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Cylinder Head
The cylinder heads are semi-permanent mould cast aluminium with powdered metal valve seat inserts and valve guides. Each cylinder head contains four valves per
cylinder. The valves are actuated by the rocker arms that pivot on stationary hydraulic lash adjusters, which are oil-fed to maintain valve / rocker lash.
The separate exhaust and intake camshafts are supported by four bearings machined into the cylinder head. The front camshaft bearing cap is used as a thrust control
surface for each camshaft.
A tube is pressed into each cylinder head in three places that shields each spark plug. An ignition coil assembly is mounted directly on each spark plug, through each
spark plug tube.
Crankshaft
The crankshaft is a forged steel design with four main bearings. The number three main bearing controls crankshaft thrust. A crankshaft position reluctor wheel is
pressed onto the rear of the crankshaft, in front of the rear main journal. The crankshaft is internally balanced with an integral oil pump drive machined into the nose in
front of the front main journal.
Intake Manifold
A dual-stage variable intake manifold is achieved through the use of an intake manifold tuning control (IMTC) valve. The engine control module controlled IMTC alters
the length and volume of the intake manifold plenum. Varying the intake manifold takes advantage of the natural pulse / pressure waves occurring in the manifold that
are created by the process of air induction into the cylinders.
Lubrication System
A structural diecast aluminium oil pan is fitted that incorporates an oil suction pipe, an oil deflector, an oil baffle and an oil level sensor. The oil suction pipe is bolted into
the oil pan and seals to the bottom of the cylinder block with a gasket. The oil deflector is bolted to the upper portion of the oil pan and ensures oil supply is maintained
under all conditions. The oil level sensor is mounted through the end of the oil pan.
A crankshaft driven gerotor oil pump is mounted to the front of the cylinder block. The pump, which incorporates an internal pressure-relief valve, draws oil from the oil
suction tube through the lower passage in the cylinder block. Oil is then directed through an upper passage to the left-hand side of the cylinder block where the oil filter
adapter is mounted.
The oil filter adapter incorporates a top-access, spin on style oil filter. The oil filter adapter housing incorporates a threaded oil pressure sender. Oil flows through a lower
passage within the oil filter adapter and through the oil filter. Filtered oil travels back through the upper passage of the adapter and into the engine block.
Oil is then directed up and across the front of the cylinder block, through several drilled passages. These front passages feed oil to each cylinder head, the passage for
the main bearings and piston oil jets, the right-hand and left-hand secondary idler sprockets and to the primary timing chain tensioner.
Each cylinder head passage directs oil into oiling circuits for the stationary hydraulic lash adjusters (SHLAs) and the camshaft bearing journals. Oil is also directed
through two passages, each with a spring-loaded check-ball valve, to the chambers where the camshaft position actuator solenoid valves are mounted. An additional
passage in the cylinder head also directs oil to the secondary timing chain tensioner.
The oil passage that supplies oil to the main bearings also supplies oil to pressure actuated piston cooling oil jets. Each oil jet is mounted between opposing cylinder
bores and directs oil to the two bores to provide extra cooling and control piston temperatures.
From the front passages, oil is directed to the front of the block where the right-hand and left-hand intermediate drive shaft sprockets and the primary timing chain
tensioner are mounted. Each camshaft timing chain tensioner relies on a gasket to maintain an oil reserve after the engine is turned off. All camshaft timing chain
tensioners incorporate a small oil jet to supply an oil spray onto the camshaft timing chain components.
Oil returns to the oil pan, either through the camshaft timing chain area or through the drain back passages on the outboard walls of the cylinder heads and cylinder
block.