Engine mechanical-part 3

Engine Mechanical 3
Course code: EN04

Student training manual

Suzuki Online Training
 Foreword Suzuki Technician curriculum

This is part 3 of the engine mechanical training modules. In
this training module, we will study the fundamentals of engine
cooling, fundamentals of the VVT system and engine top end
service.
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This training manual is part of the Non Suzuki Technician to
Suzuki Technician curriculum. The curriculum consists of the
following modules:
1. GE01 Suzuki Introduction
2. GE02 Electrical / Electronics
3. GE03 Diagnostics
4. EN02 Engine Mechanical part I
5. EN03 Engine Mechanical part II
6. EN04 Engine Mechanical part III
7. EN05 Engine Auxiliary systems
8. DS01 Driveshaft/Axle
9. DS02 Driveshaft/Axle - transfer case
10. BR02 Brake control systems
11. TR02 Manual transmission / transaxle
12. CS02 Control system / body electrical
13. CS03 Communication / bus systems
You are currently studying EN04 Engine Mechanical 3. This
module consists of the following courses:

• Engine Fundamentals (part 3)

This document is intended solely for training purposes only.
• EN04 Practical Activities
All vehicle repairs and adjustments must be carried out
according to the procedures stipulated in current service
manuals and technical bulletins.

EN04 Engine mechanical 3 I Engine Fundamentals 2

 Table of contents Cylinder head disassembly and check 35

Topic Page

Cooling system overview 5

Coolant flow 6
Inlet control system 7
Outlet control system 7
Water pump 8
Thermostat 9
Radiator 9
Radiator fan 11
Radiator cap 12
Reservoir tank 13
Coolant 13
Causes of coolant problems 14
Coolant leaks 14
Coolant freezing 15
Overheating 15
Overcooling 16
Thermostat check 17
Radiator check 17
Combustion leak check 18
Engine cooling system symptom diagnosis 19
Variable Valve Timing 20
VVT overview 21
Structure of the VVT system 24
Operation of the OCV 25
VVT system checks and maintenance 28
Engine top end service 31

EN04 Engine mechanical 3 I Engine Fundamentals 3

 Lesson 1:
Learning outcomes

At the end of this lesson, you will be able to:

• Describe the basic functions of the cooling system.

• Describe the coolant flow when the engine I cold and when

Cooling system
the engine has reached normal operating temperature.
• List all the components of the cooling system.
• Describe the functions of each of the components of the

fundamentals cooling system.

• Explain in detail the different causes of cooling system
problems.

EN04 Engine mechanical 3 I Engine Fundamentals 4

 1.1 Cooling system overview

An engine gets its power from the thermal energy that is

generated when the air fuel mixture is burned. This means that
there is heat in the engine and it rises to a high temperature.
It is the cooling system that releases into the atmosphere the
heat that is absorbed by the engine.

This cooling system helps maintain an appropriate engine

temperature. If the engine temperature is too high, the engine
parts will expand, the engine oil film will break up and seizure
will occur. If the engine temperature is too low, the fuel
atomization will worsen, the fuel consumption will increase,
and excess fuel will thin the engine oil and accelerate part
wear. In addition, the coolant heat is used as a heat source for
the heater.

EN04 Engine mechanical 3 I Engine Fundamentals 5

 1.2 Coolant flow The thermostat in the cooling system switches between the 2
cooling channel lines. The thermostat closes when the
coolant temperature is low to circulate the coolant via the
Coolant is circulated through the coolant channels by the
bypass channel. When the coolant temperature rises, the
power of the water pump to absorb the heat inside the engine.
thermostat opens to make the coolant flow to the radiator.
This heat is released into the atmosphere from the radiator,
and then the cooled coolant is returned once again to the
engine.

Figure 1: Coolant flow

EN04 Engine mechanical 3 I Engine Fundamentals 6

 1.2.1 Inlet control system

In the inlet control system, the thermostat is positioned on

the engine inlet side. The thermostat operation is more
sensitive than in the outlet control system, which minimizes
the variations in the coolant temperature and makes it easier
to stabilize the engine temperature.

Figure 2: Coolant flow

2 coolant flow systems are available, which differ according to

the position of the thermostat. These are the inlet control
system and the outlet control system. Figure 3: Coolant flow: Inlet control system

1.2.2 Outlet control system

In the outlet control system, the thermostat is positioned on

the engine outlet side. Because its structure is simpler and air
bleeding is easier than with the inlet control system, this
system is used in most engines.

EN04 Engine mechanical 3 I Engine Fundamentals 7

 But because the thermostat is on the engine outlet side, in 1.3 Water pump
other words on the radiator inlet side, when the engine warms
up, the temperature of the coolant in the engine rises and the
The water pump is driven by the drive belt and the timing belt.
thermostat opens.
It forcibly circulates the coolant around the engine.

This means that heat is rapidly lost to the coolant inside the
cold radiator, and the thermostat closes again. So this system
has the disadvantage that the coolant can only be completely
warmed by the thermostat repeatedly opening and closing in
this way.

Figure 5: Water pump

Figure 4: Coolant flow: Outlet control system

EN04 Engine mechanical 3 I Engine Fundamentals 8

 1.4 Thermostat 1.5 Radiator

The thermostat controls the coolant temperature. The

thermostat is a valve that opens and closes coolant channels
in accordance with the coolant temperature, to maintain an
appropriate coolant temperature. Usually, it is located on the
coolant outlet side of the engine.
The thermostat closes when the coolant temperature is low so
that the coolant is not circulated via the radiator. When the
coolant temperature rises, the thermostat opens and the
coolant flows via the radiator. The temperature at which the
valve begins to open is stamped on thermostat.
A valve called an air bleed valve is located on the flange of the
thermostat. When refilling the coolant after draining it from the
engine, this valve makes it easy to bleed air from the cooling
system. Note that while the engine is operating, the pressure
of the water pump closes the air bleed valve to prevent it
Figure 7: Radiator
from negatively affecting engine warm-up. The thermostat
must be installed so that the air bleed valve is on the upper
side. The radiator functions to release heat from the engine trapped
by coolant into the atmosphere. The radiator is made up of a
radiator core that dissipates the heat and a tank that stores
the coolant and separates steam from the coolant.

Recently, resin has been increasingly used for the tank to

make the vehicle more lightweight.

Figure 6: Thermostat

EN04 Engine mechanical 3 I Engine Fundamentals 9

 The coolant from the engine enters the radiator from the tank.
It passes through coolant channels (tubes) that have a large
heat dissipation area. The coolant is cooled through the
temperature difference between itself and the exterior.
The bottom of the radiator has a drain cock that can be used
to drain the coolant from the radiator. Some radiators in AT
vehicles also have a built-in oil cooler for the automatic
transmission fluid.
EN04 Engine mechanical 3 I Engine Fundamentals
1.6 Radiator fan
The radiator fan forcibly sends air to the radiator, which helps
to dissipate heat from the radiator. A cooling fan is required
that forcibly sends air to the radiator because a large amount
of air must pass through the radiator for it to efficiently
dissipate heat.
Air from the cooling fan is not required when the engine is
cold (low temperatures) and during high speed driving. At
such times, the fan is stopped to prevent noise and a drop in
engine output.
1.6.1 Coupling fan
The cooling fan is rotated via the drive belt. As such, the
cooling fan rotation speed varies with changes in the engine
rotation speed. A fluid coupling is used to control the fan
rotation speed.
A fluid coupling has a fluid clutch that uses silicone oil inside.
The blades on the shaft side generate a silicone oil flow,
which is transmitted to the blades on the fan side to rotate
the fan. Bimetal is used to switch the oil channels according
to the temperature and control the rotation of the
cooling fan.
10
 1.6.2 Electric power fan

Because it can be positioned anywhere, this fan is often used

in front wheel drive vehicles that have a small engine
compartment. The fan rotation speed is not affected by the
engine rotation speed. The coolant temperature is measured
and the electric power fan is only operated when the coolant
is hot. As such, this fan’s cooling performance is good when
driving at low speeds with a low amount of wind from driving,
and the horse power loss is low.

Figure 8: Radiator fan

Figure 9: Radiator fan

[1] Fan
[2] Electric motor
[3] Fan shroud

EN04 Engine mechanical 3 I Engine Fundamentals 11

 As shown in the figure 10, the circuit of the electric power fan 1.7 Radiator cap
consists mainly of the ECM and the radiator fan relay. When
the coolant temperature rises, the ECM turns ON the transistor
The radiator cap maintains a constant pressure inside the
to excite the coil side of the relay. This turns ON the contact
coolant channels to raise the boiling point of the coolant.
point side of the relay to supply power to the motor, which
The radiator cap has a built-in pressure valve and vacuum
rotates the fan and lowers the coolant temperature.
valve. When the pressure inside the radiator is within the
specified range, the pressure valve and vacuum valve are
closed to seal the inside of the radiator. When the coolant
temperature rises and the pressure inside the radiator goes
above the specified level, the pressure valve opens to release
coolant from inside the radiator into the reservoir tank.

When the coolant temperature drops and the pressure inside

the radiator goes below the specified level (negative
pressure), the vacuum valve opens to suck in coolant from
the reservoir tank and eliminate the negative pressure.
The 0.9 marking on the top of the cap indicates that the
pressure valve opens at a pressure of 90 kPa {0.9kgf/cm2}.
Figure 10: Radiator fan motor control

Figure 11: Radiator cap

EN04 Engine mechanical 3 I Engine Fundamentals 12

 1.8 Reservoir tank
The water reservoir tank is a tank that stores coolant that
overflows from the radiator. It keeps the coolant amount in
the coolant channels at a constant level.
Figure 12: Reservoir tank
Figure 13: Reservoir tank
EN04 Engine mechanical 3 I Engine Fundamentals
1.9 Coolant
In addition to cooling the engine, the coolant also has other
functions, such as preventing rust.
The coolant is made up of water, an antifreezing agent (such
as ethylene glycol) and a rust prevention additive. Sometimes
it is called "LLC". The freezing temperature and rust
prevention performance of the coolant changes depending
on the antifreeze concentration. If a concentration
appropriate for the region is not used, not only will the
coolant not perform properly, but it may also negatively affect
the engine.
The ethylene glycol in the coolant gradually oxidizes with use
as it makes contact with heat from the engine and with air
inside the reservoir tank. In addition, the additives that
prevent rust are gradually consumed, which reduces the
rust prevention performance. As such, periodic replacement
is required.
13
 1.10 Causes of coolant system problems ii. Coolant level check
1.10.1 Coolant leaks Check that the coolant level is between the FULL line and the
LOW line on the reservoir tank. If the level is too low, identify
If coolant leaks occur, the coolant level will drop. The pressure
the cause, such as coolant evaporation, radiator cap problems
in the coolant channels will also drop, so the boiling point will
or coolant leaks.
fall and overheating will result.
Take an appropriate countermeasure and refill to the specified
Also, if there is insufficient coolant then the coolant
level. When adding or replacing coolant, mix in the specified
temperature sensor and the coolant will no longer make
amount of the concentrated coolant fluid. When replacing the
contact, resulting in abnormal operation of the electric power
coolant or adding a large amount of coolant, air may enter the
fan.
cooling system. After filling the coolant, idle the engine for
i. Coolant leaks check several minutes to bleed the air. In such cases, the coolant
When checking for coolant leaks, idle the engine or use a level will drop after bleeding the air. Fill the coolant again to
radiator cap tester to increase the pressure. Check for coolant the specified level.
leaks from the radiator, water pump, radiator hose and heater
hose. Also, if there are any loose clamps, tighten or replace
them. Check that the hoses have not deteriorated, cracked,
expanded or hardened. If there are any problems, replace the
corresponding hose.

Figure 15: Coolant level check

Note that the bleeding method for the cooling pipes varies
greatly depending on the model. Refer to the service manual.
Figure 14: Cooling system pressure test [1] Pressure gauge

EN04 Engine mechanical 3 I Engine Fundamentals 14

 iii. Coolant replacement
If the coolant is significantly dirty, clean the cooling system. If
this is not performed, it may result in clogging or corrosion in
the cooling system. The coolant must be replaced at the
recommended service intervals.
1.10.2 Coolant freezing
If the LLC concentration in the coolant is too low, the coolant
will freeze in cold temperatures and damage the cylinder block
and radiator.
Be aware that although the LLC freezing temperature drops in
proportion to the LLC concentration, after it reaches a certain
concentration, it begins to rise again. An LLC concentration
must be used that is appropriate for the region of vehicle use.
EN04 Engine mechanical 3 I Engine Fundamentals
1.10.3 Overheating
The engine is not cooled and its temperature rises, resulting
in engine seizure and distortion of parts such as the cylinder
head.
• Insufficient coolant
A typical cause is a coolant leak due to damaged parts such
as hoses, the radiator, heater core, water pump, thermostat
and head gasket.
• Clogging of the coolant channels
If the coolant is not replaced for a long time, the coolant can
deteriorate and generate rust or a brown, clay-like substance
(water scale). These substances can clog the coolant
channels.
• Water pump pumping defects
Problems may occur in the belt that drives the water pump,
resulting in the water pump not rotating properly. Other
problems may be caused by water pump impeller loss due to
rust or insufficient coolant, or by the bearing inside the water
pump.
• Thermostat sticking
The thermostat automatically switches the coolant channels
in accordance with the coolant temperature. If the
thermostat sticks shut due to rust, the coolant will not be
circulated to the radiator and the engine will overheat.
15
 • Cooling fan rotation defects
If a problem occurs in the belt that drives the cooling fan or in
the electrical circuit, the cooling fan will not rotate properly
and the engine will overheat.
• Radiator cap pressure defects
If there is a problem with the radiator cap, the coolant
channels will lose their pressure. The coolant will boil at 100°C
and the engine will overheat.
• Radiator clogging
Heat is released into the atmosphere when air passes through
the radiator core in the radiator. If the radiator core is clogged
or the fins are crushed, the heat dissipation performance will
worsen and the engine will overheat.
EN04 Engine mechanical 3 I Engine Fundamentals
1.10.3 Overcooling
If overcooling occurs, efficient combustion will not be
possible because the engine does not warm up. Possible
causes of overcooling include the following.
• Thermostat sticking
The thermostat automatically switches the coolant channels
in accordance with the coolant temperature. If the
thermostat sticks open due to rust or past overheating, the
coolant will always be circulated to the radiator and
overcooling will occur.
• Continuous cooling fan rotation
A problem in the cooling fan coupling or electrical circuit may
cause the fan to rotate continuously, resulting in overcooling.
16
 1.11 Thermostat check 1.12 Radiator check

• Make sure that air bleed valve of thermostat is clean.
Should this valve be clogged, engine would tend to overheat.
• Check valve seat for some foreign matters being stuck which
prevent valve from seating tight.
Check thermostatic movement of wax pellet as follows:
If the water side of the radiator is found excessively rusted or
covered with scales, clean it by flushing with the radiator
cleaner compound.
This flushing should be carried out at regular intervals for
scale or rust formation advances with time even where a
recommended type of coolant is used. Periodical flushing will
prove more economical.

Inspect the radiator cores and straighten the flattened or bent

fins, if any. Clean the cores, removing road grimes and
trashes.

Excessive rust or scale formation on the wet side of the

radiator lowers the cooling efficiency. Flattened or bent fins
obstruct the flow of air through the core to impede heat
[1] Thermostat
dissipation.
[2] Thermometer
Figure 16: Thermostat check [3] Heater

Immerse thermostat in water and heat water gradually. Check

that the valve starts to open at the specified temperature.
• Temperature at which valves begins to open: 80 - 84ºC
• Temperature at which valves becomes fully open: 93 - 91ºC
• Valve lift: more than 8 mm

If valve starts to open at a temperature substantially below or

above specific temperature, thermostat unit should be replaced
with a new one. Such a unit, if reused, will bring about
overcooling or overheating tendency.
Figure 17: Radiator check

EN04 Engine mechanical 3 I Engine Fundamentals 17

 1.13 Combustion leak test

A combustion leak test checks for the presence of combustion

gases in the coolant. It should be performed when signs point
to a blown cylinder head gasket, cracked cylinder block or
head (overheating, bubbles in the coolant, or a rise in the
coolant level upon starting).

A block tester, sometimes called a combustion leak tester, is

placed in the radiator filler neck or the reservoir. The engine is
started and the tester bulb is squeezed and then released. This
will pull air from the cooling system through the tester.

The fluid in the block tester is normally blue. The chemicals in

exhaust gases cause a reaction in the test fluid, changing its
color. A combustion leak will turn the fluid yellow. If the fluid
remains blue, there is no combustion leakage.

An exhaust gas analyzer can also be used to check for

combustion gases in the cooling system by placing the exhaust
gas analyzer probe over radiator filler neck. A hydrocarbon
(HC) reading indicates internal combustion leakage.

EN04 Engine mechanical 3 I Engine Fundamentals 18

 1.11.5 Engine cooling system symptom diagnosis Summary
• The cooling system removes excess heat from the
engine, maintain a constant engine operating
temperature, increase the temperature of a cold
engine quickly and provide means of warming the
passenger compartment.
• Typically, an engine’s operating temperature is
between 82ºC and 99ºC.
• The water pump is an impeller or centrifugal pump
that forces coolant through the engine block,
cylinder head, intake manifold, hoses and radiator.
• Radiator hoses carry coolant between the engine
and the radiator
• The radiator transfers coolant heat to the
outside air. The radiator is normally
mounted in front of the engine.
• A closed cooling system uses an expansion
tank, or reservoir and a radiator cap with
pressure and vacuum valves.
• A worn water pump may leak coolant, fail to
circulate coolant or produce a grinding
sound.
• A faulty thermostat can cause overcooling
or overheating.
• A radiator cap pressure test measures cap
opening pressure and checks the condition
of the sealing washer.
• A combustion leak test checks for presence
of combustion gases in the engine coolant.

EN04 Engine mechanical 3 I Engine Fundamentals 19

 Lesson 2:
Objectives

• Describe the functions of the VVT system

• Explain the operation of the VVT system
• Describe the function of the oil control valve
• Describe the function of the cam timing sprocket

Variable Valve Timing • Explain the checks and maintenance that can be carried out on
the VVT system

(VVT)

EN04 Engine mechanical 3 I Engine Fundamentals 20

 1. VVT overview

In an engine, it is difficult to always obtain the optimum

volumetric efficiency across all ranges, from a low rotation
speed range to a high rotation speed range. If the valve timing
is fixed, when the volumetric efficiency in the low rotation
speed range is increased, the rotation efficiency in the high
rotation speed range will decrease.
The volumetric efficiency is greatly affected by the valve timing
and valve lift amount on the intake side, and by the length,
inner diameter and shape of the intake manifold. An
appropriate timing is required for closing the valve on the
intake side. The VVT (variable valve timing) system improves
this volumetric efficiency.
The VVT system continuously changes the intake valve timing
to achieve the optimum timing for the engine operation
conditions. The changes in the intake valve timing are 1
performed through the intake cam timing sprocket assembly
Figure 1: VVT actuator on intake camshaft [1]
(VVT actuator) that is installed on the front end of the intake
camshaft. The rotor inside this assembly is driven by the
engine oil pressure, which changes the phases of the intake The ECM determines the optimum valve timing (advance
camshaft and the intake cam timing sprocket that are amount) for various operating conditions based on the engine
connected to the rotor with a bolt. rotation speed, throttle opening amount, intake pipe pressure
The oil control valve (OCV) is controlled with duty control by and coolant temperature. It then controls the OCV as
the ECM. The valve changes the engine oil pressure that is appropriate. The ECM also detects the actual advance amount
sent to the advance chamber and the retardation chamber from the cam angle sensor and performs feedback control to
inside the intake cam timing sprocket assembly. obtain a value that is close to the target advance amount.

EN04 Engine mechanical 3 I Engine Fundamentals 21

 Figure 2: CCT control

EN04 Engine mechanical 3 I Engine Fundamentals 22

 A B
Figure 3: VVT operation
The VVT system has the following effects.
1. Low-to-mid speed torque improvement
In the high load, low-to-mid rotation speed range, the low-to-
mid speed torque is improved by closing the intake valve
earlier (advanced) (figure 3B) to increase the volumetric
efficiency.
2. Fuel economy improvement
In the medium load range, the valve overlap is increased
(advanced) (so that the internal EGR effect (when some of the
exhaust gas from the end of the exhaust stroke is recirculated
into the intake pipe by the intake pipe negative pressure)
lessens the intake pipe negative pressure. This reduces the
pumping loss (engine friction when the piston moves down)
and improves the fuel economy.
EN04 Engine mechanical 3 I Engine Fundamentals
C
In addition, the valve overlap is reduced (maximum
retardation) during idling to eliminate the blowback to the
intake side and stabilize the combustion. This reduces the
intake air amount and improves the fuel
economy.
3. Emission control improvement
In the medium load range, the valve overlap is increased
(advanced) and the internal EGR effect is used to reduce the
combustion temperature and Nox generation. HCs are also
reduced by burning again the unburned gas.
23
 2. Structure of the VVT system
2.1 Oil Control Valve (OCV)
The oil control valve is installed on the oil pump case (timing
chain cover). It controls the oil pressure that is applied to the
hydraulic actuator that is built in to the intake cam timing
sprocket assembly, in order to continuously change the intake
valve timing. The ECM uses a duty signal to operate the spool
valve that changes the oil pressure channel.
Figure 4: Oil control valve
EN04 Engine mechanical 3 I Engine Fundamentals
2.2 Intake cam timing sprocket
A hydraulic actuator that controls the rotor operation
angle is installed on the intake cam timing sprocket.
The rotor and intake camshaft are connected. Changes in the
rotor operation angle change the intake valve timing. A lock
pin is positioned on the rotor. When the engine oil pressure is
low when starting the engine, the lock pin is fitted into the
housing at the maximum retardation position by the spring.
This minimizes the phase changes of the intake camshaft and
intake cam timing sprocket.
When engine oil pressure is applied to the advance chamber
side after starting the engine, it releases the lock pin.
Note that the maximum operation angle for the rotor is
about 30°.
Figure 5. Cam timing sprocket
24
 3. Operation of the OCV 3.2 Holding

3.1 Retardation When a holding signal (50% duty) from the ECM is input, the
OCV spool valve stops in the middle position and there are no
When a retardation signal (Low duty) from the ECM is input, the
changes in the oil pressure applied to the retardation chamber
OCV spool valve moves to the right. Oil pressure is applied to
or the advance chamber. This means that the rotor position
the retardation chamber and the drain on the advance
is fixed.
chamber side opens. This makes the rotor rotate to the
retardation side.

Figure 7: Oil pressure hold phase

Figure 6. Oil flow during timing retardation phase

EN04 Engine mechanical 3 I Engine Fundamentals 25

 3.3 Advance

When an advance signal (High duty) from the ECM is input, the
OCV spool valve moves to the left. Oil pressure is applied to
the advance chamber and the drain on the retardation side
opens. This makes the rotor rotate to the advance side.

Figure 8: Oil flow during timing advance phase

EN04 Engine mechanical 3 I Engine Fundamentals 26

 4. Targeted timing varying operation

EN04 Engine mechanical 3 I Engine Fundamentals 27

 5.1 VVT system checks and maintenance 5.1.2 Intake cam timing sprocket assembly bolt
5.1.1 Intake cam timing sprocket assembly
Check for problems such as clogging. If there are any
problems, clean or replace.
Check the cam timing sprocket for wear or damage and
replace if there are any problems. Install the cam timing
sprocket onto the camshaft and fix the camshaft. Check that [A] [B]
the hydraulic actuator does not move when you try to rotate it
with your hand.
If it does move it means that the lock pin inside the hydraulic
actuator is not functioning. This means that the intake valve
timing will not be fixed in the maximum retardation position,
which will result in an idling defect or reduced engine start-
ability.
[C]

Figure 10: [A] Timing sprocket bolt [B] Cylinder head oil pipe

5.1.3 Cylinder head oil pipe & oil gallery pipe

Check the cylinder head oil pipe for cracks, deformation and
clogging, and replace if there are any problems.
Figure 9: Checking sprocket assembly

EN04 Engine mechanical 3 I Engine Fundamentals 28

 5.1.4 Oil control valve (OCV) 5.1.5 Oil channels in oil pump case

• Remove the oil control valve from the oil pump case (timing
chain cover) and check for problems such as clogging.
Replace if there are any problems.
• Check the resistance of the OCV solenoid (fig 11 A). If it
deviates from the standard (6.7 – 7.7Ω), replace.
Check for problems such as clogging in the oil channels that
are used for actuating the intake cam timing sprocket
assembly (VVT actuator). Clean if there are any problems.

[A]

[B]
Figure 12: Oil pump case

Figure 11: Inspection of Oil Control Valve

• Switch the battery voltage across the connector terminals

between ON and OFF (Figure 11 B). Check that an operating
sound (tapping) is made and that the spool valve operates.

EN04 Engine mechanical 3 I Engine Fundamentals 29

 Summary

• The VVT system improves volumetric efficiency by adjusting

the valve timing.
• The ECM determines the optimum valve timing (advance
amount) for various operating conditions and controls oil to
the rotor via the oil control valve.
• The rotor and the intake camshaft are connected. The pin
on the rotor is locked on the rest position.
• The OCV is controlled by the ECM via duty signals.

EN04 Engine mechanical 3 I Engine Fundamentals 30

 Lesson 3:
Objectives

• Describe the different measurements that must be

performed on the camshafts to determine its serviceability.
• Explain how bearing clearance is checked.
• Describe how tappet and shim wear must be checked

Engine top end • Describe the procedure to remove the valves from the
cylinder head.
• Describe the different checks that can be performed on the

service valves to determine condition.

EN04 Engine mechanical 3 I Engine Fundamentals 31

 6. Engine top end service

6.1 Camshaft inspection

6.1.1 Cam wear

Using a micrometer, measure cam height “a”. If measured

height under runs its limit, replace camshaft.

Figure 14: Camshaft run-out check

6.1.3 Camshaft journal wear

Check camshaft journals and camshaft housings for pitting,
scratches, wear or damage. If any faulty condition is found,
replace camshaft or cylinder head with housing. Never
replace cylinder head without replacing housings

Figure 13: Cam lobe check

6.1.2 Camshaft run-out

Set camshaft between two “V” blocks, and measure its run-out
by using a dial gauge. If measured run-out exceeds limit,
replace camshaft.

Figure 15: Camshaft housing check

EN04 Engine mechanical 3 I Engine Fundamentals 32

 6.1.4 Bearing clearance check
Check clearance by using gauging plastic. Checking procedure
is as follows.
• Clean housings and camshaft journals.
• Remove all tappets with shims.
• Install camshaft bearings (1) to cylinder head and camshaft
No.1 housing.
• Tighten camshaft housing bolts in such order as indicated
in figure a little at a time till they are tightened to specified
torque.
NOTE: Do not rotate camshaft while gauging plastic is
installed.
• Remove housing, and using scale (2) on gauging plastic (1)
envelop, measure gauging plastic width at its widest point.

Caution!
• Do not apply engine oil
to camshaft bearing
back.
• Only a upper half
bearing of intake
camshaft bearing No.1
has some holes.

Figure 16: Bearing check

Figure 17: Clearance check using plastic gauge

• Install camshafts to cylinder head.
• Place a piece of gauging plastic to full width of journal of
camshaft (parallel to camshaft).
• Install camshaft housing.
If measured camshaft journal clearance exceeds limit,
measure journal (housing) bore and outside diameter of
camshaft journal.
Replace camshaft bearing, camshaft or cylinder head
assembly whichever the difference from specification is
greater.

EN04 Engine mechanical 3 I Engine Fundamentals 33

 6.1.5 Camshaft journal diameter check 6.2 Wear of tappet and shim
Check tappet and shim for pitting, scratches, or
Measure the camshaft journal diameter and bearing bore as damage. If any faulty condition is found, replace
shown in the figure below.

[A] Camshaft journal

diameter check

[B] Camshaft journal

bearing bore

Figure 19: Tappet and shim check

• Measure cylinder head bore and tappet outside diameter to

determine cylinder head-to-tappet clearance. If clearance
exceeds limit, replace tappet or cylinder head.

Figure 18: Clearance check using plastic

gauge

Figure 20: Tappet and bore measurement

EN04 Engine mechanical 3 I Engine Fundamentals 34

 7. Cylinder head disassembly & check • Release special tools and remove spring retainer and valve
spring.
• Remove valve from combustion chamber side.
7.1 Cylinder head disassembly • Remove valve stem seal (1) from valve guide and then
• For ease in servicing cylinder head, remove intake manifold, valve spring seat (2).
injectors and exhaust manifold from cylinder head.
• Using special tools (Valve lifter), compress valve spring and
then remove valve cotters (1) also by using special tool
(Forceps).

Figure 22: Valve removal

• Using special tool (Valve guide remover), drive valve guide

out from combustion chamber side to valve spring side.
• Place disassembled parts except valve stem seal and valve
guide in order so that they can be installed in their original
Special tools position.
[A] Valve lifter

[B] Valve spring compressor

attachment

Figure 21: Valve removal [C] Forceps

EN04 Engine mechanical 3 I Engine Fundamentals 35

 7.2 Valve stem-to-guide clearance 7.3 Valve stem end deflection
Using a micrometer and bore gauge, take diameter readings on If bore gauge is not available, check end deflection of valve
valve stems and guides to check stem-to-guide clearance. stem with a dial gauge instead.
Be sure to take reading at more than one place along the Move stem end in directions (1) and (2) to measure end
length of each stem and guide. If clearance exceeds limit, deflection.
replace valve and valve guide. If deflection exceeds its limit, replace valve stem and valve
guide.

Figure 24: Valve stem end deflection check

Figure 23: Valve stem-to-guide clearance check

EN04 Engine mechanical 3 I Engine Fundamentals 36

 7.4 Valve 7.4.3 Valve head radial run-out
7.4.1 Visual inspection Check each valve for radial run-out with a dial gauge and “V”
• Remove all carbon from valves. block. To check run-out, rotate valve slowly. If run-out-
exceeds its limit, replace valve.
• Inspect each valve for wear, burn or distortion at its face and
stem end, as necessary, replace it.
• Inspect valve stem end face for pitting and wear. If pitting or
wear is found there, valve stem end may be resurfaced, but
not too much to grind off its chamber. When it is worn out
too much that its chamber is gone, replace valve.

7.4.2 Valve head thickness

Measure thickness “a” of valve head. If measured thickness
exceeds limit, replace valve.

Figure 26: Radial run-out check

7.4.4 Seating contact width

Create contact pattern on each valve in the usual manner, i.e.,
by giving uniform coat of marking compound to valve seat and
by rotatingly tapping seat with valve head. Valve lapper (tool
used in valve lapping) must be used.

Pattern produced on seating face of valve must be a

continuous ring without any break, and the width of pattern
must be within specified range.
Figure 25: Valve head thickness check

EN04 Engine mechanical 3 I Engine Fundamentals 37

 7.4.4 Seating contact width
Create contact pattern on each valve in the usual manner, i.e.,
by giving uniform coat of marking compound to valve seat and
by rotatingly tapping seat with valve head. Valve lapper (tool
used in valve lapping) must be used.
Pattern produced on seating face of valve must be a
continuous ring without any break, and the width of pattern
must be within specified range.
Figure 27: Seating contact width check
EN04 Engine mechanical 3 I Engine Fundamentals
7.4.5 Valve seat repair
A valve seat not producing a uniform contact with its valve or
showing width of seating contact that is out of specified
range must be repaired by regrinding or by cutting and
regrinding and finished by lapping.
1. Exhaust valve seat:
Use valve seat cutters (1) to make two cuts as illustrated
in the figure. Two cutters must be used: the first for
making 15° angle, and the second for making 45° angle.
The second cut must be made to produce desired seat
width. Seat width for exhaust valve seat
2. Intake valve seat:
Use valve seat cutters (1) to make three cuts as illustrated
in the figure. Three cutters must be used: the 1st for
making 15° angle, the 2nd for making 60° angle, and 3rd
for making 45° angle. The 3rd cut (45°) must be made to
produce desired seat width.
3. Valve lapping:
Lap valve on seat in two steps, first with coarse size
lapping compound applied to face and the second with
fine-size compound, each time using valve lapper
according to usual lapping method.
38
 8. Cylinder head inspection

• Remove all carbon deposits from combustion chambers.

Caution! Do not use any sharp-edged tool to scrape off
carbon deposits. Be careful not to scuff or nick metal
surfaces when decarboning. The same applies to valves
and valve seats, too.

Figure 29: Cylinder head combustion chamber

• Check cylinder head for cracks on intake and exhaust

Figure 28: Valve repair ports, combustion chambers, and head surface. Using a
straight edge and filler gauge, check flatness of gasket
surface at a total of 2 locations. If distortion limit is
exceeded, correct gasket surface with a surface plate and
abrasive paper of about #400 (Waterproof silicon carbide
abrasive paper):

EN04 Engine mechanical 3 I Engine Fundamentals 39

 Place abrasive paper on and over surface plate, and rub gasket
surface against paper to grind off high spots. Should this fail to
reduce thickness gauge readings to within limit, replace
cylinder head.

Leakage of combustion gases from this gasket joint is often

due to warped gasket surface: such leakage results in reduced
power output.

Figure 31: Checking cylinder inlet & exhaust surface check

Figure 30: Checking cylinder head surface on piston side

EN04 Engine mechanical 3 I Engine Fundamentals 40

 Summary

• A warped cylinder head has a bent or curved deck surface,

usually from engine overheating. This can me checked by
using a straight edge and a filler gauge.
• Valve guide wear is common, it allows the valve to move
sideways in its guide during engine operation.
• A dial indicator can be used to measure cam lobe wear with
the camshaft installed in the engine.
• Valve adjusting shims are used on some engines to allow the
adjustment of the cam-to-valve clearance.
• A micrometer can be used to check the thickness of the
valve shims.
• Valve can be repaired by regrinding or by cutting and
regrinding and finished by lapping.

EN04 Engine mechanical 3 I Engine Fundamentals 41

 Reference
C
The following abbreviations can be used in this CAN Controller Area Network
training manual CKP Crankshaft Position
CMP Camshaft Position
A CO Carbon Monoxide
A/B Air Bag CO2 Carbon Dioxide
ABDC After Bottom Dead Center CPP Clutch Pedal Position
ABS Anti-lock Brake System CPU Central Processing Unit
AC Alternating Current CVT Continuously Variable Transmission,
A/C Air Conditioning Continuously Variable Transaxle
A-ELR Automatic-Emergency Locking Retractor
A/F Air Fuel Ratio
D
ALR Automatic Locking Retractor
DC Direct Current
API American Petroleum Institute
APP Accelerator Pedal Position D/C Driving Cycle
A/T Automatic Transmission, Automatic Transaxle DLC Data Link Connector
ATDC After Top Dead Center DOHC Double Over Head Camshaft
ATF Automatic Transmission Fluid, Automatic DOJ Double Offset Joint
Transaxle Fluid DOT Department of Transportation
AWD All Wheel Drive DPF® Diesel Particulate Filter
API American Petroleum Industry DRL Daytime Running Light
DTC Diagnostic Trouble Code (Diagnostic Code)
B
D/C Driving Cycle
BARO Barometric Pressure
BBDC Before Bottom Dead Center
BCM Body electrical Control Module
BTDC Before Top Dead Center
B+ Battery Positive Voltage
BB+ Battery Positive Voltage for Backup

EN04 Engine mechanical 3 I Engine Fundamentals 42

 E I
EBD Electronic Brake Force Distribution IAC Idle Air Control
ECM Engine Control Module IAT Intake Air Temperature
ECT Engine Coolant Temperature IMT Intake Manifold Tuning
ISC Idle Speed Control
ECU Electronic Control Unit
ISO International Organization for Standardization
EEPROM Electrically Erasable Programmable Read Only
Memory
J
EFE Heater Early Fuel Evaporation Heater
JIS Japanese Industrial Standards
EGR Exhaust Gas Recirculation J/B Junction Block
EGT Exhaust Gas Temperature J/C Junction Connector
ELR Emergency Locking Retractor
ENG A-Stop Engine Auto Stop Start L
EPS Electronic Power Steering L Left
ESP® Electronic Stability Program LCD Liquid Crystal Display LED Light Emitting Diode
EVAP Evaporative Emission LHD Left Hand Drive vehicle
LIN Local Interconnect Network
G LO Low
LSPV Load Sensing Proportioning Valve
GND Ground
GPS Global Positioning System
M
GL Gear libricant MAF Mass Air Flow
MAP Manifold Absolute Pressure
H Max Maximum
HVAC Heating, Ventilating and Air Conditioning MFI Multiport Fuel Injection
HC Hydrocarbons Min Minimum
HFC Hydro Fluorocarbon MIL Malfunction Indicator Lamp (“CHECK ENGINE”
HI High Light or “SERVICE ENGINE SOON” Light)
M/T Manual Transmission, Manual Transaxle
HO2S Heated Oxygen Sensor

EN04 Engine mechanical 3 I Engine Fundamentals 43

 N T
NOx Nitrogen Oxides TCC Torque Converter Clutch
TCM Transmission Control Module
O
OBD On-Board Diagnostic system TCSS Traction Control Support System
OCM Occupant Classification Module TDC Top Dead Center
OCV Oil Control Valve TP Throttle Position
O/D Overdrive TPMS Tire Pressure Monitoring System
OHC Over Head Camshaft
TWC Three-Way Catalytic converter
O2S Oxygen Sensor

P U
PCM Powertrain Control Module UART Universal Asynchronous Receiver / Transmitter
PCV Positive Crankcase Ventilation USB Universal Serial Bus
PM Particulate Mater
PNP Park / Neutral Position
P/S Power Steering V
PSP Power Steering Pressure VFD Vacuum Fluorescent Display
VIN Vehicle Identification Number
R VSS Vehicle Speed Sensor
R Right
VVT Variable Valve Timing
RAM Random Access Memory
RHD Right Hand Drive Vehicle
ROM Read Only Memory W
RPM Engine Speed WU-OC Warm Up Oxidation Catalytic converter
WU-TWC Warm Up Three-Way Catalytic converter
S
SAE Society of Automotive Engineers
SDM Sensing and Diagnostic Module (Air Bag Controller, Other
Air bag Control Module) 2WD 2-Wheel Drive
SDT Smart Diagnostic Tester 4WD 4-Wheel Drive
SFI Sequential Multiport Fuel Injection
SI System International
Note: ESP is a trademark of Daimler AG
SOHC Single Over Head Camshaft
DPF® is a trademark of HJS Fahrzeugtechnik GmbH & Co KG and Suzuki is
SRS Supplemental Restraint System the trade mark licensee.

EN04 Engine mechanical 3 I Engine Fundamentals 44

 Well done, you have now completed
the “EN04 Engine Mechanical 3”
online training course!

Please take the online exam

EN04 Engine mechanical 3 I Engine Fundamentals 45