Professional Documents
Culture Documents
Section 2 Dismantling and Inspection of the Connecting-rod and its Bearing ......................................72
Section 3 Common Faults and Troubleshooting of the Piston Connecting-rod Mechanism ................73
Section 2 Matters Needing Attention in Use and Maintenance of Electronic Fuel Injection System....99
Section 4 Evaporative Emission & Positive Crankcase Ventilation Control System ..............................124
Section 2 Structural Principle of the Components of the Engine Electronic Control System ..............184
Chapter 1 Engine Overview
Section 1 Basic Structure and Working Principle of Engine
Engine provides power to the automobile. Presently, internal combustion engine is widely applied in the automobile. It’s
a kind of thermal machine that can control the fuel combustion in the cylinder to generate heat energy effectively, and then
convert the heat energy into mechanical energy that drives the piston in the cylinder to make reciprocating movement as
the way to output the power by the connecting rod, the crankshaft and the flywheel. The automobile runs with the power
transferred by the internal combustion engine to the automobile driving mechanism. Most of the internal combustion
engines providing power to the automobile are gasoline or diesel engines based on the fuel for combustion. The power to
GEELY car comes from the gasoline engine equipped with the electronic fuel injection system. It’s made of the machine
unit, crank connecting rod mechanism, valve train, fuel supply system, ignition system, cooling system, lubricating system,
startup system and management system.
1. Machine Unit
The machine unit is mainly composed of cylinder head, cylinder block and oil pan. It’s the basis of assembling the
engine mechanisms and systems, and the base to support the engine in normal operation. In another word, many parts of
the machine unit have multiple specific functions. For example, the internal walls of cylinder block and cylinder head make
up the combustion room, but they are also the components of crankshaft connecting rod mechanism, fuel supply system,
cooling system and lubricating system. The machine unit is designed to bear ultra heat or mechanical load.
2. Crankshaft Connecting Rod Mechanism
The crankshaft connecting rod mechanism is composed of body, piston, connecting rod, crankshaft, flywheel and crank
shield. It converts the heat generated by engine combustion into mechanical energy, namely, converts the piston linear
reciprocating movement into the crankshaft and flywheel rotations, and then the flywheel outputs the power. The flywheel
is designed to keep the engine in stable rotation by the rotating inertia.
3. Intake Mechanism
The intake mechanism is composed of cylinder head, intake valve, exhaust valve, cam shaft, tappet, valve spring, cam
shaft timing gear, and timing belt. The intake mechanism is designed to open the intake valve in time, take in the combus-
tible gas mixture into the cylinder, and emit the post-combustion exhaust gas out of the cylinder in time.
4. Fuel Supply System
The fuel supply system is composed of gasoline pump, gasoline filter, gasoline distribution pipe, pressure regulator, fuel
injector, fuel tank, air filter, throttle body, intake manifold, exhaust manifold, exhaust gas purifier, and exhaust muffler. The
fuel supply system is designed to mix gasoline and air into high-quality combustible gas mixture, send it to the cylinder for
combustion, and emit the exhaust gas out of the engine.
5. Ignition System
The ignition system is composed of storage battery, engine, ignition coil, high-voltage wire and spark plug. The ignition
system is designed to make sure the compressed gas mixture to be ignited right at the preset moment. The ignition system is one
of the characteristics of gasoline engine to differentiate from the diesel engine.
6. Cooling System
The cooling system is composed of pump, radiator, fan, water inlet and outlet pipes, thermostat, the drain valve of
cylinder, and the gas water cavity. The cooling system is designed to emit the thermal energy in the heated components to
the air, so that the engine can work under thermo-equilibrium with powerful, cost-effective, reliable and durable features.
7. Lubricating System
The lubricating system is composed of oil pan, oil collector and filter, oil pump, pressure limit pump, as well as oil
passage, oil filter, and oil gauge in the machine unit. The lubricating system is designed to transmit the lubricant onto the
working surfaces of components in relative motion, so as to have the surfaces lubricated, cooled, sealed, antirust-treated
and cleaned, and in this way guarantee a normal and reliable operation for the engine.
8. Startup System
The startup system is composed of startup motor and its accessories. It’s designed to start up the engine from statistic
mode to automatic operation.
9. Engine Management System
The engine management system is also called the engine control system. It’s composed of sensors that measure the
engine operation status and parameters, the Electronic Control Unit (ECU) and the controlled acting components.
The system is based on the Electronic Fuel Injection (EFI), with ECU controlling the Electronic Spark Advance (ESA)
and the Idle Speed Control (ISC) so that the engine works in optimal condition.
The engine works continuously to convert the heat generated by combustion into the mechanical energy. It never stops
repeating the 4 strokes in the cylinder, including intake stroke, compression stroke, power stroke and exhaust stroke.
Below is a description of an operational cycle of 4-stroke gasoline engine, taking a single-cylinder engine shown in Fig.
1 as an example.
TDC
Piston Stroke
BDC
1. Intake Stroke
The intake stroke is the process of taking in the combustible gas mixture into the cylinder. The intake valve opens right
before the piston approaches the TDC, and the exhaust valve closes immediately after the piston goes down. The intake
and exhaust valves form a proper overlap angle when they’re open simultaneously, which helps emitting the exhaust gas
effectively and improving the scavenge quality with the gas inertia. As the piston goes down further, the gas capacity
expands to produce ultra vacuum in the cylinder, so more gas mixture is taken in. When the piston reaches the BDC, the
intake valve is still open. Till the piston goes up and more combustible gas mixture goes into the cylinder with inertia, the
intake valve will close after the crank turns to the proper delay angle.
If the operational capacity of cylinder is fixed, in order to enable the engine to produce more power, the gas mixture
shall be taken in as much as possible in the intake stroke. In this sense, multiple valves, turbine mid-air cooler and
electronic fuel injector are applied to produce more high-quality combustion gas mixture
2. Compression Stroke
The compression stroke is the process of compressing the combustible gas mixture in the cylinder. The piston goes up
from the BDC, with the intake and exhaust valves closed. The pressure and temperature of combustible gas mixture in the
cylinder increase rapidly, so the heat-atomized fuel and gas become more even that helps improving the combustion
quality and the power capability. As improving the compression pressure may result in certain danger, the compression
ratio shall be keep at the best level. Improving properly the engine compression ratio, i.e. the ratio of maximal cylinder
capacity vs post-compression minimal capacity, may make the engine more powerful and cost-effective.
3. Power Stroke
The power stroke is the process in that the combustible gas mixture burns and expands to generate power in the
cylinder. At this moment, the intake valve is still closed. Before the piston goes up the TDC, the temperature and pressure
of gas mixture increase a lot, which drives the ECU to select and figure out the best ignition timing, and then the spark plug
will generate spark to ignite the combustible gas mixture. The gas mixture burns and releases heat that makes the
temperature and pressure increase sharply in the cylinder, and the maximal pressure occurs at the crank angle of 10° to
20° after reaching TDC. When the piston goes down after reaching the TDC, the expansion-to-power process begins. The
piston drives the crank and flywheel rotating with the connecting rod, and outputs the driving torque. When the piston
reaches the BDC, the power stroke ends. In order to keep the engine more powerful, cost-effective and less-polluting, we
have made great efforts to improve the combustion, make full use of the fuel, and purify the exhaust gas, and we’ll go on
with the efforts
4. Exhaust Stroke
The exhaust stroke is the process of emitting exhaust gas out of the cylinder. Before the piston goes down to the BDC
in the power stroke, the exhaust valve opens, and the hot combustion gas turns to be exhaust gas after the expansion-to-
power process, and then begins to go out of the cylinder. The piston goes up after it reaches the BDC, and the exhaust gas
is extruded. Before the piston reaches the TDC, the intake valve begins to open for scavenge. Of course, when the piston
reaches the TDC, the exhaust valve will close after a period of delay.
The piston goes down from the TDC into a new operational cycle. With the operational cycles made up of the above-
mentioned 4 strokes, the engine works repeatedly and outputs non-stop power that drives the car forward
Section 2 Structural Characteristic of Engine
TStructural Characteristic of Engine MR479Q MR481QA
MR479QA Engine and IL481Q Engine are new products based on the features
of domestic. overseas same type engine and the modern up-to-date engine technologies It applies the technologies of
electronic control fuel multipoint sequence injection, group ignition, and close-ring control system provided by the United
Automobile Electronic of Shanghai (UAES). The multipoint sequence injection guarantees that the combustible gas
mixtures are produced in different cylinders under identical conditions, so as to improve the mixture quality; the ECU
updates and selects the best injection timing, producing highly precise control of fuel quality. It’s structured without power
distributor and with 2 ignition coil that can generate voltage as high as 10 to 35kV for ignition.
1.587L MR479Q
With the overall displacement of 1.342L
1.498L
and 1.762L . MR479QA engine and MR481QA
JL481Q
engine are cylinder-in-line,
water-cooling. 4-stroke gasoline engines equipped with double over head camshaft, 16 valve, and electronic control fuel
injection. There’re the oxygen sensor and the three-way catalytic converter in the exhaust pipe. ECU controls the switch of
cooling fan in the engine according to the change of cooling water temperature in order to keep the cooling water in normal
temperature. Fig. 2 and Fig. 3 are the assembly drawing and the components assembly drawing of MR479Q engine. Fig.
MR479QA
4 and Fig. 5 are the assembly drawings of engine with power system and auxiliaries respectively.
Fig. 6 is the layout of electronic control fuel injection system in MR479Q engine.
MR479QA
MR479Q MR479QA
HC (PPm) ≤50
function
MR481QA JL481Q
HC (PPm) ≤50
Oil capacity (L) 3.5 (full in dry mode).3.1 (full in wet mode)
Engine feature refers to the rule in that the engine performance indicators change with the operational conditions. The
speed feature of engine is commonly used to define the rule in that the power, torque and fuel consumption ratio change
with the rotating speed in the case of fixed engine load (the throttle opening angle is fixed). The speed feature in the case
of full engine load (the throttle is completely opened) is called the exterior feature. The exterior feature curve describes the
maximal power, maximal torque, minimal specific fuel consumption of engine and the corresponding changes of engine
rotation speed, as shown in Fig. 10, Fig. 11, Fig. 12 and Fig. 13.
Power Torque
Me (N.m) Pe(Kw)
Rotation Speed
n r/min
Fuel Consumption
Ratio
ge(g/kwh)
Rotation Speed
n r/min
Fuel Consumption
Ratio
ge(g/kwh)
Rotation Speed
n r/min
Fuel Consumption
Ratio
ge(g/kwh)
Opening clearance (mm) Allowed limit 1.050 for 1 ring,1.200 for 2 ring
Piston ring
Standard 0.040-0.220
Axle clearance (mm)
Allowed limit 0.250
Standard φ47.982 –φ48.000
Master journal diameter (mm)
Allowed limit φ47.745 –φ47.755
MR479Q Standard φ39.985 –φ40.000
MR479QA
Connecting rod journal MR481QA Allowed limit φ39.745 –φ39.755
diameter(mm) Standard φ47.982 –φ48
JL481Q
Allowed limit φ47.745 –φ47.755
Standard 2.450-2.480
Thickness of thrust plate (mm)
Allowed limit 2.350
Flywheel
Standard 0.015
Clutch interface run-out (mm)
Allowed limit 0.100
1.486 – 1.490
Standard 1.490 – 1.494
Bearing shell
1.494 – 1.498
Central wall thickness of
connecting rod bearing shell (mm) 1.606 – 1.610
Plus for servicing 1.610 – 1.614
1.614 – 1.618
2.002 – 2.005
2.005 – 2.008
Standard 2.008 – 2.011
Bearing shell
2.011 – 2.014
Central wall thickness of 2.014 – 2.017
connecting rod bearing shell (mm) 2.122 – 2.125
2.125 – 2.128
Plus for servicing 2.128 – 2.131
2.131 – 2.134
2.134 – 2.137
In order to extend the engine life, the maintenance shall comply with the following procedures during its running.
1. Daily maintenance
a Check the gasoline, cooling water and oil levels, and add in if necessary.
b Remove the dust or spilled electrolyte on the storage batteries, so as to make sure that the ventilation hole is unblocked.
When the electrolyte is insufficient, add in the distilled water in time.
a Check the leakage of oil or water.
b Judge whether the engine runs properly after its startup through listening, and check the instrument operations.
2. Maintenance per 1,000km of driving
a Complete the daily maintenance.
b Check and adjust what are necessary.
c Check the electrolyte proportion or voltage of storage batteries.
d Check whether the connectors of ECU, generator, spark plug and other electrical accessories are loose.
A Check whether all parts of the gasoline engine are well fastened.
3. Maintenance per 5000km-drive
a Complete the maintenance per 1,000km of driving.
b Check whether the storage batteries develop crack or have electricity leakage.
c Check whether the generator works properly.
d Replace the oil.
4. Seasonal maintenance
a Add anti-freezer into coolant in the winter days.
b Adjust the concentration of storage battery electrolyte on seasonal basis.
Specification of applicable oil: SAE10W-30 or SAE10W-40, SAE15W-40: frigid zone: SAE5W-30. API grade: above SG.
1. Check whether the engine oil is in bad quality, mixed with water, fading or diluted. Replace
the oil in case the quality apparently deteriorates.
2. Check the oil level
The oil level shall be between L and F in the oil ruler 5 minutes after the engine stops working. If it’s too low, check the
leakage and add in oil to the mark F, but never above F.
3. Replace with new oil
Discharge the oil completely after it works for a period, and replace with the new oil. During the course of replacement,
discharge the used oil from the oil pan when the engine is still hot. If there’s a large quantity of impurities in the oil pan,
wash them out with light spindle oil, but never wash with gasoline or coal oil.
Clean the oil-filling port before injecting oil in it, so as to prevent the impurities from entering together. After adding in the
oil, wait for 5 minutes before checking the height of oil level. After the injection is completed, put on the cap.
III. Maintenance of Cooling System
When the engine is running, there must be enough cooling water in the cooling system to make sure that the engine
works properly. Therefore, before each drive, the driver shall check and add in timely clean soft water, but is not allowed to
use the unprocessed hard water with high content of alkali or mineral substances.
There shall be no excess rust or furring on the radiator cover or around the water-filling hole of radiator. Mix the high-quality
glycol-based coolant according to the manufacture’s instruction (the recommended concentration is above 50%, but no
higher than 70%), and never use the ethanol-based coolant.
When the engine is working, the cylinder block withstands high heat and mechanical load. In order to make the engine
work in normal and reliable operation, the cylinder block shall be of high strength, enough rigidity, compact structure, low
weight and easy servicing.
1. Gantry structure, plus well-deployed isolating plate and reinforced rib, provide high anti-bending and anti-twisting
strength.
2. It’s made of alloy casting iron, providing high strength and enough rigidity.
3. Cylinder block is short in length and light in weight. These engines are suitable to the transverse mounting, front installed
and front wheel driving.
4. The cylinder block is compact. The cylinder center distance is 87.5mm. There’s the main oil passage in the cylinder
block, connecting to the oil pump, oil filter, and oil pressure sensor directly. There’s optimized layout for cooling system of
water cavity and water flow. And the servicing is easy (Fig. 15).
5
4
3 7
2 7
6
9 8
8 1
10
10
+0.01 Red
1 φ78.7
0
MR479Q
+0.02 √
2 φ78.7 +0.01 Yellow
Diameter of MR479QA
+0.03
3 φ78.7 +0.02 Blue
cylinder bore
+0.01
1 φ81 0 Red
MR481QA
+0.02 √
2 φ81 Yellow
+0.01
JL481Q
+0.03
3 φ81 Blue
+0.02
+0.01
1 φ78.655 Red
MR479Q MR479QA (18mm 0
+0.02 √
2 φ78.655 Yellow
Piston skirt from bottom to up) +0.01
+0.03
3 φ78.655 Blue
diameter +0.02
+0.01
1 φ80.955 Red
MR481QA JL481Q(16mm 0
+0.02 √
2 φ80.955 Yellow
from bottom to up) +0.01
+0.03
3 φ80.955 Blue
+0.02
+0.006
1 φ52.025 Red
0
+0.012 √
Diameter of main bearing seat hole 2 φ52.025 Yellow
+0.006
+0.018
3 φ52.025 Blue
+0.012
0
0 φ48 Red
-0.006
Diameter of crankshaft main journal -0.006 √
1 φ48 Yellow
-0.012
-0.012
2 φ48 Blue
-0.018
Name Grouped dimension (mm) Best Color mark
1 +0.005 Red
2
+0.002
2 +0.008
2 √ Yellow
+0.005
Total central thickness of
3 2 +0.011 √ Blue
+0.008
crankshaft bearing
4 2 +0.014 √ Orange
+0.011
5 2 +0.017 Green
+0.014
1 +0.008
φ43 0 Red
MR479Q
2 +0.012 Yellow
φ51 +0.006 √
JL481Q
3 +0.018 Blue
φ51 +0.012
1 -0.010 Red
MR479Q φ40 -0.015
3 0 Blue
φ48 -0.006
1 +0.004 Red
1.486 0
Central wall thickness of
2 +0.008 Yellow
1.486 +0.004 √
connecting rod bearing shell
+0.012
3 1.486 Blue
+0.008
(Note: data without engine type in table 4 are applicable to the general data of 4 engine types)
II. Preparations before Detaching and Checking the Cylinder Block
Before disassembling and checking the cylinder block of engine, remove the engine from the chassis. The power system
integrates the engine, the clutch and the gearbox as a whole. Therefore, detach the entire engine power assy., then take
off the gearbox and the clutch, and disassemble and check the cylinder block from the engine ASSY at last. The disassem-
bling procedures are briefly described as follows:
(3)
Fig. 17 Detach the Generator Connectors and Wires
Fig. 18 Detach the Exhaust Manifold Fig. 19 Disassemble the Oil dipstick and guide tube
Fig. 20 Detach the No.2 Water Inlet Connecting flange Fig. 21 Align with the Timing Mark on No.1 Timing Belt
(2) Align the hole next to the mark “K” on the camshaft timing pulley with
the timing mark “U” at the front edge of exhaust cam bearing cap. If failing
to do so, turn the crankshaft a circle (360°) to align.
(3)After aligning with the timing mark as mentioned above, make the match
marks on the timing belt and the camshaft timing pulley, and draw the
clockwise arrow on the exterior side surface of timing belt (Fig. 22).
15. Detach the crankshaft pulley (Fig. 23).
16. Remove the No.1 timing belt cover and the timing belt, and don’t forget
to make the match marks on the pulley and the belt.
17. Remove the crankshaft timing pulley.
18. Remove the camshaft timing pulley (Fig. 24).
Fig. 23 Detach the Crankshaft Pulley Fig. 24 Detach the Timing Pulley of Camshaft
Serviang bolt
Fig. 25 Key Procedures of Detaching Camshaft Properly Fig. 26 Fix the Auxiliary Gear and Driving Gear with the Servicing Bolt
(4) Detach the bearing cap. In the sequences shown in the Fig., detach and remove the 8 intake camshaft bolts (Fig. 27).
After removing the cam bearing cap, if the camshaft can’t be lifted up vertically, re-fix it to the bearing cap with 2 bolts, lift
the camshaft gear, and loose and remove the bearing cap bolts alternately.
Don’t pry the camshaft by force with tools or other articles in order to prevent the components from being damaged (Fig.
28).
Fig. 27 Sequences of Detaching the Bearing Cap Bolts of Intake Camshaft Fig. 28 Proper Way to Lift Up the Camshaft Vertically
(5) Detach the exhaust camshaft. Note: Turn the positioning pin of exhaust camshaft to
where is slightly at the right side of the lower part, so that the cam peach-tips of No.1 and No.3 cylinders can push their
valve tappets respectively (Fig. 29).
a. Detach the No.1 bearing cover and oil seal of exhaust camshaft. If the No.1 bearing cap can’t be removed by hand,
leave it where it is with no bolt, and do not remove it by force (Fig. 30).
Dower pin
Fig. 34 Proper Way of Prying apart the Fig. 33 Sequences of Loosen off and
Cylinder Head from Cylinder Block Gently Detaching the Cylinder Head Bolts
III. Disassembly, Examination and Servicing of Cylinder Block
(I) Detach
1. Detach the 6 bolts and the flywheels (Fig. 35).
2. Detach the 2 bolts and the rear-end cover-plate (Fig. 36).
3. Detach the 2 bolts and the adjusting frame of AC generator (Fig. 37).
4. Detach the 3 bolts and the mounted bracket at the right side of engine (Fig. 38).
Fig. 35 Detach the Flywheel Fig. 36 Detach the Rear-end Cover-plate of Cylinder Block
Fig. 37 Detach the Adjusting frame of AC Generator Fig.38 Detach the mounted brocket at the Right Side of Engine
5. Remove 3 bolts and the water pump, and take off the O-
shaped ring.
6. Remove the oil filter.
7. Remove the oil pressure switch.
8. Remove the knock sensor.
9. Remove the oil sump pan and the oil pump.
10. Remove 6 bolts, and remove the rear oil seal retainer
and gasket (Fig. 39).
Fig. 39 Detach the Rear Oil Seal Ring of Crankshaft
11. Check the axial clearance of connecting rod, move the rod
forward and backward, and measure the axial clearance with
the micrometer (Fig. 179).
12. Detach the connecting rod cap and check the oil film clear-
ance (refer to Chapter 4 Section2).
13. Remove the piston and the connecting rod compo.
(1) Clear all the carbon deposit around the cylinder opening
with a reamer (Fig. 40).
(2) Put boot on the connecting rod bolt with the short hose in
order to protect the crankshaft from being damaged.
(3) Push the piston, connecting rod compo. and the upper
bearing shell out of the top of cylinder block. Put the connect-
Fig. 40 Clear the Carbon Deposit around
ing rod bearing, connecting rod and connecting rod cap the Cylinder Port with Reamer
together. Locate the piston and connecting rod compo. in
proper sequence.
14. Check the axial clearance of crankshaft (refer to Chapter
5 Section2).
15. Detach the main bearing cap and check the oil film clear-
ance.
16. Remove the crankshaft
(1) Lift and take out the crankshaft.
(2) Remove the main bearing upper half and the upper thrust
washer off the cylinder block. Locate the main bearing cap,
main bearing and thrust washer in proper sequence (Fig. 41).
(II) Check
1. Clean the cylinder block. Clear the residue of cylinder
gasket off the topside of cylinder block with the gasket Fig. 41 Locate the Main Bearing cap, the
scraper. Clean completely the cylinder block with soft brush Main Bearing and the Trust Washer
Dimension gronps
Cylinder number NO.1 NO.2 NO.3 NO.4
Number 1,2or3
forward
1 Trust direction
Forwrd
2 Transverse axis direction
10mm
10mm
Fig. 48 Check How the Piston Matches the Piston Pin Fig. 49 Detach the Piston Ring
(1) Remove the 2 compression rings with the piston ring expander.
(2) Remove the oil ring and the liner ring by hand. The piston ring
must be located in proper sequence.
8. Remove the connecting rod off the piston, press the piston pin
out of the piston with the dedicated servicing tools, and take out the
connecting rod (Fig. 50). Do not deform the piston by pressing it.
Make sure the piston and the pin come from the same original kit.
Locate the piston, piston pin, the ring, the connecting rod and the
bearing shell in proper sequence.
9. Clean the piston, clear the carbon deposit with scraper, and wash
the piston completely with solvent and brush.
10. Check the clearance to decide the cylinder servicing dimen-
sions. Fig. 50 Remove the connecting rod off the piston
(1) Check the oil film clearance of piston
There’re 3 dimension groups, named as group “1”, “2” and “3” of standard piston diameter.
a. Measure the piston diameter vertical to the central line of piston
pinhole at 18mm away from the piston bottom side with micrometer
(Fig. 51). The standard piston diameter refers to table 4.
Extra dimension 0.5 (type): 79.115 to 79.145mm
b. Measure the inside diameter of cylinder bore in the thrust direc-
tion (Fig. 46). 28.5mm
c. Calculate the oil film clearance between the cylinder and the
piston by subtracting the measured piston diameter from the
measured inside diameter of cylinder bore.
d. If the oil film clearance is greater than the maximal value, replace
all the 4 pistons, and re-bore the 4 cylinders. Fig.51 Position to Measure the Cylinder Diameter
e. Replace the cylinder block if necessary.
NO.1,2or3
f. In the case of using the new cylinder block, make sure to use the
pistons that have the same number marks as the dimension group
marks printed on the cylinder block topside (Fig. 52). In this way to
match the servicing dimension specification, the oil film clearance
may comply with the standard: 0.075 to 0.095mm. It’s stipulated that
the maximal oil film clearance is 0.115mm.
(2) .Check the clearance of piston ring opening to obtain the servic-
ing data reference
a. Press the piston ring into the cylinder hole.
b. Use the piston as the tool, with the piston top downwards, to push NO.1,2or3
the piston ring to the bottom part that is 97mm away from the
cylinder block topside, just exceeding the ring distance (Fig. 53).
c. Measure the opening clearance with the thickness feler (Fig. 54).
Standard opening clearance:
Ring1: 0.20 to 0.40mm; Front-end mark
(concave cavity)
97mm
IV. Reassembly
(1) Preparation
1. Cleaning
Clean the to-be-assembled components completely, keep the worktable clean, and locate the compo. in proper order.
2. Lubrication
Before installing the components, paste the new engine oil onto all sliding and rotating surfaces.
3. Replacement
Replace all the O-shaped rings, oil seals and seal gaskets and damaged components.
4. Tools
Complete set of tools is available. The torque wrench shall pass the examination so as to fasten the bolt with the specified
torque.
(2) Reinstallation
1. Assemble the piston and the connecting rod
(1) Smear engine oil onto the piston pin and the piston pinhole;
(2) With the front-end marks on piston and connecting rod at the same side, push in the piston pin by thumb;
(3) Press in the piston pin with the dedicated servicing tools.
2. Mount the piston rings
(1) Install the oil ring and the liner ring by hand;
(2) Install the 2 compression rings with the piston ring
expander, with the marks of “T” upwards;
(1) Locations of piston rings: Put the piston rings with
their openings 90° from the connections alternately to
ensure good sealing effect.
3. Mount the connecting rod bearing shell
(1) Align the protrusion of bearing with the recess on Fig. 57 Difference between the Upper and
Lower Main Bearing Shell
the connecting rod or the connecting rod cap;
(2) Mount the bearing into the connecting rod and the
connecting rod cap.
4. Mount the main bearing
The upper main bearing half has oil-inlet groove and oil
hole, which is not designed for the lower one. Do not
reverse their positions when assemble (Fig. 57).
(1) Align the protrude of upper main bearing with the
recess on the cylinder block seat, and push in the 5
upper main bearing (Fig. 58). Don’t smear oil onto the
main bearing seat hole and the main bearing half
backside..
Fig. 58 How to Mount the Main Bearing
onto the Cylinder Block
(2) Align the protrusion of lower main bearing with the recess on the main bearing cap, and push in the 5 lower main
bearings (Fig. 59). Don’t smear oil onto the main bearing seat and the main bearing half backside.
5. Mount the upper thrust washer
Mount 2 thrust washer at both sides of No.3 main bearing of cylinder block, with the oil groove outwards. Don’t mount
oppositely or drop them (Fig. 60).
Fig. 59 How to Mount the Main Bearing onto Fig. 60 How to Mount the Thrust Washer onto
the Main Bearing Cap the Cylinder Block
Fig.61 Mount the Thrust Washers onto the Main Bearing Cap Fig.62 Location to Install the Main Bearing Cap
Fig. 63 Sequence to Screw on the Main Bearing Cap Fig. 64 Check the Axial Clearance of Crankshaft with the
plastic oil clearance gauge
9. Install the piston and the connecting rod components
(1) Suit the connecting rod bolt with short hose in order to protect the
crankshaft from being damaged. Code mark T of NO.2 compressior ring
(2) Push the pistons and connecting rod compo. that match the
cylinders in their numbers into the cylinders with the piston ring
compressor, with the front-end marks of piston forwards. The oil ring
gap and their liner ring gap shall be 180° apart (Fig. 65).
10. Mount the connecting rod caps
(1) Install the connecting rod caps onto the connecting rods
a. Match the connecting rod caps with the proper connecting rods
according to the numbers.
b. Install the connecting rod caps, with the front-end marks forwards
(Fig. 66).
(2) Mount the nuts of connecting rod caps
Screw on the nuts of connecting rod caps gradually in 2 steps. Replace the bolts of connecting rod cap if any crack or
deformation is found.
a. Smear a thin layer of engine oil onto the lower part of nuts of connecting rod caps;
Fig. 66 Have the Marks of Connecting Rod and Connecting Rod Fig. 65 Locations of the Oil Rings and the compres-
Cap Forwards to the Engine Front End During Mounting Process sion Rings Relative to the cylinder block
b. Mount and screw on the locking nuts by multiple and alternate actions, with the torque of 29N.m(1st screwing) (Fig.
67). If the locking nuts can’t stand the required torque, replace the whole set of connecting rod bolts and locking nuts.
c. Tighten the locking nut to 65+2.5 N.m;
d. MR481QA/JL481Q connecting rod bolts screwing torque;
1) Screwing 30N.m,2st screwing 70±2N.m
f. Check whether the crankshaft rotates freely.
11. Check the axial clearance of connecting rod (Fig. 180)
The standard axial clearance is 0.15 to 0.30mm, and the
maximal axle clearance is 0.35mm.
12. Mount the rear oil seal ring
Mount the new gasket and the oil seal ring with 6 bolts, with the
torque of 9.3N.m.
13. Mount the oil pump and the oil sump
14. Mount the knock sensor Mount the knock sensor (Fig. 68)
with dedicated servicing tools, with the fastening torque of Fig. 67 Requirements of Fastening the Locking Nuts
of Connecting Rod Cap
20N.m.
15. Mount the oil pressure switch
a. Smear the adhesive agent onto the 2nd or the 3rd screws
thread of oil pressure switch;
b. Mount the oil pressure switch with the dedicated servicing
tools.
16. Mount the oil filter
17. Mount the water pump
(1) Put the new O-ring onto the cylinder block.
(2) Mount the water pump with 3 bolts, with the fastening
torque of 14N.m (Fig. 69).
18. Install the mounted bracket at the right side of engine Mount
the installation rack at the right side of engine with 3 bolts, with
the torque of 51N.m.
Fig. 68 Install the Knock Sensor
19. Assemble the adjusting frame of AC generator
Assemble the adjusting frame of AC generator with 2 bolts, with
the torque of 31N.m.
20. Install the cylinder head (refer to Chapter3)
21. Mount the timing belt and the pulley
22. Mount the rear-end cover-plate of cylinder block
Mount the rear-end cover-plate with 2 bolts, with the torque of
5.6N.m.
23. Assemble the flywheel
a. Align the position hole of flywheel with the position hole pin
at the rear end of crankshaft;
When the engine works, cylinder head bears relatively high thermal load and mechanical load. In order to ensure supe-
rior combustion and reliable work, cylinder head must optimize combustion chamber, intake duct, exhaust duct and cooling
water chamber should be arranged rationally. It should have relatively high heat transmissibility, sufficient strength and
rigidity, in addition, it should also feature light weight and compact structure.
Structural characteristics of cylinder head:
1. Adopts cast aluminum alloy: 439mm long, 116mm high and 10kg in weight.
2. Combustion chamber is pent-roof shape. Spark plug is in the middle part.
3. The angle between intake valve and exhaust valve is 22º, angle of intake duct to horizontal plane is 38º-40º and exhaust
duct is arranged horizontally. Intake duct has smooth wall and small resistance. Admission tends to form rotational flow. It
also features good exhaust and purge effect.
4. The structure is relatively complicated; there are four combustion chambers, 16 valves, double camshaft, ten bearing
holes, 16 tappet holes, water chambers with different shapes, jet holes, oil passage, gear chamber, eight intake/exhaust
ducts, many bolt holes, a lot of spacer plates and reinforced ribs. Valve stem guide and valve seat that are made of alloy
cast iron and refractory steel are pressed into cylinder head by means of shrinking (Fig. 71).
Fig.73 Use long nose pliers to remove oil seal Fig. 74 Use compressed air and magnet bar to
remove valve spring seat
II. Inspection
1. Clean piston-top surface and cylinder block
(1) Rotate the crankshaft, enable each piston to rise to the TDC, check carbon deposit on piston top-surface, whether
residue gasket material on surface of cylinder block has been cleaned up.
(2) When using compressed air to purge carbon deposit and engine oil in bolt hole, be careful enough so as not to harm
your eyes when using high pressure air.
2. Clean cylinder head
(1) Remove gasket material
Use gasket scraper to eliminate all residual gasket material on contact surface of cylinder head. Pay attention not to scrape
contact surface of cylinder head (Fig. 75).
(2) Clean combustion chamber
Use wire brush to remove all carbon deposits in combustion chamber (Fig. 76). Pay attention not to scrape lower contact
surface of cylinder head and cylinder block.
Fig. 75 Don’t scrape surface when eliminating Fig. 76 Use wire brush to remove carbon
residual material on contact surface of cylinder head deposit in combustion chamber
Fig. 79 Check planeness on three planes of cylinder head Fig. 81 Eliminate fuel combustion residue on valve
Full length
Fig. 91 Low fitting mark of valve sealing belt Fig. 92 Grind valve and valve seat manually
(4) Clean cylinder head, clean valve
Use kerosene and soft brush to clean cylinder head and valve Deviation
thoroughly.
8. Check valve spring
(1) Use steel L square to measure verticality of valve spring. Allow-
able maximum deviation angle: 2º(Fig. 93). If deviation value exceeds
the maximum value, replace the valve spring.
(2) Use vernier caliper to measure free length of valve spring (Fig.
94). Free length: 39±0.3mm; if free length does not meet requirement,
replace valve spring.
(3) Use spring tester to measure pulling force of valve spring at speci-
fied installation length (Fig. 95). Installation pulling force when the
length of spring is 31.7mm: 160±8N. If installation pulling force does
Fig. 93 Check and measure verticality of spring
not meet requirement, replace valve spring.
Fig. 94 Check and measure free length of spring Fig. 95 Check and measure elasticity of spring
Fig. 96 Check and measure radial run out of camshaft Fig. 97 Measure cam peach-tip height
Standard height of cam peach-tip refers to Table 1.
If the height of peach pit does not meet requirement, replace the
camshaft.
(3) Check camshaft diameter
Use micrometer to measure journal diameter (Fig. 98).
Journal diameter:
NO.1 Exhaust: 24.949-24.965mm
Other: 22.949-22.965mm
If journal diameter does not meet requirement, check oil clearance.
(4) Check camshaft bearing
Check whether the bearing has shellingout and ablation; if the
bearing is damaged, replace the entire set of bearing cap and Fig. 98 Measure journal diameter of camshaft
cylinder head (Fig. 99).
(5) Check camshaft gear spring
Use vernier caliper to measure free distance at both ends of spring (Fig. 100).
Free distance: 17.02-17.10mm. If free distance does not meet stipulation, replace gear spring.
(6) Check oil clearance on camshaft journal
a) Clean bearing cap and camshaft;
Free distance
Fig. 99 Check damage of camshaft bearing Fig. 100 Check free distance of camshaft gear spring
Exhaust
Fig. 106 Check planeness of junction surface of Fig. 107 Measure the outer diameter of cylinder head bolt
intake and exhaust manifold
Fig. 109 After cylinder head is heated, use Fig. 110 Use inside micrometer to measure pore
special servicing tool to knock valve guide out diameter of valve guide on cylinder head
Select new valve guide with outer diameter 0.05mm larger correspondingly. If this pore diameter on cylinder head is larger
than 11.050mm, replace the cylinder head.
5. Heat the cylinder head gradually to 80-100°C. Use special servicing tool and hammer to slightly knock new valve guide
in. The length extending out of the cylinder head is 12.5mm (Fig111).
6. Use a sharp 6mm reamer to ream the guide hole (Fig. 112), and ream the guide to the following dimension: 6.000-
6.018.mm
Dimension of valve stem is:
Intake: 5.960-5.975mm;
Exhaust: 5.960-5.975mm.
Guarantee standard oil clearance:
12.5mm
Fig. 111 Method for knocking in new valve guide Fig. 112 Use 6mm reamer to ream valve guide pore
Adhesive tape
Fig. 113 Pry out oil seal of spark plug guide Fig. 114 Use repair tool to press new oil seal into spark plug guide
V. Installation of cylinder head
(1) Preparation
1. Cleaning
Completely wash all parts to be mounted. Keep work bench clean and make sure parts are
placed in order.
2. Lubricating
Before installing, smear engine oil onto all sliding and rotating surfaces.
3. Replacement
Replace all O-rings, oil seals, sealing gaskets and any other damaged parts
Protrusion
4. Tools
A complete set of tools is available. Wrenches shall be
calibrated, fasten the bolts with specified torque.
(2) Re-assemble
1. Re-assemble the guide of spark plug
When using new cylinder head, new guide for spark plug shall
be mounted.
(1) Mounting mark of spark plug shall be made on the guide of
spark plug. (Fig. 115)
Standard extrusion: 46.8-47.6mm Mark
(2) Smear adhesive into the installation hole of spark plug guide
Fig. 115 Marks on the spark plug guide
on the cylinder head. (Fig. 216)
(3) Use the standard pressing machine to press the guide of spark plug until standard protrusion
distance of 46.8-47.6mm has been reached. (Fig. 117)
Protrusion
Adhesive
Fig. 116 Apply adhesive to the spark plug guide install hole Fig. 117 Press in spark plug guide with pressing machine
Black surface
Fig.118 Press in valve new oil seal with servicing tools Fig. 119 Difference between oil seal of intake and exhaust Valve
(4)
(3)
(2)
(1)
Fig. 120 Assemble valve and spring compo Fig. 121 Method of install valve and spring compo
(4) Use hammer of plastic veneer to strike the top end of valve stem to ensure good assembly .(Fig.122)
3. Mount valve stem and adjusting shim
Mount the valve stem and adjusting shim in line with the sequence numbers made before they are dismantled. Check by
hand whether the valve stem can rotate freely.
4. Install the cylinder head
(1) Place the cylinder head onto the cylinder block.
a. Place the new cylinder head gasket onto the cylinder block in a correct direction of installation. (Fig. 123)
b. Place the cylinder head onto the cylinder head gasket. Make sure they are precisely matched.
Fig. 122 Keypoint to mounting valve Fig. 123 Installing cylinder head gasket
(2) Tighten the bolts on the cylinder head
Not to use bolts with cracks or deformation, and strictly
follow the instruction on tightening. Cylinder head shall
be tightened with bolts in three steps.
a. Smear a thin layer of engine oil onto the below-head
part and thread of cylinder head bolts.
b. Tighten the ten bolts of cylinder head in several equal
operations in the shown sequence with a specialized
tool. (Fig. 124)
Length
Two bolts with different lengths are available. (A, B)
Use 90mm long bolt on the side of intake manifold (B).
Use 108mm long bolt on the side of exhaust manifold
(A).Tighten the bolts according to shown sequence in
(Fig.125) with several equal operations, with the torque
of 29N.m.
If bolt size does not meet specification, it shall be
replaced.
c. according to shown sequence in Fig. Tighten the bolts
+ 3N.m
on the cylinder head again.The torque is 95 -
5. Mount the intake camshaft
(1) Fix the hex. head of camshaft onto the bench clamp.
Be noted not to damage camshaft. Fig. 124 Sequence of fastening cylinder head
(2) Mount circlip for camshaft gear (1), auxiliary gear for bolt and installing position
camshaft(2), wave washer(3)(Fig.126). Note that pin on
the gear shall match with the end of gear circlip.
(3) Mount the ring clip (Fig. 127)
Fig. 126 Attentions on assemble Intake camshaft Fig. 127 Assemble clip rings on the intake camshaft
(4) Rotate the auxiliary gear of camshaft clockwise using
specialized servicing tool, so that holes of camshaft driving gear
Auxiliary gear
and auxiliary gear can match. Mount the bolt for servicing (Fig.
Rotating
128).
6. Mount air inlet/exhaust camshafts
As axial clearance of camshaft is very small, it’s important to
keep it horizontal when mounting. If camshaft fails to stay
horizontal, the parts pf cylinder head that bear axial thrust will
Driving gear
develop cracks, deformation and damage, thus making
camshaft to be stuck or break. For assembly and servicing
To avoid such problem, the following steps shall be taken:
(1) Mount camshaft on the exhaust side
a. Smear multi-purpose lubricating grease on the thrust
positions of camshaft.
b. Position the exhaust camshaft to make the dowel pin in an
angle counter clockwise from the axle of camshaft. In this
position, the peach tip of #1 and #3 cylinder cam can push the
valve tappet in a balanced way (Fig. 129). Aligning with
assembly
and servicing hole
c. Remove all the old filling material remaining on the surface. Timing Mark Pin
Aligning with
d. Smear new filling material onto the exhaust camshaft bearing mounting mark
cap (Fig. 130).
e. Mount the five bearing caps onto their corresponding Fig. 128 Matching of auxiliary gear and driving gear
Applying sealant
Fig. 130 Applying sealant Fig. 131 Installing sequence of bearing cap
Fig. 132 Fastening bearing cap bolt Fig. Fig. 133 Installing camshaft seal
Mounting
mark
Dowel pin
Timing mark
Fig. 134 Fix the position of dowel pin of exhaust camshaft Fig.135 Matching marks
d. When gears mesh with each other, place intake camshaft onto the bottom hole of bearing seat.
e. Install the four bearing caps onto their corresponding positions in arrow direction and sequence numbers (Fig. 136).
f. Smear a thin layer of engine oil onto the thread below the bolt head of bearing cap.
g. Tighten eight bearing cap bolts in several equal operations, with torque of 13 N.m. (Fig. 137)
Fig. 136 Assemble bearing cap Fig. 137 Tighten bearing cap bolt
h. Detach the servicing bolts.
i. Mount the bearing cap of #1 camshaft in arrow direction. If the bearing cap of #1 camshaft is not in correct matching
position, use an screw driver to pry the cylinder head from the camshaft gear, and push the camshaft gear backward (Fig.
138).
j. Smear a thin layer of engine oil onto thread of two bolts low part. Tighten the two bolts with several alternate operations,
with torque of 13 N.m (Fig. 138).
k. Rotate the exhaust camshaft in clockwise direction. Fix the camshaft when dowel pin is placed upward.(Fig. 139)
Dowel pin
Fig. 138 Mount No. 1 bearing cover Fig. 139 Check the position of dowel pin
l. Check whether the timing marks of camshaft gears match. When timing marks match, two mounting marks are on the
top, as shown in Fig. 140.
7. Inspect and adjust the clearance of valves.
Rotate the camshaft to position the camshaft tip upward. Inspect and adjust the valve clearance.
Valve clearance (under cool condition)
Intake valve: 0.15-0.25 mm
Exhaust valve: 0.25-0.35mm
8. Mount timing pulley of camshaft
(1) Make sure that dowel pins of camshaft align with the dowel pin slot on the side marked with “K” on the pulley before
the mounting process begins. If there are two dowel pin slots, only the one below the “K” mark will be used.(Fig.141)
Mounting mark
Timing mark
Fig. 142 Check the matching mark on the timing belt Fig. 143 Align the matching mark on the
timing belt and camshaft timing pulley
Before mounting, wipe clean all oil and water on the surface of camshaft timing pulley and keep a clean surface. After
mounting, inspect whether the tension force between crankshaft timing pulley and camshaft timing pulley is normal.
11. Inspect valve timing
(1) Loosen the belt tensioner bolt (Fig. 144).
(2) Rotate the crankshaft for two cycles, starting from the TDC of cylinder I and returning to the TDC after two circles. Be
noted to rotate clockwise.
(3) Inspect whether each pulley aligns with the timing mark in Fig. 145. If not, re-install them.
(4) Tighten the belt tensioner bolt with torque of 37N.m.
(5) Put on rubber seal ring onto #1 timing belt cover.
Fig. 144 Check the tension force of timing pulley Fig. 145 Adjust valve timing
12. Inspect the belt deflection
Requirement: Under a force of 20N, belt deflection shall be 5-6mm (Fig. 146).
If deflection fails to meet the above requirement, the belt tensioned shall be re-adjusted. (Fig. 147)
13. Use six bolts to fix #2 and #3 timing belt cover (Fig. 148) with torque of 7.4 N.m.
14. Mount the semi-circle plug
(1) Remove all old filling
(2) Fill new sealant onto the semi-circle plug (Fig. 149)
20N
5 - 6mm
Fig. 146 Check belt deflection Fig.147 Check timing belt deflection
Sealant
Fig. 148 Install No.2 and No.3 timing belt cover Fig. 149 Smear sealant to the semi-circle plug of cylinder head
Fig. 150 Smear sealant to cylinder head Fig.151 Mount new gasket for #2 water inlet flange
New O-ring
Fig. 152 Mounting new O-ring to the port of dipstick guide Fig.153 Installing intake manifold
New O-ring
Fig. 154 Smear a thin layer of gasoline onto Fig. 155 Method of fixing injector onto the delivery pipe
each side O-rings when mounting injector
ROTATING
UPWARD
Fig. 156 Method of mount injector and Fig. 157 Check whether O-ring of injector is correctly mounted
transmission pipe to intake manifold
(8) Fasten the two bolts on the intake manifold used to fix the delivery pipes, with torque of 15 N.m. (Fig. 158)
21. Connect the inlet fuel hoses to delivery pipes. The torque for fastening two bolts is 29N.m (Fig. 159)
Connect the inlet fuel hose of Jl481Q/MR481QA to the delivery pipe and clip it with two clips.
Fig. 158 Fasten the bolt on the intake manifold that fixes the pipe Fig. 159 Connection between the fuel hose and pipe
22. Connect the engine wire harness. Fix the wire harness support with two nuts (Fig. 160).
23. Mount water bypass hoses and fuel return hoses.
(1) Use two bolts to install water bypass hoses and fuel return hoses onto intake manifold with torque of 10.2 N.m.
(2) Connect fuel return hose to fuel pressure regulator. (Fig. 161)
4. Use two bolts to fix air intake manifold support stay.
Torque applied onto 12mm head bolt shall be 21 N. m.
Torque applied onto 14mm head bolt shall be 44 N. m.
Fig. 160 Fixing engine wire support Fig.161 Connect fuel return hose to pressure regulator
Downward
Cooling water
bypass hose
Sealant
(1)
Fig. 164 Connect throttle position sensor to ISC connectors Fig. 165 Smear sealant to the water inlet shield
(3) Use two bolts and nuts to connect water inlet port with its
shield (Fig. 166), with torque of 22 N.m.
(4) Connecting of two water bypass hoses.
27. Install RH bracket of engine, with torque of 30 N.m.
28. Mount ignition control device, including phase sensor and
ignition coil for MR479Qengine.
(1) Set the #1 cylinder to: TDC of compression stroke. Rotate the
crankshaft clockwise so that the gap of intake camshaft is
positioned as shown in Fig. 167.
(2) Mount phase sensor and seat(Fig. 168)
(3) Mount ignition coil(Fig 169)
Fig. 166 Install RH bracket of engine
(4) Connect the high voltage wire
(5) Adjust the ignition timing
Clearance
Fig. 167 Set the TDC of #1 cylinder in compression stroke Fig. 169 ignition coil
Fig. 171 Fastening the water outlet connection flange Fig.172 Mounting exhaust manifold
The function of piston & connecting rod mechanism is to convert pressure of working substance in the cylinder into power
by rotation of the crankshaft and flywheel assy. Piston & connecting rod mechanism mainly consists of piston, piston rings,
piston pin, connecting rod body, connecting rod cap, connecting rod bolts, nuts and connecting rod bushing. The disas-
sembled piston & connecting rod mechanism of engine is illustrated in Fig. 173. The consolidation degree and power per
unit piston area of engine are high. The structures of canopy piston top, minus offset and semi-floating piston pin allow less
motor noise and more working flexibility.
Fig 173 Disassembled piston & connecting rod mechanism Fig. 174 Structure of piston
1.First gas ring 2.Secondary gas ring 3.Combination oil ring 4.Piston pin 5.Piston
6.Connecting rod 7.Connecting rod bushing 8.Connecting rod cap 9.Connecting rod nut
Because short piston and low compression height helps to lighten piston weight and reduce reciprocating inertial force,
both of the compact engines can run at a higher speed.
Two gas rings and one oil ring is fitted on the piston head. The height of the first gas ring is 3mm and that of the secondary
one is 2.5mm. Eight oil feed-back holes of 2mm in diameter distribute symmetrically at the both sides of the pin hole on the
bottom of oil ring slot, and a piston pin lubricant track is designed on piston pin seat, which permits the continuous suction
of lubricant. To achieve fine thermal conductivity, heating surface on the piston top introduces the structure of smooth
transition, and a big transition circular is adopted to connect top plate and ring belt.
Because of high mechanical and thermal loads and complicated stress distribution on the piston, it’s hard to control the gap
width between piston and cylinder body. For achieving steady control of the gap, the piston of engine adopts the structure
of drum skirt and elliptic cross section, with long axis vertical to the pin hole and short axis parallel to it.
Piston uses an intact strengthening rib to transfer force. Its pin seat sinks into the rounded outer piston surface by 9mm,
reducing support distance between piston pins and weakening deformation of piston pins and pin seat. Apart from that, an
appropriate lead angle at the internal edge of pin seat lightens edge loads on the pin seat, the unequal thickness of pin seat
and biasing of outer circle’s center towards piston top by 2cm strengthen the upper half piston which endures larger stress.
To eliminate the destroying stress caused by heat expansion of piston skirts and deformation of piston’s pin seat, concavi-
ties are drilled under the piston pin holes, with one concavity in each skirt.
Forward marks on piston top and group marks on skirt recesses provide ease of mounting and fitting.
2. Piston pin
Piston pin connects piston and connecting rod, and endures various loads including pull, thrust, wallop caused by alternat-
ing movements of connecting rod and pin seat. Periodical changes of loads on connecting rod small end and pin seat, as
well as slight glide of piston pin in pin hole, lead to bad conditions of abrasion and lubricating on all parts of piston pin. The
inner hollowed piston pin of engine is made of low carbon alloy steel. After treatments of outer-surface carburization, preci-
sion grinding and polishing, it acquires sufficient rigidity and intensity, fine wear resistance property on surface and excel-
lent impact toughness on central part. In the semi-floating structure, magnitude of interference between connecting rod
small end and pin varies from 0.12mm to 0.003mm, while oil film thickness between pin and pin seat varies from 0.002mm
to 0.013mm. Such structure has the advantages of omitting copper sleeves and piston pin clamp rings, reducing connect-
ing rod small end width and lengthening pin seat. But connecting rod must be mounted at the temperature of about 100oC
or be squeezed by press machine at the temperature of -40oC in cold state, which will cause difficulties in disassembly.
3. Piston ring
Piston rings of engine include two gas rings and one oil ring connected by flat ends.
The main functions of cylinder are to prevent the exchange of burned gas with high temperature and high pressure in
cylinder and waste gas in crankshaft case, and transfer most heat from piston top to cylinder wall in order to minimize heat
in piston head and piston skirt and minimize deformation of piston.
The cross section of the first gas ring is illustrated as Fig. 175. It’s a symmetrical barrel-shaped ring with small interface and
good leak tightness. It also possesses fine lubrication property and can provide constant lubricant films both in its upward
movement and downward movement. The rounded outer surface of the first gas ring is nitridation treated and the rest
surfaces of it are bonderite. The first gas ring is 2.7±0.1 in thickness and 1.2 -0.010
-0.025 in height. Free ends distance is 10mm
and radial elasticity is 18.4-27.6N. Back clearance after mounting is 1.25mm.
+30’
The cross section of the secondary gas ring is illustrated as Fig. 176.It’s a conic ring with pitch of 1 0 . It can provide
lubricant film in its upward movement while scraping lubricant in its downward movement. The secondary gas ring is made
of nodular graphit castiron or tungsten vanadium titanium alloy,and possesses good wear-in property, fine thermal stability
and excellent wear-resistance. Surfaces of the secondary gas ring are bonderite. This ring is 3.0±0.1 in thickness and
-0.010
1.5 -0.025 in height. Free ends distance is 13mm and radial elasticity is 18.4-27.6N. Back clearance after mounting is
1.3mm. A “π”sign for mounting is marked on the side of the ring, take care not to mount it in the reverse direction.
Fig 175 The cross section of the first gas ring Fig 176 The cross section of the second gas ring
The main functions of oil ring are to scratch down lubricant splashing on
cylinder walls, return it to oil pan through the upside and downside gaps of oil
ring and the oil feed-back hole on spring gasket drain pan, as well as distrib-
ute lubricant on cylinder wall evenly to reduce fiction and strengthen seal
property. The oil ring is a combination steel ring, consisting of two scraper
rings and one backing ring. The combination oil ring is 3 -0.05
-0.13 in height and
2.7±0.15 in thickness. The barrel-shaped scraper rings, which have chroming
surfaces and small contact surface, are made of tool steel. The tangential
elasticity of scraper rings is 34-51N and the backing ring is made of nickel-
chrome steel. The cross section of the oil ring is illustrated as Fig. 177.The Fig. 177 Cross section of combination oil ring
structure of piston,piston pin and piston ring about JL481Q/ MR481QA are the
same principle and have a little differences in dimension.
Fig. 181 Installation of the connecting-rod bearing Fig. 182 Assembling of the piston and the connecting-rod
(2) Press the pistons and connecting-rod assemblies with correspondingnumbers into the cylinders respectively, with the
front end mark of the piston facing forward.
4. Installation of the connecting-rod cap
Push down
Front end mark (recess))
Table 6
Maintenance data for the piston ring
Name Maintenance data
Gap of the piston ring slot Standard First one
0.020-0.055mm
Second one
Opening gap of the piston ring Standard First one 0.2-0.4mm
MR 479Q,MR479QA Second one
(within 78.70) Oil ring 0.2-0.5mm
Max First one 1.05mm
MR481QA,JL481Q Second one 1.20mm
(within 81) Oil ring 1.10mm
IV. Damage of the Connecting-rod
Common faults with the connecting-rod are its bending and twist. Check the straightness of the connecting-rod, as shown
in Fig. 184 and 185.
Fig. 184 Check twist of the connecting-rod Fig. 185 Check bending of the connecting-rod
1. Crankshaft
The function of crankshaft is to receive the force from a connecting-rod, thus creating the torque rotating around its own
axes. Engine crankshaft is made of nodular cast iron, installed entirely with support, which has enhanced the rigidity and
bending strength of crankshaft.
F1 F4
The diameter of MR479Q 5-main bearing
journal is 48mm, the diameter of 4- M1-2 M3-4
1 4
connecting-rod journal is 40mm. The
diameter of JL481Q main bearing journal
is 48mm.,the diameter of 2 3
F2 F3
The crankshaft axial positioning of MR479Q engine adopts the structural form of two-half-circle thrust washer. Crankshaft
thrust washer is also of a steel-backed-wear-reducing-layer structure. Steel-backed material is 08F, wear-reducing layer
material is of high-tin aluminum alloy. The crankshaft thrust washer is 2.5 -0.03 thick. On the working faces of two thrust
-0.06
washers, oil holes are milled respectively. Crankshaft thrust washer is positioned by way of locating tongue.
IV. Flywheel
The role of flywheel is to restrict the revolving unevenness with the flywheel, storing part of the energy done by the engine
so as to ensure that incoming air compression and exhaust stroke run smoothly and overcome the short time overload. The
start of the end face of engine can serve as an active friction face to export the power.
Engine flywheel is made from gray cast iron with 254mm in diameter. The flywheel is thick outside and thin inside to reduce
its weight. The outmost of the flywheel end face has 6 mounting holes for M8-6H clutch and 3 holes (Ф8 +0.015
0 ) for dowel
pin holes. There are 5 mounting holes for flywheel and 1 hole for positioning the flywheel. Revolving-speed toothed disc
installed on the outer peripheral of flywheel is interference fit with the flywheel. The peripheral is positioned by dowel pin.
There are totally (60-2) teeth on revolving-speed toothed disc, and there is a “T” mark on the disc end face. The “T” mark
corresponds to the locating hole and crankshaft 1.4 crank plane. Counterclockwise, there is an absence of 2 teeth in the
part of 1320 in front of “T”. Because of the speed sensor installed in the centerline of cylinder block, when speed sensor
corresponds to the missing teeth, it has created a pulse signal of speed sensor to ECU . In the part of 1140 in front of “T”,
the falling edge of the teeth starts to trigger the controller to make the timer work.
Fig. 188 Check the Slanting Degree Fig. 189 Test the Radial clearance of Crankshaft
Standard radial clearance: 0.06-0.22mm. The Max radial clearance: 0.30mm
In case that the radial clearance is larger than the maximum value, replace the whole set of thrust washers. The thickness
of thrust washer: 2.5 -0.03
-0.06 mm.
(2) Disassemble the main bearing cap and check the oil clearance
a. Follow the procedure in the table, unscrew and take down the bolts with several operations (Fig. 190) starting from two
sides first and then in the middle.
b. Use the disassembled bolts to rock the main bearing cap with prying actions, and take down the main bearing cap, lower
bearing shell and thrust washer (Fig. 191);
c. Take out the crankshaft with lifting action (Fig.192);
d. Clean all the main bearing journals and main bearing shells;
e. Check whether all the main bearing journals and main bearing shells have dents and flaws on the surface (Fig. 193). In
case that the main bearing journal or main bearing shell are damaged, replace the bearing shell. When necessary, grind
the crankshaft.
f. Mount the crankshaft onto the cylinder block: pass the plastic clearance gauge through each journal to measure the oil
film clearance (Fig. 194).
g. Install the main bearing cap (Fig. 195) first in the middle and then two sides, and tighten evenly the bolts diagonally with
the torque of 60Nm(MR479Q,MR479QA)/70Nm(MR481QA)/80Nm(JL481Q)
Fig. 190 Detaching main bearing cap bolts Fig.191 Detaching main bearing cap
Fig. 194 Measuring Oil clearance Fig.195 Mounting main bearing cap
h. Take down the main bearing cap and measure the oil clear-
ance in the section of largest width.᷉See Fig.196᷊
NO.1 NO.2 NO.3 NO.4 NO.5
Oil clearance:
Standard: 0.015-0.033mm
Enlarged size by 0.25: 0.016-0.056mm
Max. oil clearance: 0.10mm
If the oil clearance is larger than the maximum value, replace
the bearing shell. When necessary, grind or replace the
crankshaft. If the cylinder block parts are changed, the
standard clearance of bearing shell should be 0.015-
0.045mm.
If standard bearing shell is used, it is necessary to use those
NO.1
with the same number. If the number of bearing shell cannot
be determined, it is possible to sum up the size numbers on
cylinder block and crankshaft and then choose the number of
bearing shell equivalent to the above sum, so as to ensure
accuracy of selection. Totally, there are 5 standard bearing
shell sizes, marked with “1”, “2”, “3”, “4” and “5” respectively
(Fig. 197, Table 7). NO.2 NO.3 NO.4 NO.5
1, 2, 3, 4 and 5
Dimension Grouping
For example, cylinder block No.“2” + crankshaft No. “1” = total number “3”, i.e., use No. 3 bearing shell.
For standard bearing shell sizes, see Table 1.
(3) Detaching crankshaft
Take out crankshaft with lifting action: remove the main bearing shell and upper thrust washer from the cylinder block.
(4) Checking the radial run out of crankshaft
Place the crankshaft on the V-type block. Use micrometer to measure the radial jumping (Fig. 55) in the middle of journal.
Max. radial run out: 0.03mm.
If the radial run out is larger than the maximum value, replace the crankshaft.
(5) Checking main bearing journal and connecting rod bearing journal.
a. Measure the diameters of each main bearing journal and connecting rod bearing journal (Fig. 56);
If the diameters are not up to the standard, check the oil clearance. When necessary, grind or
replace the crankshaft.
b. Check the taper and degree of roundness of each main journal and connecting rod bearing journal;
Max. taper and degree of roundness: 0.02mm.
If the taper and degree of roundness is larger than the maximum value, replace the crankshaft.
II. Assembly
1. Installing Crankshaft
(1).Install the main bearing
a. Align the protrude portion of main bearing (upper harf) with the recess on the cylinder block
bearing seat while pushing 5 upper bearing shell through (Fig. 57, 58);
b. Align the protrude portion of lower bearing shell with the recess on the main bearing cap
while having 5 lower bearing shell pushed through (Fig. 59).
(2) Install thrust washer (Fig. 60)
Place two crankshaft thrust washers under the No. 3 journal of air cylinder block with oil groove facing outside.
(3) Put the crankshaft onto the cylinder block.
(4) Install Main bearing cap and thrust washer
a. Place 2 crankshaft thrust washers onto No. 3 main bearing cap to make the oil groove face
outside (Fig. 61);
b. Place 5 main bearing caps on the proper position (Pay attention to the front mark), (Fig.62);
c. Apply a thin layer of engine oil under the head of the main bearing bolts and at the thread;
tighten evenly 10 bolts diagonally from the middle to both ends.Torque:
(MR479Q,MR479QA)60N.m.(MR481QA)70Nm.(JL481Q)80Nm.
Finally, check the crankshaft radial clearance.
2. Install flywheel subassembly
Align the position sleeve hole on flywheel with the position sleeve hole on the back face of
crankshaft. Evenly tighten the bolts diagonally for several times. Torque: 78N.m.
To check the cracking of crankshaft: by oil-soaked knocking, that is to immerse the crankshaft in the kerosene for a while
and then take out and wipe it dry. Spread some white powder onto the crankshaft and hammer its non-working face. After
vibrating, if oil stain appears, it proves the existence of cracking. Magnetic inspection: magnetize the parts through
magnetic inspector. If the parts are cracked, the magnetic pole will appear in cracked area. If you spray some pulverized
irons on the parts, the iron powder would be absorbed on the cracked area. So that the crack becomes easily visible. But
after the magnetic inspection, it is necessary to demagnetize it.
Once the crankshaft is cracked, have it replaced. If bending deformation appears in the crankshaft, apply a cold press
rectification or cylinder block rectification to repair it.
1. Normally, when starting the engine, the flywheel gear ring and starter pinion easily collide with each other or have poor
engagement between the two teeth, thus easily leading to wear and damages to the teeth.
a. When the teeth of gear ring are worn on one side, turn it over for further use. The gear ring detaching or assemble needs
heating. After it is repaired and assembled, it is necessary to provide interference for the flywheel gear ring.
b. If any single tooth is damaged, use oil stone to repair and grind it. If serious wear or teeth damages take place on both
sides of gearing ring, it is possible to repaire by stack welding.
2. If the working face of flywheel wears or is grooved with depth over 0.5mm, it is proper to apply polishing or polishing after
finish-machining. If the wave depth is not over 0.5mm, it is allowed to have two ring grooves. After machining, the thickness
of gear should not be less than new flywheel teeth for over 2mm.
Chapter 6 Valve Train
Section 1 Make-up of Valve Train & its
Design Features
I. Make-up of Valve Train
Engine valve train is made up of camshaft timing drive and valve mechanism. The camshaft timing drive mainly includes
crankshaft timing pulley, guide wheel, crankshaft timing belt, camshaft timing belt, driving gear, sub gear, gear spring, drive
gear, intake and exhaust camshaft, and valve tappet, etc. The valve mechanism mainly includes valve seat insert, valve,
valve guide, spring retainer, and keeper, etc. Make-up of valve train is shown in Fig. 198
1. Filling adjusting shim 2. Valve tappet 3. Spring retainer 4. Valve spring 5. spring seat 6. Valve guide bushing 7. Valve 8. Exhaust camshaft 9. Tension
spring 10. Tensioner 11. Crankshaft timing pulley 12. Pulley 13. Camshaft timing belt 14. Snap ring 15. Wave washer 16. Camshaft sub gear 17. Camshaft
gear spring 18. Driving gear 19. Drive gear 20. Intake camshaft 21. Oil seal 22. Keeper 23. Timing belt
II. Characteristics of Valve Train
Each cylinder has 4 valves, laid in two columns. The intake path takes up a relatively large area and as a result, this
increases the rotation speed at maximum power, rotation speed atmaximum torque and its litre power, and decreases the
thermal load of the exhaust gas.
The DOHC (Double Overhead Camshaft Valve train) construction reduces the height of the cylinder head, and facilitates
the installation of the intake pipes. It also features low motion mass, high rigidity, high natural frequency and good high-
speed property.
The transmit mechanism adopts serrated belt transmit and helical gear with the auxiliary gears, featuring longer transmis-
sion distance, smooth movement, low noise level and cost.
Its excellent cam shape and motion pattern elevate inflation efficiency, and assures a reliable and low-noise level opera-
tion at high speed.
TDC
IO EC
IO
EC
BDC
Measure the tappet bore of cylinder head with a caliper and its diameter with a micrometer caliper. The actual oil film clear-
ance is deduced by subtracting the tappet diameter from the tappet bore. If the oil film clearance is bigger than the
maximum value, the tappet shall be replaced. When necessary, replace the cylinder head.
1. Timing belt
While servicing the timing belt, be sure not to bend, twist
or upturn it. Keep the belt away from engine oil, water or
steam. Do not make use of the belt tension when
detaching the bolts of timing pulley of camshaft.
Pay attention to direction and position when reinstalling a
timing belt undertaking detaching.Therefore, you need to
make a mark during detaching . See Fig. 202.
Fig. 203 Installing belt tensioner Fig. 204 Alignment of TDC mark
Finding compression TDC position: align the dowel pin of camshaft with the dowel pin groove near the “K” mark of the
pulley before pushing in the timing pulley (Fig. 141). Use a spanner to fasten the hexagon head of camshaft and fasten the
retaining bolt with the torque of: 59N.m. Rotate the hexagon head of camshaft, so that the small hole near the “K” mark on
camshaft timing belt is aligned with the “U” mark on the No.1 bearing cap. (Fig. 205)
4. Installing timing belt
Check whether the mark on the timing belt placed during detaching is
properly aligned with the matching mark on the crankshaft pulley. If not,
you need to move the mesh portion on the timing pulley until it is
precisely aligned. Align the timing belt with the matching mark of crank-
shaft timing pulley. For details, see Fig. 143.
5. Check Valve Timing
Loosen the bolts of belt tensioner (see Fig. 144) and rotate crankshaft
clockwise. Check whether each pulley is aligned with the timing mark
(Fig. 206). Otherwise, you need to reinstall it. Adjust the deflection of
timing belt (fig. 148), and tighten the bolts of belt tensioner with the
torque of 37N.m (Fig. 207).
Fig. 205 Aligning Compression TDC Mark
Min. 0.5mm
Standard 0.015-0.055mm
Oil film clearance
Max. 0.07mm
Intake 0.032-0.085mm
axial clearance Exhaust 0.040-0.095mm
Max. 0.11mm
Standard 0.035-0.072mm
Journal oil film clearance
Max. 0.10mm
Standard 0.020-0.200mm
Camshaft gear tooth clearance
Max. 0.30mm
It is mainly caused by extended overload operation of the engine, and insufficient cooling, which wears the valve and
deforms the cylinder head, valve seat and valve guide, thus hampering heat dissipation. Moreover, the high temperature
of the engine leads to the oxidation polymerization and decomposition of lubricant and fuel, which forms gelatinous precipi-
tate at the valve head and valve stem, thus eroding the sealing face of valve. Therefore, leakage and scorching occurs. In
order to avoid this, it is necessary to prevent the engine from extended overload operation. It is also required to clean the
carbon deposit on the valve in the course of servicing.
Common troubles of valve seat are scorching, wearing and deformation. Once any scorching, spots, pits or obvious wear-
ing signs are found in the valve seat, it is necessary to ream or grind it. if it can’t be repaired, replace the cylinder head.
Electronic fuel pump, immersed in fuel tank levelly, is fed electricity to through fuel pump relay by battery. This relay’s
switch-on/off is controlled by ECU. When the key in ignition switch is turned to the "Ignition" position, the electronic fuel
pump may not be always powered on. When the key is turned to the "Start" position, ECU will switch on the fuel pump relay,
and the electronic fuel pump will immediately start to continuously supply fuel. When the key is turned from the "Start"
position to the "Ignition" position, it will continue its running. At the moment, it is not the same as the previous case that the
key is placed to the "Ignition" position before its start. This is because ECU can make the fuel pump relay switch on only if
the engine is running. Once the engine stops, the fuel pump will immediately stop its fuel supply.
Electronic fuel pump is made up of pump, electric motor and pump cover (See Fig. 209).
Electric motor consists of a permanent magnet and an armature. On pump cover there are electric contact, connector for
outlet pipe and check valve. Check valve is used to keep some residual pressure within the fuel system after the electric
fuel pump stops running so that it restarts. Without check valve, the positive-pressure fuel will flow back into the fuel pump
and fuel tank resulting in system decompression, so the fuel within the fuel system will be easily vaporized due to high
temperature to produce vapor bubbles and then cause vapor lock. This is a structural fault that is necessarily avoided within
fuel system.
In the fuel pump case, both pump and electric motor are always surrounded by fuel therein. This can satisfy lubrication
requirements of parts and heat emission requirements of electric motor, along with improvement of electric motor efficiency.
In addition, no complex sealing device is required between pump and electric motor.
Fig. 209Electronic fuel pump
1. Pump 2. Motor 3. Pump cover
3. Fuel filter
As a sophisticated device, injector allows of no impurity in fuel. Solid
particles in fuel will make it worn while moisture content in fuel will cause
its corrosion and bulging. So, a special filter shall be used to remove
them.
Fuel filter (See Fig. 210) takes a series of actions to remove solid
particles, such as filtration, diffusing action, knockout and interception.
When contaminated fuel flows through filter, foreign particles are depos-
ited on filter elements, forming a layer of very fine "filter mud" by accumu-
lation, which becomes thicker over time. The layer of filter mud serves as
an interceptor just as an actual filter material. So, maximum filter
efficiency can be achieved only after the layer of filter mud forms.
4. Fuel-pressure regulator
Fuel-pressure regulator for multiport injection is mounted to the end of
fuel distributor. Its function is to keep invariable the pressure difference
between within the fuel distributor and within the space fuel enters into
(i.e. intake manifolds), i.e. fuel supply pressure – intake pressure = fuel
Injection pressure (pressure difference between interior and exterior of
the injector nozzle). Pressure regulation is based on a diaphragm whose
displacement pushes the valve ball on it and makes the relief valve open
Fig. 210 Fuel filter
thereby allowing fuel to spill over (See Fig.211). Excess fuel flows 1.Filter cover 2. Seal ring 3.Filter case 4.Chock plug
through this relief valve back into fuel tank. 5.Supporting ribbed plate 6.Paper filter element 7.Paper tube
Plastic diphragm
CASE
Valve
Combustion chamber
Outlet
a)Outline b)Structre
Fig. 211 Structure of fuel pressure regulator
5. Fuel Injector
Each cylinder has an injector. ECU controls the time its needle valve keeps
open by controlling the power-on time of the electromagnetic coil, thereby
controlling its fuel supply (See Fig. 212).
Electromagnetic injector opens its nozzle by the power-on solenoid coil
drawing the needle valve, and then the fuel therein is injected out under the
fuel pressure. Either seated or unseated, its needle valve has no variable
lift. ECU controls the fuel amount injected by adjusting the band of electro-
magnetic pulse to the solenoid coil, i.e. the time the injector keeps open.
This injection mode is called intermittent injection.
Fig. 213 Evaporative emission control system for fuel tank Fig. 212 Top feed injector
1.From fuel tank 2.Carbon canister 3.Fresh air 4. Solenoid valve for carbon canister 5.To 1.Fuel filter screen 2.Electric connector 3.Solenoid coil
intake manifold 6.Throttle (Ps – inlet manifold pressure; Pu – atmospheric pressure; 6.P – the 4.Injector case 5.Armature 6.Valve body 7. Pin valve
difference between intake manifold pressure and atmospheric pressure)
A new-ring
Correct
A new
Washing
Fuel mjector Fuel deliveng pipe
Wrong
O-ring
O-ring
Bracket
Fig. 218 Screw the connection bolt tightly Fig. 219 Screw the connection nut tightly
Pineh
Fig. 220 Use a special wire for servicing Fig. 221Pinch the hose to increase its
to connect the terminals +B and FP interior pressure for fuel leakage check
Fig. 225 Fix a new O-ring on the fuel pressure regulator Fig. 226 Install the fuel pressure regulator on the fuel transmission pipe
4. Start the engine and check whether there is any fuel leakage.
Fig. 227 Use a stethoscope to check the injector’s running sound Fig. 228 Examine the injector’s fuel injection manually
Ohmmeter
(2) Use a multi-meter to measure the resistances
between its terminals, which should range from 14.0ohm
to 15.0ohm (See Fig. 229) at the temperature of 20°C.
If not so, replace this injector.
(3) Connect the injector’s connector again.
Injector detaching (See Fig. 230):
1. Remove the No. 1 PCV hose (a forced ventilation
hose for the crankcase) (See Fig.231).
Fuel pipe
O-ring
Linjector
O-ring
Clip
Spacer
PVC hose
PVC hose
Lnjector terminal
Hose for
vacuum
sensor
Fig. 230 Detaching and disassembling injector and fuel delivery pipe
2. Remove the No. 2 PCV hose (a forced ventilation hose for the crankcase) (See Fig. 231).
3. Remove the fuel inlet hose from the transmission pipe (See Fig. 232)
Fig. 231 Remove the PCV hoses (the forced ventilation Fig. 232 Remove the fuel inlet hose from the fuel delivery pipe
hoses for the crankcase) and the hose for vacuum sensor and the fuel return hose from the fuel pressure regulator
Remove the connection bolt and two washers, and then remove the fuel inlet hose from the delivery pipe.
Note: you shall place a towel under the delivery pipe. Slowly unscrew the connection bolt.
4. Remove the fuel return hose from the fuel pressure regulator.
5. Disconnect the injector connector (See Fig. 233).
6. Remove the transmission pipe and injectors (See Fig. 234).
Fig. 233 Disconnect the injector connector Fig. 234 Detaching the fuel delirery and injector
(1) Detach the two bolts, fuel delivery pipe and four injectors.
(2) Detach the two spacers for the intake manifold.
(3) Detach the four clips for the four injectors.
(4) Detach the four injectors from the fuel delivery pipe.
(5) Detach the O-ring of each injector.
Examination after detaching:
1. Examine each injector’s injection capacity (Fig. 235 and Fig. 236). When doing this, the injector being examined shall
be kept away from spark.
Fig. 235 Assemble the pipe system for examining injectors
(1) Remove the connection bolt and two washers, and remove the fuel inlet hose from the outlet of the fuel filter (See Fig.
235a).
a) b)
Connection
Washer
SST(connect)
SST(hose)
FUel filter
regulator
c) d) SST
Pressure
Pressure regulator
SST(hose) SST
(2) Connect a special connector and hose for maintenance (SST in Fig. 235b) to the outlet of the fuel filter with two washers
and a connection bolt. The torque to screw the bolt tightly is 39Nm.
(3) Remove the pressure regulator from the fuel delivery pipe.
(4) Fix an O-ring onto the fuel inlet of the pressure regulator.
(5) Connect the special hose for maintenance to the inlet of the pressure regulator by using a special T-shaped connector
(See Fig. 268c) and two bolts. The fastening torque is 9.3Nm.
(6) Connect the fuel return hose to the fuel outlet of the pressure regulator (See Fig. 268d).
(7) Install an O-ring onto the injector.
(8) Connect the special hose for maintenance to the injector.
(9) Place the injector into a measuring cylinder.
(10)Connect the terminals +B and FP of the check connector
with a special line for maintenance.
(11) Connect the cable for the battery’s negative pole to it.
(12) Switch on the ignition but do not start the engine.
SST(connect)
(13) Connect special connection lines to the injector and the connect
battery for 15 seconds, and measure its injection rate by a
measuring cylinder (Fig. 236). Each injector shall be measured
two or three times; the injection rate should range from
40cm3/15min to 50cm3/15min and the injection rate difference
between the injectors should not exceed 5cm3/min. If some Fig. 236 Schematic diagram of measuring
injector cannot meet the specified requirements, replace it.
2. Examine injector leakage
(1) Remove a special line for maintenance and the check whether the injector has fuel leakage; the allowable amount of
leakage is no more than a drop of fuel per minute.
(2) Switch off the ignition.
(3) Remove the negative-pole cable from the battery, along with the special maintenance tools.
(4) Use two new washers and the connection bolt to connect the fuel inlet hose to the outlet of the fuel filter. The fastening
torque is 39Nm.
Injector Installation:
1. Install injectors and fuel delivery pipe
(1) Smear a layer of gasoline onto two new O-rings and mount them onto Upward
the injector
(2) Rotate each injector to the left and right alternately in order to connect it
to the fuel delivery pipe. Each of them shall be mounted with a clip (See Fig.
237); and place their connectors face up.
(1) Place two spacers on the intake manifold; and connect components of
Rotate
the four injectors and the fuel delivery pipe to corresponding places on the
intake manifold. (See Fig. 238)
(2) Temporarily use two bolts to fix the fuel delivery pipe onto the intake
Clip
manifold.
(3) Check whether each injector installed can rotate smoothly (See Fig. Press
239). If some injector performs poorly, it may possibly result from incorrect
mounting of its O-rings, and in this case you shall replace the O-rings. Fig. 237 How to install injector
(4) Fasten the two bolts on the intake manifold to fix the fuel delivery pipe.
The torque to screw them tightly is 15N.cm.
Fig. 238 Install components of injectors and fuel delivery pipe Fig. 239 Check whether each injector can rotate smoothly
Ohmmeter
Fig. 240 Examine the connecting rod of the throttle body Fig. 241 Examine resistances between various
Table 12 Range of resistance value of various terminals of throttle position sensor terminals of the throttle position sensor
Clearance Between Throttle Control Arm thrminal pair RESISTANCE VALUE RANGE(KOHM)
And Anchoring Bolt
o mm VTA-E2 0.2-6
the throttle is completely open VTA-E2 1-10
VC-E2 1.5-3
Connecter of
ISC Vawe
Fig. 246 Remove two bolts and two nuts Fig. 247 Remove the throttle body and its washers
Throttle
Ohmmeter
(completed shut)
E2
VC
VTA
No clearance
No clearance
Fig. 248 Examine the closing of the throttle Fig. 249 Measure resistance values between various
terminals of the throttle position sensor
Open
Close
Valve
Washer
ISC Valve
Valve
Fig. 251 Remove the idling speed control (ISC) valve Fig.252 Check the opening and closing of the ISC valve
Engine ECU
AM1
EFI
main relay IG2
Main Fuse
30A EFI NO.2
Battery EFI No.1 10A
15A
Fig 254 Remove the EFI main relay Fig. 256 The +B-E1 voltage check circuit
Fig. 255 Check the connection of the EFI main relay Fig. 257 Examine the EFI main relay’s actions
Apply voltage to the terminal 1 and 3 of the battery. Check whether there is a connection between 2 and 4 by using a
multimeter; if not, you shall replace the main relay.
4. Reinstall the EFI main relay and its case cover.
Cars are equipped with an electronically controlled evaporative emission control system, as shown in Fig. 2-6 and Fig. 258.
Fuel vapor from fuel tank enters into the intake manifold through a carbon canister charged with active carbon and a
vacuum solenoid valve. When the engine stops, runs at idle or low speed, the vacuum solenoid valve will be closed under
the control of ECU, therefore enabling the fuel vapor from the fuel tank to be stored in the carbon canister rather than to
be emitted into the atmosphere. When the engine is running at a high speed, ECU will timely open the vacuum solenoid
valve according to the engine’s working condition, enabling the fuel vapor to be absorbed into the intake manifold for
burning with the mixture within the cylinder. So, this system serves to effectively control HC emission without affecting the
engine normal running.
The schematic diagram of the evaporative emission control system is as shown in Fig. 259.
Carbon CAnister
(VSV) connector
VSV Examination
1. Remove the VSV valve
(1) Remove the two evaporative emission hoses from the VSV
valve.
(2) Remove the VSV valve connector and wire clips.
(3) Remove the bolt and the VSV valve.
Ohmmeter
2. Check the connection of the VSV valve
Use a multimeter to check whether there is a connection
between its terminals. If not so, you shall replace the VSV
valve. The resistance between its terminals should range from
27ohm to 33ohm when the ambient temperature is 20°C (See Trigger
Fig. 260).
3. Examine the grounding of the VSV valve Use the multime-
ter to check whether there is connection between its terminal
and the valve body.
Fig. 260 Examine the trigger of the VSV valve
If so, you shall replace the VSV valve (See Fig. 261).
4. Examine the VSV valve’s working condition
(1) Check whether the air flows smoothly from the gas port E to the
Ohmmeter
gas port F (See Fig. 262).
(2) Connect the positive and negative poles of the battery respec-
tively to the two terminals of the VSV valve; and then examine the
airflow from the gas port E to the gas port F(See. 263).
If performance does not accord with the specified requirements, you No trgger
shall replace VSV.
5. Reinstall the VSV valve and connect the hose for evaporative
emission. Fig. 261 Examine the grounding of VSV valve
Fig. 262 Examine the airflow Fig. 263 Examine the air flow after being powered on
Temperature T
Absolute pressure
Fig.265 Intake pressure & temperature sensor performance curve.
Simple measurement method:
Temperature sensor:(Removing the joint) place the multimeter at ohm gear, and connect 2 terminals respectively to 1# pin
and 2# pin of sensor, and rated resistance at 20°C is 2.5kΩ±5%, and other corresponding resistance values could be
measured according to the characteristic curve in above drawing. Analog method could also be applied in measurement.
Use an electric blower to blow air into the sensor (pay attention not to keep them too near), and observe the change of
resistance, which should decrease at the moment.
Pressure sensor: Place the multimeter at DC voltage gear and connect black rod to ground, red rod to pin 3, pin 4. pin 3
should have 5V Voltage Reference In idle speed condition. Pin 4 voltage is about 1.3V(detail values are related to car type)
.Open the throttle slowly in no-load condition, the pin 4 voltage changes little. Open the throttle quickly, pin 4 voltage will
reach to about 4V(detail values are related to car type),then decrease to about 1.5V(detail values are related to car type)
Ohmmeter
ECT sensor
Fig. 266 Detach the ECT (Engine Coolant Temperature) sensor Fig.267 Measure the resistance of the water temperature sensor
Engine ECU
Allowable
Water temperature sensor
resistance range
Resistance k
Fig. 268 The allowable resistance range for water temperature sensor Fig. 269 The voltage check circuit for THW-E2
IX. Examination of Knock Sensor (KNK)
Examination:
1. Remove the knock sensor
Remove the knock sensor’s connector. Use a special servicing
tool (SST) to remove the knock sensor (Fig. 270).
2. Examine the knock sensor
Use a multimeter to check whether its terminal is not connected
with its housing (See Fig.271). If so, then you shall replace the
knock sensor.
3. Reinstall the knock sensor. The fastening torque is 44Nm.
Switch off the ignition and take out the ECU plug. Switch on the
ignition, and measure the resistance between KNK in ECU and
the ground wire, which should be larger than 1MΩ (See Fig.272).
Fig. 270 Remove the knock sensor (KNK)
Ohmmeter
Fig. 271 Check whether its terminal is connected with its housing Fig. 272 Measure the resistance of the ECU terminal
Fig. 273 SMA car series M7.9.7 ECU terminal overall connector
Table 13
SMA car series M7.9.7 system pin voltage definition
Voltage properties Voltage properties
1 E(ECU connects the ground when operating) 1 NC
2 E(ECU connects the ground when operating) 2 A/C vaporizer.
3 E(ECU ignition ground 1) 3 NC
4 NC 4 (+12) V
5 E(ECU connects the ground when operating) 5 (+12) V
6 Pulse voltage(0-12V) 6 Pulse voltage(0-12V)
6 Pulse voltage(0-12V) 6 Pulse voltage(0-12V)
7 Pulse voltage(0-12V) 7 Pulse voltage(0-12V)
8 Speed signal output 8 NC
9 NC 9 NC
10 NC 10 E(ECU connects the ground when operating)
NC 11 E(ECU electron ground 2)
11
(+)12V 12 NC
12
(+)12V 13 E(ECU electron 2)
13
E(ECU connects the ground when operating) 14 NC
14
Speed sensor signal input A 15 NC
15
Throttle position sensor signal input 16 NC
16
17 E(ECU connects the ground when operating) 17 (+)12V
18 Oxygen sensor signal input 18 NC
19 Knock sensor signal input A 19 vehicle speed sensor input(square wave)
20 Knock sensor signal input B 20 NC
21 NC 21 E(ECU power ground 1)
22 NC 22 NC
23 NC 23 (+)12V
24 NC 24 Stepper motor phase D
25 NC 25 Stepper motor phase A
26 NC 26 Stepper motor phase B
27 Pulse voltage (0-12V) 27 Stepper motor phase C
28 NC 28 E(ECU connects the ground when operating)
29 Fault diagnosis led square wave output 29 E(ECU connects the ground when operating)
30 NC 30 E(ECU connects the ground when operating)
31 NC 31 ECU diagnostic signal output
32 (+) 5V 32 NC
33 (+) 5V 33 NC
34 Speed sensor signal input B 34 NC
35 E(ECU connects the ground when operating) 35 A/C switch signal input(The voltage is 12v when operating)
36 E(ECU connects the ground when operating) 36 Electronic load signal input(The voltage is 12v when operating)
37 Intake pressure sensor signal input 37 Electronic load signal input(The voltage is 12v when operating)
38 NC 38 NC
39 Coolant 39 Phase sensor signal input
40 Intake temperature sensor signal input 40 E (ECU e15ron ground 2)
Fig. 274 Correct tachometer connection Fig. 275 Examine the injector’s working noi
relay
Oxygen sensor
Lgnition switch
Neutral shift switch
Fuse (Automatic shift)
(Manual shift)
Starting relay
Fuse
Starting signal
Ne signal
Starter
Battery
The current that flows through the FC terminal and the open-loop relay coil makes this relay closed, and the fuel pump
begins to work. Due to the NE (engine running) signal, the ECU will keep Tr triggering all the time. If the NE signal disap-
pears, the fuel pump will stop running. The examination steps for fuel pump system circuit is as following:
Fig. 279 Measure the voltage between the terminal FC and the ground wire Fig. 280 Examine the open-loop relay
Section 4 Evaporative Emission & Positive
Crankcase Ventilation Control System
1. Purpose of Evaporative Emission & Positive
Crankcase Ventilation Control System
This control system is designed for two purposes: to reduce emission of carbon dioxide,
hydrocarbon and nitrogen oxide in engine crankcase into the atmosphere and to reduce emission of fuel vapor from fuel
tank into the atmosphere. Its makeup and functions are as follows:
This system’s components and layout are shown in Fig. 259 and Fig. 281.
Fig. 281 Component layout of evaporative emission & positive crankcase ventilation control system
II. Examination of Positive Crank-
case Ventilation System
1. Remove the PCV valve
Remove the PCV hose and then the PCV check valve.
2. Install the cleansing hose onto the PCV valve’s side connecting to the cylinder head.
3. Examine the PCV’s working condition.
(1) Blow the air into the PCV valve from the side near the cylinder cover(Fig 282a), and check whether the airflow is
smooth. Note: Do not inhale the air through the PCV valve because the petro chemical matter in the PCV valve is harmful.
(2) Blow the air through the PCV valve from the side near the inlet chamber(Fig 282b), and check whether the airflow is
smooth. If its working condition does not comply with the specified requirements, you shall replace the PCV valve.
4. Remove the cleansing hose from the PCV valve and reinstall the PCV valve.
5. Visually inspect whether the following parts have any crack, leakage or damage: hoses,
connectors, washers, etc. shown in Fig. 283. If so, you shall troubleshoot them.
Cleaning pipe
Fig. 282 Blow the air into the PCV valve(b) from the side near Fig. 283 Examine hoses, connectors, washers, etc. visually.
the cylinder head(a)
Inhale the air through the PCV valve(a) from the side near the
intake manifold(b)
Fig. 284 Examine fuel tank, tank cover, pipes and connectors visually
Before doing this, shut off other pipes positioned above the carbon canister and blow the air through the fuel tank pipe into
it. Note: never attempt to cleanse the active carbon canister, otherwise active carbon may probably leak out.
(4) Install the active carbon canister
3.Check the vacuum solenoid valve (Refer to Chapter 7 Section 4)of the Evaporative Emission control
1. Ignition Control
Gasoline engine does work by utilizing spark-plug-created arc to ignite the combustible mixture that is compressed by
the piston during its compression stroke and making them burning. It is necessary for any spark plug to have ignition
energy enough to form an electric arc at some most appropriate crank angle.
The ignition system is mainly composed of ignition coil that generates high voltage ranging from 10KV to 35KV based on
the transient process of the circuit, ignition module, and parts that distribute high-tension electricity to various cylinders,
i.e. distributor, high-tension line, spark plug, etc. There are two main parameters to be controlled according to the engine’s
working condition: a. The power-on time when the current begins to flow through the primary winding, i.e. power-on time
control; b. The time when the current passing through the primary winding is cut off, i.e. ignition timing control
1. Power-on time control
When the primary winding for the ignition coil is powered on, the primary current strength will increase exponentially with
time. The high voltage generated when the primary current is cut off depends on this current strength at this moment. So,
it is generally hoped that the primary winding is powered on until it is saturated. But on the contrary, long-time poweron will
lead to the ignition coil’s overheat, thereby resulting in energy loss, heat-related faults, etc. Hence both aspects shall be
considered for the most optimal power-on time.
Because the change rate of the primary current strength varies with the battery’s voltage, the final most optimal power-on
time can be determined after being corrected according to the battery’s voltage change.
In order to solve the above inconsistency, the ignition system is equipped with a constant current control device, which can
enable a strong current to pass through the ignition coil within a short time.
2. Ignition timing control
For the purpose that the engine can effectively convert thermal energy into mechanical energy, we hope that the highest
combustion pressure occurs when its crank rotates to some point after reaching the top dead center.
From ignition to the point when the highest combustion pressure occurs, it requires a period of time, which is determined
by combustion delay time, flame propagation time, etc. It varies with compression ratio, gasoline quality, air-fuel ratio,
engine load, etc. So, the ignition timing control shall be based on the engine’s working condition.
3. Electronic ignition system
Electronic ignition system can specify ignition-timing characteristics without limitation and enable the optimal correct
ignition timing at any time; compared with mechanical ignition system featuring simple ignition timing characteristics, it can
increase the engine’s output power by 2% to 5%, and furthermore improve fuel economy and emission characteristic.
Electronic gasoline injection engine adopts a non-contact electronic ignition system that has no pulse generator or igniter;
ECU-controlled electronic ignition system can be divided into two types: distributor-type electronic ignition system and
non-distributor-type electronic ignition system. MR479Q/MR479QA/MR481QA/JL481Q engine adopts the ECU-controlled
distributor-type ignition system based on sequential ignition
(1) ECU. Electronic ignition system and fuel injection control system share the same ECU. ECU makes correction to
sensor signals related to engine speed, amount of inlet air (engine load), etc., by using a built-in microcomputer to control
the power-on time and the power-off time (ignition time) of primary current.
(2) Ignition module. The ignition module drives the power transistor according to the ignition signal from ECU, thereby
controlling the poweron and poweroff of the primary current for the ignition coil. It also sends the ignition-timing (IGT) signal
to ECU for confirming whether the ignition operation is normal.
(3) Ignition coil. The ignition coil is a necessary part used to generate high voltage required for ignition. It is mainly
composed of primary winding through which primary current passes, secondary winding that generates high voltage by
adopting a high turn ratio as compared to the primary winding, and iron core used to form a magnetic path. The primary
current depends on the battery’s voltage, the primary winding’s resistance, and poweron time. When the primary current is
cut off, a self-induction electrodynamic potential is created within the primary winding, and under this electrodynamic
potential, a secondary induction electrodynamic is generated within the secondary winding, which is proportional to the
winding ratio of the secondary winding to the primary winding(MR/JL is double ignition coil).
(4) High-tension ignition line. Its purpose is to transmit the high voltage electricity from the ignition coil to spark plugs.
(5) Spark plugs. They are used to form electric arcs between their central electrode and side electrode, thereby igniting the
mixture.
1. Connect a tachometer to the ignition system. When doing this, connect its measurement line to the check connector’s
terminal IG (-)
2. Because some tachometers are not compatible with the ignition system, you shall firstly check whether the tachometer
to be used is compatible with this ignition system.
3. Do not make any terminal of the tachometer contact the ground line; otherwise this will lead to damage of the igniter
and/or the ignition coil.
4. Do not disconnect the battery when the engine is running.
5. When checking the igniter, you shall correctly ground it with the car body.
Fig. 287 remove the high voltage wire from the two rubber bushes
Fig. 288 Measure the resistance of the high voltage wire Fig.289 Fix the high voltage wire by using a clip
3. Examination of spark plugs
(1) Remove the high voltage wire from the spark plug. Use a 16mm spark plug socket wrench to remove the spark plug.
(2) Use a spark plug cleaner or tinsel brush to clean the spark plug (See Fig. 290). And visually check whether there is
any electrode erosion, screw thread damage or insulation damage. If so, you shall replace it.
(3) Adjust the clearance between electrodes, i.e. carefully bend the side electrode so as to obtain an appropriate
clearance between electrodes (See Fig. 291). The correct clearance between electrodes is 0.8±0.1mm. JL481 Q/MR
481QA clearance between electrodes is 1±0.05mm
(4) Use a 16mm spark plug socket wrench to mount the spark plug (the torque to screw it tightly is 18Nm) and reconnect
the high voltage wire.
Spark plug
cleaner
Fig. 290 Clean the spark plug Fig.291 Examine the clearance between the spark plug’s electrodes
Hexagon bolt
Bolt
Ignition coil
Computer
Fig. 295 The engine oil passage diagram for engine’s lubrication system
1.Driven rotor 2.Driving rotor 3.Oil pump body cover 4.Oil pump body 5. Pressure relief valve 6. Spring 7. Retainer 8.Clasp 9.Crankshaft front oil seal
During use of engine oil, carbon granules easily occur, along with metal powder dropping due to friction. Dust and water in
the atmosphere along with fuel combustion resultants lead easily to occurrence of black muddy mixture, which will cause
early abrasion and engine bearing burnout.
The schematic diagram of engine’s engine oil filter structure is shown in Fig. 297. Lubricating oil firstly flows in through
holes scattered around the engine oil filter, and then enters into the filter element along the sidewall. The lubricating oil
filtered by the filterelement goes into the central main pipe through small neck-bush holes, and then flows into the main oil
gallery within the cylinder block. If the filter element is completely blocked, or the pressure within the filter is too high, the
lubricating oil will flow to the filter’s end along thesidewall, and at this moment, the bypass will open enabling it to flow into
the main oil gallery.
Filter element of engine oil filter is made of paper material. Filter paper is made from long-fiberpaper pulp acquired from
resin shaping process. The entire filter element is formed by agglutination of its components. The filter element provides
large filterable area, high filteringaccuracy, high efficiency and small resistance. Since foreign matter filtered out is attached
onto the exterior of the filter element, long-time use of it will decrease its filtering performance. So, you shall timely replace
the engine oil filter after a certain time (8,000Km to 10,000Km).
IV. Influence of Positive Crankcase Ventila-
tion (PCV) on Engine Oil Lubrication Effect
Removal:
Note: when repairing the oil pump, you shall remove and clean the
oil sump and the oil strainer.
1. Drain the engine oil.
2. Remove the timing belt.
3. Remove the idle wheel and the tension spring.
4. Remove the crankshaft timing gear.
5. Remove the oil dipstick and the guide tube (See Fig. 299)
(1) Remove the installation bolt.
(2) Pull out oil dipstick and guide tube.
(3) Remove the O-ring from guide tube.
6. Remove the oil sump.
(1) Remove the 19 bolts and 2 nuts (See Fig. 300).
(2) Insert a special servicing tool (SST) between the cylinder block
and the oil sump, use it to cut off the smeared sealing material, and Fig. 299 Remove the oil dipstick and the guide tube
remove the oil sump.
Fig. 300 Remove the oil sump Fig. 302 Remove the oil pump
7. Remove the engine oil strainer (Fig. 301).
Remove the two bolts, the two nuts, the strainer and the gasket.
8. Remove the oil pump
(1) Remove the seven bolts (See Fig. 302)
(2) Use a hammer with plastic-face overlays to gently strike the pump
body and remove the oil pump (See Fig. 303).
(3) Remove the gasket.
Examination:
1. Examine the pressure relief valve
Smear engine oil onto the pressure relief valve, and check whether it
can easily fall into the valve hole by force of its weight (See Fig. 304).
If not so, you shall replace the pressure relief valve. If necessary, you Fig. 303 Remove the oil pump
shall replace the oil pump’s compo.
Fig. 304 Examine the pressure relief valve Fig. 305 Clearance between the driven rotor and the case body
Fig. 306 Examine the clearance between Fig. 307 Examine the side clearance of the
the driving rotor and the driven rotor oil pump rotor
(3) Examine the side clearance of the oil pump rotor
Use a thickness gauge and the precision leveling ruler to
measure the clearance between the oil pump rotor and rotor (See
Fig. 307)
The standard side clearance ranges from 0.025mm to 0.075mm;
the maximum side clearance is 0.10mm. If the side clearance
exceeds the maximum value, you shall replace the whole set of rotors.
Reassembly of the oil pump:
Install the oil pump
1. Install the driving and driven rotors
(1) Install the driving and driven rotors into the pump body. When
doing this, you shall make their marks aligned with each other Fig. 308 Mark facing up when attaching oil pump
Long bolt
Fig. 309 Install the oil pump Fig. 310 Fix the oil pump
(3) Engage fuel pump with cylinder block set collar and push them. Fix the oil pump by using seven installation bolts. The
torque to screw them tightly is 22Nm. Among them, the longest bolt is 35mm long and the shortest bolt is 25mm long (See
Fig. 310).
2. Strainer installation
Mount the engine oil strainer by using two bolts, two nuts and a new gasket. The torque to
screw them tightly is 9.3Nm.
3. Oil sump installation
(1) Clean away all old packing material (FIPG). When doing this, you shall be careful so as not to drop engine oil onto the
contact surfaces of the oil sump and the cylinder block. Use a blade and solvent to clear away all old packing material on
the gasket surface and within the seal slot;
Note: do not use any solvent that can probably harm paint surface.
(2) Smear new sealant onto the oil sump, and use 19 bolts and two nuts to install the oil sump. The torque is 4.9Nm.
Examination:
1. Examine the engine oil quality Check whether the engine oil has
been deteriorated, soaked, discolored or become thin. If engine is
deteriorated,replace it oil quality levelsᷛabove SG level(API),
SAE10W-30,SAE10W-40,SAE15W-40, SAE5W-30(winter).The
proposed engine oil viscosity is shown in Fig. 311.
2. Examine the engine oil level
Preheat the engine and stop it for five minutes, and the engine oil Estimated temperature scope before
the next replacement of engine oil
level should be between "L" and "F" on the oil dipstick. If it is too low,
you shall check whether there is any leakage and fill engine oil to a Fig. 311 Applicable temperature scopes
for several kinds of engine oil
degree that the engine oil level arrives to the mark "F".
Note: do not fill the engine oil to the degree that its level is higher
than the mark "F".
3. Remove the oil pressure switch and install the oil pressure meter.
(1) Remove the oil pressure switch by using a special servicing tool.
(2) Mount the oil pressure meter for measurement (See Fig. 312)
4. Preheat the engine
Preheat the engine to its normal temperature.
5. Examine the oil pressure
The oil pressure should is 49KPa or above at the idling speed; while
at the speed of 3,000r/min, it should range from 294KPa to 539KPa.
6. Remove the oil pressure meter and reinstall the oil pressure
switch.
(1) Remove the oil pressure meter for measurement.
(2) Smear adhesive onto the No. 2 and No. 3 circles of screw thread
of the oil pressure switch (See Fig. 313).
(3) Use a special maintenance tool to install the oil pressure switch.
The torque to screw it tightly is 15Nm.
7. Start the engine and check whether there is any leakage.
Replacement:
Matters needing attention: extended contact with mineral oil will
leach natural fat from the skin, leading to dryness, irritation and Fig. 312 mount the oil pressure meter for measurement
dermatitis. In addition, used engine oil contains contaminants that
are harmful or even inducing skin cancer. You shall minimize the time
and frequency of contact with used engine oil. It is necessary for you
to wear protection suit and gloves. Use soap and water to thoroughly
clean skin or use a certain waterless detergent to clear away any
used engine oil. Do not use gasoline for cleaning. For environment
protection, the used engine oil and oil filters must be disposed of at
sites specified for treatment.
Fig. 313 Smear adhesive onto the screw thread
of the oil pressure switch
1. Drain the engine oil
(1) Remove the oil filler cover.
(2) Remove the oil drain screw plug and drain the engine
oil into the container.
2. Replace the engine oil filter
(1) Use a special servicing tool to remove the engine oil
filter (See Fig. 314).
(2) Examine and clean its installation surface.
(3) Check whether the new oil filter is the same type as
the original one.
(4) Smear clean engine oil onto the new oil filter’s gasket.
(5) Slightly screw the engine oil filter, and screw it tightly
after the gasket reaches the base. Fig. 314 Remove the engine oil filter
(6) Use a special servicing tool to tighten 3/4 round; the
rotation angle shall is 270 degrees or so (See Fig. 315).
3. Refilling the engine oil
(1) After cleaning the oil drain screw plug and replacing
the washer, reinstall the oil drain screw plug. The torque
to screw it tightly is 54Nm.
(2) Fill the engine oil. The engine oil tank’s capacity is as
follows: when the drained engine oil is filling or the engine
oil filter has been replaced, its capacity is 3.0L; when the
engine oil filter is not replaced, its capacity is 2.8L; when
it is a dry oil sump, its capacity is 3.5L.
(3) Install the engine oil filler cover. circle
4. Restart the engine and check whether there is any
engine oil leakage
5. Examine the engine oil level again Fig. 315 mount fuel filter
Table 14
lubrication system maintenance data
Item name Maintenance data
A/c radiator
body cover
to the contacted moving parts. Besides, the redundant
heat emitted by the running of engine will result in
Radlator
Outer cycle
condensation of vapor in the heated air and increase Lnner cycle
Cylinder
acidity of air, both of which will add corrosion to the head cover
cylinder. Also, the condensed gasoline vapor will
result in backflow of gasoline oil drop to the lubricant
sump, which will hazard the economy and power of
Ldle speed
engine, increase the weariness and shorten its valve cover
effective life.
Cooling system is designed to ensure adequate
cooling and working temperature for engine under any
Thermostat
possible working conditions. The diagram for the
circulated working process of cooling system is shown
on 316. Fig. 316 Cycling Route of Coolant
Closed forced water cooling system is chosen for engine. The system is composed of a radiator (water tank), a water pump,
a thermostat electric fan, a temperature controller and cooling pipes, etc.
Water capacity of radiator (L) 5.3 (total volume of coolant, 0.9 of which is
the capacity of radiator)
The pump is composed of pulley seat, bearing, pump body, water-seal compo, rotor, gasket, cover of suction port (Fig.
317), etc.
Water-sead compo
Pump body
Bearing
without passing through radiator. The above process is called a small circulation, with limited magnitude. If coolant
temperature is higher than 80°C, wax 7 will be liquefied. Thus, its expansion will force the rubber boot 5 to contract. As
upper side of rod 4 is fixed, the contraction of rubber boot 5 will push housing 1 to overcome the pressure of spring 2 and
move downward and push open valve 8. The opening of valve 8 will allow most coolant to pass through heat radiator, thus
the so-called large circulation is completed. However, in the case of large circulation, there is still a small amount of coolant
to bypass through. It is of great magnitude.
Water inlet
Thermostat
Double-start stud M6x25
a) b) c)
Fig. 319 Wax single Valve thermostat
1. Housing 2. Spring 3. Bracket 4. Push rod 5. Rubber boot 6. Valve (closed) 7. Wax 8. Valve (opened) 9. Fixed flange 10. Bypass
IV. Temp.control electric fan
Specification of electric cooling fan is shown as Table 19, while components are shown as Fig 320.
Model DC motor
The fan of SMA series M1.5.4 coolant fan is controlled by ECU according to the signal of water temperature sensor on the
inlet water seat and temperature detect switch mounted on the water inlet .ECU receive the signal of water temperature,
The fan low shift works at 92.5°C, and will be shut off at 90.7°C.The cut on/off of temperature detect switch depends on
coolant temperature. When the coolant temperature is higher than 101°C±3°C,temperature detect switch cuts on, fan
motor works and fan high shift rotates. If coolant temperature is lower than 95°C±2°C,temperature detect switch cuts off ,fan
high shift stops working. The technical parameters are shown in Table 20. With regard to the M7.9.7 EFI system in
JL481Q/MR481QA car, the basic principle of the rotation and operation of its cooling fan is as follows: The water sensor
transmit the temperature signal to ECU,ECU control the operation and cut on/off of fan high/low shift
Table 20
Radiator temperature detect switch
Deformed rim
Fig. 321 Pressurize to the cooling system Fig. 322 Inspection of deformation of water filling port
(1) Inspect whether there are any deformation on the sealing surface. If any defects are found, the parts shall be repaired
or replaced.
(2) Inspect the edge part of parts. If any defects are found, such parts shall be repaired.
4. Inspection on radiator cover
(1) Inspect the sealing gasket (see Fig. 323). If bent or deformation is found, the gasket shall be replaced.
(2) Inspect air valve and seat. If deformation or notch is found, such parts shall be replaced.
(3) Inspect the water scale between air valve and valve seat. Clean all the water scale if found.
(4) Inspect the working condition of sealing pressure and vacuum safety valve seat (Fig. 324).
The upper limit for air valve’s opening pressure is 58.5kPa, while standard value is 73.5-102.9kpa. If malfunction is found,
such valve shall be replaced.
Fig. 323 Inspection of radiator cap Fig. 324 Inspection of sealing pressure
Valve eift
Fig. 325 Inspection of open/close temperatures and valve lift of thermostat valve
The valve opening temperature is within the range between 80°C-84°C(1.3L/1.5L) and 78°C-80°C(1.6L/1.8L) ,while valve
lift is higher than 8mm (at the temperature of 95°C). If the temperature does not meet the above requirements, replace the
thermostat. If deformation is found, repair shall be done using dedicated tools. If temperature is lower than 40°C, inspect
whether the valve is opened or not. If the valve is not closed completely, it shall be replaced.
IV. Inspection & maintenance on temperature-controlled electric fan
Connect positive pole and negative pole of electric fan to positive Ampere meter
pole and negative pole of the battery .Electric fan shall be able to
rotate freely after the fan motor was connected with the battery.
Inspect the electric current with ampere meter᷉5.7-7.7A,see Fig
326᷊. If motor fails to rotate correctly, inspect the welding points
on the circuit. If it is still out of order after troubleshooting on
connection, the electric fan shall be replaced.
storage battery
Fig. 326 Inspect the fan current value and its rotation
If coolant level falls below “low” mark, open the cover of water tank and replenish running water slowly to a level between
marks of “full” and “low” when the water tank is cold. If the replenishment occurs when water tank is in hot status, slowly
open water tank cover and replenish running water slowly to a level between marks of “full” and “low with wet cloth. Air
exhaust from water tank is usually an automatic process, and repair is required if any failure occurs.
If under-cooled, parts like cylinder and cylinder head will be over-heated. Thus, replenishment of coolant is needed.
If engine is overheated when coolant volume is adequate, it is possibly caused by pump failure, loose pump belt, fan failure
or thermostat failure, etc. Adequate trouble shooting measures are required.
Abrupt overheat may be caused by sudden belt rupture, or bearing failure that disables the coolant pump. Thus, replace-
ment of belt and bearing is required. Other possible causes may be fan failure caused by fuse melting or electric failure that
disables the fan. Thus, replacement of fuse or repair of motor is required.
Chapter 11 Clutch
Bolt
The part between clutch pedal and clutch cable is called clutch operating mechanism. It operates the release mechanism
to make driving/driven parts engaged or disengaged. The structure of clutch cable is shown in Fig. 331. The clutch pedal
free stroke can be adjusted at the transmission end of the cable. The structure of the clutch pedal is shown in Fig. 332. The
pedal install height can be adjusted via adjusting bolt. The pedal install height is: 181.5 +5
0 mm.
Adjusting bolt
Install height
1. Nut 2. Clutch cable 3. Nut and Bolt 4. Bolt 5. Clutch cable 6. Clutch pedal assy.7. Spring 8. Bushing 9. Spacer
Detaching:
(1) First, detach the brake pedal.
(2) Second, detach the bolt that fasten the clutch pedal and clutch cable terminal.
(3) Detach the fastening bolt for clutch cable lever, and detach the clutch cable.
(4) Detach clutch pedal assy. Take down the torsion spring, bushing and spacer.
1. Check the surface of flywheel and pressure plate for warpage, scratch, crack or decoloration. Replace or repair them if
necessary. Grind the friction surface when the warpage of pressure plate or flywheel exceeds 0.2mm, the scratch exceeds
0.5mm or the unevenness exceeds 0.12mm. The total grinding amount should not exceed 1.0~1.5mm, or the pressure
plate or flywheel needs replace.
2. Check the diaphragm spring inner end for wear, corrosion or breakage. Replace the diaphragm spring when there are
severe wear. When the inner ends of the diaphragm spring are not in the same plane, level them off. Replace the spring
when the spring has bend, break or obvious elasticity reduction, otherwise it may lead to clutch slippage and unreliable
performance. The wear depth and width of diaphragm spring should be measured. The limit for wear depth is 0.6mm, the
limit for wear width is 5mm (Fig. 335). Check if the rivets of pressure plate and clutch cover are loosened and fasten it when
loosened.
3. Check the clutch friction plate for wear and axial run-out; the
allowed wear limit is 0.33 mm (rivet depth), the allowed axial run-out
limit is 1.34mm. Mount the clutch plate on new input shaft before
measurement of axial run-out(see Fig 336).
4. Check the release bearing for smooth running; turn the release
bearing with hand (Fig. 337) and apply axial pressure. Check if there
are abnormal feel or stagnation. Stagnation indicates severe wear of
bearing seat or steel ball, and timely repair orreplacement is needed.
5. Check the contact surface between release bearing sleeve and
release bearing circlip, check the release bearing sleeve slip surface
for damage or wear.
Rivet depth
Fig. 336 Check clutch friction plate for wear and the allowed limit of axial run-out
Abnomal shape-replace
(standard)Mustbe
lower than horizontal
Fig. 337 Check release bearing Fig. 338 Check the shape of release bearing circlip
Wear damage
Fig. 342 Check disengaging pawl height Fig. 343 Adjust disengaging pawl height
When making adjustment, minimize the number of adjusted pawls.
(3) Assemble the clutch release bearing and release bearing circlip onto clutch release fork.
a. Put the notch of the clutch release fork against circlip
b. Under conditions specified in a), turn the clutch release fork 180° and assemble them together(Fig. 344).
Smear lithium base grease on the relative slip surfaces of clutch release fork and release bearing, and the relative slip
surfaces between release bearing and release sleeve (Fig. 345)
(4) Install bushing, dust proof cover, torsion spring and clutch release lever.
(5) Install bolt with washer, locking plate (Fig. 346). Tightening Torque: 29.4 – 39.2 Nm
(6) Check the operation of release bearing and release fork, run the clutch release fork about 40~50 times and check the
position A on release bearing circlip. Replace with a new circlip if the release bearing spring is stretched too much or likely
to fall off. (Fig. 347)
Fig. 344 Install release fork Fig. 345 Position for grease
Fig. 346 Install bolt with washer, locking plate Fig. 347 Check the operation of release bearing and clutch release fork.
Engine compartment
1. Check the clutch pedal mounting height. The specified value is 181.5+5
+0 mm (Fig. 351).
2. Adjust pedal install height.
(1) Release the nut on spacing bolt, adjust it to appropriate position for pedal install height to
reach specified value.
(2) Tighten pinch nut.
3. Adjust clutch cable (Fig. 352)
(1) Pull the cable boot lightly and check the spacing.
(2) The protruding stopper on the spacing cushion should be in the groove of the nut.
(3) Adjust cable jacket to make sure the distance between nut and spacing cushion is 3-6mm.
4. Adjust clutch pedal free stroke (Fig. 353)
Adjusting bolt
Nut
Make sure the proruaduy
stopper on the spacing cushion
is in the groove of the nat
Fig. 351 Check and adjust pedal mounting height Fig. 352 Adjust clutch cable
Fig.353 Adjust clutch pedal free stroke Fig. 354 Adjust the distance between clutch pedal and cowl panel.
The clutch pedal free stroke is the distance between the point where the clutch pedal starts to be depressed the point
where slight resistance is felt. Clutch pedal free stroke should be within 15-30mm and the pedal lever ratio is 5.16.
5. Adjust the distance between clutch pedal and floor (Fig. 354)
When the clutch pedal is depressed to the bottom, the distance between clutch pedal arm and cowl panel should be no
2. Clutch friction plate lining wear or oil pollution Replace friction plate assy
3. Clutch pressure plate and flywheel friction Grinding the surface of pressure plate and
stagnantion
gets warped
4. Clutch friction plate splined-bore hub is Replace parts that are severely worn or deformed
Section 1 Overview
Engine is the heart of automobile. Its working performance relates directly tonormal operation of the entire automobile.
Therefore, it is necessary to provide regularmaintenance and service to engine, so as to eliminate troubles as they begin
to develop. In this way, power and economic indexes of the engine could be kept at high level, which assures a stable
performance of the whole automobile, thus extends its service life significantly.
In case of fault, always analyze carefully, find out the cause, locate defective part accurately, and take measures according
to requirement of maintenance instructions to eliminate the trouble and recover normal working conditions, enabling the
whole automobile to operate in good technical conditions.
1. Oil and Circuit Faults that Cause the Engine Unable to Start
Conditions in which engine cannot be started may be divided mainly into the following categories: starter does not work or
starter cannot drive the engine, or starter could drive the engine but with a low rotation speed, or starter could drive the
engine to rotate normally, but can not start, and there is no signs of ignition, or with signs of ignition, it is still impossible to
start. There are many causes that lead to start failure, such as faults in the start system, ignition system, gasoline injection
system and engine mechanical failure etc.
1. Starter Does Not Rotate, or Cannot Drive the Engine to Rotate or Rotation Is Slow
(1) Symptom of fault: starter does not rotate or rotates in a languid way
(2) Cause of fault:
a. Voltage of storage battery is too low, battery is excessively discharged, engine is damaged or charging circuit is defec-
tive;
b. Post of storage battery is corroded and loosened;
c. Start circuit is defective, ECU cannot obtain STA signal;
d. Starter is damaged.
2. Engine Cannot Start and There Is No Ignition Signs
(1) Symptom of fault: after start switch is powered on, starter could drive the engine to rotate
normally, but cannot start, and there is no ignition signs.
(2) Cause of fault:
a. There is no oil in the oil tank;
b. Electric petrol pump does not work;
c. Injector does not work;
d. Pressure in oil passage is too low;
e. Irrational starting operation.
f. Throttle position sensor is damaged or circuit of throttle position sensor is broken, no signal is returned to ECU.
g. Ignition system fails.
h. Compression pressure of the engine is too low.
(3) Fault diagnosis and elimination
a. Firstly check oil storage in the oil tank, then turn on ignition switch. If the pointer of gasoline gauge does not move or oil
level alarm lamp illuminates, there is no oil in the tank, now fill in oil.
b. Check whether electric petrol pump works or not. Use a lead to make two detection jacks of electric petrol pump shorted,
then turn on the ignition switch, now sound of petrol pump operation should be heard from the port of oil tank; or when you
pinch the oil outlet pipe, you may feel pulsation of oil flow; or dismantle oil return pipe on fuel pressure adjuster, gasoline
should flow out; or if fuel pressure gauge is mounted, it could be determined directly.
If electric petrol pump does not work, firstly check whether main fuse, main relay, fuel pump relay, fuel pump control circuit
and ECU are normal or not. If they are all normal, then check whether circuiter of fuel pump is open-circuited or shorted,
whether check valve is damaged or not, if there is any problem, repair or replace in time.
c. If there is no injection sound in injector, firstly check whether there is fault in the control circuit of injector, use a test lamp
of large impedance to connect the plug of injector harness. Close ignition start switch, if the test lamp illuminates, the
injector must be damaged, replace it; if the test lamp does not illuminate, then check whether main fuse, EFI relay, fuse,
ignition switch and ECU terminal are normal, if not, repair or replace it.
d. If fuel pressure is too low, fuel injection volume must be too small for the engine to start. Now check
whether fuel filter in the oil passage is clogged or not, whether safety valve of fuel pump is damaged, whether fuel pressure
adjuster is started within normal range, otherwise repair or replace it.
e. Generally, electric injection engine adopts “contact” type start engine.
f. Check whether circuit of throttle position sensor (TPS) is broken or not.
g. Firstly check whether there is any fault code, if there is, check according to fault code; if no, check the strength of high
voltage spark, if it is too weak, check whether there is fault in spark plug, high voltage wire, high voltage coil and distributor
cap etc. If any faults are found, repair or replace it.
h. Check compression pressure of the cylinder. Insert compression pressure gauge into the spark plug hole, open the
throttle completely, measure compression pressure while starting the engine. When revolution of the engine is over
250r/min, if compression pressure is less than 980kPa, dismantle the engine, check and eliminate fault.
3. With Ignition Signs, it Still Fails to Start
(1) Symptom of fault:
When starting the engine, the starter could drive engine to rotate normally, there is some ignition signs, but cannot start.
(2) Cause of fault:
a. Ignition advance angle is not good;
b. Ignition sequence is abnormal, there is false fire;
c. High voltage spark is too weak;
d. Fuel pressure is too low;
e. Fuel pressure adjuster leaks;
f. Idle control valve is damaged;
g. Water temperature sensor is damaged;
h. Vacuum pressure sensor fails;
i. Air filter is clogged;
j. Fuel leaks from injector;
k. Compression pressure of the cylinder is a low;
l. Intake temperature sensor is damaged.
(3) Analysis, diagnosis and elimination of fault
a. For electric injection engine, ignition timing in cold start mode is normally fixed, but when ignition timing is changed for
certain cause, cold start will be difficult, now make corrections;
b. Installation sequence of high voltage coil is disordered, correct it;
c. Check high voltage spark, check whether high voltage spark on the high voltage bus of distributor is normal or not and
whether high voltage spark on high voltage branch of each cylinder is normal or not. If spark on the bus is weak, replace
high voltage coil; if spark on the bus is normal, while spark on the branch is too weak, it indicates that there is current
leakage on the distributor cap and distributor rotor, therefore, replace it. In addition, too large spark plug gap will also
influence start performance, adjust spark plug gap to normal value.᷉0.8±0.1mm᷊
d. If fuel pressure is too low, check whether voltage of storage battery is normal, otherwise eliminate or replace; check
whether there is leakage on the check valve of fuel pump, whether there is clog on the fuel filter and fuel pipe, if there is,
eliminate or replace it;
e. If there is leakage on fuel pressure adjuster, gasoline tends to flee from intake manifold, making it difficult to start,
eliminate or replace it;
f. Idle control valve cannot be opened to the max. position due to mechanical abrasion, aging or fault of control circuit, now
replace the idle control valve, repair control circuit and eliminate the fault;
g. If data of water temperature sensor is not accurate, it might lead to too small fuel injection, check the water temperature
sensor according to standard data, and adjust the data;
h. Time lag of vacuum pressure sensor is large, response is not sensitive at low revolution, which leads to inaccurate fuel
injection, make adjustment or replacement;
i. If filter element of air filter is too dirty, flow resistance of air becomes too large, start is difficult, then replace the filter
element.
In a word, there are many factors that may cause the engine unable to start, make analysis according to severity of the
fault. Generally speaking, firstly check ignition system, then check air intake system, fuel system and control system, and
finally check pressure of cylinder. Check fault code before checking the fault. Diagnosis and elimination process for engine
start failure is shown in Fig. 355.
II. Oil and Circuit Faults that Cause the Engine Hard to Start
Engine start difficulty refers to the fact that starter could drive the engine to rotate at normal speed, and there are evident
ignition signs, but the engine cannot start, or successive starting attempts or long time rotation of starter is required for
starting the engine. For difficult start, identify whether it appears in cold auto, warm auto or appears on both occasions.
(1) Symptom of fault:
During start, rotating speed of crankshaft is normal, but it needs a longer time to start, or fails to start even with evident
ignition signs
(2) Cause of fault:
a. Air filter is clogged;
Engine cannot start
Check whether electric petrol pump works or not Check filter element of the air filter
Check injector Check electric fuel pump Check spark gap Replace
and its control circuit
Fig. 355 Diagnosis and Elimination Process for Engine Start Failure
Clogged
Clean or replace Check whether air filter is clogged or not
Normal
Abnormal
Repair or replace Check idle control valve
Normal
Normal
Abnormal
Replace Check water temperature sensor and intake temperature
Normal
Normal
Inaccurate
Adjust Check ignition timing
Normal
Normal
Fig. 356 Diagnosis and Elimination Procedure for Engine Start Difficulty
III. Oil and Circuit Faults that Reduce Engine Performance
Poor engine performance mainly appear as insufficient power, poor acceleration, larger fuel consumption, poor idle speed
and overheating of engine etc.
1. Insufficient Power
(1) Symptom of fault:
The engine is basically normal when operates without load, but acceleration is slow when it runs with load, powerless when
it climbs a slope, even if the throttle valve is treaded down to the end, power is still insufficient, speed cannot be increased
and cannot reach max. speed.
(2) Cause of fault:
a. Clogged air filter;
b. Poor airtightness of intake system;
c. Intake pressure sensor failure;
d. Insufficient fuel pressure;
e. Cracked pressure adjuster;
f. Blocked injector or poor atomization;
g. Throttle position sensor failure;
h. High voltage spark too weak;
i. Improper throttle spacing;
j. Poor airtightness of intake, exhaust valve, ineffective piston ring, low compression pressure;
k. Excessive carbon accumulation in spark plug and combustion chamber;
l. Water temperature switch or thermostat fails;
m. Oxygen sensor(EGO) aging;
n. Ignition timing incorrect;
o. Check valve fails;
(3) Diagnosis procedure of less powerful engine (Fig. 357)
2. Poor Deceleration
(1) Symptom of fault:
Idle operation is normal, but when loosening accelerator pedal abruptly during driving for
deceleration, engine flameout often occurs.
(2) Cause of fault and elimination method
a. Throttle position sensor is damaged, replace it;
b. Original idle speed is not adjusted properly or automatic control of idle speed is abnormal,
readjust or repair it;
c. Fuel cutoff control is abnormal, fuel cutoff speed is too low, ECU fails, repair or replace it;
3. Poor Acceleration
(1) Symptom of fault
After accelerator pedal is treaded, engine speed does not rise immediately, there is hysteresis, acceleration response is
slow, or there is slight fluctuation in the process of acceleration.
(2) Cause of fault and troubleshooting
a. Throttle position sensor is defective, repair, eliminate or replace;
b. Poor airtightness of intake system, repair and eliminate;
c. Low fuel pressure, check and eliminate
d. Injector works poorly, check, clean or replace it;
Insufficient power
Insufficient Cannot open completely
Normal
Incorrect
Check ignition timing Adjust basic ignition advance angle
Normal
Abnormal
Check water temperature switch, thermostat Replace
Normal
Abnormal
Check whether vacuum pressure sensor fails or not Replace
Normal
Too low, too high
Check electric petrol pump, fuel pressure
Check fuel pressure adjuster, gas filter
Normal
Incorrect
Check oxygen sensor Replace
Normal
Incorrect
Check injector Replace
Normal
Normal
Fig. 357 Fault Diagnosis and Troubleshooting for Less Powerful Engine
Normal
Abnormal
Check tightness of intake system Restore
Normal
Clogg
Check whether air filter is clogged or not Clean or replace
Normal
Abnormal
Check whether throttle position sensor fails or not Adjust or replace
Normal
Abnormal
Check pressure of oil passage system Repair electric petrol pump, petrol
filter and fuel pressure adjuster
Normal
Normal
Yes
Check whether check valve and fuel evaporative
emission (EVAP) are defective or not Repair or replace
Normal
Abnormal
Check whether vacuum pressure sensor is abnormal or not Replace
Normal
Fig. 358 Fault Diagnosis and Troubleshooting Procedure for Poorly Accelerated Engine
Poor
Check spark plug Adjust gap or replace
Normal
Abnormal
Check fuel pressure Check electric petrol pump, fuel
pressure adjuster and filter
Normal
Abnormal
Check injector Replace
Normal
Abnormal
Check pressure sensor Replace
Normal
Abnormal
Check cylinder compression Detach and check the engine
Normal
Fig. 359 Fault Diagnosis and Troubleshooting Procedure for Instability and Flameout at Idle Speed
6. Idle Speed of Cold Auto Is Not Stable, Tends to Flameout
(1) Symptom of fault:
When the engine operates in cold auto, idle speed is unstable, tends to flameout, after the auto is warmed up, idle speed
becomes normal.
(2) Cause of fault and elimination
a. Water temperature sensor defective, repair or replace it;
b. Idle control valve defective, repair or replace it;
7. Idle Speed of Warm Auto Is Not Stable, or Flameout Occurs
(1) Symptom of fault:
When the engine operates in cold auto, idle speed is normal, after the auto is warmed up, idle speed becomes unstable,
either too low or flameout.
(2) Cause of fault and elimination
a. Idle speed is adjusted too low, adjust to normal;
b. Water temperature sensor defective, repair or replace it;
c. Injector works poorly, or difference between fuel injections is too large, repair or replace it;
d. Water temperature switch or thermostat works poorly, repair or replace it;
e. Check valve damaged, replace it.
8. Idle Speed Is too High for Warm Auto
(1) Symptom of fault:
Engine could operate at normal fast idle speed when the auto is cold, but after the auto is warmed up, it still maintains quick
idle speed, which causes the idle speed to be excessively high.
(2) Cause of fault and elimination
a. Initial idle speed is not adjusted well, readjust it;
b. Pressure of oil passage in the system is high, make adjustment;
c. Water temperature sensor is defective, repair or replace it;
d. Water temperature switch or thermostat fails, repair or replace it;
e. Idle control valve is defective, repair or replace it;
f. Throttle is jammed and cannot be closed tightly, repair or replace it;
g. Fuel evaporation control valve is normally open, repair or replace it;
h. Revolution sensor is defective, repair or replace it;
9. Idle Speed Fluctuation
(1) Symptom of fault:
Revolution of engine fluctuates at idle speed.
(2) Cause of fault and elimination
a. Intake pressure transmitter fails, repair or replace it;
b. Check valve is damaged, replace it;
c. Compatibility of water temperature sensor, water temperature switch and thermostat is not good, and all of them are
defective, repair, adjust, and eliminate it;
d. Oxygen sensor defective, replace it;
e. Poor contact of spark plug, repair or replace it;
f. Idle control valve and its control circuit defective, repair or replace it;
g. Idle switch not closed, repair it.
10. Engine Overheats
leakage
Water
Defective head gasket Replace it
Crack on cylinder body Use impregnation process for remedy or
replace it
Imperfect cooling
Defective
Water
The power source of the automobile is composed of battery, alternator regulator. Every electrical equipment is powered
by the battery and alternator. When the alternator doesn’t generate electricity, the energy of the automobile is directly
provided by the battery; when the engine works, it drives the alternator run. All the energy of the electrical equipment of the
automobile is energized by the alternator while the surplus energy is supplemented to the battery. When the generator is
overloaded, the battery supplies power.
1. Structure of Alternator
Structure is shown in Fig. 360
1.Rotor Assy.: The rotor with the excitation coil runs together with the shaft as a whole part. It is composed of the iron core,
excitation coil, collector ring and fan.
Bearing cover(inside) Bearing cover (outside)
Rotor
Bearing
Front
Driving end frame
Pulle
Brush
Voltage regulator
Wire clam
Rear cover
Rectifier
frame Connection isolator
Section 2 Battery
1. Structure of Lead Battery
The battery used for SMA car is a lead acid maintenance free storage battery of low maintenance frequency composed of
battery groove, cover, positive pole, negative pole, positive plate, negative plate, partition board, liquid filling plug and other
auxiliary components. Its terminal voltage is 12V, six 2V single batteries in serial. There are walls to separate the poles to
keep the independence of each single battery.
At present, battery for MR479Q/MR479QA engine is the maintenance free battery(don’t need add distillated water
)produced by Shanghai Delphi International Battery Co., Ltd. If the battery is not used for a long time, detach it from the
automobile. When the specific gravity is below 1.24g/cm3 and battery terminal voltage is below 12.6V, charge the battery
immediately. Charge with 1/10 of the capacity for 3—5 hours and terminal voltage shall reach between 13V—14V, other-
wise, recharge it. Keep the battery fully charged and charge once a month during the storage period.
Plate washer
Plate washer Armature
O-ring
Brush holder
Dust remover
Starter
Ignition
Starting circuit
After the motor is ignited and run, if the switch is still in the start position, the ring gear will draw and drive the pinion to
rotate. Then under the effect of overrunning clutch, the starter pinion starts to skid around on motor shaft so as to prevent
the starter armature winding from high-speed rotation driven by the engine.
Loosen the ignition switch and keep the winding power off with magnetic force disappearing. Under the force of return
spring, magnetic switch main contactor breaks and shift lever fork returns causing the starter pinion to withdraw from its
meshing with flywheel gear. Armature stops rotating.
control signal given by the electronic controller electrifies the 1.O-ring 2. Strainer 3. Fuel injector body with electrical
plug 4. Coil 5. Spring 6. Valve needle with coil
electromagnetic armature 7. Valve base with spray hole board
coil, thus generating a magnetic field to overcome the pressure of the return spring. Gravity of the valve needle and friction
lift the valve needle, and fuel is injected under the fuel pressure. As long as the pressure difference between the inlet and
outlet ports of the fuel injector remains unchange, the fuel flow rate will remain unchanged, and the injection volume can
be determined through the power-on duration. The technical parameters are shown in Table 22.
Table 23
Technical Parameters of EWD3 Idle Speed Regulator
Operating voltage 6V-16V
dimension 71 x 53 x 53mm
Mass <0.2kg
Vibration resistance Harmonics: 300m/s2, peak: 600m/ s2
Max. air flow >50 m3/h
Air leakage <2.5 m3/h
Retardation <1.0 m3/h
Operating temperature -40°C-+130°C
Wiring resistance >15 ohm
Positioning time <30ms
Stepper motor actually is a micro motor. The steel stator is a multiphase coil winding and the rotor is a permanent magnet.
When electrifying stator coil, the permanent magnetism stator will rotate towards corresponding direction on the impact of
the electromagnetic power. Since stator and helix shaft are screw thread contact, stator’s angular rotation will transform
into helix shaft’s rectilinear motion. While stator rotates a fixed angle, helix shaft will move some displacement, which is
o
one step whose step length is 15
ECU controls stepper motor move direction and steps by changing positive polarityǃnegative polarity and quantity of coil
power on phase, then changing engine throttle body bypass section area, so as to acquire the corresponding bypass air
flow at idle condition.
Attention for mounting
Idle actuator with stepper motor is mounted on the throttle body to form bypass channel on two sides of throttle. See
Fig.368
Table 24
Ultimate Data
Value Unit
parameter
Min typical Max
Table 25
Performance Data
Value
parameter Unit
Min typical Max
each coil resistance at 25C 47.7 53 58.3 Ω
each coil resistance at the operating temperature. 95(+125 C)
35 Ω
(-40 C)
Two terminals differential pressure when the bypass channel is open 60 KPa
0 C 5280~6570
4
10
20 C 5280~6570
40 C 5280~6570
3
10
60 C 5280~6570
2
10
-40 0 40 80 12 C
Temperature sensor characteristic curve
Table 27
Technical Parameters of TF-W Water Temperature Sensor
Measuring range -30°C~ +130°C
Max. measurement current flowing through the 5mA
sensor
Nominal resistance at 20°C 2.5kΩ±5%
Nominal voltage 5V
Vibration resistance 600m/S2
Response time in the water About 15S
6. Speed sensor (Fig. 371)
The soft magnetic core of the sensor surrounded by a coil is installed
opposite to a pulse toothed ring, leaving a narrow air gas between
them. The soft magnetic core is connected with a permanent magnet,
and the magnetic field extends up to the ferromagnetic pulse toothed
ring. When the tooth of the ring is just opposite to the sensor, the
magneticfield is concentrated to intensify the magnetic lines of the coil.
When the backlashes are opposite to each other, the magnetic field
weakens variation of the magnetic field. When thetoothed wing rotates
with the wheel, these two conditions alternate. Such changes of
magnetic lines will generate an induced AC voltage in the coil, with its
frequency depending on the speed. Refer to Table 28 for the technical
parameters of the speed sensor.
Fig. 371 Schematic Diagram of the Speed Sensor
1. Shielded cable 2. Permanent magnet 3. Casing of the sensor
4. Install support 5.Soft magnetic core 6.Coil 7. Air gap 8.Tooth
ring with reference mark
Table 28
Technical Parameters of DG6 speed sensor
Winding resistance Rw (+20°C) 770-950Ω
Winding inductance L (1kHz, serial circuit) 370±50mH
Air gap S 1.8±0.01
Signal voltage Us >1750mV
Operating temperature (outside the winding) -40°C~ +150°C
7. Ignition Coil
Structure of the ignition coil: The ignition system adopts a double ignition coil, and its form and circuit are shown in Fig.
372. and Fig. 373.
Operating principle of the ignition coil: The two ignition coils directly controlled by the computer generate a high voltage
alternatively. The secondary side of either ignition coil is connected to the spark plugs of the two cylinders, so that the spark
plugs of the two cylinders spark simultaneously each time. Of course, only one cylinder has an effective ignition, while the
other cylinder has an ineffective ignition in its exhaust stroke. In such a high voltage distribution method, despite of loss of
a certain ignition energy due to ineffective ignition, the structure of the ignition system is simplified through omission of the
distributor, and the reliability of ignition is enhanced. Refer to Table 29 for the technical parameters.
Ignition coil
Computer
Fig. 372 Ignition coil Fig. 373 Control circuit of the ignition coil
Table 29
Technical Parameters of ZS-K2 x 2 Ignition Coil
Resistance (20°C~25°C ) R pri.=0.55±0.08Ω, Rsec.=13.5±1.5kΩ
Inductance (200C~25°C , f=1kHz, parallel) Lpri.=4.1±0.6mH. Lsec.=31±3H
Output: 50PF load Uz≥30kV
It has the function to keep constant the difference between the pressure of the assembly system of the fuel distribution and
the pressure in the inlet air pipe.
The pressure regulator is a diaphragm overflow valve. When the system pressure rises, and the fuel pressure in the fuel
inlet exceeds the resultant force of the pre-resilience of the spring and the air pressure in the spring chamber, the
diaphragm displaces to move away the valve/ball assembly on the diaphragm to return part of fuel in the fuel chamber to
the fuel tank, so that the fuel pressure of the system may keep constant. Refer to Table 30 for the technical parameters.
a) Operating block diagram b) Operatubg diagram for hall pulse generator c) Hall effect sketch
Fig. 375 Operating block diagram for the phase sensor Rotor blade
1. Rotor blade 2. Soft iron element 3. Hall element 4. Air gap
Current Is flowing through a semi-conductor wafer , magnetic B generates Hall voltage UH, with a value proportional to
magnetic induction intensity B and current value Is (B, UH and Is are mutually vertical). Hall voltage is affected by variation
of magnetic induction intensity B. As a very small Hall voltage is generated, it must be amplified. If a silicon Hall effect
element is used, the signal regulating circuit can be directly integrated in the same chip. The output is through an open-
collector type transformer, which performs a switching function: Hall sensor contains a permanent magnet, with its magnet
lines passing through magnetic conductors, air gap and Hall element.
When the electromagnetic signal blade disk driven by the exhaust cam draft of the engine rotates and passes through the
air gap, most of the magnetic lines are shifted from the Hall element via the blade, and the integrated Hall element is “off”,
and magnetic flow of the Hall sensor has dropped to zero. When the blade leaves the air gap, that is, it can not shift the
magnetic lines, the magnetic field can pass through the Hall element again, and generate Hall voltage, so that its condition
becomes “on”. The technical parameters of the phase sensor are shown in Table 31.
Table 33
Technical parameters of KS knock sensor
Note:g=9.8/s2(gravity acceleration)
Table 34
Technical parameters of TEV2 carbon canister control valve
Flow 2~3m3/h, pressure 200mbar
Air tightness <2000 cm3/h
Control frequency 30Hz
Min. control pulse 7ms
Current consumption 0.5A for 13.5V
Resistance 26Ω
Operating voltage 9V~16V
Inductance 48mH at f=1kHz
Operating temperature -30°C~ +120°C
Atmosphere
Fig. 378 Schematic Diagram of the oxygen sensor Fig. 379 Sketch of working principle of the oxygen sensor
1. Cable 2. Disk washer 3. Lower insulation bushing 4. Protective sleeve 5. 1. Zirconium oxide ceramic 2. Electrode layer with platinum surface
Angle wire 6. Heating rod 7. Angle gasket 8. Sensor seat 9. Ceramic probe 10. 3.4. Internal and external insulation bushings 5. Exhaust pipe 6.
Protective tube RRProtective layer of high-permeation ceramic
The sensitive element in the oxygen sensor used to generate
voltage signal is Zirconium oxide (ZrO2), with its surface
Output voltage
Table 36
Technical parameters of EKP 13.5 electric fuel pump
dimension 38mm x L112mm
Mass 290g
Life cycle 5000h
Mileage 200000KM mph 40Km/h
installation type fuel immersion
8 0.1 324-10 10 -
0 -
6 0.1 176 Fuel pipe close down