Engine: Other Land Rover Freelander L359

TECHNICAL FEATURES

The engines technical features include

1. A 6-cylinder, inline configuration, liquid cooled, aluminum cylinder block with cast iron liners
2. Pistons are cast from a light alloy metal, with 2 compression rings and a 3-piece oil control ring
3. Aluminum cylinder head, incorporating 2 camshafts
4. Four valves per cylinder
5. Variable lift height hydraulic valve tappets (intake only)
6. Variable Camshaft Timing (VCT) (intake only)
7. Crankshaft vibration damper to give the crankshaft a smoother operation
8. A single gear driven camshaft timing chain drives both camshafts
9. An aluminum bedplate section between the oil pan and cylinder block
10. A forged steel crankshaft with induction hardened bearing surfaces
11. Forged steel connecting rods
12. A Rear End Ancillary Drive (READ) system
13. Two fabricated stainless steel twin skin exhaust manifolds
14. A 3-position Variable Intake System (VIS)
15. An advanced Engine Management System (EMS) incorporating electronic throttle control
16. Four catalytic converters

TECHNICAL DATA

Scheme 139

CYLINDER BLOCK COMPONENTS

The main cylinder block components are

1. Cylinder block
2. Connecting rods and pistons
3. Piston cooling jets
4. Generator
5. Gear housing
6. Thermostat housing
7. Crankshaft Position (CKP) sensor
8. Knock sensors
9. Coolant pump
10. Coolant inlet pipe

CYLINDER NUMBERING

The cylinders are numbered as shown below, with cylinder 1 at the front of the engine.

Scheme 140

Scheme 141

The cylinders and crankcase are contained in the cylinder block, which is of a cast aluminum construction. The cylinder sleeves are made of cast iron and cast in bores. The cylinder block is of a pen coolant mantle design, which allows coolant to flow freely around the upper section of the cylinders.

Scheme 142

The connecting rods are 'L' profile forged with a trapezium shaped (a shape with 4 sides with 2 of its sides parallel) small end. The big end has a fracture split bearing cap, which gives a stable joint because the bearing cap and connecting rod are secured in the actual fracture surface. Aluminum bearings are used for both the lower and upper bearing half.

The pistons are cast from a light-alloy metal consisting of aluminum and silicon. The piston skirt is graphite coated at the front and rear to ensure low friction between the piston and cylinder, particularly during cold starting and during short periods of extreme load. The piston is 'weight optimized', which means, for example, that the piston pin is comparatively short and that the piston is missing material from the sides.

Each piston has 3 piston rings

1. An upper compression ring of nitrated steel
2. A second ring of alloyed cast iron, which functions as both a compression ring and an oil scraper ring
3. A 3-part oil ring made of nitrated steel

Scheme 143

Jets located in the cylinder block spray oil on to the inside of the piston to provide piston and piston pin lubrication and cooling. The oil is distributed through the cylinder block, via the main oil gallery and channels bored in the block.

Scheme 144

The generator is located at the rear of the intake side of the cylinder block. The generator is driven by the crankshaft gearwheel via the auxiliary unit shaft gearwheel and the auxiliary unit inner shaft gear wheel (see gear housing section for more information).

Scheme 145

Scheme 146

Scheme 147

The gear housing functions as an external cover for the following sub-sections

1. Intermediate shaft
2. Camshaft drive outer shaft
3. Auxiliary unit inner shaft

Intermediate Shaft

The intermediate shaft is used to locate the camshaft drive shaft gear wheel in the cylinder block. The shaft is journaled with a double conical roller bearing. The auxiliary unit shaft drive gear wheel is in 2 pieces, with the narrow half being spring tensioned in the opposite direction to the wide half. This feature reduces noise because gear play is eliminated. Only the wide half drives the auxiliary unit's gear wheel. The camshaft chain gear wheel is of the conventional design.

The shaft is sealed against the exhaust side (i.e. the rear side of the cylinder block) by a sealing washer. To remove or install the washer, the flywheel/flexplate must be removed.

Camshaft Drive Outer Shaft

The camshaft drive outer shaft is journaled at the front end of the shaft with a double row bearing in the gear housing. Needle bearings are used at the rear end (pulley side) against the auxiliary unit shaft. The camshaft drive outer shaft gear wheel is in 2 pieces, a wide and a narrow half to reduce noise. The camshaft chain gear wheel is also located on the shaft and is used to drive the camshafts chain.

Auxiliary Unit Inner Shaft

The auxiliary unit inner shaft is journaled at the front end of the shaft (generator side) in the gear housing with a single row bearing. Needle bearings are used at the rear end (pulley side) against the camshaft drive shaft. There is a pulley at the rear end of the shaft that drives the Air Conditioning (AC) compressor and the power steering pump, via a polyvee belt. The shaft also drives the generator at the front end, via a sleeve connector.

Scheme 148

The thermostat housing is located towards the front of the intake side of the engine cylinder block. The housing contains a wax type thermostat and a coolant temperature sensor.

Coolant flows in at the coolant pump and passes through a number of channels before it collects and then flows out to the thermostat housing. If the thermostat housing is closed, the coolant passes via the by-pass channel directly to the coolant pump to then circulate through the cylinder block again Refer to Engine Cooling . .

Scheme 149

The Crankshaft Position (CKP) sensor is located at the rear of the intake side of the cylinder block. The sensor provides an input of engine crankshaft speed and position. The sensor works on the principle of the Hall effect and scans a trigger wheel (magnetic disc) on the flywheel Refer to Electronic Engine Controls . .

Scheme 150

The knock sensors are located at the front and rear intake side of the cylinder block. They are piezo-electric sensors that provide inputs to detect and locate detonation during combustion Refer to Electronic Engine Controls . .

Scheme 151

The coolant pump is installed on the RH side of the cylinder block rear face and is secured and sealed via 6 bolts and an 'O' ring. The coolant pump and power steering pump are both driven by a single pulley via a poly-vee belt. A keyed shaft at the front of the pulley drives the power steering pump, while a driver mechanism attached to the rear of the pulley drives the coolant pump.

Scheme 152

The coolant inlet pipe is located on the exhaust side of the engine. The coolant is routed from the coolant pump into 2 connections on the engine block via the coolant inlet pipe and leaves the engine block at the rear end, via the thermostat housing.

CYLINDER HEAD COMPONENTS

The main cylinder head components are

1. Cylinder head
2. Cylinder head gasket
3. Oil separator
4. Camshaft housing
5. Camshafts
6. Intake and exhaust valve assemblies
7. Variable Camshaft Timing (VCT) solenoid and Camshaft Position (CMP) sensors
8. Spark plugs
9. Coils
10. Fuel rail and injectors
11. Vacuum pump
12. Intake manifold
13. Exhaust manifold

Scheme 153

The chill cast cylinder head is of the cross-flow type, manufactured from a light-alloy metal. Deep-seated bolts, to reduce distortion, secure the cylinder head to the cylinder block. Two hollow locating dowels align the cylinder head with the cylinder block. The 2 camshafts are supported by 7 bearing caps each, directly in the cylinder head and camshaft cover.

CYLINDER HEAD GASKET

The seal between the cylinder head and cylinder block is a conventional cylinder head gasket. The head gasket is made of steel and has multiple layers. For service, there is only 1 size of gasket available.

Scheme 154

Crankcase gases are routed from the crankcase, engine block and cylinder head to the oil separation housing located on the camshaft cover. From the oil separation housing, the crankcase gases are routed via a pressure regulator, located at the rear edge of the housing, to the cylinder head and the intake ports for the intake valves. Refer to Evaporative Emissions .

Scheme 155

The chill cast camshaft housing is manufactured from a light-alloy metal and acts as a combined valve cover and camshaft bearing cap. The housing has cast oil ducts on it's underside, which ensure good oil supply to the camshafts and the valve lifters. The oil separation housing is located on the camshaft cover Engine Emission Control - 3.2L. Refer to ENGINE EMISSION CONTROL - 3.2L . .

Scheme 156

The camshafts are of a hollow steel tube construction, drilled to save weight. Each camshaft is retained in the cylinder head by the camshaft housing. The intake camshaft is equipped with a VCT unit and also drives the vacuum pump.

The intake camshaft has cam lobes with different profiles. One for a small lifting height of 3.6 mm, and 1 for larger lifting height of 10.0 mm. The transition between the lifting heights is controlled via the Camshaft Profile Switching (CPS) function.

The exhaust camshaft is conventional, i.e. only has a lifting height of 10.0 mm.

Scheme 157

The cylinder head incorporates 2 overhead camshafts operating 4 valves per cylinder via hydraulic tappets for the intake camshaft and mechanical tappets for the exhaust camshaft.

Camshaft Profile Switching

CPS is a system where the intake valves, at engine speeds up to approximately 3000 rpm, have a small lifting height of 3.6 mm, and at speeds above approximately 3000 rpm, have a greater lifting height of 10.0 mm. CPS, in combination with the VCT function makes it possible to control the cylinders' incoming air quantity in such a way that the Electronic Throttle Actuator (ETA) can be fully open. A fully open ETA, during operation, reduces the pump losses considerably compared with when the amount of intake air is controlled by the ETA itself. Reduced pump losses, in turn, cause a reduction in fuel consumption.

The electrical hydraulic valves are seat valves.

The valves have 3 inputs/outputs

1. Inlet, oil supply
2. To/from tappet
3. To return, i.e. oil pan

A solenoid is affected via an electro-magnet, which affects a valve that can assume 2 positions.

Scheme 158

When the solenoid is not activated, the valve is only affected by the oil pressure on the intake side. The valve closes for intake but opens between the tappet and return.

The oil pressure is low at the tappet's outer locking pin and the valves lift a small amount.

Scheme 159

When the solenoid is activated, the valve is affected from above by an electro-magnet that overpowers the force of the oil pressure.

The valve shifts position and closes between the tappet and return but opens the connections between intake and tappet.

The oil pressure is high at the tappet's outer locking pin that is lifted and affects the inner locking pin. Outer and inner tappet connect and the valves lift a greater amount.

Scheme 160

The intake camshaft is equipped with 3 lobes for each valve. One centrally located with a small lifting height of 3.6 mm, and 2 outer lobes with greater (same) lifting heights of 10.0 mm.

At small lifting heights, only the centrally located lobe works on the valve, which occurs via the inner tappet. The outer lobes work on the outer tappet that follows the movement of the lobes. The return spring is compressed and ensures that the tappet is always in contact with the camshaft. When the centrally located tappet and the outer tappet are not joined, the outer tappet moves without affecting the valve. Thus the lifting height is small. At high lifting height, the inner tappet and the outer tappet are joined via the 2 lock pins.

The position of the lock pins is controlled hydraulically by 2 electro-hydraulic CPS solenoid valves. These valves are located in the camshaft housing.

Scheme 161

One solenoid controls the valves for cylinders 1, 2 and 4 whilst the other controls the valves for cylinders 3, 5 and 6. The solenoids therefore control 6 valves each (when the engine has 2 intake valves and 2 exhaust valves per cylinder).

The position of the solenoids valves, on or off, are controlled by the ECM Refer to Electronic Engine Controls . .

The inner tappet works like a hydraulic tappet, which compensates for any wear. The valve clearance is therefore '0'.

The exhaust camshaft is conventional and has a lifting height of 10.0 mm. The tappets are mechanical (i.e. have valve clearance).

Camshaft Data

Intake

1. Opening angle, 3.6, mm lifting height: Crankshaft degrees - 152° Crankshaft degrees - 76°
2. Opening angle, 10.0 mm lifting height: Crankshaft degrees - 240° Crankshaft degrees - 120°

Exhaust

1. Opening angle, 10.0 mm lifting height: Crankshaft degrees - 240° Crankshaft degrees - 120°

The intake camshaft has a VCT unit.

1. BTDC = Before Top Dead Centre
2. ABDC = After Bottom Dead Centre
3. BBDC = Before Bottom Dead Centre
4. ATDC = After Top Dead Centre

Camshaft Position in Relation to Load and RPM

By closing the intake valves early at low load and low engine speed, reduced fuel consumption is achieved.

Scheme 162

The oil inlet, located on the front edge of the cylinder, supplies oil to the following

1. The hydraulic tappets
2. The vacuum pump
3. The nozzle for cam chain lubrication
4. The intake camshaft's front bearing
5. The electro-hydraulic CPS solenoid valves, front and rear
6. The tappets with CPS function

There is a bleed valve (16) in the duct for the rear electro-hydraulic solenoid valves.

The duct is also equipped with 2 calibrated passages (3) to each tappet circuit (2) (i.e. the circuits after the CPS solenoid valves). A continuous flow through the circuit ensures the necessary stable pressure differences that are necessary for a stable transfer between the small and large tappet (or vice versa).

Note. In the event of a small lifting height, the tappet circuit, in principle, has no pressure when the CPS valves are open, which produces a return flow to the oil pan.

A filter is located in each passage.

The oil inlet, located on the rear edge of the cylinder, supplies oil to the following

1. The camshaft chain's hydraulic tensioner
2. The intake camshaft VCT unit
3. The intake camshaft's bearings
4. The exhaust camshaft's bearings

To switch from low lift to high lift and vice versa as smoothly as possible, the transfer is only permitted when certain conditions are completed. These are

1. That the oil temperature is above +40°C (104°F). Calculated internally in the ECM, from, amongst other things, the coolant temperature
2. Occasionally the volumetric efficiency is the same for low and high lift, which means that the air requirement is within a range where it can be managed initially by VCT control. This is to achieve as soft a transfer as possible.
3. It is possible to adjust ignition timing to prevent torque peaks during CPS control

Refer to Electronic Engine Controls .

Scheme 163

The profile, or position and shape of the camshaft lobes are optimized for a certain engine rpm, but this normally limits low-end torque or high-end power. At high engine speeds, an engine requires large amounts of air. However, the intake valves may close before all the air has been given a chance to flow in. On the other hand, if the camshaft keeps the valves open for longer periods of time, problems start to occur at the lower engine speeds. This will cause unburnt fuel to exit the engine since the valves are still open.

To overcome this, VCT changes the valve timing by either advancing or retarding the camshafts to allow for optimum engine performance, reduced emissions, and increased fuel efficiency. This is achieved via an electronically controlled hydraulic solenoid valve located in the camshaft housing at the rear of the engine, behind the rear CPS solenoid. The ECM transmits a signal to the solenoid, which directs engine oil into the VCT unit. A valve spool in the VCT unit regulates the flow of oil. Refer to Electronic Engine Controls . .

There are 2 CMP sensors located in the camshaft housing. The CMP sensors monitor the position of the camshafts to establish ignition timing order, fuel injection triggering and for accurate VCT camshaft advance-retard timing feedback.

The CMP sensor is a Hall-effect sensor, which switches a battery fed supply on and off. The supply is switched when the teeth of the reluctor pass by the tip of the sensor. The 4 teeth are of differing shapes, so the ECM can determine the exact position of the camshaft at any time. Refer to Electronic Engine Controls .

Scheme 164

The spark plugs screw into the cylinder head through the camshaft housing and are controlled by the ECM via individual coils.

Scheme 165

The ECM uses a separate ignition coil for each spark plug. The ignition coils are of the plug top design, which attach to the top of the spark plug. The coils are secured to the camshaft housing with a bolt.

The coil has a rubber seal, which seals the coil in the spark plug hole in the cylinder head, preventing the ingress of moisture and debris around the spark plug. These coils eliminate the requirement for HT leads, which in turn improves the ignition system reliability.

Each coil has a 3-pin female connector, which provide for a battery voltage ignition feed, an earth for the secondary winding and a primary winding negative (switch) terminal. The switch terminal of each coil is connected to a separate pin on the ECM to allow independent switching. Refer to Electronic Engine Controls .

Scheme 166

The fuel rail maintains a fuel pressure of 3.8 bar (55 psi) above manifold depression under normal operating conditions, though this is programmed to rise to 4.2 bar (61 psi) in response to either

1. Cold start conditions, to improve fuel vaporization
2. Cold fuel conditions, as the colder the fuel the higher viscosity

The fuel rail is attached to the intake side of the cylinder head with 3 bolts. Six fuel injectors are installed in the cylinder head and connected to the fuel rail. 'O' ring seals are used to seal the injectors in both the fuel rail and cylinder head. A connection for the fuel pressure pipe is located between injectors 1 and 2.

There is a fuel rail pressure and temperature sensor located at the end of the fuel rail, next to injector number 6. The pressure sensor continuously monitors the fuel pressure in the fuel rail, this value is used by the ECM to calculate the injector pulse-width required to deliver the correct mass of fuel per injection. The temperature sensor measures the temperature of the fuel in the fuel rail. This input is then used to deliver the correct quantity of fuel to the engine. Refer to Electronic Engine Controls .

Scheme 167

The intake camshaft is equipped with the VCT unit. The intake camshaft also drives the vacuum pump.

Note. When installing the vacuum pump make sure the slot in the VCT unit and the vacuum pump coupling are in the vertical position to aid installation. The vertical position is marked on the vacuum pump housing by 2 raised lines.

INTAKE MANIFOLD

The intake manifold attaches to the cylinder head with 6 bolts and the oil pan with 2 bolts.

The manifold is capable of varying both intake tract length and plenum volume by means of 2 separate valves.

At low engine speeds, long intake tracts are utilized to provide optimum engine torque. Shorter tracts are used at medium speeds, again, to optimize engine torque for the existing engine speed range.

At higher engine speeds the benefits of optimizing the tract lengths are outweighed by the necessity of maintaining an appropriate supply of air to meet the engines requirements. Therefore, the plenum valve is opened to create a single, large plenum volume to provide the maximum quantity of air to charge the engines cylinders. Refer to Intake Air Distribution and Filtering .

Scheme 168

The exhaust manifold comprises 2 separate manifold assemblies. One manifold is used for cylinders 1 to 3 and the second manifold is used for cylinders 4 to 6. The manifolds are sealed to the cylinder head with a gasket and secured with 14 bolts.

Each manifold comprises 3 fabricated branches, which merge into an integral catalytic converter. A threaded boss is positioned where the 3 branches merge and provides for the fitment of a pre-catalyst Heated Oxygen Sensor (HO2S). The catalytic converter outlets have offset flanges which mate with corresponding flanges on the front section exhaust system.

A bracket on each outlet flange allows for the attachment of an exhaust manifold heat shield.

CRANKSHAFT, BEDPLATE AND OIL PAN COMPONENTS

The crankshaft and oil pan components are

1. Crankshaft and main bearings
2. Crankshaft vibration damper and cooling valve
3. Bedplate
4. Oil filter and cooler assembly
5. Oil pump assembly
6. Oil pick-up
7. Oil pan
8. Oil level gage
9. Starter motor

Scheme 169

Scheme 170

The crankshaft is made of forged steel and has induction hardened bearing surfaces. There are 2 types of aluminum main bearing

1. With complete oil ducts for upper main bearings 2, 3, 5 and 6
2. With short oil ducts for all lower and 1, 4 and 7 upper main bearings

Due to missing counter-weights for cylinders 1 and 6 and selected counter-balancing of the entire crankshaft, main bearings 1, 4 and 7 are exposed to greater loads than the others. To reduce the load on the bearings, bearing shells with short oil ducts are used. In addition, these main bearings have their own oil circuit where the oil is not distributed on to the connecting rod bearings. The 6th main bearing also works as a thrust bearing.

A gear wheel is crimped to the rear edge of the crankshaft. The gear wheel drives the oil pump and the Rear End Ancillary Drive (READ) timing gear.

The crankshaft has a viscous vibration damper located directly in front of the connecting rod pin for cylinder 1, i.e. located in the actual cylinder block.

Scheme 171

One of the remedies for obtaining a compact engine unit is to place the crankshaft vibration damper inside the engine block. The damper has been positioned at the front of the crankshaft between the end and the connecting rod pin for the crankshaft for cylinder 1.

Scheme 172

The damper consists of a solid steel ring, placed in an enclosed housing filled with silicon fluid. The ring is radially journaled through a plastic bearing. There are buttons on the front and rear side surfaces, 4 on each side. These buttons are axially journaled.

The task of the damper is to even out fast unwanted increases and reductions in speed (i.e. crankshaft oscillations) and to give the crankshaft a smoother operation.

When the rotation speed of the crankshaft increases or reduces quickly, the change in speed of the steel ring is delayed due to the high viscosity of the silicon fluid. The function of the damper is based on the braking effect of the silicon fluid and the steel ring's own inertia. When the ring moves in the silicon fluid in the damper housing, a large amount of heat is generated that must be routed away.

Scheme 173

Because the damper is located in an environment where the normal operating temperature can reach approximately 140°C (284°F), coupled with the fact that the damper also generates its own heat, it is necessary for it to be oil cooled. A separate oil circuit routes oil from the engine's oil cooler to a valve in the engine block, which opens at approximately 2 bar. The oil then flows to 3 jets, located on the crankshaft vibration damper cooling pipe, which then directs the oil to the lower section of the damper.

The oil flows through the jets at approximately 12 liters per minute.

At high temperatures, oil cooling reduces the damper temperature by approximately 7°C (45°F).

Scheme 174

The bedplate is of an aluminum alloy structure bolted to the bottom of the cylinder block to further improve rigidity and to retain the crankshaft. The 7 cast iron crankshaft bearing caps are cast in the boreholes.

A windage tray attached to the underside of the bedplate isolates the oil pan from the disturbed air produced by the rotation of the crankshaft, to prevent oil aeration and improve oil drainage.

Scheme 175

The oil filter and cooler assembly is located at the front of the LH side of the cylinder block. The oil filter housing contains a separate single oil filter element. The oil filter supplies clean oil to the oil cooler, which is connected to the coolant system, and is further distributed to the various engine systems (For more information refer to the lubrication section).

Scheme 176

The oil pump is attached to bottom of the bedplate via a pivot pin and a bolt. The pump is an external gear wheel pump with integrated pressure control valve (for more information refer to the lubrication section).

Scheme 177

The fabricated steel oil pick-up is immersed in the oil reservoir to provide a supply to the oil pump during all normal vehicle attitudes. A mesh screen in the intake prevents debris from entering the oil system.

Scheme 178

The aluminum alloy structural oil pan is bolted to the bedplate.

Note. The oil pan should always be fitted proud of the bedplate by 0.05mm (+0mm -0.05mm).

A combined oil level/temperature sensor is attached to the underside of the oil pan via 3 bolts. The tip of the sensor locates through an aperture and is sealed with an O-ring.

Scheme 179

The engine oil drain plug is located on the exhaust side of the engine, towards the bottom of the oil pan.

Scheme 180

The oil level gauge locates along the intake side of the engine and is supported in a tube installed in the oil pan. A bolt securely attaches the tube to the engine oil cooler via a bracket. Two holes in the end of the gauge indicate the minimum and maximum oil levels. The difference between the dipstick markings, minimum and maximum, corresponds to 0.8 liters.

STARTER MOTOR

The starter motor is located in a recess at the rear of the exhaust side of the oil pan. The motor, rated at 1.4 kW, uses permanent magnets instead of field windings to provide a low-weight starter motor; with the use of planetary gears to deliver a good torque to weight ratio Refer to Starting System . .

Scheme 181

The timing chain for the camshafts is located in a housing at the rear of the engine.

Scheme 182

Scheme 183

The timing chain is driven by the camshaft chain gear via the crankshaft. The chain drives both the intake and exhaust camshafts. The chain is continually tensioned by a hydraulic chain tensioner and is lubricated by oil via a separate nozzle. The tensioner has an inhibitor that prevents the chain from slackening in the event of reversed loading.

The intake camshaft is equipped with a VCT unit and also drives the vacuum pump.

The return oil from the camshafts housing is routed to the gear housing and lubricates the timing gear's bearings and gear wheel.

Scheme 184

The lubrication system components and functions are

1. Oil pick-up
2. Oil pump
3. Oil filter and cooler assembly
4. Intake valve (piston cooling)
5. Cylinder head oil supply
6. Gear housing

OIL PICK-UP

The oil pick-up contains a strainer, which separates large contaminants and prevents them from reaching the oil pump.

OIL PUMP

The oil pump is an external gear wheel pump with integrated pressure control valve. The valve opens at approximately 4.5 bar and controls the system pressure.

The pump is driven by the crankshaft and is 1.3 times faster than the crankshaft.

To ensure that the air is released from the oil system, a valve is located in the oil pump on the pressure side. During the build-up of pressure, air is routed out into the crankcase. This continues until the valve closes at approximately 0.2 bar.

INTAKE VALVE (PISTON COOLING)

The oil is also routed to the duct for oil cooling, which is parallel to the ducts for main bearings and connecting rod bearings.

The oil first passes a valve that opens/closes at approximately 2.0 bar. Thereafter, the oil is routed to the jets for piston cooling

1. If the valve has too high an opening pressure, this means that the oil flow to the pistons reduces, which can cause engine damage
2. If the valve has too low an opening pressure, this produces an increased flow to piston cooling. It can, in certain situations (before the relief valve is opened) result in the engine's oil pressure being too low causing engine damage

The jets direct the oil towards the underneath of the pistons. Each cylinder has its own jet.

CYLINDER HEAD OIL SUPPLY

Oil is routed from the cylinder block through a front and rear duct to the cylinder head. The duct at the front edge supplies 2 circuits in the cylinder head with oil

1. Circuit for the hydraulic tappets, vacuum pump and cam chain lubrication

A longitudinal duct on the intake side supplies the following components with oil

1. The hydraulic tappets
2. The vacuum pump
3. The nozzle for cam chain lubrication

2. Circuit for the intake camshaft's front bearing, the CPS valves and the tappets with CPS function

A duct supplies the intake camshaft's front bearing and both the CPS valves.

The front CPS valve controls the oil flow to the tappets for cylinders 1, 2 and 4 and the rear CPS valve controls the oil flow to the tappets for cylinders 3, 5 and 6.

When the CPS valve solenoids are activated, the valves open (i.e. shift from low to high valve lifting height) and the tappets are supplied with oil under pressure.

The longitudinal duct that supplies the rear CPS valve is equipped with a bleed hole. This is to ensure that no air reaches the CPS valves or the tappets.

Scheme 185

The duct is also equipped with 2 calibrated passages to each tappet circuit (i.e. the circuits after the CPS valves). A continuous flow through the circuit ensures the necessary stable pressure differences required for a stable transfer between the small and large tappet (or vice versa).

Note. In the event of a small lifting height, the tappet circuit, in principle, has no pressure when the CPS valves are open, which produces a return flow to the oil pan.

A filter is located in each passage.

The duct at the rear edge supplies the following components/functions with oil

1. The camshaft chain's hydraulic tensioner
2. The VCT valve and the VCT unit for the intake camshaft
3. The camshaft bearings for the intake camshaft (6, i.e. all except the front)
4. The camshaft bearings for the exhaust camshaft (all 7)

GEAR HOUSING

The drained oil from the camshaft chain housing is supplied to bearings and meshings, i.e. the oil is not pressurized. The oil is routed through the bottom of the gear housing via the rear bearing, onwards into the housing where the meshings and front bearing are spray lubricated.

The internal needle bearings between the shafts are also supplied by the oil on its way out from the camshaft chain housing. The oil reaches the bearings through the opening between the shafts.

Even the intermediate shaft bearings are lubricated by the oil that is sprayed around the housing.

FLUORESCENT OIL ADDITIVE METHOD

1. Clean the engine with a suitable cleaning fluid (brake cleaner).
2. Drain the engine oil and refill with recommended oil, premixed with Diesel Engine Oil Dye or equivalent. Use a minimum 14.8 ml (0.5 ounce) to a maximum 29.6 ml (1 ounce) of fluorescent additive to all engines. If oil is not premixed, fluorescent additive must first be added to the crankcase.
3. Run engine for 15 minutes. Stop the engine and inspect all seal and gasket areas for leaks using a 12 Volt Master UV Diagnostic Inspection Kit or equivalent. A clear bright yellow or orange area will identify leak. For extremely small leaks, several hours may be required for the leak to appear.
4. As necessary, pressurize the main oil gallery system to locate leaks due to incorrectly sealed, loose or cocked plugs. If the flywheel bolts leak oil, look for sealer on the threads.
5. Repair all leaks as necessary.

GENERAL REMARKS

Note. Removing fuses and disconnecting electrical components may cause the Engine Control Module (ECM) to log Diagnostic Trouble Codes (DTCs). After the measurements have been carried out, DTCs should be cleared from memory by connecting to the Manufacturer Approved Diagnostic System.

Note. Only check the compression pressure with the valves set to the prescribed clearance (if this can be adjusted).

The compression pressure should be checked with the engine at operating temperature.

CHECK THE COMPRESSION PRESSURE

1. Remove the fuel pump relay.
2. Start the engine - the engine will start, run for a few seconds then stop.
3. Remove the spark plugs.
4. Install the compression tester.
5. Install an auxiliary starter switch in the starting circuit. With the ignition switch OFF, using the auxiliary starter switch, crank the engine a minimum of five compression strokes and record the highest reading. Note the approximate number of compression strokes required to obtain the highest reading.
6. Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.
7. Install the removed components in reverse order, observing the specified tightening torques.
8. Clear all DTCs from the ECM.

INTERPRETATION OF THE RESULTS

Note. Due to the possibility of loose carbon that has become trapped between the valve face and seat effecting the pressure readings, when carrying out a compression test and cylinders are found to have low pressures, install the spark plugs, road test the vehicle and re-test the suspect cylinders. If the correct pressures are restored, no further action is required.

The indicated compression pressures are considered within specification if the lowest reading cylinder is within 75% of the highest reading.

If the cylinder pressures are found to be low, carry out a leakdown test to determine the location of the fault (if any leakback can be heard through the engine breather system suspect the piston rings, if any leakback can be heard through the inlet system suspect the inlet valve or seat, if any leakback can be heard through the exhaust manifold suspect the exhaust valve or seat. If the measurements for two cylinders next to each other are both too low then it is very likely that the cylinder head gasket between them is burnt through. This can also be recognized by traces of engine oil in the coolant and/or coolant in the engine oil).

INTERPRETING VACUUM GAUGE READINGS

A careful study of the vacuum gauge reading while the engine is idling will help pinpoint trouble areas. Always conduct other appropriate tests before arriving at a final diagnostic decision. Vacuum gauge readings, although helpful, must be interpreted carefully.

Most vacuum gauges have a normal band indicated on the gauge face.

The following are potential gauge readings. Some are normal; others should be investigated further.

Scheme 186

1. NORMAL READING: Needle between 51-74 kPa (15-22 in-Hg) and holding steady.
2. NORMAL READING DURING RAPID ACCELERATION: When the engine is rapidly accelerated, the needle will drop to a low (not to zero) reading. When the throttle is suddenly released, the needle will snap back up to a higher than normal figure.
3. NORMAL FOR HIGH-LIFT CAMSHAFT WITH LARGE OVERLAP: The needle will register as low as 51 kPa (15 in-Hg) but will be relatively steady. Some oscillation is normal.
4. WORN RINGS OR DILUTED OIL: When the engine is accelerated, the needle drops to 0 kPa (0 in-Hg). Upon deceleration, the needle runs slightly above 74 kPa (22 in-Hg).
5. STICKING VALVES: When the needle remains steady at a normal vacuum but occasionally flicks (sharp, fast movement) down and back about 13 kPa (4 in-Hg), one or more valves may be sticking.
6. BURNED OR BENT VALVES: A regular, evenly-spaced, downscale flicking of the needle indicates one or more burned or damaged valves. Insufficient hydraulic valve tappet or hydraulic lash adjuster clearance will also cause this reaction.
7. POOR VALVE SEATING: A small but regular downscale flicking can mean one or more valves are not seating correctly.
8. WORN VALVE GUIDES: When the needle oscillates over about a 13 kPa (4 in-Hg) range at idle speed, the valve guides could be worn. As engine speed increases, the needle will become steady if guides are responsible.
9. WEAK VALVE SPRINGS: When the needle oscillation becomes more violent as engine RPM is increased, weak valve springs are indicated. The reading at idle could be relatively steady.
10. LATE VALVE TIMING: A steady but low reading could be caused by late valve timing.
11. IGNITION TIMING RETARDED: Retarded ignition timing will produce a steady but somewhat low reading.
12. INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur.
13. INTAKE LEAK: A low, steady reading can be caused by an intake manifold or throttle body gasket leak.
14. BLOWN HEAD GASKET: A regular drop of fair magnitude can be caused by a blown head gasket or warped cylinder head to cylinder block surface.
15. RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading may be normal, but as the engine RPM is increased, the back pressure caused by a clogged muffler, kinked tail pipe or other concerns will cause the needle to slowly drop to 0 kPa (0 in-Hg). The needle then may slowly rise. Excessive exhaust clogging will cause the needle to drop to a low point even if the engine is only idling.

When vacuum leaks are indicated, search out and correct the cause. Excess air leaking into the system will upset the fuel mixture and cause concerns such as rough idle, missing on acceleration or burned valves. If the leak exists in an accessory such as the power brake booster, the unit will not function correctly. Always repair vacuum leaks.

Note. Removal steps in this procedure may contain installation details.

Scheme 187

1. Raise and support the vehicle.
2. Remove the oil filter. See «Oil Filter Element»(ref-531921-S35684553972013022000000) .
3. Remove the engine undershield. Refer to «Engine Undershield»(ref-531949-S17696129762013022000000) .
4. Torque: 38 Remove and discard the sealing washer.
5. To install, reverse the removal procedure.
6. Check and top-up the engine oil.

VALVE CLEARANCE CHECK

Special Tool(s)

Note. Only the exhaust cam shaft has adjustable tappets.

Scheme 188

1. Raise and support the vehicle.
2. Remove the cover and disconnect the battery ground cable. Refer to «Specifications»(ref-531959-S27829531522013022000000) .
3. Remove the camshaft bearing housing. See «Valve Cover»(ref-531921-S36309078212013022000000) .
4. Using the special tools, position and secure the exhaust camshaft. Holder, Camshaft (303-1235)
5. Using the original bolt, install the camshaft sprocket and lightley tighten.
6. For valve clearance data, refer to specifications. See «Specifications»(ref-531921-S08192111372013022000000) .
7. Using a feeler gauge, measure the clearance between the camshaft and the valve shim.
8. Remove the camshaft sprocket.
9. Remove the special tools.
10. Install the camshaft bearing housing. See «Valve Cover»(ref-531921-S36309078212013022000000) .
11. Connect the battery ground cable and install the cover. Refer to «Specifications»(ref-531959-S27829531522013022000000) .

HYDRAULIC LASH ADJUSTER PRIMING

Note. Hydraulic lash adjusters are fitted to the intake camshaft only.

1. Check the engine oil level.
2. If lash adjuster noise occurs when the engine is started, allow the engine to warm at idle for 1 minute (at -20 degrees celsius allow the engine to warm for 5 minutes).
3. Run the engine at 3500 RPM for 1 minute.
4. Allow the engine to idle for 30 seconds.
5. If the valve train noise is still present, repeat the above up to a maximum of 6 times.

Scheme 189

Scheme 190

Scheme 191

Scheme 192

Scheme 193

Scheme 194

Scheme 195

Scheme 196

Scheme 197

Scheme 198

Scheme 199

Scheme 200

Scheme 201

Scheme 202

Scheme 203

Scheme 204

1. Disconnect the battery ground cable. Refer to «Specifications»(ref-531959-S27829531522013022000000) .
2. Remove the engine cover. Refer to «Engine Cover - 3.2L»(ref-531951-S06303498242013022000000) .
3. Remove the air cleaner assembly. Refer to «Air Cleaner»(ref-531922-S17101109672013022000000) .
4. Raise and support the vehicle.
5. Remove the engine undershield. Refer to «Engine Undershield»(ref-531949-S17696129762013022000000) .
6. See figure.
7. See figure.
8. Remove the air cleaner outlet pipe.
9. Remove the 2 lower intake manifold bolts.
10. Disconnect the MAP sensor electrical connector.
11. Disconnect the throttle body electrical connector.
12. Disconnect the fuel purge line.
13. Disconnect the purge control valve (PCV) electrical connector.
14. Disconnect the fuel rail pressure (FRP) sensor electrical connector.
15. Remove the dipstick.
16. Disconnect the coolant bleed hose.
17. Release the PAS fluid reservoir from the bracket and tie aside.
18. Remove the A/C line support bracket.
19. Remove the cooling fan module.
20. Remove the intake manifold.
21. Disconnect the 2 intake manifold module connectors.
22. Remove the throttle body.
23. Remove the 2 intake manifold modules.
24. Remove the purge valve assembly.
25. Remove the manifold absolute pressure (MAP) sensor.
26. Remove and discard the intake manifold gaskets.

Scheme 205

1. Clean the component mating faces.
2. Install the gaskets.
3. Install the intake manifold modules.
4. Install the MAP sensor.
5. Install the purge valve assembly.
6. Install the throttle body and tighten the screws in the sequence shown. Torque: 8
7. Install the inlet manifold and tighten the bolts. Torque: 16
8. Install the cooling fan module.
9. Connect the coolant bleed hose.
10. Install the PAS fluid reservoir in the bracket.
11. Install the dipstick.
12. Connect and secure the electrical connectors.
13. Install the A/C line support bracket and tighten the bolt. Torque: 10
14. Connect the purge line.
15. Install the lower intake manifold bolts. Torque: 10
16. Install the air cleaner outlet pipe.
17. Install the engine undershield. Refer to «Engine Undershield»(ref-531949-S17696129762013022000000) .
18. Install the front undershield.
19. Install the front towing eye cover.
20. Install the air cleaner assembly. Refer to «Air Cleaner»(ref-531922-S17101109672013022000000) .
21. Install the engine cover. Refer to «Engine Cover - 3.2L»(ref-531951-S06303498242013022000000) .
22. Connect the battery ground cable. Refer to «Specifications»(ref-531959-S27829531522013022000000) .
23. Check and top-up the coolant.

VALVE COVER

Special Tool(s)

303-1285 Roller, Sealant

Scheme 206

TIMING CHAIN

Special Tool(s)

303-1219 Locking Tool, Crankshaft 303-1223 Locking Tool, Camshaft 303-1225 Locking Tool, Camshaft Tool 303-1226 Locking Tool, Camshaft Tool

Scheme 207

Scheme 208

Scheme 209

Scheme 210

EXHAUST MANIFOLD

Special Tool(s)

310-121 Wrench, H02S

Scheme 211

Special Tool(s)

303-1280 Remover, Oil Pump Pin

Scheme 212

Timing Cover

Special Tool(s)

303-1227 Installer, Accessory Drive Seal 303-1228 Holder, Generator Pulley

Scheme 213

Scheme 214

Scheme 215

Scheme 216

Scheme 217

Scheme 218

Scheme 219

Scheme 220

Scheme 221

1. Raise and support the vehicle.
2. Remove the cover and disconnect the battery ground cable. Refer to «Specifications»(ref-531959-S27829531522013022000000) .
3. Drain the coolant. Refer to «Cooling System Draining, Filling and Bleeding»(ref-531918-S31491615612013022000000) .
4. Remove the accessory drive pulley. Refer to «Accessory Drive Pulley»(ref-531919-S17156769192013022000000) .
5. Remove the brake vacuum pump.
6. Remove the power steering pump support bracket.
7. Release the power steering pump and tie aside
8. Remove the accessory drive belt idler pulley.
9. Remove the coolant pump inlet pipe.
10. Remove the timing cover.
11. Remove and discard the gasket.
12. Remove and discard the seal.
13. Remove the gasket and oil squirt jet.

Scheme 222

Scheme 223

Scheme 224

1. Install the gasket and oil squirt jet. Torque: 6 Nm.
2. Install a new gasket.
3. Install the bolts as illustrated.
4. Align the timing cover. Holder, Generator Pulley (303-1228)
5. Tighten the bolts in the sequence illustrated. M8 Torque: - 25 Nm. M7 Torque: - 16 Nm.
6. Install the seal to the special tool. Installer, Auxiliary Drive Seal (303-1227) Remove the seal guide.
7. Install the special tool and seal assembly into the accessory drive shaft. Install the seal.
8. Install the coolant pump inlet pipe. Torque: 10 Nm.
9. Install the power steering pump and support bracket. Torque: 25 Nm.
10. Install the brake vacuum pump. Torque: 17 Nm.
11. Install the accessory drive belt idler pulley. Torque: 25 Nm.
12. Install the accessory drive pulley. Refer to «Accessory Drive Pulley»(ref-531919-S17156769192013022000000) .
13. Fill and bleed the cooling system. Refer to «Cooling System Draining, Filling and Bleeding»(ref-531918-S31491615612013022000000) .
14. Connect the battery ground cable and install the cover. Refer to «Specifications»(ref-531959-S27829531522013022000000) .

TIMING COMPONENTS HOUSING

Special Tool(s)

303-1232 Guide Pins

Scheme 225

CRANKSHAFT REAR SEAL

Special Tool(s)

303-1291 Installer, Crankshaft Rear Seal

Scheme 226

Scheme 227

1. Remove the cover and disconnect the battery ground cable. Refer to «Specifications»(ref-531959-S27829531522013022000000) .
2. Raise and support the vehicle.
3. Remove the flexplate. See «Flexplate»(ref-531921-S08112186502013022000000) .
4. See figure. CAUTION: Discard the seal.

Scheme 228

1. Install the crankshaft rear seal. Installer, Crankshaft Rear Seal (303-1291)
2. Install the flexplate. See «Flexplate»(ref-531921-S08112186502013022000000) .
3. Connect the battery ground cable and install the cover. Refer to «Specifications»(ref-531959-S27829531522013022000000) .

CRANKSHAFT MAIN BEARING CARRIER

Special Tool(s)

303-1219 Locking Tool, Crankshaft 303-1278 Aligner, Timing Cover 303-1280 Remover, Oil Pump Pin 303-1284 Torx Socket, Accessory Drive Pulley

Scheme 229

Scheme 230