
Silicone oil

Front operating
chamber
Rear operating
chamber

2. Operation
Without coupling a1 Air Temperature (HOT) during low speed driving
The fluid coupling shaft revolution is transferred to the fan
a2 Air hot as is.
Fan speed

b a2 Air temperature (HOT) during high speed driving

Air warm
Fan revolution resistance increases and the fluid coupling
a1 c
Air cold slips to make the fan revolve at a rate slightly slower than
the fluid coupling shaft.
0
Fluid coupling shaft speed b Air temperature(WARM) during high speed driving
The bimetal plate switches the oil route and decreases
a1 b the operation oil amount. This increases slippage of the
operating chamber, resulting in an even further
decreased rate of revolution.

c Air temperature (COLD) during high speed driving

The oil route is switched and operation oil level further
a2 c decreases. At this time slippage is greatest and the fan
revolution rate is the least.
(2/2)

- 35 -
 Electronically Controlled Hydraulic Cool-
ing Fan System
The electronically controlled hydraulic
Solenoid
cooling fan system uses a hydraulic
valve ECU motor to turn the fan. The computer
adjusts the amount of oil flowing to the
Hydraulic Hydraulic hydraulic motor, so the fan revolves
motor pump
without stages and the fan speed can
Oil cooler always be adjusted to achieve the most
Reservoir appropriate air volume.
Water temp. sensor signal , Compared to the electric fan, the motor
Air conditioner signal ,
Engine speed signal
is smaller and lighter in weight, and has
Cooling fan
Condenser
the ability to supply a greater air volume.
Radiator However, the oil pump and the control
system are more complicated.
(1/1)

Inspection Compression Pressure

1. Check compression pressure
Allow the engine to warm up and stop.
Remove all spark plugs and crank the engine with the
throttle valve fully opened in order to measure the
compression pressure of all cylinders.
HINT:
Disconnect connectors of all injectors so that fuel can-
not be injected.
Remove the igniter or disconnect connectors of the
igniter so that a spark is not generated.
The fully charged battery should be used to obtain an
engine speed of over 250 rpm.
NOTICE:
This inspection must be performed in as short a time as
possible.
Example: 1NZ-FE engine (NZE12#)
Compression pressure: 1,471 kPa ( 15.0 kgf/cm2)
Minimum pressure: 1,079 kPa ( 11.0 kgf/cm2)
Difference between each cylinder: 98 kPa ( 1.0 kgf/
cm2) or less

SERVICE HINT:
If the compression pressure is low, pour a small amount
of engine oil in the spark plug hole. Measure the com-
pression pressure again.
When the compression pressure rises: A piston ring or
cylinder bore may be worn or damaged.
When the compression pressure stays low: A valve
may be sticking, a valve seat may be improper, or
there may be leakage from the gasket.
(1/1)

- 36 -
Exercise

These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.

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Answers Answers
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Question- 1
The following statements pertain to the parts of the gasoline engine.
From the following word group, select the word that corresponds to each of the following statements.

a c
d

e
b

g
f

1. This bottom is indented and forms the combustion 2. This receives the combustion pressure with the pis-
chamber with the piston. ton.

3. This converts the reciprocating motion of the pistons 4. This transfers the force that the piston is received to
into revolving motion. the crankshaft.

a) Connecting rod b) Valve mechanism c) Bearing d) Cylinder head e) Piton ring f) Crankshaft
g) Cylinder block

Answer: 1. 2. 3. 4.

Question- 2
The following statements pertain to three essential elements of gasoline engine. Mark each of the following state-
ments True or False.

No. Question True or False Correct Answers

Three essential elements of gasoline engine are "good air-fuel mix-

1 True False
ture," "good compression," and "good preheating system".

The compression ratio can be calculated in the formula: (Volume of

2 combustion chamber + Volume of cylinder) / Volume of combustion True False
chamber.

When the air-fuel ratio is 14.7, it means that the air-fuel volume is
3 True False
14.7 against 1 of the gasoline volume.

To burn the compressed air-fuel mixture efficiently, it requires good

4 True False
sparks.

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Question- 3
The following statements pertain to the plastic region bolt. Mark each of the following statements True or False.

No. Question True or False Correct Answers

A stable bolt tension can be obtained by the plastic region tightening

1 True False
method.

All bolts used in the vehicle are tightened by the plastic region tight-
2 True False
ening method.

Normally, the bolt tightened to the specified torque is tightened in

3 True False
the elastic region.

The plastic region tightening method is used for assembly of parts

4 True False
such as cylinder head or bearing cap.

Question- 4
The following statements pertain to the piston. Mark each of the following statements True or False.

No. Question True or False Correct Answers

The piston is oval, which the diameter of the major axis and minor
1 axis is different, in consideration of the heat expansion at high tem- True False
perature.

The diameter of the piston head is tapered smaller than that of the
2 piston skirt in consideration of the heat expansion at high tempera- True False
ture.

Piston slap is the noise that occurs by the clearance between the
3 True False
connecting rod and the crankshaft.

When the piston is damaged, replace the piston or rebore the cylin-
4 True False
der block or cylinder liner and use the oversize piston.

Question- 5
The following statements pertain to the piston ring. Mark each of the following statements True or False.

No. Question True or False Correct Answers

1 The piston ring normally consists of three compression rings. True False

An extra oil on the cylinder is removed and the minimum oil film is
2 True False
created.

The compression ring keeps the airtight of the combustion chamber

3 True False
and discharge the piston heat to the cylinder.

When the ring flutter phenomenon is hard, it causes the engine sei-
4 True False
zure.

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Question- 6
The following statements pertain to the valve mechanism. Mark each of the following statements True or False.

No. Question True or False Correct Answers

The rotation speed of the intake or exhaust camshaft is same as

1 True False
that of the crankshaft.

The intake valve opens before TDC (Top Dead Center) and closes
2 after BDC (Bottom Dead Center), while the exhaust valve opens True False
before BDC and opens after TDC.

The valve overlap is the period that the intake and exhaust valves
3 True False
open simultaneously.

If there is a malfunction in the valve clearance, generally replace the

4 True False
cam to ensure the normal clearance.

Question- 7
The following statements pertain to the lubrication system. Mark each of the following statements True or False.

No. Question True or False Correct Answers

If the relief valve of the oil pump sticks with opened, it causes the
1 True False
seizure in the lubrication portion.

The relief valve of the oil filter is released so that the oil is circulated
2 even if the filter portion of the oil filter is clogged. True False
Therefore, the oil filter does not require the replacement.

The oil pressure warning lamp is turned on when the oil pressure is
3 True False
abnormally high or low.

4 If there is no engine oil leakage, the oil volume never decrease. True False

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Question- 8
The following illustration shows the oil flow. From the following word group, select the word that corresponds to the
numbers in the illustration.

Main oil gallery

Crankshaft Oil jet Chain 4

journal tensioner
1
Timing Camshaft timing Intake Exhaust
Connecting oil control camshaft camshaft
rod chain
valve filter journal journal
Oil cooler
Oil jet
Camshaft timing
oil control valve
3
Oil pump
VVT-i
controller
2

Oil pan

a) Cylinder head b) Oil filter c) Piston d) Oil strainer

Answer: 1. 2. 3. 4.

Question- 9
The following statements pertain to the cooling system. Mark each of the following statements True or False.

No. Question True or False Correct Answers

The radiator with electric motor-driven cooling fan is cooled by the

1 True False
cooling fan at all times.

If there is a trace that the coolant leaks out from the drain hole, it is
2 True False
likely that a defective mechanical seal or bearing is the cause.

When repairing the water pump, normally replace the assembly

3 True False
except some models.

Heat expansion of the spring in the thermostat opens and closes the
4 True False
thermostat.

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