Documente Academic
Documente Profesional
Documente Cultură
......................................................................................................01
....................................................................................26
...................................................................................45
....................................................69
..................................................................................................76
....................................................................................................................84
.........................................................................................................127
...............................................................................................132
.....................................................................................................143
Chapter 11 Clutch
..........................................................................................................................150
Section 3 Assembly and Adjustment of Clutch and its Operating Mechanism ...................................155
Section 4 Common Faults and Troubleshooting of Clutch .....................................................................158
........................160
.........................................................................................................173
Chapter 14 Starter
..........................................................................................................................177
....................................................................180
..........................................................184
Engine provides power to the automobile. Presently, internal combustion engine is widely applied in the automobile. Its
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. Its 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. Its 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.
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 combustible gas mixture into the cylinder, and emit the post-combustion exhaust gas out of the cylinder in time.
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. Its designed to start up the engine from statistic
mode to automatic operation.
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
An operational cycle of 4-stroke engine is made of the intake, compression, power and exhaust strokes. When the
piston moves from Top Dead Center (TDC) to the Bottom Dead Center (BDC), the crank turns 180. The distance from TDC
to BDC is called piston stroke.
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 theyre 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 well 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-topower 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 abovementioned 4 strokes, the engine works repeatedly and outputs non-stop power that drives the car forward
MR479Q
MR481QA
Engine are new products based on the features
MR479QA Engine and IL481Q
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. Its structured without power
distributor and with 2 ignition coil that can generate voltage as high as 10 to 35kV for ignition.
MR479Q
1.587L
With the overall displacement of 1.342L
and 1.762L . MR479QA engine and MR481QA
engine are cylinder-in-line,
1.498L
JL481Q
water-cooling. 4-stroke gasoline engines equipped with double over head camshaft, 16 valve, and electronic control fuel
injection. Therere 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
MR479Q
Fig. 6 Electronic Control Fuel Injection System in MR479QA Engine
JL481Q Engine
MR481QA
JL481Q Engine
MR481QA
JL481Q
Engine
MR481QA
MR479QA
Type
78.769
78.777
Displacement (L)
1.342
1.498
Compression ratio
9.3
9.8
80050
Ignition timing
0.200.05
Exhaust (mm)
0.300.05
Valve clearance
(In cold state)
63/6000
69/6000
110/5200
128/3400
259
CO (%)
0.1
HC (PPm)
50
(GB III)
279
CO2.3g/Km,HC0.2g/Km,NOx0.15g/Km,with OBD
function
Number of fuel
Lubrication
Oil specification
90
3,000r/min (kpa)
294 ~539
Cooling
Force-cycle, water-cooling
0.8 0.1
JL481Q
Bore stroke
(mm mm)
8177
8185.5
1.587
1.762
Compression ratio
9.6
9.6
80050
Ignition timing
Displacement
Valve clearance
(L)
Intake(mm)
0.200.05
Exhaust (mm)
0.300.05
(KW/r/min)
78.7/6000
83.1/5600
137/4400
156.8/3400
269
269
CO (%)
0.1
HC (PPm)
50
Number of fuel
Lubrication
Oil specification
90
294 to 539
Cooling
Force-cycle. water-cooling
1.0 0.050
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
Me (N.m)
Torque
Pe(Kw)
Rotation Speed
n r/min
Torque
Pe(Kw)
Power
Me (N.m)
Fuel Consumption
Ratio
ge(g/kwh)
Rotation Speed
n r/min
Torque
Pe(Kw)
Power
Me (N.m)
Fuel Consumption
Ratio
ge(g/kwh)
Rotation Speed
n r/min
Torque
Pe(Kw)
Power
Me (N.m)
Fuel Consumption
Ratio
ge(g/kwh)
Servicing Data
Standard
0.030
Allowed limit
0.050
Maximal correction
0.080
Standard
0.080
Allowed limit
0.100
Cylinder head
Flatness of manifold
interface (mm)
(mm)
Intake
1.000-1.400
Exhaust
1.000-1.400
45
0.500
Standard
Standard
1-25
+0.021
+0.021
4-23
0
0
1.000-1.400
Standard
5-23
45.515
Taper angle
Intake
Outer diameter of
valve stem (mm)
Exhaust
Valve
Intake
Thickness of
valve seat edge
Valve
conduit
Exhaust
Intake
Exhaust
Valve spring
Installation height(mm)
Installation load (N)
Standard
5.960-5.975
Allowed limit
5.950
Standard
5.960-5.975
Allowed limit
5.950
Standard
0.800-1.200
Allowed limit
0.500
Standard
0.800-1.200
Allowed limit
0.500
Standard
0.025-0.058
Allowed limit
0.080
Standard
0.025-0.058
Allowed limit
0.080
Standard
390.30
Allowed limit
38.570
Standard
31.700
Standard
1608N
Allowed limit
150
1.2 A
Standard
0.015-0.055
Allowed limit
0.075
Servicing data
Name of item
MR479Q and
MR479QA
Camshaft
JL481Q and
MR481QA
Standard
0.032-0.085
0.040-0.091
Allowed limit
0.110
0.110
Standard
Intake 41.760.04
Exhaust 42.010.04
Allowed limit
Intake 41.650
Exhaust 41.850
Standard
Intake 42.6650.04
Exhaust 42.010.04
Allowed limit
Intake 42.554
Exhaust 41.850
Limit
0.030
0.030
Standard
0.040-0.082
0.035-0.072
Allowed limit
0.120
0.120
Standard
0.040-0.082
0.035-0.072
Allowed limit
0.120
0.120
Standard
0.032-0.085
0.040-0.091
Allowed limit
0.120
0.120
Standard
0.020-0.200
Allowed limit
0.300
Standard
8.750.03
Allowed limit
8.6
Standard
0.040
Allowed limit
Cylinder bore (mm)
MR479Q and
MR479QA
Cylinder block
JL481Q and
MR481QA
Cylinder hole roundness (mm)
Standard
Allowed limit
Standard
Allowed limit
Standard
0.0065
Allowed limit
0.0065
Standard
0.040
Allowed limit
Cylinder hole dimension for
servicing (mm)
Plus 0.5
Standard
Piston skirt
dimension for
servicing (mm)
0.050
78.700 +0.030
0
78.730
81.0 +0.030
0
81.03
Plus 0.7
0.040
79.200 +0.030
0
79.400 +0.030
0
0.075 0.095
Piston
Allowed limit
0.115
MR479Q and
Plus 0.5
79.115 -79.145
MR479QA
Plus 0.7
79.315 -79.345
JL481Q and
Plus 0.5
81.445 81.485
MR481QA
Plus 0.7
81.645 81.685
MR479Q and
MR479QA
I)78.665-78.655,II)78.665-78.675
JL481Q and
MR481QA
I)80.955-80.965,II)80.965-80.975
Skirt H=18,H=16
Diameter standard
III)78.675-78.685
III)80.975-80.985
Piston Pin
20 +0.016
+0.010
0.002-0.013
0.017-0.044
1 to 2 rings
Opening clearance (mm)
Piston ring
Oil ring
Clearance to ring
1 to 2 rings
groove edge(mm)
Oil ring
Standard
0.2-0.4
Allowed limit
Standard
0.2-0.7
Allowed limit
1.100
Standard
0.20-0.055
Allowed limit
0.04
Standard
0.060-0.160
Allowed limit
0.180
Connecting rod
0.03
0.06
Standard
0.020-0.051
Allowed limit
0.070
Standard
0.150-0.30
Allowed limit
0.35
Standard
0.005
Allowed limit
0.01
Limit
0.020
Standard
0.015-0.033
Allowed limit
0.100
Standard
0.040-0.220
Allowed limit
0.250
Standard
47.982 48.000
Allowed limit
47.745 47.755
Standard
39.985 40.000
Allowed limit
39.745 39.755
Standard
47.982 48
Allowed limit
47.745 47.755
Standard
2.450-2.480
Allowed limit
2.350
Standard
0.015
Allowed limit
0.100
cylindricity
Crankshaft
MR479Q
MR479QA
MR481QA
JL481Q
1.486 1.490
Bearing shell
Standard
1.490 1.494
1.494 1.498
1.606 1.610
Plus for servicing
1.610 1.614
1.614 1.618
2.002 2.005
2.005 2.008
2.008 2.011
Standard
Bearing shell
2.011 2.014
Central wall thickness of
2.014 2.017
2.122 2.125
2.125 2.128
2.128 2.131
2.131 2.134
2.134 2.137
Table 2
Item
Tension of belts in generator and pump
Intake 0.200.05
Exhaust 0.300.05
0.80.1;10.05(MR481QA,JL481Q
80050
At idle speed (rotation = 80050r/min), 82 before
Ignition timing
Oil capacity
Part
Spark plug
Cylinder head
Quantity
Torque N.m
18
Specification
Cylinder head
M6 x 40 S=10
22
13
Cylinder head
M6 nut S=10
10.8
Ignition device
Cylinder head
M8 x 31 S=12
20
Camshaft
59
Cylinder block
37
Crankshaft
127
Cylinder block
M10 x 1.25 x 90
10
29
Cylinder block
Cylinder block
Generator stand
Cylinder head
31
Cylinder head
M8 x 12 S=12
20
M6 x 12 S=8
9.3
Intake manifold
Cylinder head
M8 x 30 S=12
19
Transmit pipe
Intake manifold
M8 x 50 S=12
15
Rotation of 90
Rotation of 90
Name
Part
Specification
Quantity
Torque N.m
29
Intake manifold
10.2
Intake manifold
M8 x 29 S=12
21
Cylinder block
M8 x 16 S=12
44
Cylinder head
Fuel-in pipe
Transmit pipe
M8
31
Intake manifold
M8 x 54 S=12
22
Cylinder head
M8 x 35 S=12
22
Water outlet
Cylinder head
M8 x 16
22
Cylinder head
34
59
59
17
Engine stand(RH)
Throttle section
Exhaust manifold
Exhaust manifold stand
Exhaust manifold stand
Heat-isolation cover of exhaust pipe
MR479Q
MR479QA
Main bearing
cover
Connecting rod
cover
Cylinder block
10
60
MR481Q
Cylinder block
10
70
JL481Q
Cylinder block
10
80
MR479Q
MR479QA
MR481QA
JL481Q
Connection
M9 x 1 S=14 e=16.2
65
M9 x 1 S=14 e=16.2
70
rod body
Connection rod body
Cylinder block
M6 x 16 S=8
9.3
Knock sensor
Cylinder block
M8
20
Water Pump
Cylinder block
M8 x 35
20
Cylinder block
51
Cylinder block
39
Cylinder block
M6 x 13 S=8
5.6
78/85
M6 x 12 S=8
19
4.9
44
Flywheel
Oil drip pan
Oxygen sensor
Crankshaft
Cylinder block
S=12
Oil filter
Cylinder block
Substandard thread
Cylinder head
M10 x 1.25 x 20
30
Regulator seat
M6 x 40
71
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
Judge whether the engine runs properly after its startup through listening, and check the instrument operations.
Check whether the connectors of ECU, generator, spark plug and other electrical accessories are loose.
Check whether all parts of the gasoline engine are well fastened.
Check whether the storage batteries develop crack or have electricity leakage.
4. Seasonal maintenance
a
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 its too low, check the
leakage and add in oil to the mark F, but never above F.
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 manufactures instruction (the recommended concentration is above 50%, but no
higher than 70%), and never use the ethanol-based coolant.
Turn the crankshaft pulley to align the V groove on it to the timing mark O on the No.1 timing belt cover. Check
whether the mark K on the camshaft timing pulley is in line with the timing mark U on the bearing cover. If not, turn the
crankshaft a circle (360).
b Measure the clearance between the 1, 2 cylinder intake cam and the 1, 3cylinder exhaust cam and the valve tappet with
the thickness meter, and make sure it comply with: 0.15 to 0.25mm for intake, and 0.25 to 0.35mm for exhaust.
c Turn the crankshaft pulley for a circle to align the V groove on it with the timing mark O on the No.1 timing belt cover.
Check and measure the clearance of 3. 4 cylinder intake valve and 2, 4 cylinder exhaust valve. In normal case, check and
adjust the valve clearance per 40, 000km (or 24 months).
Water pump
AC
Crankshaft
than 5 minutes.
Fig. 14 Tightness of water pump driving belt
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. Its 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. Theres the main oil passage in the cylinder
block, connecting to the oil pump, oil filter, and oil pressure sensor directly. Theres optimized layout for cooling system of
water cavity and water flow. And the servicing is easy (Fig. 15).
7
7
8
1
10
10
Fig. 15 Cylinder Block
1.Oil filter compo. 2.Six.flange bolt grade B 3.RH installation bracket 4.Positioning bush
5.Oil passage screw plug 6.Dowel pin 7.Dowel pin 8. Dowel pin 9.Hang pin 10.Stud-end bolt
Name
1
MR479Q
2
Diameter of
MR479QA
3
cylinder bore
+0.01
0
+0.02
78.7 +0.01
+0.03
78.7 +0.02
+0.01
81 0
81
JL481Q
3
+0.02
+0.01
+0.03
81
+0.02
78.655
78.655
diameter
1
MR481QA JL481Q(16mm
2
from bottom to up)
3
1
Diameter of main bearing seat hole
+0.006
0
+0.012
52.025
+0.006
52.025
48
Red
Yellow
Blue
Red
Yellow
Blue
Red
Yellow
Blue
Red
+0.018
+0.012
0
-0.006
-0.006
48
-0.012
-0.012
48
-0.018
Yellow
Blue
52.025
+0.01
0
+0.02
+0.01
+0.03
78.655
+0.02
+0.01
80.955
0
+0.02
80.955
+0.01
+0.03
80.955
+0.02
Color mark
Red
78.7
1
MR481QA
Best
Yellow
Blue
Red
Yellow
Blue
Name
Best
Color mark
+0.005
+0.002
+0.008
+0.005
Yellow
2 +0.011
+0.008
Blue
2 +0.014
+0.011
Orange
2 +0.017
+0.014
Green
+0.008
43 0
Red
Red
MR479Q
+0.016
+0.008
Diameter of
MR479QA
43
connection rod
MR481QA
+0.024
43 +0.016
Blue
51
+0.006
0
Red
+0.012
51 +0.006
+0.018
51 +0.012
Blue
MR479Q
-0.010
40 -0.015
Red
MR479QA
-0.005
40 -0.010
0
40 -0.005
Blue
-0.012
48 -0.018
Red
-0.006
48 -0.012
48
+0.004
1.486 0
+0.008
1.486 +0.004
1.486
big end
JL481Q
Diameter of
MR481QA
connecting rod
shaft
JL481Q
0
-0.006
+0.012
+0.008
Yellow
Yellow
Yellow
Yellow
Blue
Red
Yellow
Blue
(Note: data without engine type in table 4 are applicable to the general data of 4 engine types)
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 disassembling procedures are briefly described as follows:
(II) Detach the Cylinder Head Sub-assy. off the Engine Assy.
1. Drain the coolant out of the engine.
2. Remove the driving belt of AC generator and the water pump belt wheel (Fig. 16).
3. Remove the transmit belt of air-conditioner compressor.
4. Remove the air-conditioner compressor.
the
generator
connector
(1),the
wire
Fig. 16
(4)
12. Remove the No.2 water inlet flange and the gasket
(Fig.20).
13. Remove the No.3 and No.2 timing belt cover.
(2)
(3)
Fig. 17
Fig. 18
Fig. 20
Fig. 19
(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 dont 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. 22 Make the Match Mark on the Timing
Belt and Camshaft Timing Pulley
Fig. 23
Fig. 24
Driving gear
Serviang bolt
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 cant 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.
Dont pry the camshaft by force with tools or other articles in order to prevent the components from being damaged (Fig.
28).
(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 cant be removed by hand,
leave it where it is with no bolt, and do not remove it by force (Fig. 30).
Dower pin
Fig. 30 Dont Detach the No.1 Bearing Cap of Exhaust Camshaft by Force
5. Remove 3 bolts and the water pump, and take off the Oshaped 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).
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 clearance (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 connecting rod bearing, connecting rod and connecting rod cap
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 clearance.
16. Remove the crankshaft
(II) Check
1. Clean the cylinder block. Clear the residue of cylinder
Fig. 41 Locate the Main Bearing cap, the
gasket off the topside of cylinder block with the gasket
Main Bearing and the Trust Washer
scraper. Clean completely the cylinder block with soft brush
and solvent (Fig. 42). Check whether therere damages or
cracks on the topside of cylinder block or in the main bearing
seat, screw hole, oil passage and internal cavity.
2. Check the flatness of topside of cylinder block. Measure the
flatness of surface contacting the cylinder head gasket with
the precision ruler and the thickness feeler. The maximal warp
tolerance is 0.05mm. If the warp is bigger than the maximal
value, replace the cylinder block (Fig. 43). There has been no
deformation over-difference in the application of Geely
engines. If over-difference occurs, refine the flatness by grinding the topside of cylinder block. The cylinder compression
ratio may go up if the block top surface is over-ground.
3. Check whether theres vertical scratch upon the cylinder. If
Fig. 42 Clear the Residue of Gasket on
theres deep scratch, the 4 cylinders shall be re-bored.
the Upper Surface of Cylinder Block
Replace the cylinder block if necessary (Fig. 44).
4. Check the inside diameter of cylinder. Therere 3 dimension groups, named as group 1, 2 and 3 of standard diameter (Fig. 45). Print the group number upon the bottom of cylinder block.
Measure at position of A, B and C the diameters in the thrust direction and in the transverse axis direction with the cylinder
diameter gauge (Fig. 46).
Dimension gronps
NO.3 NO.4
Number 1,2or3
forward
1 Trust direction
Forwrd
10mm
10mm
(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 dimensions.
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. Its stipulated that
the maximal oil film clearance is 0.115mm.
(2) .Check the clearance of piston ring opening to obtain the servicing data reference
a. Press the piston ring into the cylinder hole.
NO.1,2or3
b. Use the piston as the tool, with the piston top downwards, to push
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)
Fig. 52 Mount the Pistons with the Same Numbers
as the Group Marks on Cylinder Block top side
97mm
the main journal or the connecting rod journal till the diameter is
smaller than that of the finished product, and install the bearing shell
matching the new dimension in order to make sure the oil film clearance is qualified.
of cylinder = P+C-H. In the formula, P = piston diameter, C = piston oil film clearance as big as 0.075 to 0.095mm, and H
= grinding allowance as big as 0.02mm or smaller.
3. Bore and grind the cylinder to meet the calculated dimensions
Maximal grinding: 0.02mm. Over-grinding may damage the cylindricity of finished product.
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
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). Dont 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). Dont 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. Dont mount
oppositely or drop them (Fig. 60).
Fig.61 Mount the Thrust Washers onto the Main Bearing Cap
(1) Suit the connecting rod bolt with short hose in order to protect the
crankshaft from being damaged.
(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. 65 Locations of the Oil Rings and the compression 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 cant stand the required torque, replace the whole set of connecting rod bolts and locking nuts.
When the engine works, cylinder head bears relatively high thermal load and mechanical load. In order to ensure superior 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 22, angle of intake duct to horizontal plane is 38-40 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).
head when engine is warmed up, that is to say, detach it when the
engine is in cold state.
2. Remove valve tappet
When removing valve tappet (Fig. 72), use a marker to write
down sequence number, arrange valve tappet according to the
sequence.
3. Remove valve
(1) Use special repair tool to compress valve spring and remove
two keepers.
(2) Remove spring retainer, valve spring and valve. Place all
removed components according to sequence.
(3) Use long nose pliers to take out oil seal (Fig. 73).
(4) Use compressed air and magnet bar, puff and take off valve
spring seat (Fig. 74).
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.
4. Clean valve
(1) Use scraper to eliminate carbon deposit attached on valve end.
(2) Use wire brush to eliminate fuel combustion residue on the valve thoroughly (Fig. 81).
valve length.
(5) Check abrasion on the end surface of valve stem and
trim it. If the end of valve stem is abraded, use abrasive
wheel to grind and trim the end or replace valve. Be noted
not to exceed minimum valve (Fig. 87).
Full length
seat.
(1) Check fitting quality of valve contact surface and valve
seat:
a. If red lead oil on valve contact surface is distributed in
360 encircling valve center, it indicates that the valve is
coaxial with the surface, otherwise replace the valve.
b. If red lead oil on valve seat is distributed in 360 encircling
valve seat center, it indicates that the guide is coaxial with
the surface, otherwise replace the valve.
c. Check the width and position of valve sealing tape. The
width of valve sealing tape with 45 seat surface should be
width
Deviation
thoroughly.
Free distance
if necessary.
8 Check backlash of the camshaft gear
a) Mount the camshaft, but without the exhaust cam
auxiliary gear.
b) Use dial gauge to measure backlash (Fig. 103):
Standard backlash: 0.020-0.200mm;
Maximum backlash: 0.30mm.
If the backlash exceeds maximum value, replace the camshaft.
Intake
Exhaust
sion: 11.050mm.
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 80-100C. 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: 6.0006.018.mm
Dimension of valve stem is:
Intake: 5.960-5.975mm;
Exhaust: 5.960-5.975mm.
Guarantee standard oil clearance:
12.5mm
Fig. 114 Use repair tool to press new oil seal into spark plug guide
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
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
Inlet
Grey surface
Exhaust
Black surface
Fig. 119 Difference between oil seal of intake and exhaust Valve
(4)
(3)
(2)
(1)
(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.
Length
(A, B)
(4)
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, its 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
Timing Mark
Aligning with
assembly
and servicing hole
Pin
Aligning with
mounting mark
Dowel pin
Applying sealant
Fig. 130 Applying sealant
Mounting
mark
Dowel pin
Timing mark
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)
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. 140 Check positioning mark
(2) After the bolt of pulley has been fixed, fix the hex. head of camshaft to fasten the bolt of timing pulley with torque of 59
N. m
9. Install the frame of AC generator
Install the frame of AC generator with three bolts with torque of 31N.m.
10. Mount the timing pulley
Inspect whether matching mark on the timing belt match the mark on the end of #1 belt cover. If not, move the wheel until
they are matched. Align the mark on the timing belt with the mark on the timing pulley. (Fig. 142, 143)
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.
20N
5 - 6mm
Sealant
Protrusion
Sealant
New O-ring
(7) Make sure the rotation of injector is stable. If not, it may be most likely caused by incorrect mounting of O-ring. Therefore, replace such O-ring (Fig. 157).
New O-ring
Fig. 154 Smear a thin layer of gasoline onto
each side O-rings when mounting injector
ROTATING
UPWARD
(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
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.
Downward
Cooling water
bypass hose
Sealant
(1)
(2)
(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)
(4) Connect the high voltage wire
Clearance
(2) Use five nuts to mount the new gasket and air exhaust mani-
Sealant
fold. Tighten the nut with several equal operations. (Fig. 172),
with torque of 34 N.m.
(3) Use two bolts to assemble the manifold support stay. Tighten
the bolt in an alternate way in several equal operations, with
torque of 59 N.m.
(4) Use four bolts to fix the heat isolation cover, with torque of 17
N.m.
31. Mount AC generator
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 disassembled 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.
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, its 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 circles 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 pistons pin seat, concavities 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 alternating 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, precision grinding and polishing, it acquires sufficient rigidity and intensity, fine wear resistance property on surface and excellent 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 connecting 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. Its 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 2.70.1 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.Its 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 3.00.1 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 sign for mounting is marked on the side of the ring, take care not to mount it in the reverse direction.
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 distribute 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
2.70.15 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 nickelchrome steel. The cross section of the oil ring is illustrated as Fig. 177.The
structure of piston,piston pin and piston ring about JL481Q/ MR481QA are the
same principle and have a little differences in dimension.
II. Structural Characteristics of the Connecting Rod and its Bearing Shell
1. Connecting rod
The connecting rod connects the piston pin and the crank pin to convert the reciprocating
inertial movement of the piston into rotational movement of the crankshaft. The connecting rod
includes the connecting-rod body, cap, bolts and nut. The connecting-rod body is shown in Fig.
178. The small end and big end of the connecting-rod bear rectilinear load with varying
strength and direction, while on each section of the body there exists adverse loads such as
alternating bending moment, shear, normal force and rectilinear load. The connecting rod of
engine, mould-forged with No. 40 fine steel, has its surface stress peened. The truncated
connecting rod structure, connecting-rod body and connecting-rod cap are fastened through
bolts. The center distance of the MR479Q connecting rod = 1220.031mm, center distance
between the two bolt holes is 540.1mm, diameter of the big end is 43+0.024
The section of
0
the rod body is I-shaped, the big end of the connecting-rod cap has a thickness of 22 -0.15
-0.20 .
The center distance of the JL481Q connecting rod = 132.50.050mm, center distance between
the two bolt holes is 620.1mm, diameter of the big end is51 +0.018
.They will be processed
0
after it is assembled with the connecting-rod body. The connecting-rod body and connectingrod cap have a recess respectively for positioning of the bearing shell of the connecting rod
during installation. In the big end hole of the connecting-rod body, there is an oblique oil hole
of 3mm in diameter, from which the injected lubricant cools and lubricates the piston. In the Fig. 178 Structural diagram of
meanwhile, the outlet of the oil hole is made in the form of a load relieving recess. For the
convenience in assembly, the connecting-rod body and cap carry a front end marking. The
connecting-rod cap is also marked with the grouping. For re-assembly, the parts need to be
assembled according to the numbers. The connection between connecting rod and
connecting-rod cap of JL481Q is different from the MR479Q in that nut tightens to screw hole
directly.
Front mark
(Bulging)
connecting-rod or its cap, and mount the bearing into the connectingrod and its cap.
3. Install the piston and
connecting-rod assembly
(Fig. 183)
(1) Slip a short hose over
the connecting-rod bolt to
protect the crankshaft
from damage.
(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
Maintenance data
Standard
Max.
0.15-0.30mm
0.35mm
Standard
Mark 1
1.486-1.490mm
Mark 2
1.490-1.494mm
Mark 3
1.494-1.498mm
Standard
0.020-0.051mm
Increase by 0.25
0.019-0.065mm
Min
0.08mm
Max
0.15mm
Max
0.06mm/100mm
Max
0.03mm/100mm
Standard
Min
8.860-9.00mm
8.60mm
The greatest wear of the piston is the wear of the piston ring slot. Due to the pressure of the cylinder, the piston ring applies
a high pressure on the slot. Under the action of a high temperature and pressure, the first ring slot is worn most severely,
and the wear of the following ones decreases gradually. The clearance between the piston ring and the wall of the ring slot
can be measured with a thickness gauge. Ring slot clearance: permissible for the first slot: 0.020-0.055mm, for the second
slot: 0.020-0.055mm. In the case of the clearance being greater than the max., replace the piston. Furthermore, as wear is
likely between the piston pin and the pin hole, causing a loose engagement between the two. In the case of abnormal
noise, if the piston can move back and forth on the piston pin, then, replace the whole set of piston and piston pin
In the case of small metallic chips existing between the piston and the cylinder wall, high temperature caused by friction
makes such chips contact each other, and the relative movement cuts off the thermo-welded locations so that the friction
surface becomes rough and galling scratches appear. Among the causes for the galling are: a. Ineffective sealing of the
piston ring leading to increased leakage, overheated piston and damaged oil film. b. A narrow galling surface in the middle
of the main thrust surface indicates an excessive ellipticity. If there are wide galling surface in the middles of both thrust
planes, that indicates that the cylinder play is too small. c. If the galling takes place at the four 45 diagonal locations of the
center line of the piston pin, that indicates that there is a too tight match between the piston pin and the pin hole.
Serious galling or extremely poor piston lubrication is likely to lead to ablation. In such cases, replace the entire set of piston
assembly.
In the case of piston deformation, just measure the ellipticity of the skirt of the piston 18mm (MR479Q)/16mm
(MR479QA) /20mm (MR481QA,JL481Q) from the piston bottom, in a direction vertical to the pin hole). If the deviationfrom the standard value exceeds 0.04mm, replace the piston.
Max
MR481QA,JL481Q
(within 81)
Maintenance data
First one
Second one
First one
Second one
Oil ring
First one
Second one
Oil ring
0.020-0.055mm
0.2-0.4mm
0.2-0.5mm
1.05mm
1.20mm
1.10mm
The role of crank mechanism is to create torque by turning the reciprocate inertial movement of piston connecting-rod
into the rotary movement on its own so as to drive all the accessory
systems and mechanism of engines in proper running while the flywheel exports the net power. Engine drives the valve
train through toothed belt, drives water pump, generator through V belt. Crankshaft is also used to directly drive the oil
pump. The crank flywheel assy. of engine is shown as Fig. 186.
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.
journal is 48mm, the diameter of 4connecting-rod journal is 40mm. The
F4
F1
M1-2
M3-4
F2
F3
Fig. 187 Balance weight of crankshaft
JL481Q connecting-rod journal is 48mm. All the cranks circle around the central main bearing journal to form mirror
symmetry. One-reciprocating inertia is mutually balanced with one-inertia torque. And two-reciprocating inertia and torque
are very small, which are generally omitted. Because all the cranks are symmetrically arranged with 180, rotary inertia and
rotary inertia torque are balanced as a whole. But the bending torque inside the crankshaft is so large that all the cranks
are locally affected by bending. In order to relieve the bending torque between the crankshaft and the cylinder block, a
group ignition sequence of 1.4-2.3 is adopted, and meanwhile, there are 8 counterweights made at the opposite directions
of 8 cranks (Fig. 187). The centrifugal forces F1 and F4 at the two connecting-rod journals of No. 1 and No. 4 are equivalent to the centrifugal forces F2 and F3 at the two connecting-rod journals, in opposite directions. F1 and F2 form moment
of couple M1-2 and F3. F4 forms moment of couple M3, also mutually balanced. But the two moments of couple have
provided bending load to the crankshaft while load on the main bearing shell is also increased so that main bearing journal
and main bearing shell are abraded slantingly. After counterweights are added, the load on main bearing shell is reduced
while the running stability of engine is improved.
In order to lubricate the connecting-rod journal, there is an oil hole with diameter of 5mm drilled from main bearing journal
to connecting-rod journal. The first main bearing journal oil hole is drilled through the first connecting-rod journal, the
second journal oil hole through the second connecting-rod journal; the fourth main bearing journal through the third
connecting-rod journal. The fifth journal oil hole is drilled through the fourth connecting-rod journal; the third main bearing
journal is without oil hole. The oil hole on the crank pin is provided at the area 220 in front of rotating crank plane, and at
the hole opening area is the low load area as far as the transition round angle of two journals. The oil hole of main bearing
journal is arrayed at the low load area. All the hole openings are polished and chamfered.
MR479Q Crankshaft stack-up degree = 9.5mm. Thickness of crank arm = 16.75mm. Width of crank arm =70mm.
MR479QA/MR481QA Crankshaft stack-up degree = 5.5mm. Thickness of crank arm = 16.75mm. Width of crank arm
=76mm. JL481Q Crankshaft stack-up degree = 5.25mm. Thickness of crank arm = 16.75mm. Width of crank arm
=76.5mm. Crank is good in rigidity and strength. The crank arm takes the shape of ellipse so that the stress is evenly
distributed, resulting in a good bending strength and torsion rigidity. Meanwhile, thickness of crank arm is transited through
the shoulder. In order to relieve the crankshafts weight and reduce the unbalanced properties of crankshaft rotating, the
shoulder of crankshaft adopts a big angle. In order to reduce the stress centralization between cranks and main bearing
journal and between crank and connecting-rod journal, R2 bevel is used for transition at the connecting area and roll-press
polishing treatment is provided. Crankshaft is nitridation treated in order to increase its abrasive resistance. In order to
avoid axial crankshaft displacement, two crankshaft thrust washers are placed on either side of the central main bearing.
Engine has a key slot in the front of crankshaft, through which peripheral locating and transmitting of the torque can be
carried out for crankshaft timing gear and crankshaft belt. In the forefront of crankshaft there is a hole of M12x1.25-6H and
32 in depth. Using the bolt, it can tighten the crankshaft pulley. The bearing shoulder on the side and in front of the first
main bearing journal is milled with 4 planes. The ridge among the planes can directly drive the oil pump. On the back end
of crankshaft there is a flange with diameter of 70. The end face is provided with 6 drilling holes of M10x1.25-6H, in which
the locating hole with diameter of 13 is used as a mounting mark for alignment with the locating hole on the flywheel.
For easier selection of bearing shell for assy., there are three groups separately arranged in terms of diameters of main
bearing journal and connecting-rod journal. Each group is separately marked with red, yellow and green. The mark of
crank pin is at the big chamfer of cranks, and the diameter mark for main bearing journal is at the w-type counterweight.
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 (8 +0.015
) for dowel
0
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.
h. Take down the main bearing cap and measure the oil clearance in the section of largest width.See Fig.196
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 0.0150.045mm.
If standard bearing shell is used, it is necessary to use those
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.1
NO.2 NO.3
NO.4
NO.5
NO.1
NO.2
NO.3
NO.4 NO.5
1, 2, 3, 4 and 5
Table 7
Cylinder
block
Crankshaft
Bore Diameter of
bearing seat
Diameter of Main
bearing journal
2
5
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.
Table 8
Name
Group number
52.025-52.031
journal of
52.031-52.037
52.037-52.043
47.994-48.000
47.988-47.944
47.982-47.988
2.002-2.005
2.005-2.008
standard
2.008-2.011
2.011-2.014
2.014-2.017
cylinder block
Dia. of crankshaft main
journal
Table 9
Connecting-rod
Connecting-rod
journal (mm)
Mark
+0.008
43 0
40
-0.010
-0.015
-0.010
1.5 -0.014
Red
+0.016
43 +0.008
-0.010
40 -0.015
-0.006
1.5 -0.010
Yellow
+0.024
+0.016
-00000
40 -0.05
1.5
43
Table 9 -1
-0.002
-0.006
Blue
Connecting-rod
big end bore (mm)
Connecting-rod
journal (mm)
Mark
51
+0.006
0
48
00000
-0.006
-0.010
1.5 -0.015
Red
51
+0.012
+0.006
48
-0.006
-0.012
1.5 -0.005
-0.010
Yellow
51
+0.018
+0.012
48
-0.012
-0.018
1.5
00000
-0.005
Blue
How to select the connecting-rod bearing : When the connecting-rod big end bore, connecting-rod journal and connectingrod bearing have the same color, it is ready for assembly.
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
Exhaust
Intake
TDC
IO
EC
IO
EC
BDC
Fig. 199 MR479Q Engine valve-timing diagram
Camshaft timing pulley is also made from die-casting of powder metallurgy with 48 teeth in total. Two dowel pin slots.
During assembly, it is proper to encase the dowel pin slot on the side with K mark into the camshaft dowel pin. The
round-hole made in the center of lateral rib with K mark should be aligned with the U marking on the camshaft bearing
cap when calibrating valve-timing with the camshaft timing belt pulley axially fastened by bolts.
3. Timing belt
With 3-layer structure and 117 teeth in total, the belt is made of butadiene styrene rubber, the mid-layer being polyester
thread with low-expansion and low amount of distortion, and the canvas layer being the synthesis of cotton and synthetic
fiber. It has good heat resistance and abrasive resistance. With low transmit torque, the timing belt has a long life.Normally,
the timing belt shall be replaced after 120, 000 km of use. Meanwhile, in order to avoid teeth run-out in driving, there is a
tensioner on the back of the loosened part of the belt, which can provide a certain pre-tension to the belt. When adjusting
the deflection of toothed belt, it is possible to alter the pre-tension of tension spring by changing the position of tensioner
relative to tightening bolt. After adjustment, fasten the bolts.
4. Camshaft
Engine camshaft is made of the chilling alloy cast iron with an nitrogenized surface. It has high strength and good abrasion
resistance. The split bearing seat without lining is of full supporting structure, featuring good rigidity. On the intake and
exhaust camshaft there are 8 cams and 5 journals. The center to center spacing of intake and exhaust camshaft for each
cylinder is respectively 34mm and 36mm. Axially, It is positioned through single directional shoulder. As driven by bevel
gear, the exhaust camshaft is forced back and the intake camshaft is forced forward. The two forces are equal. The curve
in the section of cam lift consists of buffer and working section, in which wrap angle of exhaust cam buffer section is a little
larger than wrap angle of intake cam buffer, and the wrap angle of exhaust cam working section a little bigger than wrap
angle of intake cam working section. The MR479Q/MR479QA cam base circle is 34mm in diameter, intake cam lift is
7.81mm and exhaust cam lift 8.06mm. The center of camshaft is a main oil passage. Each journal has small holes leading
to the main oil passage so as to lubricate each camshaft journal and bearing seat. There is a groove on the back end of
exhaust camshaft, into which driveshaft of valve timing sensor can be inserted. It thus produces the signal for judgment of
cylinders and sends to ECU so as to carry out identification and control of two different TDC . The structure is simple and
reliable,.
1. Valve
Valve is one of the important elements to ensure the power, economy, reliability and durability of the engine. Intake valve
is of martensitic steel 4Cr9Si2, with good techniques, abrasion proof, anticorrosion and small expansion coefficient.
Exhaust valve is of austenite steel 5Cr21Mn98Ni4N, with good heat resistance. Its intake and exhaust valves are all
azotized. The intake and exhaust valve are shown as Fig. 200. The big end of intake valve head is 31mm in diameter and
the small end 27.372mm in diameter. The big end of exhaust valve head is 24.5mm in diameter and the small end
21.372mm in diameter. The ntake and exhaust valve employs a bigger Valve cone(45) to provide a good airtightness. The
intake, valve neck bevel is 10, with an arc of R6.5 for a transition. It has low intake resistance. Exhaust valve neck bevel
is 25, and there is a big arc at the valve head and stem tip for a transition. It has a high rigidity.
The intake valve lift/diameter ratio is 0.252, the exhaust valve lift/diameter ratio is 0.329. The bottom of valve is flat and
valve stem is 6mm in diameter. The lateral force is large. The intake valve has a full length of 87.50.1mm and exhaust
valve has a full length of 87.50.15mm. Lock groove sinks in the form of arc. During assembly, keeper is embedded in form
of being raised on the stem lock groove. It can reliably lock the valve spring.
3. Valve tappet
Engine valve tappet adopts a short-cup form. It features good rigidity, light weight, large cam contact area, good lubrication
and reliability. Meanwhile, it facilitates the adjustment of the valve clearance. The material used for tappet is low-carbon
alloy steel.
4. Valve spring
Engine uses a single spring, cylindrical helical spring. The spring is 3.2mm in diameter with a central diameter of
210.1mm, and coiling wraparound ratio C = 6.56. The precompression quantity of intake valve spring is 7.8mm and that
of exhaust valve spring 7.5mm. To keep the spring in straight position under pressure, the two ends of the spring are
leveled in a range of 288 . It has 4.8 effective circles. The spring steel wire is made of 60SiCrVA, with good temperature
flexibility. The spring is processed with shot blast. In a free state, the total height of the spring is 390.3mm.
Common Troubles:
If the timing belt breaks away too early, you should check whether it is properly installed and whether the deflection of belt
is proper. If the belt tooth is fractured or damaged, you need to check whether the camshaft or water pump is blocked. If
the belt is worn or damaged only on one side, you need to check the belt guide wheel and the positioning of all belt pulleys.
If the surface of the belt is apparently and abnormally worn or cracked, you should check whether the pin on tension pulley
is cracked on one side.
2. Tensioner
To check whether the belt tension pulley runs smoothly and flexibly. When necessary, replace it. Measure the free length
of tension spring. Free length: 36.9mm. Measure the tension of the spring with the specified length. The installing tension
(Length: 43.6mm): 34-38N. If the tension is not up to the standard, you need to replace the tension spring.
3. Timing gear
Check the tooth clearance. Check whether the tooth surface has point-corrosion and hard spots, etc.
on the oil
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 crankshaft 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
Table 10
Items
Servicing Data
Inner diameter
Valve guide
6.000-6.018mm
Standard
Total length of valve
Minimum
Valve
Standard
11.000-11.027mm
11.050-11.077mm
Intake
87.50.10mm
Exhaust
87.80.15mm
Intake
86.95mm
Exhaust
87.35mm
44.515
Intake
Exhaust
5.975-5.960mm
Intake
Valve
Standard
Max.
Edge thickness
Valve spring
Valve tappet
0.025-0.058mm
Exhaust
Intake
0.08mm
Exhaust
0.10mm
Standard
0.8-1.2mm
Min.
0.5mm
Verticality deviation
1.2
Free length
390.3mm MR481QA,JL481Q
152-168N 176.810
31.000-31.025mm
Tappet diameter
30.970-30.985mm
axial clearance
Journal dia.
Camshaft
Circle run-out & eccentricity
Camshaft peach
MR479Q MR479QA
Standard
0.015-0.055mm
Max.
0.07mm
Intake
0.032-0.085mm
Exhaust
0.040-0.095mm
Max.
0.11mm
Standard
0.035-0.072mm
Max.
0.10mm
No. 1 exhaust
24.949-24.965mm
Others
22.949-22.965mm
Max.
0.03mm
Standard
Exhaust
tip height
(Base circle + lift )
Intake
MR481QA JL481Q
Standard
Intake
Exhaust
41.72-41.80mm
41.97-42.05mm
42.645-42.685mm
41.99-42.030mm
Standard
0.020-0.200mm
Max.
0.30mm
17.02-17.10mm
As a control mode, fuel supply system for electronic fuel injection engine is used to electronically control gasoline engine.
It has a lot of excellent features compare with carburetor engine lacks.
3. Mixture well distributed into multiple cylinders when multiport injection applied
For multiport injection, fuel either enters into cylinders or arrives at inlets. So airflows through intake manifolds contain no
fuel and no fuel film adheres to intake manifold wall. This eliminates the problem of bad mixture distribution into multiple
cylinders when carburetor applied.
Electronic fuel pump, immersed in fuel tank levelly, is fed electricity to through fuel pump relay by battery. This relays
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.
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 deposited on filter elements, forming a layer of very fine "filter mud" by accumulation, 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
5.Supporting ribbed plate 6.Paper filter element 7.Paper tube
through this relief valve back into fuel tank.
Negative pressure
in intake pipe
Spring
chamber
Spring
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 electromagnetic pulse to the solenoid coil, i.e. the time the injector keeps open.
This injection mode is called intermittent injection.
Section 2 Matters Needing Attention in Use and Maintenance of Electronic Fuel Injection System
I. Matters Needing Attention in Use of EFI System
1. EFI system in use shall be adjusted and maintained according to maintenance methods and instructions described in
its operation manual.
2. In order to enhance the catalytic converters purification effect to reduce concentration of CO, HC and NOx in the
exhaust, the EFI system based on closed-loop control is equipped with an oxygen sensor to ensure that actual air-fuel
ratio is closer to theoretical air-fuel ratio. Adjustment of idling exhaust is unnecessary for cars based on loop-closed
control.
3. If your car is equipped with some mobile communications systems, such as bi-directional electronic communications
device and cell phone, you shall follow the instructions:
(1) Any communications antenna installed shall be far away from ECUs and sensors used in car-carried electronic
systems.
(2) Any antenna feeder installed shall be at least 20 centimeters away frocm ECUs and sensors used in car-carried
electronic systems.
(3) Do not wind together any antenna feeder and the cars own connection lines.
(4) Do not install any high-powered electronic communications system in the car.
4. Do not open the ECUs cover or casing; do not touch its integrated circuits pins because the IC will be subject to
damage due to the existing static electricity on it.
5. Persons who hold no qualification certificate or who have never received any professional training are not eligible for
ECU servicing.
6. Have regular check on connectors of the hose to make sure that the connection is firm and accurate.
7. Do not employ used cotter pins, washers, O-rings and oil seals.
8. You shall use 93# or above unleaded gasoline.
9. When the engine is running, you shall immediately stop it for examination if there is any abnormality.
Check connector
Tachometer
Lock
Press
Insertin
from water. Also, you shall prevent EFI parts and wires from
water contact when cleansing the engine compartment.
(7) You shall change the entire set of parts at a time.
(8) You shall draw out or plug in any wire connector according to its operation instructions.
a. Loosen the lock catch to draw out the connector and we
should pull the connector when drawing out it.(See Fig.
215).
Lock
8.Fuel system
(1) A large amount of gasoline will flow out when the high-pressure fuel
pipe is disconnected. Therefore, you shall follow the following instructions:
Rubber pulg
Correct
A new
Washing
Fuel mjector Fuel deliveng pipe
Wrong
O-ring
Force length(30cm)
Fuel mjector
O-ring
Bracket
Pineh
Fig. 223 Remove the hose for vacuum sensor from the
fuel pressure regulator and plug up the
pressure regulator.
(15) Measure the fuel pressure when the engine is idling, which should range from 206KPa to
255KPa; If not so, you shall check the hose and fuel pressure regulator.
(16) Stop the engine.
(17) Check whether the fuel pressure is within a specified range for five minutes or above. At the moment, the pressure
should reach 147Kpa or above. If the fuel pressure is not within the specified range, you shall check the fuel pump, the fuel
pressure regulator or the injector.
(18) Remove the cable of batterys negative pole and detach the special tools. Prevent fuel splashing during the process.
(19) Connect the fuel inlet hose to the fuel delivery pipe with two new washers and the connection bolt. The fastening torque
is 29Nm.
(20) Finally, check whether there is any fuel leakage.
Fuel pressure
regulator
o-ring
New O-ring
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.
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 20C.
If not so, replace this injector.
(3) Connect the injectors connector again.
Washer
Fuel pipe
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. 232 Remove the fuel inlet hose from the fuel delivery pipe
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).
(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.
a)
b)
Connection
Washer
SST(connect)
SST(hose)
FUel filter
regulator
c)
d)
Pressure regulator
SST
Pressure
SST
SST(hose)
SST(connector)
SST
Injector
Fuelfilter
(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 batterys negative pole to it.
(12) Switch on the ignition but do not start the engine.
(13) Connect special connection lines to the injector and the
SST(connect)
connect
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
manifold.
Clip
Press
(3) Check whether each injector installed can rotate smoothly (See Fig.
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.
(4) Fasten the two bolts on the intake manifold to fix the fuel delivery pipe.
The torque to screw them tightly is 15N.cm.
Ohmmeter
thrminal pair
VTA-E2
VTA-E2
VC-E2
0.2-6
1-10
1.5-3
Engine ECU
3. Remove the hose and cover of the air filter (See Fig. 244).
(1) Remove the connector for the inlet air temperature (IAT)
sensor and wire clips.
(2) Remove the PCV hose connected to the positive crankcase
ventilation (PCV) valve from the air filter cover.
(3) Unscrew the nipping bolt of the air filter hose.
(4) Release the four circlips of the air filter cover.
Washer
Throttle
Connecter of
ISC Vawe
Bypass hose for water cootant
Fig. 244 Remove the hose and cover of the air filter
(5) Detach the hose of air filter from the throttle body, and remove it along with the air filter cover.
4. Remove the throttle body
(1) Remove the connector of the throttle position sensor and the connector of the idling speed control (ISC) valve (See Fig.
245).
(2) Remove the two bolts and the two nuts as shown in Fig. 246 and disconnect the throttle body from the intake manifold.
(3) Remove the two bypass hose for water coolant along with the throttle body and its washers (See Fig. 247).
Throttle
(completed shut)
Ohmmeter
E2
VC
VTA
No clearance
No clearance
The anchoring bolt
of the throttle
ON
Detaching :
1. Remove the throttle body.
2. Remove the ISC valve (See Fig. 251), i.e. remove the four bolts, ISC
valve and its washer
Open
Close
Valve
Washer
ISC Valve
Valve
(3) Check whether the ISC valve can open, close and semi-open automatically within 0.5 second. If not so, replace ISC
valve.
(4) Turn the ignition switch to off position.
Engine ECU
AM1
(5) Remove the ISC valve connector from the ISC valve.
(6) Switch off the ignition and remove the ECU plug.
(7) Switch on the ignition and then measure the voltage
Main
between the terminal RSO on the ECU and the ground wire,
EFI NO.1
15A
IG2
EF2
NO.2
10A
Idle Regulator
1
3
+B
ROS
E01
30A
Battery
Engine ECU
AM1
EFI
main relay
IG2
Main Fuse
30A
EFI No.1
15A
Battery
EFI NO.2
10A
Trigger
Trigger
Ohmmeter
Ohmmeter
Ohmmeter
storage battery
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.
Carbon CAnister
(VSV) connector
Evaporative emission hose
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.
2. Check the connection of the VSV valve
Ohmmeter
Trigger
Fig. 260).
3. Examine the grounding of the VSV valve Use the multimeter to check whether there is connection between its terminal
and the valve body.
If so, you shall replace the VSV valve (See Fig. 261).
Ohmmeter
(2) Connect the positive and negative poles of the battery respectively 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).
No trgger
1.Seal ring
2.Stainess steel bush
3.PCB board
4.Sensor unit
5.Case
6.Pressure bracket
7.Welding connection
8.Adhesion connection
Resistance w
Output voltage
Temperature T
Absolute pressure
Fig.265 Intake pressure & temperature sensor performance curve.
Ohmmeter
ECT sensor
Fig. 266 Detach the ECT (Engine Coolant Temperature) sensor
Engine ECU
Water temperature sensor
Resistance k
Allowable
resistance range
Fig. 268 The allowable resistance range for water temperature sensor
Ohmmeter
Fig. 271 Check whether its terminal is connected with its housing
Voltmeter
Fig. 273 SMA car series M7.9.7 ECU terminal overall connector
Table 13
Voltage properties
NC
A/C vaporizer.
NC
NC
(+12) V
(+12) V
Pulse voltage(0-12V)
Pulse voltage(0-12V)
Pulse voltage(0-12V)
Pulse voltage(0-12V)
Pulse voltage(0-12V)
Pulse voltage(0-12V)
NC
NC
NC
10
NC
NC
10
11
(+)12V
12
NC
(+)12V
13
E(ECU electron 2)
14
NC
15
NC
16
17
16
17
NC
(+)12V
18
18
NC
19
19
20
20
NC
21
NC
21
22
NC
22
NC
23
NC
23
(+)12V
24
NC
24
25
NC
25
26
NC
26
27
27
28
NC
28
29
29
30
30
31
NC
31
32
(+) 5V
32
NC
33
(+) 5V
33
NC
34
34
NC
35
35
36
36
37
37
38
NC
38
NC
39
Coolant
39
40
40
11
12
13
14
15
tachometer
check connector
Measurement connector
relay
Oxygen sensor
Fig. 277 voltage waveform between the above two pins of oxygen sensor
EFI fuse
Open-loop relay
Gasoline pump
Lgnition switch
Neutral shift switch
(Automatic shift)
Fuse
(Manual shift)
Fuse
Starting relay
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 disappears, the fuel pump will stop running. The examination steps for fuel pump system circuit is as following:
1. Shut off the ignition and remove the ECU plug.
2. Put on the ignition and use a multimeter to measure the voltage between the
ECUs FC terminal and the ground wire (See Fig. 279), which should range from 9V
to 14V. If not so, you shall examine the power supply to the ECU.
3. Under normal voltage, if the fuel pump does not work, shut off the ignition switch,
and remove and examine the open-loop relay (See Fig. 280). Between terminals 1
and 2 of the relay there should be connection; between its terminals 3 and 5 there
should be disconnection. When the storage batterys voltage is imposed between
the terminals 1 and 2, the terminals 3 and 5 will be connected to each other.
Fig. 279 Measure the voltage between the terminal FC and the ground wire
Acronym
Positive crankcase
ventilation
PCV
Evaporative emission
control system
EVAP
Purpose
To reduce contamination of the atmosphere by
harmful gases leaked
To recover fuel vapor to reduce its
contamination of the atmosphere
This systems components and layout are shown in Fig. 259 and Fig. 281.
Vacuum solenoid valve for evaporative emission control
Cleaning pipe
Fig. 282
Blow the air into the PCV valve(b) from the side near
the cylinder head(a)
Inhale the air through the PCV valve(a) from the side near the
intake manifold(b)
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
Purging pipe
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 engines
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
(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 batterys voltage, the primary windings 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.
Fig. 287 remove the high voltage wire from the two rubber bushes
Spark plug
cleaner
Bolt
Fig. 292 The composition of the ignition equippment
The ignition coil is composed of double ignition coil, see Fig.293) and Controlled by ECU , it produces high voltage and
makes spark plugs within two cylinders spark jump. It ignites the mixture gas during compression stroke. In the cylinder
which is in exhaust stroke. Pressure and breakdown air pressure are low. Spark plug only makes spark but doesnt ignite.
Symptom of fault:
Engine cannot start.
Common cause of fault: burning due to high current, damaged by external force
Attention for service: Its forbidden to test ignition function with short circuit jump fire from damaging electronic control
Ignition coil
Computer
Fig. 293 Double ignition coil
The purpose of engine lubrication system is to continuously deliver lubricating oil onto various kinematic pairs surfaces
so as to reduce friction and abrasion between relatively kinematic parts, thereby enabling them to work normally. In
addition, the flowing lubrication oil can perform many other functions, including chip removal, cooling, sealing and rust
protection. Engines lubrication system consists mainly of oil sump, coarse oil filter, oil pump, oil filter, oil dipstick, oil
gallery, oilhole, and some sealing parts. Engine adopts mixed lubrication methods, including forced lubrication and splash
lubrication. Forced lubrication is used for the following kinematic pairs: main journal and bearing of the crankshaft,
connecting rod journal and bearing of the crankshaft, piston pin and key seat, camshaft and bearing, etc., because these
parts have high load and their relative velocities are also high, therefore needing a certain pressure to deliver lubricating
oil into their clearances to form oil films; while splash lubrication is used for naked or light-load cylinder walls, cam surface,
tappet valve, etc.
Splash
washers
Primary
camshaft
bearing
near outlet
Primary
camshaft
bearing
near inlet
Primary
journal
Main oil
gallery
Bearing
Primary
journal
Main oil
gallery
Bearing
Valve
Tappet
Cam
Valve
Tappet
Cam
Filte
Bypass
The crankshafts
No.1, No. 2, No. 3,
No. 4, and No. 5
main shaft necks
oil entering into the main oil passage has two directions.
Engine oil
Forced
The
crankshafts
No.1, No.
2, No. 3,
No. 4, and
No. 5
connecting
rods
journals
Cylinder wall
Piston pin
Oil pressure
Pressure
relief
valve
When the
pressure
Coarse
reaches
cleaner
0.49MPa,
the valve is
opened.
Oil sump
Engine
oil
pump
lubrication. The other path leads upwards along the cylinder blocks upper oil passage and the cylinder heads connection
bolt to the No.1 bearing seat for intake and exhaust camshafts.
This firstly lubricates the journals and bearings. Then the lubricating oil enters into the main oil passage for camshafts and
is sprayed out from various oil holes to lubricate various journals and bearing seats. The oil squeezed out therefrom flows
onto the contact surface between valve tappet and cam; in addition, for the adjusting shim & cam kinetic pair, the entrainment effect from cam rotation enables its own lubrication. Due to obstruction of the cylinder heads upper shield, it can be
ensured that a little lubricating oil enters into the clearance between the valve stem and the oil seal for lubrication of valve
stem and guide tube. The accumulated oil can flow back to the bottom of the oil sump through the positive crankcase
ventilation hole and the two oil-return holes. If some reason results in oil return obstruction and high resistance.then the
engine oil consumption will easily increase. The engine oil passage diagram for engines lubrication system is shown in Fig.
295.
Fig. 295 The engine oil passage diagram for engines lubrication system
in Fig. 296. Its pump body is made of cast aluminum. At the front of its oil seal seat there is an oil return hole, through which
the lubricating oil scraped down by the oil seal as the crankshaft rotates will flow back to the oil sump. When the pressure
within the chamber of oil pump is higher than 0.49MPa, the pressure relief valve will open, the pressure within the oil chamber will decrease, and partial lubricating oil will flow back to the oil sump through the oil release hole of the pressure relief
valve.
IV. Influence of Positive Crankcase Ventilation (PCV) on Engine Oil Lubrication Effect
When the engine is running normally, partial combustion gas
within the cylinder will inevitably flee through the gap between the
piston and the cylinder into the crankcase, thereby increasing its
internal gas amount and pressure. As the engines load and
pressure increase, the gas leakage will increase. If the cylinder is
abraded or has poor sealing, the gas leakage will also increase.
Generally, the gas mixture entering into the crankcase includes
Bypass valve
open at 0.1MPa
Fig. 299 Remove the oil dipstick and the guide tube
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. 305 Clearance between the driven rotor and the case body
Installation:
1. Oil pump installation
(1) Mount a gasket onto the cylinder body.
(2) Engage the keyslots of the oil pumps driving rotor with the crankshafts big teeth, and then
slide the oil pump in (See Fig. 309).
Long bolt
(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.
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
circle
Table 14
Item name
At the speed of
3,000r/min
Standard value
0.1-0.18mm
Maximum value
0.2mm
Clearance between
Standard value
0.060-0.180mm
Maximum value
0.35mm
Standard value
0.025-0.075mm
Maximum value
0.10mm
Case-body dearance
Engine oil pump
0.049MPa
0.294 0.539MPa
Side clearance
Pressure relief valve opening pressure
0.49MPa
0.1MPa
2. Use the oil level dipstick to drip a drop of engine oil onto a white filter paper. If the oil drops diffusion area is large and
its peripheral parts color is light, then you can conclude that the engine oil has been diluted by fuel. If its central part
appears to be black, then it indicates that the engine oil has deteriorated. If its central part is brown, then this indicates that
the engine oil quality is normal.
High temperature (above 2200C) caused by the running of engine will heat up the contacted parts (like cylinder head,
cylinder block, piston, piston ring, valve, etc) , thus reduce the mechanical strength of the above parts, cause distortion,
damage the normal clearance between parts, cause serious weariness, or even serious dislocation and cracks. High
temperature will also cause malfunction of lubrication oil, which will lower the co efficiency of air inlet and reduce engine
power. Adequate cooling to parts working under high temperatureconditions is an essential process to ensure the proper
function of the engine. However, it is important to
make adequate cooling. If being under-cooled,
malfunctions like reduction of inlet air volume, incomplete combustion, inflammation caused by knock,
Water pump
Radlator
Outer cycle
Cylinder
head cover
Lnner cycle
A/c radiator
Cylinder
body cover
Ldle speed
valve cover
Thermostat
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.
Specification of MR6370
Table 16
Item
MR479Q engine
5.5
388 x 350 x 32
Table 17
Model
Centrifugal
60
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
pullry
Gacket
Table 18
Specification of Thermostat
Model of thermostat
Wax type
822
95
without passing through radiator. The above process is called a small circulation, with limited magnitude. If coolant
temperature is higher than 80C, 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 seat
Sealant gasket
Double-start stud M8x45
Water inlet
Thermostat
Cooling water
bypass hose joint
Minor cycle water
inlet joint
Double-start stud
M8x45
Binding bolt
Double-start stud M6x25
All metal hexagonal flange lock nut
Thermostat sub assembly
a)
b)
c)
Table 19
Engine model
Item
MR479Q engine
Model
DC motor
Direction of rotation
60
Current (A)
6.71
Fan model
Fan
Fan cover
Fan 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 92.5C, and will be shut off at 90.7C.The cut on/off of temperature detect switch depends on
coolant temperature. When the coolant temperature is higher than 101C3C,temperature detect switch cuts on, fan
motor works and fan high shift rotates. If coolant temperature is lower than 95C2C,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
Wax type
Cut on temperature
1012
952
Color mark
black
1. Inspect whether there are any injuries on the external surface of the radiator. Replacement may be considered if the injury is serious.
Inspect the interior quality. Turn off the cap of heat radiator, fill coolant into cooling system, turn on the cap and install the
pressure inspector (Fig. 321).
2. The pressure inspector will inspect the leakage of system under pressure of
117.6kpa,including leakage in radiator, leakage in water pump, leakage in hoses, and overexpansion of hoses, etc. Any leakage will be welded. If the welded parts still fail to meet the
requirement, the parts shall be replaced.
3. Inspection on water filling port (Fig. 322)
Flat sealing surface
Deformed rim
(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.
The upper limit for air valves opening pressure is 58.5kPa, while standard value is 73.5-102.9kpa. If malfunction is found,
such valve shall be replaced.
Bending or defomation
of sealing gasket
Valve eift
Fig. 325 Inspection of open/close temperatures and valve lift of thermostat valve
The valve opening temperature is within the range between 80C-84C(1.3L/1.5L) and 78C-80C(1.6L/1.8L) ,while valve
lift is higher than 8mm (at the temperature of 95C). 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 40C, inspect
whether the valve is opened or not. If the valve is not closed completely, it shall be replaced.
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 meter5.7-7.7A,see Fig
326. 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
Chapter 11 Clutch
power train system, there mounts a torsional vibration damper which is a corrugated plate to make the clutch
engagement more smooth. The structure of clutch Friction plate Assy is shown in Fig.329.
3. Release Mechanism
The release lever is the main part of release mechanism. The clutch release fork is fixed on the clutch shaft with bolt. The
release bearing is pressed into the bearing sleeve. The release sleeve is put on the transmission input shaft. The release
fork is a lever with pivot in the middle. To pull the release fork can pull out the pressure plate through release bearing to
release pressure plates pressure on Driven plate Assy. The release mechanism is shown in Fig.330.
Adjusting bolt
Install height
Detaching:
(1) Detach the transmission assy. from the vehicle.
(2) Detach the locking plate and bolts
(3) Pull out clutch release lever, take down the bushing, torsion spring, release bearing spring, release bearing assy. and
release fork.
(4) Take down the clutch pressure plate assy. from the flywheel, take out clutch friction plate.
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.
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.
Fig.335.Measure the wear of diaphragm spring
Rivet depth
Depth measuremert vernier
Fig. 336 Check clutch friction plate for wear and the allowed limit of axial run-out
Abnomal shape-replace
(standard)Mustbe
lower than horizontal
Damage
Wear
Damage
Damage
Damage or deformation
Damage or wear
Fig. 339 Check clutch pedal
Wear damage
2. Maintenance
Damage
Damage or deformation
Wear damage
Fig. 340 Check clutch cable
Engine side
Smear grease
Fig. 347 Check the operation of release bearing and clutch release fork.
Engine compartment
Adjusting bolt
Nut
Make sure the proruaduy
stopper on the spacing cushion
is in the groove of the nat
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
Elimination method
Elimination method
Replace or repair
surface warpage
flywheel or replace
Elimination method
Repair
stagnantion
Elimination method
Check, replace
Check, adjust
engaged
3. The friction surface of pressure plate and
Replace, repair
Clean, replace
Repair or replace
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. 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 defective;
b. Post of storage battery is corroded and loosened;
c. Start circuit is defective, ECU cannot obtain STA signal;
d. Starter is damaged.
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;
Normal
With ignition signs or not
Works
Normal
Works
Check injector
Normal
Check pressure
adjuster, petrol
pump and filter
Clogged
Replace
Too low
Check injector
Check
cylinder
pressure
Fig. 355 Diagnosis and Elimination Process for Engine Start Failure
a. Firstly conduct self-diagnosis for fault, check whether branch high voltage wire, spark plug gap and whether there is
there is any fault code, if there is, find cause according to accumulated carbon in spark plug etc. After the fault is
located, proceed with repair, troubleshooting or replacement;
the code;
b. If it is difficult to start for cold auto and easy for warm e. Untight air intake and exhaust valve, ineffective piston ring
auto, check whether water temperature sensor or intake etc tend to cause lower compression pressure of the cylinder,
now repair intake, exhaust valve and seat, or replace them;
c. If it cannot start quickly in warm auto condition, pressure replace the piston ring if it is ineffective.
release in fuel pressure system is too quick, repair or (4) Diagnosis and troubleshooting Procedure for engine start
difficulty (Fig. 356)
replace it;
Clogged
Clean or replace
Repair or replace
Replace
Too low
Abnormal
Normal
Replace
Abnormal
No
Adjust
Inaccurate
Fig. 356 Diagnosis and Elimination Procedure for Engine Start Difficulty
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
Cannot open completely
Insufficient
Adjust
Normal
Clogged
Clean or replace
Normal
Abnormal
Repair or replace
Normal
Incorrect
Normal
Abnormal
Replace
Normal
Abnormal
Replace
Normal
Too low, too high
Normal
Incorrect
Replace
Normal
Incorrect
Check injector
Replace
Normal
Fig. 357 Fault Diagnosis and Troubleshooting for Less Powerful Engine
Poor acceleration
Yes
Poor
Normal
Abnormal
Restore
Normal
Clogg
Clean or replace
Normal
Abnormal
Adjust or replace
Normal
Abnormal
Normal
Abnormal
Replace
Normal
Yes
Repair or replace
Normal
Abnormal
Replace
Normal
Fig. 358 Fault Diagnosis and Troubleshooting Procedure for Poorly Accelerated Engine
Engine starts normally, but idle speed is not stable either for
Yes
Normal
Does not work
Works
Abnormal
Normal
Check injector
Abnormal
Replace
Normal
Abnormal
Replace
Normal
Abnormal
Normal
Fig. 359 Fault Diagnosis and Troubleshooting Procedure for Instability and Flameout at Idle Speed
Symptom
Imperfect cooling
Water
leakage
Insufficien
t coolant
Cause
Elimination method
Repair, replace
Replace it
Repair welding, otherwise replace it
Replace it
Use impregnation process for remedy or
replace it
Replace seal
Replace antifreeze
Replace the thermostat
Repair welding
Fill pinholes with vanish, otherwise
replace it
Repair and dredge it
Improve ventilation
Repair or replace water pump
Voltage irregularity
Replace it
3. Abnormal noise in gear is mainly caused by too large backlash due to abrasion of gear,
so noise generates during operation, now replace the mated gear.
No.
1
Part with
abnormal noise
Abnormal noise in
connecting rod
bearing
Elimination method
Tighten
Replace bushing
Abnormal noise in
main bearing
Abnormal axial
play noise in
crankshaft
Abnormal Impact
noise in flywheel
Fasten
Elimination method
Replace
Replace
Correct (reinstall to be staggered)
Replace
Replace
Replace
Knock occurs
when the engine
is warm;
Cause
Depth and width of main bearing oil bath is
inaccurate or oil pressure is insufficient, so
cylinder wall is not lubricated well
Gap between piston and cylinder wall is too
large
Connecting rod is bent
Rod journal is not parallel to the main journal
Elimination method
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 doesnt 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)
Rotor
Bearing
Front
Driving end frame
Pulle
Brush
Voltage regulator
Wire clam
Rear cover
Brush holder cover
Brush holder
Rectifier
frame
Alternator gasket
Connection isolator
Rectifier frame
Fig.360 Structure of Alternator
2. Driving End Frame Assy.: The driving end frame is used to support the rotor with which the alternator is mounted on the
engine. In order to improve the cooling performance of the alternator. The ventilating hole is on the rear cover and front
cover.
3. Stator Assy.: It includes stator iron core and stator winding, which is pressed into the driving end frame to form an integral
part.
4. Rectifier Assy.: The diode of the rectifier applies a connection pole for insulation, which makes the rectifier a whole assy.
characterized by compact structure, small size and reliable performance. It is fixed behind the rear end frame with screws.
5. Voltage Regulator: It is secured behind the rear end frame of the alternator with screws whose interior is composed of a
single IC board. The voltage regulator is small in size and reliable in performance.
Furthermore, the charging indication light indicates the working status of the generator and reminds the driver of not forgetting switching off the ignition switch to prevent the battery from discharging to the generator.
The tension of alternator driving belt shall be adjusted properly, so as not to be over loose or over tight. The normal degree
of tightness shall be 50 N of force imposed on the belt center by the thumb, giving the belt about 10mm deflection.
Keep the ventilation hole of the alternator housing clean to avoid affecting the heat emission of the alternator stator. It is
strictly prohibited to contact armature with a screwdriver during the alternator rotation. The screw for fastening the alternator must be very secure and reliable, which shall not be loose or falling off, otherwise the alternator power will be affected
or alternator belt and bearing is worn prematurely, thus shortening the application life.
In the course of automobile driving, notice the signal situation of charging light all the time. If the charging light is found to
be On permanently, find out the cause timely to avoid damaging the alternator due to minor malfunction. After the engine
shuts off, close the ignition switch to prevent the battery from discharging to the excitation coil for a long time, thus damaging magnetic coil
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(dont 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 35 hours and terminal voltage shall reach between 13V14V, otherwise, recharge it. Keep the battery fully charged and charge once a month during the storage period.
4. Active substance falling off in large amount: Charging of high current will cause electrolysis of pure water, producing
vast amount of oxygen and hydrogen. When hydrogen rushes out from the pores of the negative plate, the active
substance will fall off in large amount. When electrolyte density increases and lead dioxide of the positive plate falls
off, brown substance of the electrolyte will go up to the surface of the electrolyte. Empty all the electrolyte when this
phenomenon occurs. Rinse the battery with distilled water for several times to removeimpurities, then refill electrolyte and
recharge the battery.
Chapter 14 Starter
Starting system includes starter motor and its accessory parts. Its function is to rotate the static crankshaft by outside
force until the crankshaft has reached the speed required for cylinder combustion expansion so as to enable the engine
running by itself.
1. DC motor
? Armature: including armature spindle, iron core and commutator armature winding, etc.
? Electrical brush: connected with commutator and made by pressing bronze powder and graphite.
2. Control switch
It applies the magnetic switch, using the ignition switch to control the magnetic switch on the starter so as to switch on or
off the circuit and help the starting of engine.
Plunger cover
3. Driving Mechanism
The driving mechanism is composed of
overrunning clutch and pinion. When the starter
rotates and the magnetic switch is switched on,
the pinion will mesh with gear ring of fiywheel
under the force of over running clutch, thus
Magnetic switch
4. Structure of Starter
See Fig. 363
Starter housing
Stop ring
Shock absorber
Plate washer
Lock ring
Stop ring
Starter clutch
Planetary gear
Lock ring
Center bearing
Plate washer
Plate washer
Plate
Armature
O-ring
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.
1.5min and starting time interval each operation should be 30s.otherwise battery and starter will be easily damaged. In
case that the engine still cannot be started despite several attempts, it is necessary to check some of its circuits ,fuel supply
system and the ignition system. Restart the engine after the troubleshooting.
2. After the engine is started, timely release STA of ignition switch to reset drive pinion.
3. While starting the engine, you should depress the clutch pedal. Starting with gear engagement is forbidden.
4. If the starter is still running when STA of ignition switch is released after engine starting, you should timely switch off
circuit for checking.
5. The retaining bolts between starter and engine must be kept reliably secured. You should timely repair it if any loosening
or damages of bolts take place.
6. The positive pole live wire of battery must be firmly connected with the wires of starter. External guard must be well
installed to prevent fire caused by electric spark after grounding.
7. It is not allowed to do fire scratching experiment on the starter using screwdriver or other tools.
Engine management system is normally divided into three parts, i.e. sensor, controller andactuator.
Sensor: converts physical parameters of the engine into electric signals (digital or analog), so as to monitor operating
status and environmental conditions of the engine, and transmits these signals to the controller.
Controller: receives and processes various information sent by the sensor, and analyzes information to get informed of
engine status. It utilizes preset control tactics and programs to determine how to control this engine under present conditions, finally converts this decision into instruction(s) and transmits it (them) to the actuator. The Controller contains a
microprocessor and stores programs or control software pre-compiled by the designer in its memory. The controller may
be considered as the brain of control system.
Actuator: receives various instructions sent by the controller, converts electric signal into action of actuating element
(action of electric element, or certain mechanical movement) through its design. Action of these elements will change
operating condition of the device, and determine operation and output of the engine.
A great deal of information runs through the entire control system. Engine management system understands operating
condition of the engine from sensor information, uses input information and self-stored information to decide control mode
and instructions, and transmits produced instruction information to the actuator to accomplish the entire control process.
the actuator to accomplish the entire control process.
Control mode of ignition advance angle is normally an open loop control. However, this open loop control is not the same
as common open loop control. While ECU controls in open loop mode and outputs command of ignition advance angle, it
also monitors knocking signal from time to time through the knocking sensor. Once knocking occurs, control will be
transferred into closed loop mode immediately. Its feedback signal is the signal of knocking sensor. Therefore it is also a
closed loop control on the whole.
Microcomputer of ECU is an integration of microprocessor, memory, clock generator, timer, input/output (I/O) interface and
A/D converter in input stage in a large-scale integrated chip, i.e. single-chip microcomputer.
1. Input stage
Input stage of input signal from sensor performs preprocessing. Input signal is firstly sent to protective circuit, in some
cases through signal converter and amplifier, and then sent to microcomputer.
Signals of sensor are divided into switch quantity and analog quantity. Ignition on/off signal, camshaft position signal,
automobile speed signal and air conditioning signal etc are all switch quantities while signals of battery voltage, engine
temperature, intake temperature, air quantity, absolute pressure of intake manifold, throttle angle, excess air ratio, knocking and pressure of refrigerant in air conditioner are all analog quantities. All analog signals could be processed by the
following digital microcomputer only after they pass through A/D conversion and are converted into digital signals. Therefore, it firstly collects data of analog signals, samples and holds them at the same time.
Signals of revolution and crankshaft position reference mark from inductive sensor are processed in a special circuit to
suppress interfering impulses.
2. Microcomputer
Microcomputer of engine ECU is integrated into a single-chip, and consists of:
(1) Microprocessor. Also called Central Processing unit (CPU), it mainly consists of three parts:
a. Arithmetical logic unit
b. Register block
c. Controller
(2) System bus. Internal bus performs data transmission between individual parts in a single-chip microcomputer. External
bus performs data transmission between single-chip microcomputer and other parts. External bus is also called system
bus, which could be divided into data bus, address bus and control bus.
(3) Memory. The memory serves to store data in the form of binary code, and mainly consists of:
a. Memory
b. Data register
c. Address register and decoder
d. Memory controller
(1) A/D converter
(2) Input/output (I/O) interface
(3) Clock generator
(4) Timer
(5) Capture/compare (CAPCOM) unit
(6) Watchdog timer
(7) Interrupt system
3. Output stage
ECU output stage serves to send control signal to actuator in the electronic control system according to the command of
Pretttproctessor in the micfxxsssssocontroller. Control of microprocessor on output stage is carried out by means of
controlling the position of impulse, its length and duty ratio.
(1) Output stage of fuel injection
Microprocessor controls the width of impulse transmitted by the output stage of fuel injection
by controlling the on/off status of the circuit of fuel injection output stage.
(2) Output stage of ignition
Output stage of ignition serves to amplify ignition signal output from microprocessor into the primary current of ignition coil.
(3) Output stage of electric fuel pump
Microcontroller in the ECU controls pump relay through output stage of electric fuel pump according to operating conditions
at that time, and then controls on/off of electric fuel pump.
(4) Other output stages
Output stages to control idle speed control valve, solenoid valve of carbon canister and failure indicator etc. Idle speed
controls in both Model MR479Q/MR479QA and Model MR481QA/JL481Q belong to closed loop control system. Their fuel
injection and ignition controls also belong to closed control system.
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 22
Fuel supply
Axial
System pressure
200kPa-470kPa
16V
-40C~ 110C
max. 140C
Up to 70C
Up to 120C
Table 23
6V-16V
dimension
71 x 53 x 53mm
Mass
<0.2kg
Vibration resistance
>50 m3/h
Air leakage
<2.5 m3/h
Retardation
<1.0 m3/h
Operating temperature
-40C-+130C
Wiring resistance
>15 ohm
Positioning time
<30ms
Stepper motor
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, stators angular rotation will transform
into helix shafts 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 polaritynegative 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
parameter
Min
typical
-40
operating temperature
Unit
Max
+125
C
6
2.0 x 10
once
Table 25
Performance Data
Value
parameter
Unit
Min
typical
Max
47.7
53
58.3
35
95(+125 C)
40.2
mH
(-40 C)
1000Hz induction for each coil at 25C
26.8
7.5
12.0
3.5
14.0
33.5
15
degree
60
KPa
6.28
Resistance
0 C
5280~6570
20 C
5280~6570
40 C
5280~6570
60 C
5280~6570
10
10
10
-40
40
80
12 C
25kPa-115kPa
5.00.5V
About 18g-27g
Harmonics: 250m/s2, peak: 600m/s2
9mA
2.5k5%
-40C-+125C
0.2ms
1.5%
Table 27
Measuring range
Max. measurement current flowing through the
sensor
Nominal resistance at 20C
Nominal voltage
Vibration resistance
Response time in the water
-30C~ +130C
5mA
2.5k5%
5V
600m/S2
About 15S
Table 28
770-950
37050mH
Air gap S
1.80.01
Signal voltage Us
>1750mV
-40C~ +150C
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
Table 29
Resistance (20C~25C )
R pri.=0.550.08, Rsec.=13.51.5k
Lpri.=4.10.6mH. Lsec.=313H
Uz30kV
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.
Table 30
P=300kPa
Operating flow
101L/h~280L/h
-40C~ +110C
Up to 85C
Fig. 375 Operating block diagram for the phase sensor Rotor blade
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 opencollector 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 31
4.5V~30V
-40C ~ +80C
4.5V~24V
-40C ~ +150C
Power current at Uv=16V
21mA
0~Uv
Output current
0~20mA
0.4V
9s
-40C~ +80C
-40C~ +150C
Table 32
96 degrees
Rotational direction
Any
Operating voltage
5V
Operating temperature
710-1380
18A
2,000,000 cycles
P, the differ-
ence of pressures at the two ends of the valve (Pu, Ps). The technical parameters are shown in Table 34.
Table 33
1kHz ~20kHz
Measuring range
0.1g ~400g
Sensitivity at 5kHz
268mV/g
20kHz
Impedance
>1M
Capacity range
800~1600PF
0.06mV/(gC)
Operating temperature
-40C~ +130C
Note:g=9.8/s2(gravity acceleration)
Table 34
Air tightness
<2000 cm3/h
Control frequency
30Hz
7ms
Current consumption
Resistance
26
Operating voltage
9V~16V
Inductance
48mH at f=1kHz
Operating temperature
-30C~ +120C
Atmosphere
Output voltage
Table 31
Tightening torque
Protective tube
Ceramic probe
Hex nut
Cable outlet
Plug
Temperature gradient in the ceramic probe
Life cycle
Table 36
38mm x L112mm
Mass
290g
Life cycle
5000h
Mileage
installation type
fuel immersion
Table 37
Voltage
U(V)
Pressure
P(kPa)
Flow
V(L/h)
Current
I(A)
12
0.1
324 -10
70
4.6
0.1
324-10
10
0.1
176
Table 38
Voltage
U(V)
Pressure
P(kPa)
Flow
V(L/h)
12.0
300 -10
105
8.0
300 -10
30
Current
I(A)
5.8