INTRODUCTION - Abbreviations Used in This Manual IN-7

ABBREVIATIONS USED IN THIS MANUAL,

AIC Air Conditioner
ACSD Automatic Cold Start Device
Approx. Approximately
EGR Exhaust Gas Recirculation
EVRV Electronic Vacuum Regulating Valve
EX Exhaust (manifold, valve)
Ex. Except
F l PG Formed i n Place Gasket
FL Fusible Link
HAC High Altitude Compensation
IN Intake (manifold, valve)
LH Left-Hand
01s Oversized
PIJ Pilot Injection Device
RH Right-Hand
SSM Special Service Materials
SST Special Service Tools
ST D Standard
TDC Top Dead Center
UIS Undersize
VSV Vacuum Switching Valve
w/ With
wlo. Without

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 ENGINE MECHANICAL
.
REFER TO 2L 3L ENGINE REPAIR MANUAL
(Pub. No. RM123E)

NOTE: The following pages contain only the points which

differ from the above listed manual .
Page
DESCRIPTION .................................................... EM-2
TROUBLESHOOTING ........................................... EM-4
Diesel Engine Diagnosis .................................... EM-4
Diesel Electrical System Diagnosis
[2L-T Austria] .............................................. EM-13
Diesel Electrical System Diagnosis
...............................................
[2L-T Others] EM-16
ENGINE.TUNE4.JP ............................................... EM-18
INTAKE VENTURI SYSTEM (LN 2L-T only) ............. EM-30
COMPRESSION CHECK ....................................... EM-33
CYLINDER HEAD (2L-T) ....................................... EM-35
CYLINDER BLOCK ............................................... EM-46

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 EM-2 ENGINE MECHANICAL - Description

DESCRIPTION
The 2L-T engine is an in-line 4-cylinder 2.4 liter OHC engine.
The 3L engine is an in-line 4-cylinder 2.8 liter OHC engine.

2 L-T

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 ENGINE MECHANICAL - Description EM-3

The 2L-T and 3 L engines are in-line 4-cylinder Piston pins are the full-floating type, with the
engines with the cylinders numbered 1 - 2 - 3 - 4 pins fastened to neither the piston boss nor the*
from the front. The crankshaft is supported by 5 connecting rods. Instead, snap rings are fitted on
bearings on the inside of the crankcase. These both ends of the pins, preventing the pins from
bearings are made of aluminum. The crankshaft is falling out.
integrated with 8 weights which are cast along with The No. 1 compression ring is made of steel and
it for balancing. Oil holes are built into the center the No. 2 compression ring is made of cast iron.
of the crankshaft for supplying oil to the connect- The oil ring is made of steel. The outer diameter
ing rods. of each piston ring i s slightly larger than the dia-
This engine's injection order is 1 - 3 - 4 - 2. meter of the piston and the flexibility of the rings
The cylinder head is made of cast iron with a cross allows them to hug the cylinder walls when they
flow type intake and exhaust layout and with swirl are mounted on the piston. Compression rings
type combustion chambers. The glow plugs are No. 1 and No. 2 work to prevent the leakage of
located in the combustion chambers. gas from the cylinder and the oil ring works to
Exhaust and intake valves are equipped with scrape oil off the cylinder walls to prevent it from
entering the combustion chamber.
. irregular pitch springs which are capable of follow-
ing the valves even at high engine speeds. The cylinder block is made of cast iron. It has 4
The camshaft is driven by the timing belt. There cylinders which are approximately 2 times the
are 2 types of camshaft bearing, No. 1 and No. 2. length of the piston stroke. The top of each cy-
No. 1 bearing i s integrated with the thrust washer. linder is closed off by the cylinder head and the
The camshaft journal i s supported at 5 places be- lower end of cylinder becomes the crankcase, in
tween the valve lifters of each cylinder and on the which the crankshaft is installed. In addition, the
cylinder head of front end. Lubrication of the cylinder block contains a water jacket, through
camshaft journal and cam is accomplished by oil which coolant is pumped to cool the cylinders.
being supplied through the oiler port in the No. 1 The oil pan is bolted onto the bottom of the cy-
camshaft journal. linder block. The oil pan is an oil reservoir made
Adjustment of the valve clearance is done by of pressed steel sheet. A dividing plate is included
means of an outer shim type system, in which valve inside the oil pan to keep sufficient oil in the bot-
adjusting shims are located above the valve lifters. tom of the pan even when the vehicle is tilted.
This permits replacement of the shims without This dividing plate also prevents the oil from
removal of the camshafts. making waves when the vehicle is stopped suddenly
and thus shifting the oil away from the oil pump
Pistons are made of highly temperature-resistant suction pipe.
aluminum alloy.

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 EM-4 ENGINE MECHANICAL - Troubleshooting (Diesel Engine Diagnosis)

TROUBLESHOOTING
Diesel Engine Diagnosis
GENERAL
1. Diesel engine problems are usually caused by the engine or fuel system. The injection pump is very
rarely the cause of fuel system problems.
2. Before beginning fuel system tests, first check that the engine compression, valve timing and other
major systems are within specifications.

' I PRELIMINARY CHECKS

Before performing fuel system checks, ensure that the engine is in good running condition. I f neces-
sary, first check the compression, timing and major components or systems.
Check the air filter, and clean or replace it if necessary.
Check that there is sufficient fuel in the tank.
Check if the fuel is contaminated with gasoline or other foreign elements. Only good-quality diesel fuel
should be used.
Bleed air from the system by pumping the priming.
Check for water in the fuel filter and fuel tank, and drain as necessary.
I f the engine will not crank or i f it cranks slowly, first troubleshoot the electrical system.

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 ENGINE MECHANICAL - Troubleshooting (Diesel Engine Diagnosis) EM-5

PRECAUTION: &

1. The basic troubleshooting procedures for the diesel engine (valve clearance, compression, bearings,
valves, pistons, etc.) are the same checks you would make for gasoline engine.
2. Repair of the injection pump requires considerable skill and use of a special test bench.

ENGINE WILL NOT CRANK

(Possible Cause) (Check Procedure and Correction Method)

1. LOOSE OR CORRODED Check cables from battery to starter and make nec-
BATTERY CABLES essary repairs.
I

- 1 2. DISCHARGED B
A
T
- Check alternator output and drive belt.
I f necessary, repair. (See page CH-3)

3. INOPERATIVE STARTER 1 Check for battery voltage a t starter terminals 30

and 50.
I f okay, see STARTING SYSTEM for repair pro-
cedure. ,

ENGINE CRANKS SLOWLY-WILL N O T START

HINT: Minimum cranking speed:
Cold 100 rpm
Hot 150rpm

(Possible Cause) (Check Procedure and Correction Method)

1. LOOSE OR CORRODED Check cables from battery to starter and make nec-
BATTERY CABLES essary repairs.

Check alternator output and drive belt.

If necessary, repair. (See page CH-3)

7
3. IMPROPER ENGINE OIL i Check engine oil.
I f improper viscosity, drain and refill with oil of vis-
cosity recommended by manufacturer.
(See page LU-4)

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 EM-6 ENGINE MECHANICAL - Troubleshooting (Diesel Engine Diagnosis)

ENGINE CRANKS NORMALLY BUT WILL NOT START

(Possible Cause) (Check Procedure and Correction Method)

Loosen any one injection pipe union nut from i t s

nozzle holder.
Crank engine for about 5 seconds while confirming
that fuel is being discharged from pipe.
I f fuel is coming out, begin diagnosis from item 4.
I f not, begin from item 2.

I 2. NO FUEL CUT SOLENOID

OPERATION
With starter switch turned ON, check for fuel cut
solenoid operation noise (clicking sound) while re-
peatedly connecting and disconnecting fuel cut
solenoid.
I f no noise, check if there is battery voltage to sole-
noid when starter switch is ON.
I f battery voltage is confirmed, fuel cut solenoid is
faulty and should be replaced. I f no voltage, refer
to E LECTRICAL DIAGNOSIS and make necessary
repairs.

Disconnect inlet hoses from fuel filter, and feed

clean fuel from separate container directly into fuel
pump.
HINT: When feeding fuel tank directly into pump,
keep container a t same level as vehicle fuel tank.
I f engine starts, either fuel filter or line between
fuel tank and filter is clogged and should be repaired
accordingly.
I f engine s t i l l does not start (no fuel intake), check
fuel line between filter and pump,
I f normal, pump is faulty and should be replaced.

4. FUEL LEAKAGE FROM Check for loose unions or cracks.

INJECTION PIPES I f leaking, tighten to standard torque or, i f necessary,
replace pipe(s).

I 5. INOPERATIVE PRE-HEATING
OPERATION
With starter switch turned ON and glow plug indi-
cator light illuminated, check that there is voltage
applied to glow plug.
I f not, refer to ELECTRICAL DIAGNOSIS and re-
pair as necessary.

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 ENGINE MECHANICAL - Troubleshooting (Diesel Engine Diagnosis) EM-7

I 6. FAULTY GLOW PLUG

OPERATION
I
Check glow plug for continuity.
I f no continuity, a broken wire is indicated and glow
plug should be replaced. I
1 7. IMPROPER INJECTION TIMING bCheck injection timing. (See page EM-24 or 25)
Plunger
- stroke:
2L-T (Austria) Within the marks of belt case
and pump flange. (See page
EM-24)
2L-T (Others) 0.54 - 0.66 mm
(0.0213 - 0.0260 in.)
3L 0.84 - 0.96 mm
(0.0331 - 0.0378 in.)
I f not as above, injection pump is improperly
adjusted.

8. (2L-T) Check timer piston stroke and fast idle lever opening
IMPROPER COLD START angle with an injection pump tester when cold start
ADVANCE AND FAST IDLE advance is operated.

Check injection pressure with a nozzle tester.

Opening pressure: 145 - 155 kg/cm2
(2,062 - 2,205 psi)
(14,220 - 15,200 kPa)
I f not as above, nozzle adjustment is improper and
pressure should be readjusted.
I f pressure cannot be adjusted to specification,
replace injection nozzle.

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 EM-8 ENGINE MECHANICAL - Troubleshooting (Diesel Engine ~iagnosis)

ROUGH IDLE WITH WARM ENGINE

(Possible Cause) (Check Procedure and Correction Method)

1. IMPROPER ADJUSTMENT OF With accelerator pedal released, check that adjusting

ACCELERATOR CABLE lever is in contact with idle speed adjusting screw.
Also check if accelerator cable or linkage is catching
on something.

I I f necessary, adjust so that lever is in contact with

screw, or make other required repairs.

-
I 2. IDLE SPEED Check idle speed. (See page EM-27)
Idle speed: 2L-T 700 - 800 rpm
3L 650 - 750 rpm
HINT: I f less than standard, idling would normally
be rough.
I f not as above, adjust with idle speed adjusting
screw.

3. FUEL LEAKAGE Check for leaks a t injection pump connections, pump

distributive head bolt, injection nozzles and delivery
valve holders.
Tighten any loose connections to specified torque or
replace parts as necessary.

Refer to step 7 of ENGINE CRANKS NORMALLY

BUT WILL NOT START, above. I
5. IMPROPER OPERATION OF With engine idling, loosen injection pipe to each
INJECTION NOZZLES OR cylinder in order, and check if idle speed changes.
DELIVERY VALVES I f no change, a faulty cylinder is indicated.
Check according to following procedure.
Faulty injection nozzle
Check injection nozzle with a nozzle tester.
Opening pressure: 145 - 155 kg/cm2
(2,062 - 2,205 psi)
(14,220 - 15,200 kPa)
I f not as above, nozzle adjustment is improper and
pressure should be readjusted.
I f pressure cannot be adjusted to specification, re-
place injection nozzle.
Faulty delivery valve
I f injection pressure is as specified, delivery valve is
defective and should be replaced.

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 ENGINE MECHANICAL - Troubleshootina (Diesel Ennine Diagnosis) EM-9

)r

ENGINE SUDDENLY STOPS

(Possible Cause) (Check Procedure and Correction Method)

Check to see if engine re-starts according to pre-

scribed procedure.
I f not, refer to ENGINE CRANKS NORMALLY BUT
WI L L NOT START, above, and repair as necessary.

Refer to ROUGH IDLE WITH WARM ENGINE and

repair accordingly.

3. MALFUNCTION OF FUEL CUT

SOLENOID WILL NOT START, above, and check accordingly.
HINT: No operation noise from fuel cut solenoid
may be due to loose electrical connections, so check
connectors before proceeding with further repairs.

4. NO FUEL INTO INJECTION Refer to step 3 of ENGINE CRANKS NORMALLY

PUMP BUT WILL NOT START, above.

LACK OF POWER
HINT:
First check that the air cleaner is not clogged & the engine overheating.
Not applicable if the customer desires an output power higher than specified for that vehicle. For ac-
curacy, adjust with a chassis dynamo.

(Possible Cause) (Check Procedure and Correction Method)

1. IMPROPER ADJUSTMENT OF With accelerator fully depressed, check that adjusting

ACCELERATOR CABLE lever is in contact with maximum speed adjusting
screw. Also check i f accelerator cable or linkage is
catching on something.
I f necessary, adjust so that lever is in contact with
screw, or make other required repairs.

2. INSUFFICIENT MAXIMUM Check maximum,speed. (See page EM-27)

SPEED Maximum speed:
2 L-T 4,700 - 4,900 rpm
3 L (Hong Kong, Singapore and Malaysia)
-
4,300 4,500 rpm
3L (Others) 4,500 - 4,700 rpm
If not as above, adjust with maximum speed adjust-
ing screw.

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 EM-10 ENGINE MECHANICAL - Troubleshootinn (Diesel Engine Diaanosis)
3. INTERCHANGED OVERFLOW HINT: Overflow screw is marked "OUT" and has
SCREW (OUT) AND INLET an inner jet. Although both fittings are same size,
(NO MARK) FITTING they must not be interchanged.

Refer to step 3 of ROUGH IDLE WITH WARM

ENGINE.

1 5. CLOGGED FUEL FILTER Disconnect inlet hose to fuel filter, and feed clean
fuel directly into pump.
HINT: When feeding fuel directly into pump, keep
container at same level as vehicle fuel tank.
I f engine condition improves, fuel filter is clogged
and should be replaced.
I f no increase in engine condition after replacing fuel
filter, check priming pump (hand pump) or perform
other necessary repairs.

16. IMPROPER INJECTION TIMING I Refer to step 7 of ENGINE CRANKS NORMALLY

BUT WILL NOT START.

7. FAULTY INJEC Refer to step 9 of ENGINE CRANKS NORMALLY

BUT WILL NOT START.

EXCESSIVE EXHAUST S M O K E
HINT:
Check that the air cleaner is not clogged.
Check with the customer whether or not oil consumption has been excessive.

(Possible Cause) (Check Procedure and Correction Method)

I 1. IMPROPER I -NI Refer to step 7 of ENGINE CRANKS NORMALLY

BUT WILL NOT START.
HINT: Black smoke indicates advanced timing
while white smoke indicates retarded timing.
Adjustments should be made accordingly.

1 2. CLOGGED FUEL FILTER I Refer to step 5 of LACK OF POWER.

HINT: A t high speed (2,000 - 3,000 rpm), a
clogged filter tends to make exhaust smoke white.

HINT: Excessive exhaust smoke is often caused by

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