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Engine Overall Engine Proper Valve Mechanism Lubrication System Intake and Exhaust System D-4 System (3GR-FSE) Fuel System Ignition System Charging System Engine Control System

[D-4 (Direct Injection)]
Engine Overall -A -W -V -_ Outline V6 (60-degree), 3.0-liter, 24-valve, DOHC engine w/Dual VVT-i, ACIS and ETCS-i Engine feature V type 60-degree, 6 cylinders, 3.0-liter, 24-valve, DOHC gasoline engine. Equipment : Dual VVT-i(Variable Valve Timing-intelligent), ACIS(Acoustic Control Induction System), ETCS-i(Electronic Throttle Control System-intelligent) 3GR-FSE: D-4 (Direct injection 4-stroke gasoline engine) System 3GR-FE: Port Injection 3GR-FSE [D-4 (Direct Injection)] (-A, -W) 3GR-FE [Port Injection] (-V, -_)

Engine Overall Features of 3GR-FSE (FE) -A -W -V -_
MRE Type VVT Sensor Long-reach Type Spark Plug 3 Timing Chains Feature of engine proper -Element replacing type oil filter -MRE type VVT sensor -Valve mechanism with 3 timing chain -Long reach type spark plug Element Replacing Type Oil Filter

Engine Overall Features of 3GR-FSE (FE) -A -W -V -_
Intake Air Control Valve (3GR-FSE only) Rotary Solenoid Type ACIS Valve High-Pressure Fuel Pump (3GR-FSE only) Dual VVT-i Camshaft Housing Hydraulic Lash Adjuster Direct Injection (3GR-FSE only) Feature of engine proper -Water jacket spacer to reduce friction loss -Dual VVT-i (for intake and exhaust camshafts) -Hydraulic lash adjuster -Rotary solenoid type ACIS valve -Camshaft housing [For 3GR-FSE only] -Direct Injection -High-Pressure Fuel Pump -Slit-nozzle Injector -Intake Air Control Valve Slit-nozzle Injector (3GR-FSE only) Water Jacket Spacer

Stepless Controlled Double Electric Cooling Fan
Engine Overall -A -W -V -_ Features of 3GR-FSE (FE) Charging Control (-W only) Feature of engine proper -Charging control (-W only) -Stepless controlled double electric cooling fan Stepless Controlled Double Electric Cooling Fan

Engine Overall Specifications -A -W -V -_ Item 3GR-FSE (for –A, -W)
3GR-FE (for –V, -_) No. of Cylinders and Arrangement 6-Cylinder, V-type  Valve Mechanism 24-Valve DOHC, Chain Drive, Dual VVT-i Combustion Chamber Pentroof Type Displacement cm3 (cu. in.) 2,994 (182.7) Bore x stroke mm (in.) 87.5 x 83.0 (3.44 x 3.27) Compression Ratio 11.5 10.5 Max. Output rpm rpm) -A 6,200 6,200) - -W 6,200 -V, -_ 6,200 Max. Torque rpm rpm) 3,600 3,600) 3,600 4,400

Cylinder Head Cover Gasket
Engine Proper -A -W -V -_ Cylinder Head Camshaft housing is adopted to simply the cylinder head construction Cylinder Head Cover Cylinder Head Cover Gasket Camshaft Bearing Cap Camshaft Housing Cylinder Head Cylinder Head Gasket

For IN and EX is one piece
Engine Proper -A -W -V -_ Cylinder Head Camshaft bearing cap for intake and exhaust is one piece For IN and EX is one piece Camshaft Housing LH Bank

Service Point (Engine Proper)
-A -W -V -_ Cylinder Head Camshaft and camshaft housing installation Step1 : Temporary tighten (Torque: 10N･m [102kgf･cm]) X : Tightening order 1 2 3 4 5 6 7 8 Installation for RH bank is same as LH bank LH Bank

-A -W -V -_ Cylinder Head Camshaft and camshaft housing installation Step2 : Tighten (Torque: 28N･m [286kgf･cm]) X : Tightening order 1 3 2 4 5 6 8 7 9 10 11 12 Installation for RH bank is same as LH bank LH Bank

-A -W -V -_ Cylinder Head Camshaft and camshaft housing installation Step3 : Tighten (Torque: 16N･m [163kgf･cm]) X : Tightening order 1 2 3 4 5 6 7 8 Installation for RH bank is same as LH bank LH Bank

Engine Proper Cylinder Block
-A -W -V -_ Cylinder Block Aluminum die casting cylinder block for weight reduction Aluminum alloy cylinder block with thin cast iron liners realizes light weight and compact

-A -W -V -_ Cylinder Block Water jacket spacer optimizes the cylinder bore temp. to reduce friction Water Jacket Spacer (RH) Water Jacket Spacer (LH) Water jacket spacer is made of plastic Water Jacket Spacer

With Water Jacket Spacer Without Water Jacket Spacer
Engine Proper -A -W -V -_ Cylinder Block The middle and bottom of cylinder bore is kept at proper temp. to lower the engine oil viscosity Water jacket spacer reduces coolant flow Overcool -Water jacket spacer limits the coolant flow from middle to bottom of cylinder bore -It prevents to lower the temperature of cylinder bore. -The viscosity of the engine oil between cylinder bore and piston is kept in low to maintain low friction by lowering oil viscosity Low Oil Viscosity  Low Friction High Oil Viscosity  High Friction With Water Jacket Spacer Without Water Jacket Spacer

-A -W -V -_ Cylinder Block Water passage between bores cools the cylinder block Water Jacket Water Passage To cylinder head Water passage between bores enables uniformed cylinder wall temperature

Sticking performance and contact area increase
Engine Proper -A -W -V -_ Cylinder Block Spiny liner is used to increase cooling performance Approx. 1.0 mm (0.039 in.) Sticking performance and contact area increase Outside The shape of spiny liner -For higher sticking performance -For wider total contact area with cylinder block (To increase cooling performance of cylinder) Cylinder Block Cylinder Liner Liner Cross Section

Engine Proper Piston (3GR-FSE)
-A -W -V -_ Piston (3GR-FSE) Optimal piston head shape to promote the mixture of fuel and air Injector

Engine Proper -A -W -V -_ Bearing Bearing without bearing claw is used for crankshaft bearings and connecting rod bearings No more bearing claw for both upper and lower bearing Without bearing claw

-A -W -V -_ Installation of Crankshaft Upper Bearing Bearing position should be centered to the cylinder block journal to align the oil hole [Upper Bearing] [OK] Lubrication Holes Center Bearing position should be centered to the cylinder block journal to align the oil hole [NG] Oil Hole

-A -W -V -_ Installation of Crankshaft Lower Bearing, Connecting Rod Upper and Lower Bearings Bearing should be positioned in center and measure the position [Difference Between “B” and “C”: 0.7 mm (0.028 in.) or less] B Vernier Caliper C Bearing should be positioned in center and measure the position Difference between B and C is 0.7 mm (0.028 in.) or less

-A -W -V -_ Crankshaft Bearing (upper and lower) Combination of different width of the Bearings [Service point] Crankshaft bearings -For No.1 and No.4 journals : Wider (For low noise and vibration) -For No.2 and No.3 journals : Narrower (For low friction) 21.0 mm (0.827 in.) 18.0 mm (0.709 in.) No.1 and No.4 Journals No.2 and No.3 Journals

Valve Mechanism General
-W -V -_ General Three timing chains to drive intake and exhaust camshafts of each bank VVT-i Controller (for Exhaust) Secondary Chain Tensioner Secondary Chain (RH) Intake Camshaft VVT-i Controller (for Intake) Exhaust Camshaft Hydraulic Lash Adjuster Primary Chain Tensioner 3 timing chains for valve drive mechanism -Primary chain: Between crankshaft and intake camshaft pulley -Secondary chain (RH/LH): Between intake and exhaust camshaft pulleys VVT-i system is used for intake and exhaust camshafts Hydraulic lash adjuster is used to maintaining a constant zero valve clearance Primary Chain

Valve Mechanism Camshaft
-W -V -_ Camshaft VVT-i system is adopted for intake and exhaust camshafts (Dual VVT-i) Intake Camshaft Timing Rotor Exhaust VVT-i Controller Intake: 3-vane Type, Control Angle = 40 ºCA Exhaust: 4-vane type, Control Angle = 35 ºCA When stopping the engine, the assist spring turns the vane to advance to lock the lock pin surely Assist Spring VVT-i Controller

High-Pressure Fuel Pump
Valve Mechanism -A -W -V -_ Camshaft (3GR-FSE) RH bank exhaust camshaft is provided with the cam to drive the high-pressure fuel pump High-Pressure Fuel Pump Exhaust Camshaft Intake Camshaft RH Bank

Valve Mechanism Timing Chain
-W -V -_ Timing Chain Three timing chains to drive intake and exhaust camshafts of each bank Automatic Tensioner for Secondary Chain (RH) Primary Chain Automatic Tensioner for Secondary Chain (LH) Secondary Chain (RH) Secondary Chain (LH) Roller chain with 9.525mm pitch 3 automatic tensioners for each chain Automatic Tensioner for Primary Chain Idler Sprocket Crankshaft

Service hall for remove and replace
Valve Mechanism -A -W -V -_ Chain Tensioner Primary chain tensioner Ratchet type non-return mechanism Automatic chain Tensioner can remove and replace without removing timing chain cover Service hall for remove and replace

Valve Mechanism Left Bank Chain Tensioner
-W -V -_ Chain Tensioner 2 secondary chain tensioners are adopted for left and right bank Pin (Stopper) Chain Tensioner Ball Before removing secondary chain, uses a pin (1.0mm [0.039 in.]) to fix the tensioner Spring Oil Pressure (from cylinder head) Left Bank

Valve Mechanism Hydraulic Lash Adjuster
-W -V -_ Hydraulic Lash Adjuster Maintaining a constant zero valve clearance through use of oil pressure and spring force Plunger Low Pressure Chamber Zero Valve Clearance Oil Passage Check Ball The hydraulic lash adjuster, which is located at the fulcrum of the roller rocker arm, consists of plunger, plunger spring , check ball and check ball spring. Oil in chamber is stored and it decrease the clearance Check Ball Spring High Pressure Chamber Plunger Spring Oil Passage

-W -V -_ Hydraulic Lash Adjuster Start cam lift, plunger is pressed and oil in high pressure chamber is kept Plunger High Pressure Chamber

-W -V -_ Hydraulic Lash Adjuster Then the rocker arm pushes the valve by using hydraulic lash adjuster as a fulcrum Fixed Plunger Fulcrum High Pressure Chamber

-W -V -_ Hydraulic Lash Adjuster Plunger pushes back, check valve is opened and fills up oil Body Plunger Check Ball High Pressure Chamber

-W -V -_ Hydraulic Lash Adjuster Plunger is pushed up, then, valve clearance is maintained at zero Zero Valve Clearance Plunger Plunger Spring

Valve Mechanism -A -W -V -_ Hydraulic Lash Adjuster Operation

Service Point (Valve Mechanism)
-W -V -_ Hydraulic Lash Adjuster Engine oil changing procedure 1. Pushing check ball down by using SST SST [SST: ] Charge the clean engine oil to hydraulic lash adjuster, when the hydraulic lash adjuster relation parts are disassembled [Caution at Installation for Hydraulic lash Adjuster] Keep the hydraulic lash adjuster free from dirt and foreign objects Only use clean engine oil when engine oil is recharged DO NOT disassemble Hydraulic Lash Adjuster Correct Incorrect

-W -V -_ Hydraulic Lash Adjuster Engine oil changing procedure 2. Immerse hydraulic lash adjuster in clean engine oil, then compress and return the plunger with SST 5 to 6 times Clean Engine Oil Charge the clean engine oil to hydraulic lash adjuster, when the hydraulic lash adjuster relation parts are disassembled [Caution at Installation for Hydraulic lash Adjuster] Keep the hydraulic lash adjuster free from dirt and foreign objects Only use clean engine oil when engine oil is charged Basically, DO NOT disassemble If the hydraulic lash adjuster is disassembled, combination of each part should not be changed (Body, plunger, check ball retainer, check ball)

-W -V -_ Hydraulic Lash Adjuster Engine oil changing procedure 3. Press the plunger by finger and check the blockage of plunger Charge the clean engine oil to hydraulic lash adjuster, when the hydraulic lash adjuster relation parts are disassembled [Caution at Installation for Hydraulic lash Adjuster] Keep the hydraulic lash adjuster free from dirt and foreign objects Only use clean engine oil when engine oil is charged Basically, DO NOT disassemble If the hydraulic lash adjuster is disassembled, combination of each part should not be changed (Body, plunger, check ball retainer, check ball)

-W -V -_ Hydraulic Lash Adjuster Engine oil changing procedure If plunger is compressed after 3 times trial, replace to new one

Lubrication System Oil Delivery Pipe
-W -V -_ Oil Delivery Pipe Oil delivery pipe is adopted to lubricate cam and rocker arm Oil Delivery Pipe Cylinder Head Cover

Lubrication System Oil Filter (2WD)
-V -_ Oil Filter (2WD) Element replacing type oil filter is adopted Oil Filter Cap Oil Filter Element Cap Rib Portion Cut Out Portion Cut out portion for oil drain Oil Pan No.1 Front

Reference (Lubrication System)
-W -V -_ Oil Filter (2WD) Construction Oil Filter Element Engine Oil Relief Valve Oil Filter Cap Oil Pan No.1

Service Point (Lubrication System)
-W -V -_ Oil Filter (2WD) Oil filter replacement Removal Remove filter element Rib 1, Remove service hole cover SST: 1, Remove the service hole cover 2, Loosen the filter cap for approx. 4 rev. using SST ( ) 3, Align the cap lib vertically and drain the remains oil (the cut out portion of filter cap and oil pan are matched) 2, Loosen the filter cap for approx. 4 rev. 3, Align the cap rib vertically and drain oil

-W -V -_ Oil Filter (2WD) Oil filter replacement Removal 4, Remove oil filter cap and filter element from oil pin No.1 5, Remove filter element and O-ring from filter cap O-ring 4, Remove oil filter cap and filter element 5, Remove filter element and O-ring from filter cap

-W -V -_ Oil Filter (2WD) Oil filter replacement Installation Install filter element New SST: [Installation] 1, Set new filter element and O-ring to filter cap 2, Install filter cap using SST ( ) [Torque: 25N･m (255kgf･cm)] New 1, Set new filter element and O-ring 2, Install filter cap using SST

-W -V -_ Oil Filter (2WD) Oil filter replacement Installation No Leakage 3, Refill engine oil (6.3 Liter) 4, Run the engine and check there is no leakage between filter cap and oil pan 5, Install service hole cover 4, Run the engine and check oil leakage 3, Refill engine oil 5, Install service hole cover

Lubrication System Oil Filter (4WD)
Element replacing type oil filter is adopted Oil Filter Bracket Oil Filter Element Oil Pan No.1 Cut out portion for oil drain Front Oil Filter Cap

Reference (Lubrication System)
Oil Filter (4WD) Construction Oil Filter Bracket Oil Filter Element Engine Oil Oil Filter Cap Relief Valve Oil Filter Drain Bolt

Oil Filter (4WD) Replace oil filter Removal Remove filter element Valve Oil Flow 1, Remove service hole cover O-ring Drain Pipe Drain Pipe 1, Remove the service hole cover 2, Connect a hose ( 15mm [ 0.59in.]) to drain pipe (connecting a hose makes draining the oil easier) Note: Drain pipe is supplied with the oil filter element 3, Remove drain bolt, and then insert the drain pipe and hose into the oil filter cap to drain the oil Hose Drain Bolt 2, Connect a hose to drain pipe 3, Remove drain bolt, and insert drain pipe to drain oil

Oil Filter (4WD) Replace engine oil and oil filter Removal O-ring SST: 4, After the draining, remove drain pipe by moving side-to-side, and remove O-ring 5, Remove oil filter cap using SST ( ) 4, Remove drain pipe and O-ring 5, Remove oil filter cap

Oil Filter (4WD) Replace engine oil and oil filter Removal / Installation Install filter element New O-ring 7, Remove filter element and O-ring from filter cap [Installation] 1, Set new filter element and O-ring to filter cap New 6, Remove filter element and O-ring from filter cap 1, Set new filter element and O-ring to filter cap

Oil Filter (4WD) Replace engine oil and oil filter Installation Drain Bolt O-ring (new) SST: 2, Install filter cap using SST ( ) [Torque: 25N･m (255kgf･cm)] 3, Set the new O-ring and tighten the drain bolt [Torque: 13N･m (127kgf･cm)] 2, Install filter cap using SST 3, Set the new O-ring and install drain bolt

Oil Filter (4WD) Replace engine oil and oil filter Installation No Leakage 4, Refill engine oil [6.2 L (6.6 US qts, 5.5 Imp. qts)] 5, Run the engine and check there is no leakage between filter cap and oil pan 6, Install service hole cover 4, Refill engine oil 5, Run the engine and check oil leakage 6, Install service hole cover

Intake and Exhaust System
-W -V -_ Intake Air Chamber Rotary solenoid type ACIS valve is adopted ACIS valve is unified by laser-welding Plastic Rotary Solenoid Type ACIS Valve Laser-welding

Reference (Intake and Exhaust System)
-W -V -_ ACIS Valve Rotary solenoid type ACIS valve is used Stator Valve Shaft Vacuum tank for ACIS valve is discontinued Magnet Rotary Solenoid Type Motor ACIS Valve

-W Intake Air Control Valve (3GR-FSE) Intake air control valve is operated by DC motor DC Motor Intake Manifold Position Sensor -3GR-FSE engine equips intake air control valve in one of the intake ports in each cylinder -This system makes strong swirl in cylinder to promotes air-fuel mixture for better combustion Intake Air Control Valve Linkage

-W Intake Air Control Valve (3GR-FSE) Operation Intake Air Valve Position Engine ECU (ECM) Water Temp. Engine Speed -Operating condition of the valve Low engine speed: close to improve volumetric efficiency High engine speed: open Cold engine start: close to stable combustion (strength swirl in the combustion chamber assists the fuel atomization) DC Motor Open / Close Valve is closed at low engine speed, or cold engine start Accelerator Pedal Opening

D-4 (Direct injection 4-stroke gasoline engine)
D-4 System (3GR-FSE) -A -W General 3GR-FSE engine uses D-4 System D-4: Direct injection 4-stroke gasoline engine D-4 (Direct injection 4-stroke gasoline engine)

D-4 System (3GR-FSE) -A -W System Diagram Injector : 400 kPa EDU : 4 – 13 MPa Fuel Pressure Sensor Delivery Pipe Pulsation Damper Relief Valve Engine ECU (ECM) SCV Pressure Regulator Fuel Tank High-Pressure Fuel Pump Jet Pump Fuel Pump

D-4 System (3GR-FSE) Difference from usual gasoline EFI -A -W Injector
Slit-nozzle type Injection pressure is 4 –13 MPa Installed on the combustion chamber EDU for high speed injector operation Fuel pressure sensor is provided to delivery pipe High Pressure Fuel Pump

Reference (D-4 System ) Features of D-4 System High Performance
-W Features of D-4 System Improved volumetric efficiency Direct Injection Slit-nozzle Injector Expanded knocking limit (Compression ratio: 11.5) High Pressure Injection Fuel does not adhere to the port during cold fuel injection Piston head shape is changed for D-4 system Higher atomization of fuel Features of D-4 -Improved volumetric efficiency as a result of vaporized latent heat -Expanded knocking limit as a result of vaporized latent heat (Compression ratio: 11.5) -Fuel does not adhere to the intake port during cold fuel injection -Higher atomization of fuel High Performance Clean Emission Better Fuel Economy

D-4 System (3GR-FSE) -A -W Location Pulsation Damper High-Pressure Fuel Pump Fuel Pressure Sensor Delivery Pipe Injector EDU

D-4 System (3GR-FSE) High-Pressure Fuel Pump
-A -W High-Pressure Fuel Pump Supplies the high pressure fuel to the delivery pipe SCV (Spill Control Valve) Pulsation Damper to Delivery Pipe (4-13 MPa) from Fuel Tank (0.4 MPa) Driven by RH bank exhaust camshaft Single plunger type fuel pump to Cold Start Injector (0.4 MPa) [-A only] Lifter Return to fuel tank

-A -W High-Pressure Fuel Pump Fuel control operation (SCV close timing is late) Plunger Lift Open SCV Close [Suction] [Inactive] [Pumping] Open (OFF) SCV Open (OFF) Close ON from Fuel Tank Check Valve [SCV close timing is late] Effective stroke of the plunger is short, thus discharge amount of fuel is small to Delivery Pipe

-A -W High-Pressure Fuel Pump Fuel control operation (SCV close timing is early) Plunger Lift Open SCV Close [Suction] [Inactive] [Pumping] Open (OFF) SCV Open (OFF) Close (ON) from Fuel Tank Check Valve [SCV close timing is early] Effective stroke of the plunger is long, thus discharge amount of fuel is large to Delivery Pipe

[Fuel Pressure Control]
D-4 System (3GR-FSE) -A -W High-Pressure Fuel Pump The SCV close timing regulates the pumping volume to control fuel pressure [Fuel Pressure Control] Fuel Pressure Sensor SCV Controls SCV close timing Fuel pressure (Feedback) Engine ECU (ECM) controls the fuel discharging pressure depending on the driving condition by controlling the close timing of the SCV [Target Pressure] Idling: 4 MPa Low Speed: 6 – 12 MPa Middle Speed: 10 – 12 MPa High Speed: 12 – 13 MPa Crankshaft Position Sensor Calculation of target pressure Engine ECU (ECM)

From Fuel Pump (High Pressure)
D-4 System (3GR-FSE) -A -W Delivery Pipe Stores high-pressure fuel (4 – 13 MPa) produced by high-pressure fuel pump From Fuel Pump (High Pressure) Delivery Pipe Fuel Pressure Sensor Relief pressure of the relief valve is 15.3 MPa Return to Fuel Tank Injector Relief Valve

Output characteristic
D-4 System (3GR-FSE) -A -W Delivery Pipe Fuel pressure sensor Output characteristic 4.5 Sensor Portion 2.5 Output Voltage (V) 0.5 9.8 19.6 Delivery Pipe Pressure (MPa) Fuel Pressure

D-4 System (3GR-FSE) Injector High pressure, slit-nozzle type injector
-A -W Injector High pressure, slit-nozzle type injector Strong injection power allows mixture to be delivered using injection force only, without depending on air flow Injection Pressure: 4 – 13 Mpa Slit-nozzle

Sector Formed Injection
D-4 System (3GR-FSE) -A -W Injector Slit-nozzle makes sector formed injection 0.71 mm (0.028 in.) Sector Formed Injection 0.15 mm (0.006 in.) A A Cross Section Sector formed injection increases air mixture, improving atomization and providing a highly uniform mixture Slit-nozzle

D-4 System (3GR-FSE) Injector Construction -A -W Back-up Ring O-ring
form Delivery Pipe Back-up Ring O-ring Coil Injector Seal Nozzle-needle

Service Point (D-4 System)
-A -W Injector When remove the injector from cylinder head, replace the injector seal using new SST Replace the injector seal when remove the injector from cylinder head Injector Seal Injector Seal Guide ( ) Injector Seal Holder ( ) SST

-A -W Injector Replacement of injector seals (using SST) Needle-nosed Pliers Taper Shape [Replacement of injector seals] 1. Remove injector seals using needle-nosed pliers and clean the injector groove Note: don’t damage the nozzle and injector grooves don’t clean the tip of the injector 2. Apply the engine oil to the inter face of guide (SST: ) and attach the guide to the injector Note: taper shape portion direction is injector tip side 1. Remove injector seals 2. Attach the guide (SST)

-A -W Injector Replacement of injector seals (using SST) 3. Install a new injector seal to the holder (SST: ) (injector seal is extended) 4. Install the holder (with injector seal) to the injector and slide the injector seal downward into the injector groove (connector side) 3. Install a new injector 4. Slide the the injector seal into the injector groove

-A -W Injector Replacement of injector seals (using SST) Gently press 5. Gently press the holder downward on the injector seal, then slowly slide the guide towards the injector tip to settle the injector seal into the injector groove 6. Install a new injector seal to the holder (injector seal is extended) 5. Settle the injector seal 6. Install a new injector seal

-A -W Injector Replacement of injector seals (using SST) 7. Install the holder (with injector seal) to the injector and slide the injector seal downward into the injector groove (injector tip side) 8. Slowly slide the guide toward the injector tip until the guide bottom aligns with the injector seal (connector side) bottom. Hold 5 sec. or more to fully align the injector seal (connector side) 7. Slide the injector seal into the injector groove 8. Fully align the injector seal

-A -W Injector Replacement of injector seals (using SST) Gently press 9. Gently press the holder downward on the injector seal (injector tip side), then slowly slide the guide towards the injector tip to settle the injector seal (injector tip side) into the injector groove 10. Slowly slide the guide toward the injector tip until the guide bottom aligns with the injector seal (injector tip side) bottom. Hold 5 sec. or more to fully align the injector seal (injector tip side) 9. Settle the injector seal 10. Fully align the injector seal

-A -W Injector Replacement of injector seals (using SST) Replace 11. Remove guide and check that the injector seals are not scratched, deformed or protruding from the injector groove Note: If scratched, deformed or protruding from the injector groove, replace it 11. Check the injector seals

D-4 System (3GR-FSE) EDU (Electronic Driver Unit)
-A -W EDU (Electronic Driver Unit) Drives the injectors at high speed EDU Battery High Voltage DC / DC Converter Command Pulse IJT #1-6 Control Circuit -EDU converts to high voltage signal by receiving the injection signal from Engine ECU (ECM) to realizes high response operation -EDU outputs confirmation signal (IJF) to engine ECU (ECM) High-speed operation IJF Confirmation Pulse Engine ECU (ECM) Injectors

Fuel System Cold Start Injector (-A only)
When cold starting, fuel is injected from this injector to maintain cold startability Surge Tank Lengthened type nozzle This helps to accelerate vaporization of the fuel and improves distribution to each of the cylinders, improving cold starting Operation condition: THW is –12 °C (10.4 °F) or less at engine starting Operation time: Max. 0.7 sec. Flow Rate (at 300kPa): Approx. 120 cm3/min. (7.32 cu. in./min.) Cold Start Injector

Fuel System Fuel Tank Multiplex layered plastic fuel tank
-W -V -_ Fuel Tank Multiplex layered plastic fuel tank Cross Section Outside Multiplex layer Inside -HDPE(High density polyethylene) plastic fuel tank -Multi layer (6 layers) construction -4 materials -This tank is more tough to break when physical force is applied. Front

Ignition System Spark Plug
-W -V -_ Spark Plug Long-reach type spark plug to improve cooling performance on cylinder head Extended Water Jacket Long 3GR-FSE 3GR-FE Long-reach Type 3GR-FSE: Triple ground electrode type is used to further improve ignitability, wear resistance, and fouling resistance Iridium Platinum Normal Type

Charging System Alternator Pulley
-W -V -_ Alternator Pulley One-way clutch was adopted in the pulley to absorb engine fluctuation One-way Clutch Alternator Shaft Spring absorbs the engine torsional vibration Bearing Spring Alternator Pulley Alternator

Service Point (Charging System)
-W -V -_ Alternator Pulley Using a SST, when remove or install the alternator pulley SST (2 parts) Remove Shaft Pulley SST

Service Point (Charging System)
-W -V -_ Alternator Pulley Alternator pulley cap is non-reusable part Alternator Pulley Cap (Non-reusable Part)

Engine Control System D-4 EFI Control VVT Sensor Dual VVT-i
-W -V -_ D-4 EFI Control VVT Sensor Dual VVT-i Cranking Hold Function Charging Control Cooling Fan Control Evaporative Emission Control System Communication

Stoichiometric Air-fuel Ratio
Engine Control System -A -W D-4 EFI System D-4 EFI conducts the injection volume control and injection timing control simultaneously Stoichiometric Air-fuel Ratio Fuel is injected at intake stroke Air-Fuel Ratio: 12 – 15 (stoichiometric air-fuel ratio control) D-4 EFI conducts the injection volume control and injection timing control simultaneously Non-synchronous injection does not exist in this engine Intake Compression Sparking Combustion (Injection) Rich Lean

Engine Control System D-4 EFI System
-A -W D-4 EFI System At cold start, weak stratification combustion to improve TWC worm-up performance Lean Rich At cold start (THW is 60 °C (140 °F) or less), fuel is injected during the latter part of the compression stroke to effect a weak stratification combustion Air-Fuel Ratio: 16 Combustion temp. is risen and TWC warm-up performance is improved Intake Compression Sparking Combustion (Injection) Rich Lean

Reference (Engine Control System)
-A -W D-4 EFI System Weak stratification combustion Creates rich and lean portions of air-fuel mixture within the combustion chamber Lean Rich Injector Injector Plug Plug [Weak Stratification Combustion] Fuel is injected during the latter part of the compression stroke This method of combustion creates rich and lean portions of air-fuel mixture within the combustion chamber Cooling loss reduced (Combustion heat is not transmitted into the cylinder due to an air layer around the cylinder wall) Piston Piston

Engine Control System VVT Sensor
-A -W -V -_ VVT Sensor 4 MRE type VVT sensors are adopted for intake and exhaust camshaft of each bank MRE Type VVT Sensor (Exhaust) MRE Type VVT Sensor (Intake) RH Bank MRE (Magnetic Resistance Element) Timing Rotor MRE Type VVT Sensor (Exhaust) LH Bank

Engine Control System VVT Sensor Output signal is digital waveform
-_ VVT Sensor Output signal is digital waveform Timing Rotor MRE Magnet 0V MRE Type Coil Magnet 0V Pickup Coil Type

-A -W -V -_ VVT Sensor The resistance of MRE is changed by the magnetic flux direction Timing Rotor Magnetic Flux Sensor Output ”High” Sensor Output ”Low” Magnet is hollowcylinder shape

-A -W -V -_ VVT Sensor Signal output at extremely low speed rotation can be ensured MRE Type Pickup Coil Type No Detecting Engine Speed Engine Speed Sensor Output Sensor Output Time Time

Engine Control System VVT Sensor
-A -W -V -_ VVT Sensor By the adoption of MRE type VVT sensor, ECM can detects the sensor low input or high input malfunction Sensor high input malfunction V 4.7 High VVT Sensor Output Voltage Normal High Output: 3.75 – 4.5 V Normal Low Output: 0.5 – 1.25 V By the adoption of MRE type VVT sensor, engine ECU can detects sensor low input or high input malfunction High Input Malfunction: 4.7 V or more (DTC P0343, P0348, P0368, P0393) Low Input Malfunction: 0.3 V or less (DTC P0342, P0347, P0367, P0392) Low 0.3 Sensor low input malfunction

Engine Control System Dual VVT-i for LH Bank
-W -V -_ Dual VVT-i (Variable Valve Timing – intelligent) VVT-i is adopted for intake and exhaust camshafts Retard Intake Advance Retard Lock Pin Advance Vane Dual VVT-i: VVT-i system for intake and exhaust camshafts When engine is stopped, the vanes are locked at following state to ensure startability Intake: most retard state Exhaust: most advance state Exhaust Lock Pin Dual VVT-i for LH Bank

-A -W Dual VVT-i Valve Timing for 3GR-FSE engine ATDC 3º TDC BTDC 34º ATDC 6º ATDC 38º ABDC 70º BBDC 57º ABDC 30º BBDC 22º BDC

-V -_ Dual VVT-i Valve Timing for 3GR-FE engine TDC 0º TDC ATDC 3º BTDC 37º ATDC 35º ABDC 71º BBDC 64º ABDC 31º BBDC 29º BDC

At Idle, Light Load, Low Temp. and Starting
Engine Control System -A -W -V -_ Dual VVT-i Operation At Idle, Light Load, Low Temp. and Starting TDC Reduce blow back to the intake side Operation Range Engine Load Eliminating (decreasing) overlap to reduce blow back to the intake side BDC Engine Speed - Effect - Stable combustion for fuel economy

Increase internal EGR, Eliminate pumping loss
Engine Control System -A -W -V -_ Dual VVT-i Operation At Medium Load Increase internal EGR, Eliminate pumping loss TDC Operation Range Engine Load Increase overlap to increase internal EGR and eliminate pumping loss BDC Engine Speed - Effect - Improved emission control Better fuel economy

At Low/Middle speed Heavy Load
Engine Control System -A -W -V -_ Dual VVT-i Operation At Low/Middle speed Heavy Load TDC Operation Range Using the combustion pressure completely Engine Load Volumetric efficiency improvement Advance intake valve close timing for volumetric efficiency improvement (reduce blow back to the intake side) Retard exhaust valve open timing for using the combustion pressure completely BDC Engine Speed - Effect - Improved torque/output

At High speed Heavy Load
Engine Control System -A -W -V -_ Dual VVT-i Operation At High speed Heavy Load TDC Operation Range volumetric efficiency improvement Reduce pumping loss Engine Load Retard intake valve close timing for volumetric efficiency improvement by pulsation effect Advance exhaust valve open timing for reduce pumping loss at exhaust cycle BDC Engine Speed - Effect - Improved output

Service Point (Engine Control System)
-A -W -V -_ Dual VVT-i Following 14 DTCs are added by adoption of exhaust VVT-i DTC No. Detection Item P0013 Camshaft Position "B" Actuator Circuit (Bank 1) P0025 Camshaft Position "B" - Timing Over-Retarded (Bank 2) P0014 Camshaft Position "B" - Timing Over-Advanced or System Performance (Bank 1) P0365 Camshaft Position Sensor "B" Circuit (Bank 1) P0015 Camshaft Position "B" - Timing Over-Retarded (Bank 1) P0367 Camshaft Position Sensor "B" Circuit Low Input (Bank 1) P0017 Crankshaft Position - Camshaft Position Correlation (Bank 1 Sensor B) P0368 Camshaft Position Sensor "B" Circuit High Input (Bank 1) P0019 Crankshaft Position - Camshaft Position Correlation (Bank 2 Sensor B) P0390 Camshaft Position Sensor "B" Circuit (Bank 2) P0023 Camshaft Position "B" Actuator Circuit (Bank 2) P0392 Camshaft Position Sensor "B" Circuit Low Input (Bank 2) P0024 Camshaft Position "B" - Timing Over-Advanced or System Performance (Bank 2) P0393 Camshaft Position Sensor "B" Circuit High Input (Bank 2)

Operates Automatically
Engine Control System -A -W -V -_ Cranking Hold Function Once the power mode is turned to “Engine Starting”, starter operates until engine starting Power Mode Engine Starting Engine Running OFF Engine Switch Push once Operates Automatically Starter Stop Operates Stop Engine starts

Engine Control System Cranking Hold Function System Diagram
-W -V -_ Cranking Hold Function System Diagram Engine Switch 1, Start signal STSW 2, ACC power cut ACCR Power Source Control ECU 3, Operates starter Engine ECU (ECM) STAR Starter Cut Relay STA Neutral Start Switch Stop Light Switch ACC Relay IG1, 2 Relay Stop Light Switch Crankshaft Position Sensor Engine Coolant Temp. Sensor Starter Relay Starter

-A -W -V -_ Cranking Hold Function ACC circuit is cut off while cranking to prevent the accessory illumination from operating intermittently ACCR 2, ACC power cut OFF Engine ECU (ECM) Power Source Control ECU ACC Relay Cranking

Automatically Controlled
Engine Control System -A -W -V -_ Cranking Hold Function General operation : With this system Start Signal ON : Without this system OFF ACC Relay ON OFF Automatically Controlled Starter Relay ON OFF Judgment NE Signal Time

-A -W -V -_ Cranking Hold Function Judgment of the engine firing Maximum cranking time Engine Coolant Temp. (C) Judgment Level (rpm) Engine Coolant Temp. (C) Max. Cranking Time (sec.) Judgment of the engine firing: When engine coolant temp. is lower, the judgment level is higher Maximum cranking time: When engine coolant temp. is lower, max. cranking time is longer Judgment of the engine firing Maximum cranking time (When engine does not start by some abnormalities)

-A -W -V -_ Cranking Hold Function Protection during engine starting If the engine speed becomes 1200 rpm or more while cranking, engine ECU (ECM) stops starter to prevent starter overrun ON Driver pushes the engine switch intentionally Start Signal OFF Starter Relay OFF 1200 rpm NE Signal Time

-A -W -V -_ Cranking Hold Function Protection during engine starting Starter overheating protection operates starter max.30 sec. with intentional starter operation ON Driver pushes the engine switch intentionally Start Signal OFF Starter Relay 30 sec. OFF NE Signal Engine does not start (Problem) Time

Engine Control System Charging Control
-W Charging Control Engine ECU (ECM) controls the alternator generation voltage to reduce engine load for fuel economy Reduce engine load Acceleration Deceleration

Battery Amperage Sensor
Engine Control System -W Charging Control Battery amperage sensor and battery temp. sensor is used for this system Alternator Generated Voltage is variable Electric Load (Wiper, Blower etc.) IC Regulator Generation Voltage Engine ECU (ECM) Battery Amperage Sensor Amperage Calculate Battery Condition Voltage Throttle Position Sensor Battery Temp. Sensor: Thermistor Type Battery Amperage Sensor: Hall IC Type + - Battery Crankshaft Position Sensor Driving Condition Judgment Vehicle Speed Sensor Battery Temp. Sensor Neutral Start Switch

Engine Control System Charging Control
-W Charging Control Battery amperage sensor uses hall IC Battery “+” Terminal Core Amperage Hall IC Magnetic Flux 4.5 Output Voltage (V) 2.5 0.5 -100 100 Amperage (A) Battery Temp. Sensor

Engine Control System Charging Control System Diagram + - -W
Voltage, Amperage, Battery Temp. Throttle Position, Engine Speed, Vehicle Speed, Shift Position Engine ECU (ECM) Alternator Assembly +B IG CPU Battery + - Communicates with engine ECU (ECM) to gets the vehicle and battery conditions E F L Combination Meter IC Regulator

without Charging Control
Engine Control System -W Charging Control Operation (Example) Fast Vehicle Speed Slow Idling Acceleration Constant Driving Deceleration Driving Condition Regulate SOC LO HI Generation Mode SOC* Target SOC Control Region W/O charging control: generated voltage is controlled depending on the electric load / Battery condition With charging control: (Engine ECU (ECM) controls) -Vehicle Acceleration : Decrease the generated voltage by the alternator -Vehicle Deceleration : Increases the generated voltage -During idling and constant-speed driving : Regulates the generated voltage in accordance with the battery input and output amperage values Generated Voltage Lo Hi without Charging Control *: State Of Charge

Service Point (Engine Control System)
-W Charging Control Fail-safe: Engine ECU (ECM) stops charging control if one of the following conditions is met 1. Voltage drops 3. High electric load V 12 2. Battery fluid temp. abnormal In fail-safe mode, generated voltage is controlled as conventional control 4. Malfunction Engine ECU (ECM) Various Sensors

Engine Control System Cooling Fan Control
-W -V -_ Cooling Fan Control Cooling fan ECU actuates cooling fan motors by duty signal (stepless control) Water Temp. Signal Vehicle Speed Signal Engine Speed Signal A/C Switch Condition Cooling Fan ECU Stepless Control Fan Speed Signal Engine ECU (ECM) Cooling Fan Motors

Basic construction and operation are same as ’05 GX470
Engine Control System -A Evaporative Emission Control System Leak detection pump is used to comply with the LEV-II evaporative emission regulations To Intake Manifold EVAP Valve Refueling Valve Restrictor Passage Fresh Air Line [Pump Module] Fuel Tank Canister Vent Valve Basic construction and operation are same as ’05 GX470 Key-off monitor system Air Filter Basic construction and operation are same as ’05 GX470 Vacuum Pump and Pump Motor Pressure Sensor Charcoal Canister Reference Orifice

Diagnosis Communication
Engine Control System -A -W -V -_ Communication CAN (Controller Area Network) communication for DLC3 and other ECUs Hand-held Tester CAN VIM J/C Engine ECU (ECM) DLC3 Intelligent Tester II CAN Gate Way ECU Engine ECU (ECM) uses the CAN protocol for diagnostic communication -A: Hand-held tester and a CAN VIM (Vehicle Interface Module) are required for accessing diagnostic data Diagnosis Communication Other Bus

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