PUBLISHED: 30-JAN-2013

2013.0 FREELANDER 2/LR2 (LF), 303-01A

ENGINE - GTDI 2.0L PETROL

(G1452976)

D E S C R I P T I O N A N D O P E R AT I O N

SYSTEM OPERATION

Operation of the engine is controlled by the

engine control module (ECM). Refer to:
Electronic Engine Controls
(303-14B Electronic Engine Controls - GTDi 2.0L Petrol, Description and Operation).

COMPONENT DESCRIPTION

CYLINDER BLOCK COMPONENTS - 2.0L GTDI

 ITEM DESCRIPTION

1 Front crankshaft oil seal

2 Front cover assembly

3 Knock sensor - cylinders 1 and 2

4 Gasket - thermostat housing

5 Cylinder block

6 Knock sensor - cylinders 3 and 4

7 Bolt (2 off)

8 Bolt (3 off)

9 Oil pump
 ITEM DESCRIPTION

10 Gasket - oil pump inlet

11 Oil pump filter and pick-up assembly

12 Turbocharger oil return pipe

13 Rear crankshaft oil seal and housing

14 Screw (6 off)

15 Balancer assembly

16 Bolt (10 off)

17 Engine bulkhead bearing support

18 Oil filter

19 Screw (4 off)

20 Oil cooler and filter adaptor

21 Gasket - Oil filter adaptor

22 Screw (8 off)

23 Crankcase ventilation cover

24 Gasket - crankcase ventilation cover

25 Screw (3 off)

26 Thermostat housing

Cylinder Block

The cylinder block is an aluminum alloy casting with cast iron cylinder liners. Oil drain galleries run down the side
of the block directing the returning oil away from the crankshaft, returning it to the fluid pan quickly. The
galleries prevents the engine oil returning to the oil pan from falling onto the crankshaft, which produces drag.

Oil ways to each main bearing supply oil to lubricate the main bearings and also to supply, via a cross drilling,
the connecting rod big end bearings.

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

Engine Data Location

 ITEM DESCRIPTION

1 Engine data location

Crankshaft

ITEM DESCRIPTION

1 Bearing shell - upper (4 off)

2 Bearing shell - upper center thrust

3 Balance shaft drive gear

4 Bearing shell - lower (5 off)

The crankshaft is made from cast iron. Seven counter-balance weights ensure low vibration levels. An oil groove
in the upper half of each main bearing transfers the oil into the crankshaft for lubrication of the main bearings.
The upper center bearing shell has an integral thrust washer to counter end float.

The crankshaft is located high in the cylinder block and is retained in position by an aluminum alloy bulkhead
bearing support which strengthens and braces the cylinder block.

Balance Shaft
 ITEM DESCRIPTION

1 Upper housing

2 Location dowel (5 off)

3 Oil supply gallery

4 Intermediate gear - Driven balance shaft

5 Driven gear - Driven balance shaft

6 Idle gear - Idle balance shaft

7 Bolt (6 off)

8 Lower housing

9 Dowel (2 off)
 ITEM DESCRIPTION

10 Bearing shell - lower (4 off)

11 Balance shaft - driven

12 Balance shaft - idle

13 Bearing shell - upper (4 off)

The balance shaft assembly comprises two eccentric weighted shafts which oppose vibrations created by the
engine's rotating components. The balance shafts are driven off a 96 tooth ring gear located on the crankshaft
which rotates a 48 tooth driven gear on the driven balance shaft.

The two balance shafts rotate in opposite directions, driven at twice the speed of the crankshaft. The equally
sized eccentric weights are phased so that the inertia reaction to their counter-rotation cancels out vibration
caused by the engine in both the horizontal and vertical planes.

Rotation of the driven gear is transferred by a second intermediate gear on the driven balance shaft to an idler
gear on the idle balance shaft, which rotates at the same speed, but in the opposite direction.

The balance shafts are located on split shell bearings which are located in the upper and lower housings. An oil
feed from the cylinder block supplies drillings in the lower housing to lubricate the shell bearings and the shafts.

The complete balance shaft assembly is attached to four bosses in the cylinder block by four bolts. Shims are
positioned between the four bosses and the balance shaft assembly to obtain the correct meshing of the
crankshaft ring gear and the balance shaft driven gear. The balance shaft must also be timed to crankshaft by
positioning the crankshaft at
top dead center (TDC)
and aligning a mark on each balance shaft. Refer to:
Engine
(303-01A Engine - GTDi 2.0L Petrol, Description and Operation).

Piston and Connecting Rod

 ITEM DESCRIPTION

1 Circlip (2 off)

2 Bearing - connecting rod small end

3 Connecting rod

4 Piston ring - upper - compression

5 Piston ring - lower - compression

6 Oil control ring

7 Piston

8 Piston pin

9 Bolt (2 off)

10 Connecting rod - big end cap

11 Bearing shell - lower - connecting rod big end

12 Bearing shell - upper - connecting rod big end

The connecting rods are manufactured from forged powder metal and have fracture split big end caps to ensure
precision re-assembly for bearing shell alignment.
There are a number of grades of large end bearing available, each being color coded. By measuring the
crankshaft pin journal and the large end diameter of the connecting rod, the correct thickness large end bearing
shells can be selected to give the optimum clearance.

A choice of three piston diameters are available. The diameter of each piston is measured and precisely matched
to each cylinder bore diameter. Each piston has a grade number, 1, 2 or 3, which corresponds to its measured
diameter.

The connecting rod and piston are marked to ensure correct assembly with the marks facing the front of the
engine. The top face of piston has an arrow which must also point towards the front of the engine. Refer to:
Engine
(303-01A Engine - GTDi 2.0L Petrol, Description and Operation).

Piston

ITEM DESCRIPTION

1 Compression surface - exhaust side

2 Piston recess

3 Recess for high pressure injector

4 Upper compression ring

5 Lower compression ring

6 Oil control ring

The piston crown has a recess for stabilization of the fuel/air mixture. The recess is used together with the
geometry of the intake path to optimize the transport of the intake air and the injected fuel to the spark plug.

The combustion chamber is enlarged by the piston recess. The piston has been finished in such a way that a
compression surface is formed on the exhaust side of the piston crown. This compression surface is used to
compensate for the material missing from the piston recess allowing the compression ratio to be achieved.

Piston Cooling Jets

ITEM DESCRIPTION

1 Piston

2 Piston cooling jet

3 Bolt
Jets located in the cylinder block provide piston and piston pin lubrication and cooling. One jet per cylinder is
used. Each jet is located in a drilling in the cylinder block and is secured with a bolt. Pressurized engine oil is
supplied via the drilling to the jet from the oil pump.

The jets spray oil onto the inside of the piston. The oil coats the underside of the piston to help cool each piston
crown. Additionally the oil enters a hole in the top of the connecting rod and lubricates the small end bearing
and piston pin.

Oil Filter and Cooler

ITEM DESCRIPTION

1 Bolt

2 Oil cooler assembly

 ITEM DESCRIPTION

3 Engine coolant out - to thermostat housing

4 Engine coolant in - from heater core

5 Oil filter adaptor

6 Oil pressure sensor

7 Oil filter

8 Bolt (4 off)

The engine oil cooler and filter assembly is located at the

left-hand (LH)
rear of the engine. The assembly
comprises the oil filter element, a filter adaptor plate and the cooler.

The adaptor plate is attached to the cylinder block with four bolts and sealed with a gasket. The adaptor plate
has a threaded port for location of the oil pressure sensor. The water cooler is located on the top of the adaptor
plate and is sealed with a molded rubber gasket and secured with a bolt. The oil filter is a conventional cartridge
type design with a threaded central port which screws onto a threaded boss on the adaptor plate.

Engine coolant returning from the heater core flows, via a hose, into the oil cooler and circulates around the
body of the cooler before exiting via another hose to the thermostat housing. The engine coolant circulation
draws heat from the cooler body which is generated by the hot engine oil.

Engine oil is directed from the cylinder block and into the adaptor plate. The oil circulates through galleries in
the adaptor plate losing its heat via the plate body. The oil is then directed via the central threaded boss into the
oil filter cartridge. The oil flows through the filter elements and out of the filter cartridge via a number of holes
to the adaptor plate and then back into the cylinder block.

Thermostat Housing
 ITEM DESCRIPTION

1 Gasket

2 Thermostat

3 Housing

The plastic thermostat housing is located on the front

LH
side of the cylinder block. The housing is secured to
the cylinder block with three bolts and sealed with a gasket. The thermostat is contained within the housing

The housing has two hose connections; the larger connection is for the bottom hose from the radiator, the
smaller hose is the return from the oil cooler and coolant circulation from the degas tank. Refer to:
Engine
Cooling
(303-03A Engine Cooling - GTDi 2.0L Petrol, Description and Operation).

Front Pulley/Vibration Damper

 ITEM DESCRIPTION

1 crankshaft position (CKP)

2 Trigger wheel

3 Pulley/vibration damper assembly

4 Washer

5 Bolt

The front crankshaft pulley is located on the end of the crankshaft and secured with a washer and bolt. The
pulley drives the auxiliary drive belt for the ancillary components and incorporates a vibration damper and the
trigger wheel for the
CKP
sensor.
 NOTE:

If the front pulley is removed, the engine must be set and held at
TDC
to maintain the engine timing.

The pulley incorporates an integral vibration damper which dampens vibration in the crankshaft produced by the
combustion process. Each time a cylinder fires, torque is applied to the crankshaft via the pistons and connecting
rods. The crankshaft deflects in reaction to the torque which creates a vibration when the torque is dissipated.
The vibration damper absorbs the vibration reducing fatigue damage to the crankshaft.

The trigger wheel to the crankshaft position sensing is located on the rear of the pulley. The wheel has 58 teeth
with a 2 teeth missing which in conjunction with the
CKP
enable the
ECM
to determine the rotational speed and
position of the crankshaft. The position of the trigger wheel in relation to the crankshaft position is critical and
special tools and procedures are required to obtain the correct correlation of the components. Refer to:
Crankshaft Pulley
(303-01A Engine - GTDi 2.0L Petrol, Removal and Installation).

Crankshaft Position (CKP) Sensor

ITEM DESCRIPTION

1 CKP

2 Trigger wheel

The
CKP
sensor is located at the front of the engine, adjacent to the crankshaft pulley/vibration damper. The
sensor is secured to two bosses on the engine front cover and secured with two bolts.
The
CKP
sensor is positioned adjacent to the trigger wheel, which is an integral part of the crankshaft
pulley/vibration damper. The trigger wheel has 58 teeth and a section where 2 teeth are missing. The sensor is a
Hall effect sensor which uses the missing teeth on the trigger wheel to determine the crankshaft position and
rotational speed.

Special tools are required to obtain the correct alignment of the trigger wheel. The trigger wheel must be
located in the correct orientation using a method described in the repair procedures. Refer to:
Crankshaft Pulley
(303-01A Engine - GTDi 2.0L Petrol, Removal and Installation).

Water Pump

ITEM DESCRIPTION

1 Bolt (3 off)

2 Pulley
 ITEM DESCRIPTION

3 Bolt (3 off)

4 Water pump assembly

5 O ring seal

The water pump is located in a cavity in the cylinder block on the front upper
LH
side of the cylinder block. The
pump is sealed in the block with an O ring seal and secured with three bolts.

A pulley which drives the pump at engine speed from the auxiliary drive belt is secured to the pump drive flange
with three bolts.

Oil Pan
 ITEM DESCRIPTION

1 Drain plug

2 Sealing washer

3 Baffle plate

4 Bolt (4 off)

5 Bolt (3 off)

6 Baffle plate

7 Bolt (2 off)

8 Baffle

9 Oil pan

10 O ring seal (2 off)

11 Engine oil temperature sensor

12 Bolt

13 Stud and nut - oil pan to cylinder block

14 Bolt - oil pan to cylinder block (10 off)

15 Bolt - oil pan to cylinder block (2 off)

The oil pan is located on the underside of the cylinder block. It is sealed to the cylinder block with a 3 mm bead
of RTV sealant and secured with twelve bolts and one stud and nut.

The oil pan contains three baffle plates which are located inside the pan and secured with bolts. The baffles
prevent oil surge when cornering, braking and acceleration.

The oil is drained via removal of a drain plug and washer located in one side of the oil pan.

An oil temperature sensor is located in one side of the oil pan. The sensor is sealed in a hole in the oil pan with
two O ring seals and is secured with a bolt. The sensor is connected to the
ECM.

Oil Level Gage

 ITEM DESCRIPTION

1 Handle

2 O ring seal

3 Steel cable

4 Minimum oil level

5 Maximum oil level

Oil level is checked by the use of an oil level gage. The gage is located in a hole in the camshaft cover and is
passed through the cylinder head and cylinder block into the fluid pan. The handle has a cut-out with locates in a
boss on the camshaft cover. The handle is attached to a flexible steel cable which has the level gage attached to
the bottom of it.
The bottom of the gage has two lines which are the minimum and maximum marks; the difference in oil quantity
between the marks in 0.85 liter.

Oil Pump

ITEM DESCRIPTION

1 Bolt - chain tensioner pivot

2 Chain tensioner

3 Oil pump drive chain

4 Washer - crankshaft damper

5 Camshaft and oil pump drive gear

6 Washer - crankshaft damper

 ITEM DESCRIPTION

7 Oil pump

8 Bolt (4 off)

9 Oil pump gear

10 Bolt - oil pump gear

The oil pump is an eccentric rotor type pump and is attached to the cylinder block with four bolts. The input
shaft of the oil pump is driven from the front of the crankshaft by a chain drive at crankshaft speed.

The oil pump draws oil from the oil pan through a filter and pick-up which is attached to the input port of the oil
pump.

The oil is pressurized and pumped from the pump body into an oil gallery in the cylinder block. The oil is then
direct through the oil cooler, filtered by the replaceable cartridge filter and distributed through oil galleries in
the cylinder head and cylinder block. All moving parts are lubricated by pressure or splash oil. Pressurized oil is
also provided for the cam and oil pump chains and tensioners and guides.

A pressure relief valve is located within the pump body and relieves excess oil pressure back into the pump body
to be recirculated through the pump.

CYLINDER HEAD COMPONENTS - 2.0L GTDI

 ITEM DESCRIPTION

1 Oil level gage

2 Spark plug (4 off)

3 Variable valve timing solenoid valve - Inlet camshaft

4 Variable valve timing solenoid valve - Exhaust camshaft

5 Ignition coil and plug cap (4 off)

6 camshaft position (CMP)

sensor - Exhaust camshaft

7 CMP
sensor - Inlet camshaft

8 Camshaft cover

9 Camshaft cover baffle plate

 ITEM DESCRIPTION

10 Gasket - Camshaft cover

11 Rear camshaft bearing cap (2 off)

12 Hydraulic camshaft follower (16 off)

13 Valve spring (16 off)

14 Valve spring collet (32 off)

15 Valve spring retainer (16 off)

16 Valve spring seat and valve stem oil seal (16 off)

17 Gasket - Exhaust manifold

18 Gasket - High Pressure (HP) fuel pump

19 Cylinder head

20 HP fuel pump and housing assembly

21 Water outlet connection

22 Vacuum pump assembly

23 Gasket - Vacuum pump

24 Gasket - water inlet

25 Valve - (8 off inlet - 8 off exhaust)

26 Cylinder head gasket

27 Fuel rail

28 Fuel injector (4 off)

29 Cylinder head bolt (10 off)

30 Crankshaft drive gear - Camshaft timing and oil pump chain

31 Camshaft timing chain guide

32 Camshaft timing chain tensioner arm

33 variable camshaft timing (VCT)

actuator - Inlet camshaft

34 Camshaft timing chain

35 VCT
actuator - Exhaust camshaft

36 Camshaft - Inlet

37 Camshaft - Exhaust

38 Front camshaft bearing cap

39 Camshaft bearing cap (8 off)

Cylinder Head

ITEM DESCRIPTION

1 Inlet camshaft bearing cap (4 off)

2 Front camshaft bearing cap

3 Nut, washer and stud (24 off)

4 Exhaust camshaft bearing cap (4 off)

5 Rear exhaust camshaft bearing cap

6 Rear inlet camshaft bearing cap

7 Cylinder head

8 Inlet ports
 ITEM DESCRIPTION

9 Fuel injector location (4 off)

10 Spark plug location (4 off)

11 Valve seat (8 off inlet - 8 off exhaust)

12 Valve guide (16 off)

13 Inlet valve location

14 Exhaust valve location

The cylinder head is cast from aluminum alloy. The cylinder head provides location for two camshafts, sixteen
valves, four injectors and four spark plugs.

Each cylinder has four valves. To help achieve the required gas-flow characteristics, these are arranged
asymmetrically around the cylinder bore. Each cylinder has a centrally mounted spark plug.

The four fuel injectors are located on the inlet manifold side of the cylinder head and direct fuel into the
combustion chamber from between the inlet valves. The injectors are retained in the cylinder head by the direct
injection fuel rail.

Each camshaft is held in the cylinder head by 4 bearing caps, a front bearing cap and a rear bearing cap. The
bearing caps are retained with a combination of bolts and studs, washers and nuts.

Camshaft Cover
 ITEM DESCRIPTION

1 VCT
solenoid valve locations

2 Bolt (4 off)

3 Stud, washer and nut (10 off)

4 Oil filler cap

5 O ring seal

6 CMP
sensor locations

7 Gasket

8 Baffle plate
The camshaft cover is manufactured from molded plastic. The cover is secured to the cylinder head with four
bolts and ten studs, washers and nuts.

The cover provides the location for the

VCT
solenoid valves and also the
CMP
sensors.

Threaded inserts in the molding allow for the attachment of brackets for the air intake duct to the turbocharger
and also for the attachment of the engine cover, ignition coils,
CMP
sensors and
VCT
solenoid valves.

A groove in the outer edge of the cover provides the location for the cover re-usable rubber sealing gasket.
Three separate sections of the seal, located in the center of the cover engine, prevent oil leaking into the into
the area around the coils and spark plug caps.

Valves and Followers

ITEM DESCRIPTION

1 Cam follower

2 Valve collet

3 Valve spring retainer

4 Valve spring

5 Valve spring seat and valve stem oil seal

 ITEM DESCRIPTION

6 Valve

The engine uses sixteen stainless steel valves; eight inlet and eight exhaust. The inlet valves are 35 mm diameter
and the exhaust valves are 29.9 mm, The large valves allow for large cylinder head ports which contribute to
increased engine power output and improved emissions. The valve stems are 5.4 mm which allows for reduced
flow interruption through the inlet and exhaust ports, again improving power and emissions.

the valves are conventionally located in valve guide in the cylinder head. A valve seat with integral valve stem
seal is located in the cylinder head. The valve spring is retained on the valve stem by a spring seat and split
collets.

The valves are opened mechanically by a bucket design cam follower which is operated directly by the
associated camshaft lobe. The valve clearance is set by selection of the appropriate cam follower to achieve the
required clearance.

Camshafts

ITEM DESCRIPTION

1 Exhaust camshaft

2 Inlet camshaft
Two, one-piece cast camshafts are used. The exhaust camshaft is extended and protrudes through the end of the
cylinder head. The extension has a three sided cam which drives the high pressure fuel pump.

Each camshaft has eight, high lift, short duration cam lobes which open and close the valves. A sensor ring is
shrunk onto each camshaft and is used to determine the camshaft position. A
CMP
sensor, located in the
camshaft cover above the sensor ring for each camshaft, senses the position of the camshaft and passes this
information to the
ECM. The
ECM
uses this information and position data from the
CKP
sensor to determine the
current position of the crankshaft and camshafts. This is used for a number of engine functions including
VCT
operation and ignition timing.

Camshaft Position (CMP) Sensors

ITEM DESCRIPTION

1 O ring seal (2 off)

2 Inlet camshaft
CMP
sensor

3 Bolt (2 off)

4 Exhaust camshaft
CMP
sensor

The
CMP
sensor are located in the camshaft cover. They are each sealed with an O ring seal and secured in the
cover with a bolt.
Each
CMP
sensor is located above a sensor ring on each camshaft. The sensor determines the position of the
camshaft by a gap in the sensor ring and passes this information to the
ECM. The
ECM
uses this information and
position data from the
CKP
sensor to determine the current position of the crankshaft and camshafts. This is
used for a number of engine functions including
VCT
operation, fuelling and ignition timing. Refer to:
Electronic
Engine Controls
(303-14B Electronic Engine Controls - GTDi 2.0L Petrol, Description and Operation).

Camshaft Timing Chain

ITEM DESCRIPTION

1 Camshaft timing chain

2 Camshaft gear and

VCT
actuator - Exhaust camshaft

3 Camshaft gear and

VCT
actuator - Inlet camshaft

4 Camshaft timing chain and oil pump crankshaft drive gear

 ITEM DESCRIPTION

5 Camshaft timing chain guide

6 Bolt - camshaft timing chain guide (2 off)

7 Bolt (2 off)

8 Timing chain tensioner

9 Tensioner locking hole

10 Camshaft timing chain tensioner arm

11 Pin - tensioner arm pivot

The simplex camshaft timing chain is an endless roller chain which is driven by a gear on the crankshaft. The
chain is passed over the two gears which are integral with the
VCT
actuators on the end of each camshaft.

NOTE:

If the front pulley is removed, the engine must be set and held at
TDC
to maintain the engine timing.

A fixed camshaft timing chain guide is fitted to the inlet side of the engine and secured with two bolts. A
tensioner arm guide is fitted to the exhaust side of the engine and is attached with a pivot pin at its upper end.
A camshaft timing chain tensioner is fitted to the lower end of the tensioner arm and applies a controlled tension
to the chain. This maintains the chain at the correct tension and also allows for and dampens backlash in the
chain tension due to deceleration. The chain and tensioner are maintenance free components.

There are two holes in the side of the tensioner, one for the locking pin and one nearer the plunger. A pin can be
inserted in the hole nearer the plunger and the pawl lifted from the ratchet against the spring pressure. The
plunger now can be pushed fully home, the paw released and the locking pin inserted to hold the ratchet in
place until installed.

The tensioner is also responsible for lubrication of the timing chain. The tensioner is mounted in an oil pressure
gallery on the cylinder block which also supplies pressurized engine oil to the turbocharger. Pressurized oil is
passed through the tensioner body and into a drilling in the center of the tensioner plunger. The pressurized oil
is ejected from a small hole in the end of the tensioner plunger and passed through a corresponding hole in the
tensioner arm and apples engine oil to the chain.

Camshaft Timing Chain Cover

 ITEM DESCRIPTION

1 Stud, washer and nut - Camshaft cover (3 off)

2 Bolt M10 (3 off)

3 Bolt M6 (16 off)

4 Stud, washer and nut

5 Crankshaft oil seal

6 Cam chain cover

The cam chain cover is located on the front of the engine and is secured to the cylinder block and cylinder head
with sixteen M6 bolts, three M10 bolts and four studs. The cover is sealed to the cylinder block and cylinder
head with application of RTV sealer.

The cover housing the front crankshaft oil seal and also provides location for the front engine mounting bracket
and damper assembly. Two threaded bosses near the bottom of the cover provide for the attachment of the
CKP
sensor.

Variable Camshaft Timing (VCT) Actuators

 ITEM DESCRIPTION

1 Exhaust camshaft
VCT
actuator

2 Inlet camshaft
VCT
actuator

The timing of the inlet and exhaust camshafts can be adjusted independently by an electro-hydraulic controlled
VCT
system. The
ECM
controls the system using information from the
CMP
sensors and the
CKP
sensor.

The
VCT
actuators are located on the end of each camshaft and are secured with diamond friction washers and
bolts to threaded holes in each camshaft. No keyway is used to maintain the timing of the
VCT
actuator to the
camshaft position, the diamond friction washers lock the actuator in position. The friction washers can only be
used once and must be replaced if the actuators are removed.
The
VCT
actuators are operated by
VCT
solenoid valves. The solenoid valves are controlled by the
ECM
to
control the flow of pressurized engine oil to the actuators.

VCT Actuator - Exhaust Camshaft

ITEM DESCRIPTION

1 VCT
actuator unit - exhaust camshaft

2 Chamber - retard adjustment

3 Chamber - advance adjustment

4 Locking pin

5 Return springs (6 off)

6 Maximum adjustment angle

7 Free play in locked home position 0.25 - 0.75 degrees

The exhaust camshaft

VCT
actuator has three hydraulic chambers. Six return springs are used to ensure the
camshaft drive gear is returned to the 'home' position as quickly as possible.

The three chambers allow hydraulic pressure to act on the central piston. The pressure is effectively directed into
the three chambers and consequently applied to the three 'pistons' which are moved by the pressurized engine
oil when advance or retard adjustment is required. The pressurized engine oil is supplied from the engine oil
pump. The flow of the oil to the actuator is controlled by the
VCT
actuator solenoid valve which in turn is
controlled by the
ECM.

When advance or retard of the camshaft timing is required, the solenoid valve directs the pressurized engine oil
into one side or the other of the central piston chambers. The central piston is attached directly to the camshaft.
The hydraulic effect of the oil rotates the camshaft in relation to the outer gear of the
VCT
actuator, therefore
changing the valve timing. Springs within the unit assist the camshaft to quickly return to the normal operating
position assisted by hydraulic pressure being applied to the opposite side of the piston.

VCT Actuator - Inlet Camshaft

ITEM DESCRIPTION

1 VCT
actuator unit - inlet camshaft

2 Chamber - advance adjustment

3 Chamber - retard adjustment

4 Free play in locked home position 0.25 - 0.75 degrees

5 Maximum adjustment angle

6 Locking pin

The inlet camshaft

VCT
actuator has four hydraulic chambers. The additional chamber when compared to the
exhaust camshaft
VCT
actuator gives greater adjustment torque.
The four chambers allow hydraulic pressure to act on the central piston. The pressure is effectively directed into
the four chambers and consequently applied to the four 'pistons' which are moved by the pressurized engine oil
when advance or retard adjustment is required. The pressurized engine oil is supplied from the engine oil pump.
The flow of the oil to the actuator is controlled by the
VCT
actuator solenoid valve which in turn is controlled by
the
ECM.

When advance or retard of the camshaft timing is required, the solenoid valve directs the pressurized engine oil
into one side or the other of the central piston chambers. The central piston is attached directly to the camshaft.
The hydraulic effect of the oil rotates the camshaft in relation to the outer gear of the
VCT
actuator, therefore
changing the valve timing.

Variable Camshaft Timing (VCT) Solenoids

ITEM DESCRIPTION
 ITEM DESCRIPTION

1 Bolt (2 off)

2 Exhaust camshaft - Solenoid valve

3 Inlet camshaft - Solenoid valve

Two
VCT
actuator valve solenoid valves are used; one for the inlet camshaft and one for the exhaust camshaft.
The solenoid valves are located in the top of the camshaft cover and are secured with a bolt and sealed with O
ring seals assemblies.

The solenoid valves are located in holes in the front camshaft bearing cap. The bearing cap contains drillings
which direct pressurized engine oil to the valve control ports. The pressurized engine oil is supplied through a
central bore in the bearing cap. The bore contains a filter to remove any debris from the oil to avoid
contamination of the solenoid valves spools. The oil passes through the filter and is directed via drilling to each
solenoid valve spool.

The valve spool is moved by the solenoid which is actuated by

pulse width modulation (PWM)
signals from the
ECM.

Each
VCT
actuator solenoid valve contains a coil and an armature. The
ECM
actuates the solenoid with a
PWM
of up to 300 Hz. The solenoid valve is controlled linearly over its operating range from 0 to 1000 mA.
Approximately 560 mA is required to hold the valve in the neutral position so the oil supply to the retard and
advance adjustment control ports are closed.

If the
ECM
detects a fault with one or both
VCT
actuator solenoid valves, the
ECM
will not operate them and
therefore
VCT
operate will be disabled and the camshaft will operate in their default position.

VCT Actuator Solenoid Valve - Sectional View

 ITEM DESCRIPTION

1 Return spring

2 Return control port - advance adjustment

3 Oil pressure supply port

4 Return control port - retard adjustment

5 Valve spool

6 Solenoid coil

7 Electrical connector

8 Armature

9 Oil pressure control port - (retard adjustment - intake camshaft or advance adjustment - exhaust camshaft)

10 Oil pressure control port - (advance adjustment - intake camshaft or retard adjustment exhaust camshaft)

11 Valve body

Spark Plugs and Coils

 ITEM DESCRIPTION

1 Spark plug (4 off)

2 Plug cap (4 off)

3 Ignition coil (4 off)

4 Stud, washer and nut (2 off)

5 Bolt (2 off)

Four spark plugs are located in recessed threaded bosses in the top of the cylinder head. The ignition coil and
spark plug cap are combined and are secured in the head with two bolts for the two inner coils and two studs,
washers and nuts for the outer coils.

High Pressure (HP) Fuel Pump

 ITEM DESCRIPTION

1 Fuel pump shield

2 Bolt -
noise, vibration and harshness (NVH)
cover (2 off)

3 Bolt (2 off)

4 Acoustic cover

5 High pressure fuel pump

6 Exhaust camshaft lobe

7 Gasket

8 Cover assembly

9 Stud (4 off)
The high pressure fuel pump is located at the rear of the engine and is driven off the exhaust camshaft. The
pump is mounted on a cover assembly and secured with two bolts. The cover assembly is attached to the
cylinder head, sealed with a gasket and secured with four studs.

The extended end of the exhaust camshaft protrudes through a hole in the end of the cylinder head. A three
lobe cam on the end of the camshaft locates inside the fuel pump cover and drives a plunger attached to the
piston of the fuel pump.

Because the high pressure fuel pump is driven off the engine exhaust camshaft by a three lobe cam, the piston
of the pump cycles at 1.5 times the engine rpm. (Engine camshaft turns at one-half engine rpm multiplied by
three for the number of lobes on the exhaust camshaft).

A shield is fitted to the fuel pump to protect it from damage and an acoustic cover is fitted over the pump to
dampen pump operating noise.

High Pressure Fuel Pump

ITEM DESCRIPTION

1 Fuel inlet - low pressure

2 Electrical connector

3 Fuel pump lobes

4 Exhaust camshaft
 ITEM DESCRIPTION

5 Pump plunger

6 Fuel metering valve connector

7 Fuel outlet - high pressure to fuel rail

The high pressure fuel pump is a single cylinder pump which meters the fuel pressure according to demand
requirements for correct fuel injection. The delivery rate of the fuel pump is adjustable by means of a fuel
metering valve which is controlled by the
ECM.

The high-pressure pump is mechanically driven by the camshaft via a plunger. During the downward stroke of the
pump piston, fuel is delivered to the cylinder at a pressure supplied by the fuel tank mounted low pressure fuel
pump. On the upward stroke of the piston the fuel in the cylinder is compressed. If the pressure from the pump
exceeds the pressure in the fuel rail the fuel is delivered into the fuel rail via the high pressure outlet and a pipe.

The cylinder and low pressure fuel supply are connected via the fuel metering valve. If the fuel pressure in the
fuel rail is sufficient, the
ECM
opens the metering valve during the compression stroke of the piston, decaying
the pressure and directing the fuel from the cylinder back into the low pressure supply. A non-return valve is
located between the fuel rail and the high pressure pump to prevent pressure dropping in the fuel rail due to
fuel metering valve operation. The delivered fuel quantity depends on the engine speed and the actuation of the
fuel metering valve.

Vacuum Pump
 ITEM DESCRIPTION

1 Bolt (3 off)

2 Vacuum pump

3 Gasket

4 Exhaust camshaft

The vacuum pump is located at the rear of the engine, adjacent to the high pressure fuel pump. The pump is
attached to a machined hole in the cylinder head, sealed with a gasket and secured with three bolts.

The vacuum pump is driven by the inlet camshaft. Two tangs on the pump drive shaft mate with two slots in the
end of the inlet camshaft and provide a positive drive between the two components. The vacuum produced by
the pump is used to provide a vacuum for the brake booster on the braking system. Refer to: Brake Booster
(206-07 Power Brake Actuation, Description and Operation).

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