Manual de Servicio Geely mr479q Mr479qa Mr481qa jl481q PDF

CONTENTS
Chapter 1 Engine Overview ......................................................................................................01
Section 1 Basic Structure and Working Principle of Engine. ......................................................................01
Section 2 Structural Characteristic of Engine .............................................................................................04
Section 3 Engine Technical Performance and Parameters ......................................................................12
Section 4 Engine Servicing Datasheet .......................................................................................................18
Section 5 Maintenance of Engine ...............................................................................................................23
Chapter 2 Cylinder Block Assembly ....................................................................................26
Section 1 Structural Characteristic of Cylinder Block ................................................................................26
Section 2 Detach, Assembly and Servicing of Cylinder Block ..................................................................27
Chapter 3 Cylinder Head Assembly ...................................................................................45
Section 1 Structural Characteristic of Cylinder Head ................................................................................45
Section 2 Detach, Assembly and Repair of Cylinder Head ......................................................................45
Chapter 4 Piston & Connecting Rod Mechanism ....................................................69
Section 1 Construction of Piston & Connecting Rod Mechanism ............................................................69
Section 2 Dismantling and Inspection of the Connecting-rod and its Bearing ......................................72
Section 3 Common Faults and Troubleshooting of the Piston Connecting-rod Mechanism ................73
Chapter 5 Crank Mechanism ..................................................................................................76
Section 1 Structural Characteristics of Crank Mechanism ........................................................................76
Section 2 Disassembly & Maintenance of Crank Mechanism ..................................................................78
Section 3 Common Faults and Troubleshooting of Crank Mechanism ...................................................83
Chapter 6 Valve Train ....................................................................................................................84

Section 1 Make-up of Valve Train & its Design Features ............................................................................84
Section 2 Valve Timing ..................................................................................................................................85
Section 3 Make-up of Valve train Assembly and its Features ...................................................................86
Section 4 Service of Valve Train ...................................................................................................................89
Section 5 Common Faults and Troubleshooting of Valve train ................................................................93
Chapter 7 Fuel Supply System .................................................................................................94

Section 1 Makeup and Features of Fuel Supply System for Electronic Fuel Injection Engine ................94
Section 2 Matters Needing Attention in Use and Maintenance of Electronic Fuel Injection System....99
Section 3 Troubleshooting the Electronic Fuel Injection System .............................................................102
Section 4 Evaporative Emission & Positive Crankcase Ventilation Control System ..............................124
Chapter 8 Ignition System .........................................................................................................127
Section 1 Introduction to Ignition System ..................................................................................................127
Section 2 Troubleshooting of Ignition System ...........................................................................................128
Chapter 9 Lubrication System ...............................................................................................132
Section 1 Makeup and Features of Lubrication System ..........................................................................132
Section 2 Examination & Maintenance of Lubrication System ..............................................................136
Section 3 Common Faults and Troubleshooting of Lubrication System ................................................141
Chapter 10 Cooling System .....................................................................................................143
Section 1 Composition & Features of Cooling System ............................................................................143
Section 2 Inspection and Maintenance of Cooling System ...................................................................147
Section 3 Common Faults and Troubleshooting of Cooling System ......................................................149
Chapter 11 Clutch ..........................................................................................................................150
Section 1 Structure of Clutch and Its Operating Mechanism .................................................................150
Section 2 Clutch Troubleshooting ..............................................................................................................152

Section 3 Assembly and Adjustment of Clutch and its Operating Mechanism ...................................155
Section 4 Common Faults and Troubleshooting of Clutch .....................................................................158
Chapter 12 Common Faults and Troubleshooting of Engine ........................160
Section 1 Overview .....................................................................................................................................160
Section 2 Determination and Elimination of Common Faults in Engine ................................................160
Section 3 Determination and Elimination of Abnormal Noises in the Engine ........................................171
Chapter 13 Power source .........................................................................................................173
Section 1 Structure of Clutch and Its Operating Mechanism .................................................................173
Section 2 Battery ..........................................................................................................................................175
Section 3 Normal Malfunction of Charging System and Troubleshooting ............................................176
Chapter 14 Starter ..........................................................................................................................177
Section 1 Structure of Starter ......................................................................................................................177
Section 2 Working Principle of Starter ........................................................................................................178
Section 3 Attentions in Use of Starter .........................................................................................................178
Section 4 Troubleshooting of Starter ..........................................................................................................179
Chapter 15 Engine Management System ....................................................................180
Section 1 System Profile ..............................................................................................................................180
Section 2 System Composition and Working Principle ............................................................................181
Chapter 16 Engine Electronic Control System ..........................................................184
Section 1 General Structure of Engine Electronic Control System .........................................................184
Section 2 Structural Principle of the Components of the Engine Electronic Control System ..............184
Chapter 1 Engine Overview
Section 1 Basic Structure and Working Principle of Engine
I. Basic Structure of Engine
Engine provides power to the automobile. Presently, internal combustion engine is widely applied in the automobile. It’s
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. It’s 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. It’s 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.
2. Crankshaft Connecting Rod Mechanism
The crankshaft connecting rod mechanism is composed of body, piston, connecting rod, crankshaft, flywheel and crank
shield. It converts the heat generated by engine combustion into mechanical energy, namely, converts the piston linear
reciprocating movement into the crankshaft and flywheel rotations, and then the flywheel outputs the power. The flywheel
is designed to keep the engine in stable rotation by the rotating inertia.
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 combus-
tible gas mixture into the cylinder, and emit the post-combustion exhaust gas out of the cylinder in time.
4. Fuel Supply System
The fuel supply system is composed of gasoline pump, gasoline filter, gasoline distribution pipe, pressure regulator,
fuel injector, fuel tank, air filter, throttle body, intake manifold, exhaust manifold, exhaust gas purifier, and exhaust muffler.
The fuel supply system is designed to mix gasoline and air into high-quality combustible gas mixture, send it to the cylinder
for combustion, and emit the exhaust gas out of the engine.
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.
1
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. It’s designed to start up the engine from statistic
mode to automatic operation.
9. Engine Management System
The engine management system is also called the engine control system. It’s composed of sensors that measure the
engine operation status and parameters, the Electronic Control Unit (ECU) and the controlled acting components.
The system is based on the Electronic Fuel Injection (EFI), with ECU controlling the Electronic Spark Advance (ESA)
and the Idle Speed Control (ISC) so that the engine works in optimal condition.
II. Operational Principle of Engine
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
Fig. 1 Working Principle of Engine
2
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 they’re 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 we’ll 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-to-
power 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 above-
mentioned 4 strokes, the engine works repeatedly and outputs non-stop power that drives the car forward
3
Section 2 Structural Characteristic of Engine
TStructural Characteristic of Engine MR479Q MR481QA
MR479QA Engine and IL481Q Engine are new products based on the features
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. It’s structured without power
distributor and with 2 ignition coil that can generate voltage as high as 10 to 35kV for ignition.
1.587L MR479Q
With the overall displacement of 1.342L
1.498L
and 1.762L . MR479QA engine and MR481QA
JL481Q
engine are cylinder-in-line,
water-cooling. 4-stroke gasoline engines equipped with double over head camshaft, 16 valve, and electronic control fuel
injection. There’re 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
Fig. 2 Assembly Drawing of MR479Q/MR479QA Engine
4
Fig. 3 Components Assembly Drawing of MR479Q/MR479QA Engine
5
Fig. 4 MR479Q/MR479QA Engine and Its Power System
6
MR479Q
Fig. 5 Assembly Drawing of MR479QA Engine and Its Auxiliaries
7
MR479Q
Fig. 6 Electronic Control Fuel Injection System in MR479QA Engine
8
Fig. 7 Front view of JL481Q Engine
MR481QA
9
Fig. 8 Sectional elevation of JL481Q Engine
MR481QA
10
11
JL481Q
Fig. 9 Electronic Control Fuel Injection System in Engine
MR481QA
Section 3 Engine Technical Performance and Parameters
1.Major Technical Parameters of MR479Q Engine and MR479QA Engine
MR479Q MR479QA
Type 4-cylinder in line, water-cooling,
dual-roof convex shaft, 16 valves, belt
and gear driven, hip-shaped combustion chamber
Bore × stroke (mm × mm) 78.7×69 78.7×77
Displacement (L) 1.342 1.498
Compression ratio 9.3 9.8
Rotation at idle speed (r/min) 800±50
Ignition timing Dynamic adjusted by ECD with the condition
Valve clearance Intake(mm) 0.20±0.05
(In cold state) Exhaust (mm) 0.30±0.05
maximum power (KW/r/min) 63/6000 69/6000
Maximal torque (N.m/r/min) 110/5200 128/3400
Minimal fuel consumption ratio at full load (g/kw.h) ≤259 ≤279
Emission at idle speed CO (%) ≤0.1
HC (PPm) ≤50
Test cycle emission (GB III) CO≤2.3g/Km,HC≤0.2g/Km,NOx≤0.15g/Km,with OBD
function
Number of fuel NO.93 or above Lead-free vehicle gasoline
Lubrication Pressure and splash combined
Oil specification SAE 10W-30 or SAE 10W- 40 SAE15W-40
SAE 5W-30 in frigid area, API quality rate: SG or above
Oil pressure Idle (kpa) ≥90
3,000r/min (kpa) 294 ~539
Oil capacity (L) 3.5 (full in dry mode),3.1 (full in wetmode)
Cooling Force-cycle, water-cooling
Spark clearance (mm) 0.8 ± 0.1
12
II. Major Technical Parameters of MR481QA Engine and JL481Q Engine
MR481QA JL481Q
Type 4-cylinder in line, water-cooling, dual-roof convex shaft,
16 valves, belt and gear driven, hip-shaped combustion
Bore × stroke (mm × mm) 81×77 81×85.5
Displacement (L) 1.587 1.762
Compression ratio 9.6 9.6
Ignition timing Dynamic adjusted by ECD with the condition
Valve clearance Intake(mm) 0.20±0.05
(In cold state) Exhaust (mm) 0.30±0.05
maximum power (KW/r/min) 78.7/6000 83.1/5600
Maximal torque (N.m/r/min) 137/4400 156.8/3400
Minimal fuel consumption ratio at full load (g/kw.h) ≤269 ≤269
Emission at idle speed CO (%) ≤0.1
HC (PPm) ≤50
Number of fuel NO.93 or above Lead-free vehicle gasoline
Lubrication Pressure and splash combined
Oil specification SAE 10W-30 or SAE 10W-40. SAE15W-40.
SAE 5W-30 in frigid area. API quality rate: SG or above
Oil pressure Idle (kpa) ≥90
3,000r/min (kpa) 294 to 539
Oil capacity (L) 3.5 (full in dry mode).3.1 (full in wet mode)
Cooling Force-cycle. water-cooling
Spark clearance (mm) 1.0 ± 0.050
13
III. Engine performance curve
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 Torque
Me (N.m) Pe(Kw)
Fuel Consumption Ratio

ge( g/kwh)
Rotation Speed
n r/min
Fig. 10 Exterior Feature of MR479Q Engine
14
Power Torque
Me (N.m) Pe(Kw)
Fuel Consumption
Ratio
ge(g/kwh)
Rotation Speed
n r/min
Fig. 11 Exterior Feature of MR479QA Engine
15
Power Torque
Me (N.m) Pe(Kw)
Fuel Consumption
Ratio
ge(g/kwh)
Rotation Speed
n r/min
Fig. 12 Exterior Feature of MR481QA Engine
16
Power Torque
Me (N.m) Pe(Kw)
Fuel Consumption
Ratio
ge(g/kwh)
Fig. 13 Exterior Feature of JL481Q Engine
17
Section 4 Engine Servicing Specifications
I.MR479Q/MR479QA/JL481Q/MR481QA Engine Servicing Technical Datasheet (Table 1 to Table 4)
Table 1 Mechanical Part of MR479Q/MR479QA/JL481Q/MR481QA Engine Servicing Datasheet
Name of item Servicing Data
Lower surface flatness Standard 0.030
(mm) Allowed limit 0.050
Maximal correction 0.080
Flatness of manifold Standard 0.080
Cylinder head
interface (mm) Allowed limit 0.100

Seat surface width Intake 1.000-1.400
Valve seat (mm) Exhaust 1.000-1.400
Valve race surface angle 45°
Allowed concave in valve seat surface (mm) 0.500
Standard value of cam Intake bearing hole Standard 5- φ 23
shaft bearing hole (mm) Exhaust bearing hole Standard +0.021 +0.021
1- φ 25 4- φ 23
0 0
Standard interface width Standard 1.000-1.400

with valve seat (mm)
Valve
Taper angle 45.5°±15’

Standard φ 5.960- φ 5.975
Intake
Outer diameter of Allowed limit φ 5.950
valve stem (mm) Standard φ 5.960-?5.975

Exhaust
Allowed limit φ 5.950
Standard 0.800-1.200
Intake
Valve
Thickness of Allowed limit 0.500

valve seat edge Standard 0.800-1.200
Exhaust
Allowed limit 0.500
conduit
Valve
Clearance between valve Intake

Allowed limit 0.080
stem and valve
conduit (mm) Exhaust
Allowed limit 0.080
Standard 39±0.30
Free height (mm)
Allowed limit 38.570
Installation height(mm) Standard 31.700
Valve spring
Standard 160±8N
Installation load (N)
Allowed limit 150
Allowed limit of perpendicularity(mm) φ1.2 A
Valve tappet Oil film clearance
Allowed limit 0.075
18
Servicing data
Name of item
Intake cam shaft Exhaust cam shaft
Standard 0.032-0.085 0.040-0.091
Axle clearance (mm)
Allowed limit 0.110 0.110
MR479Q and Standard Intake 41.76±0.04 Exhaust 42.01±0.04

Cam height (mm) MR479QA Allowed limit Intake 41.650 Exhaust 41.850
(Base circle + lift) JL481Q and Standard Intake 42.665±0.04 Exhaust 42.01±0.04
Camshaft
MR481QA Allowed limit Intake 42.554 Exhaust 41.850

Journal uneven abrasion (mm) Limit 0.030 0.030
Standard 0.040-0.082 0.035-0.072
Clearance between
1 to 2 for front 0.120 0.120
journal and Allowed limit
bearing(mm) 3 to 5 for middle Standard 0.040-0.082 0.035-0.072
and rear
Standard 0.032-0.085 0.040-0.091
Thrust bearing clearance (mm)
Gear clearance (mm)
Allowed limit 0.300
Standard φ 8.75±0.03
Diameter of cylinder head bolt (mm)
Allowed limit φ 8.6
Standard 0.040
Upper surface flatness (mm)
Allowed limit 0.050
Standard φ 78.700 +0.030
MR479Q and 0
Cylinder bore (mm) MR479QA Allowed limit φ78.730
Standard φ 81.0 +0.030
JL481Q and 0
Cylinder block
MR481QA Allowed limit φ 81.03

Standard 0.0065
Cylinder hole roundness (mm)
Allowed limit 0.0065
Standard 0.040
Cylinder hole perpendicularity (mm)
Allowed limit 0.040
Cylinder hole dimension for Plus 0.5 φ 79.200 +0.030
0
servicing (mm) Plus 0.7 φ 79.400 +0.030
0
Clearance between piston skirt and Standard 0.075 – 0.095
cylinder hole (mm) Allowed limit 0.115
MR479Q and Plus 0.5 φ 79.115 - φ 79.145
Piston skirt
dimension for MR479QA Plus 0.7 φ 79.315 - φ 79.345
servicing (mm) φ 81.445 – φ81.485
JL481Q and Plus 0.5
Piston
MR481QA Plus 0.7 φ 81.645 – φ 81.685
MR479Q and I) 78.665- φ 78.655,II) φ 78.665 φ 78.675

φ
Skirt H=18,H=16 MR479QA III) φ 78.675-78.685
Diameter standard JL481Q and I) φ 80.955- φ 80.965,II)φ 80.965- φ 80.975
MR481QA III) φ 80.975-80.985
19
Piston Pin
Outer diameter (mm) ?20 +0.016

+0.010
Clearance to piston (mm) 0.002-0.013
Interference with connecting rod (mm) 0.017-0.044
1 to 2 rings Standard 0.2-0.4
Opening clearance (mm) Allowed limit 1.050 for 1 ring,1.200 for 2 ring
Piston ring
Oil ring Standard 0.2-0.7

Allowed limit 1.100
1 to 2 rings Standard 0.20-0.055

Clearance to ring Allowed limit 0.04
groove edge(mm) Standard 0.060-0.160
Oil ring
Allowed limit 0.180
Allowed bend (per 100mm) (mm) 0.03
Connecting rod
Allowed twist (per 100mm) (mm) 0.06

Clearance between connecting rod bearing and Standard 0.020-0.051
connecting rod journal(mm) Allowed limit 0.070
Axial clearance of connection Standard 0.150-0.30
rod big end (mm) Allowed limit 0.35
Standard 0.005
cylindricity
Allowed limit 0.01
Journal uneven abrasion (mm) Limit 0.020
Clearance between master Standard 0.015-0.033
journal and bearing (mm Allowed limit 0.100
Crankshaft
Axle clearance (mm)
Allowed limit 0.250
Standard φ 47.982 – φ48.000
Master journal diameter (mm)
Allowed limit φ 47.745 – φ47.755
MR479Q Standard φ 39.985 – φ40.000
MR479QA
MR481QA Allowed limit φ 39.745 – φ39.755
Connecting rod journal
diameter(mm) Standard φ 47.982 – φ 48
JL481Q
Allowed limit φ 47.745 –φ47.755
Thickness of thrust plate (mm)
Allowed limit 2.350
Flywheel
Standard 0.015
Clutch interface run-out (mm)
Allowed limit 0.100
1.486 – 1.490
Standard 1.490 – 1.494
Bearing shell
1.494 – 1.498
Central wall thickness of
connecting rod bearing shell (mm) 1.606 – 1.610
Plus for servicing 1.610 – 1.614
1.614 – 1.618
20
2.002 – 2.005
2.005 – 2.008
Standard 2.008 – 2.011
Bearing shell
2.011 – 2.014
Central wall thickness of 2.014 – 2.017
connecting rod bearing shell (mm) 2.122 – 2.125
2.125 – 2.128
Plus for servicing 2.128 – 2.131
2.131 – 2.134
2.134 – 2.137
Table 2 Main Adjusting Parameters for MR479Q/MR479QA/JL481Q/MR481QA Engine
Item Adjusting parameter

Tension of belts in generator and pump Under pressure of 98N, deflection of 7 to 9mm for new
belt, and 11.5 to 13.5mm for used belt
Valve clearance (mm) (in cold state) Intake 0.20±0.05
Exhaust 0.30±0.05
Spark plug clearance (mm) 0.8±0.1;1±0.05(MR481QA,JL481Q
Ignition timing At idle speed (rotation = 800±50r/min), 8±2° before
TDC (T terminal connected)
Pollutant emission at idle speed CO≤0.2%, HC≤60PPm (QB)
Oil capacity 3.5L (full in dry), 3.1L (full in wet)
Oil level between F line and L line of ruler
Tension of timing belt Deflection is 5 to 6mm under pressure of 20N
Table 3 Fastening Torque Specifications of Major Bolts and Nuts in
Name Part Specification Quantity Torque N.m

Spark plug Cylinder head M14 x 1.25 S=16 4 18
Cam bearing cover (bolt) Cylinder head M6 x 40 S=10 22 13
Cylinder head hood (bolt) Cylinder head M6 nut S=10 4 10.8
Ignition device Cylinder head M8 x 31 S=12 2 20
Camshaft timing belt wheel Camshaft M10 x 1.25 x 23 S=14 1 59
Belt tension wheel Cylinder block M10 x 1.25 x 40 S=10 1 37
Crankshaft tension wheel Crankshaft M12 x 1.25 x 31 S=17 1 127
Cylinder head (1st screwing) Cylinder block M10 x 1.25 x 90 10 29
Cylinder head (2nd screwing Cylinder block Dodecagonal bolt S=10.3, e=11.5 Rotation of 90°
Cylinder head (3rd screwing) Cylinder block Rotation of 90°
Generator stand Cylinder head M10 x 1.25 x 20 S=14 3 31
No.2 water inlet Cylinder head M8 x 12 S=12 2 20
Oil position ruler conduit No.2 water inlet M6 x 12 S=8 1 9.3
Intake manifold Cylinder head M8 x 30 S=12 7 19
Transmit pipe Intake manifold M8 x 50 S=12 2 15
21
Name Part Specification Quantity Torque N.m
Fuel-in pipe Transmit pipe M12 x 1.25 x 26 S=17 2 29
Cooling water bypass hose Intake manifold Flange hexagonal nut M6 S=8 2 10.2
Intake manifold seat Intake manifold M8 x 29 S=12 1 21
Intake manifold seat Cylinder block M8 x 16 S=12 1 44
Engine stand(RH) Cylinder head M8 1 31
Throttle section Intake manifold M8 x 54 S=12 2 22
Water inlet stand Cylinder head M8 x 35 S=12 1 22
Water outlet Cylinder head M8 x 16 2 22
Exhaust manifold Cylinder head M10 x 1.25 Nut S=14 5 34
Exhaust manifold stand Exhaust manifold M10 x 1.25 Nut S=14 1 59
Exhaust manifold stand Cylinder block M10 x 1.25 x 20 S=13 1 59
Heat-isolation cover of exhaust pipe Exhaust manifold M6 x 12 S=10 4 17
MR479Q
Main bearing MR479QA Cylinder block M10 x 1.25 x 60 S=14 10 60
MR481Q Cylinder block M10 x 1.25 x 60 S=14 10 70
cover
JL481Q Cylinder block M10 x 1.25 x 60 S=14 10 80
MR479Q Connection
Connecting rod MR479QA M9 x 1 S=14 e=16.2 8 65
cover MR481QA rod body
JL481Q Connection rod body M9 x 1 S=14 e=16.2 8 70
Rear oil seal ring Cylinder block M6 x 16 S=8 6 9.3
Knock sensor Cylinder block M8 1 20
Water Pump Cylinder block M8 x 35 S=12 3 20
Installation rack for RH engine Cylinder block M10 x 1.25 x 35 S=13 3 51
AC generator adjusting level Cylinder block M10 x 1.25 x 21 S=14 2 39
Rear end plate Cylinder block M6 x 13 S=8 2 5.6
Flywheel Crankshaft M10 x 1.25 x 23 S=17 6 78/85
Oil drip pan Cylinder block M6 x 12 S=8 19 4.9
Oxygen sensor Exhaust manifold M16 x 1.5 1 44
Oil filter Cylinder block Substandard thread 1 1st screwing by hand.
2st wrenching 3/4 circles
Front and rear hooks of Cylinder head M10 x 1.25 x 20 2 30
engine Idle regulator Regulator seat M6 x 40 2 7±1
22
Section 5 Maintenance of Engine
1. Maintenance Periods and Maintenance Content
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 Check the leakage of oil or water.
b Judge whether the engine runs properly after its startup through listening, and check the instrument operations.
2. Maintenance per 1,000km of driving
a Complete the daily maintenance.
b Check and adjust what are necessary.
c Check the electrolyte proportion or voltage of storage batteries.
d Check whether the connectors of ECU, generator, spark plug and other electrical accessories are loose.
A Check whether all parts of the gasoline engine are well fastened.
3. Maintenance per 5000km-drive
a Complete the maintenance per 1,000km of driving.
b Check whether the storage batteries develop crack or have electricity leakage.
c Check whether the generator works properly.
d Replace the oil.
4. Seasonal maintenance
a Add anti-freezer into coolant in the winter days.
b Adjust the concentration of storage battery electrolyte on seasonal basis.
II. Maintenance of Lubricating System
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 it’s too low, check the
leakage and add in oil to the mark F, but never above F.
3. Replace with new oil
Discharge the oil completely after it works for a period, and replace with the new oil. During the course of replacement,
discharge the used oil from the oil pan when the engine is still hot. If there’s a large quantity of impurities in the oil pan,
wash them out with light spindle oil, but never wash with gasoline or coal oil.
Clean the oil-filling port before injecting oil in it, so as to prevent the impurities from entering together. After adding in the
oil, wait for 5 minutes before checking the height of oil level. After the injection is completed, put on the cap.
23
III. Maintenance of Cooling System
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 manufacture’s instruction (the recommended concentration is above 50%, but no
higher than 70%), and never use the ethanol-based coolant.
IV. Check of Engine
1. Check and Replacement of Timing belt

Check whether the belt is installed properly. If any belt gear tooth is broken or damaged, check whether the camshaft is
stuck; if there’s observable crack or damage on the belt surface, check the positions of belt pilot wheel and each belt wheel;
if the belt gear tooth wears apparently, check whether the timing belt cover is damaged, or installed improperly, or if any
alien substance exists on the belt gear tooth, and replace the belt if necessary. In normal case replace the belt after each
120,000km of driving.
Note: Don’t bend, twist or turn outwards the timing belt, and keep the timing belt off oil, water or vapor.
2. Check and Measurement of Valve Clearance
Note: Check and adjust the valve clearance when the engine is in cold state.
a 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).
3. Check of Pump Driving (V-type) Belt
Check the belt per 10,000km-drive (or 6 months), as follows:
(1) Check visually whether the driving belt groove over-wears, the
sennit looses, or the spoke is striped. Replace the belt if damage is 98N
found.
(2) Impose the belt with the pressure of 98N (10Kgf), and make Water pump AC
sure the belt deflection ∆ is:
∆ = 7 to 9mm for new belt; and ∆ = 11.5 to 13.5mm for old belt.
If the deflection is not in compliance with the above standard,
adjust the belt tension (Fig.14). New belt refers to the belt that has
worked in the running engine for less than 5 minutes; Old belt
refers to the belt that has worked in the running engine for no less Crankshaft
than 5 minutes.
Fig. 14 Tightness of water pump driving belt
24
4. Replacement of Engine Oil
In normal case replace the engine oil per 5,000km of driving (or 3 months), and replace it per 2,500km of driving in
adverse conditions.
5. Replacement of Oil Filter
Remove the oil filter with the specialized servicing tools, and replace it per 10,000km of driving (or 6 months) in normal
case, and per 5,000km of driving (or 3 months) in adverse condition. Pay attention to the follows during the course of
replacement:
1. Check and clean the installation surface of oil filter.
(1) Check whether the component number of new oil filter is the same as that of the original one.
(2) Paste the clean engine oil upon the gasket of new oil filter.
(3) Screw in the oil filter gently, and screw it down when the gasket touches the base.
(4) Screw 3/4 rounds more with specialized servicing tools.
6. Check and replacement of spark plug
Check it per 10,000km of driving (or 6 months) in normal case, and replace it per 20,000km of driving (or 12 months).
(1) Check visually whether there’s electrode ablation or screw damage in the spark plug. Replace the spark plug if it’s
not in normal condition. The recommended spark plug is: MR479Q/MR479QA DENSO K16R-U, MR481QA/JL481Q
K7RF-11.
(2) Bend the outer side of electrode gently in order to obtain the necessary electrode clearance(0.8mm in normal case).
(3) Install the spark plug using a spark plug wrench with a torque of 18N.m.
7. Replacement of oil filter
Replace it per 40,000km (or 24 months) in normal case.
8. Check and replacement of compulsory ventilation valve PCV in crankshaft box
The PCV valve is installed to reduce the leakage of HC or other poisonous gases.
How to check the PCV valve:
(1) Blow air into the PCV valve from the cylinder cover side, and check whether it’s unblocked.
(2) Blow air into the PCV valve from the intake room side, and check whether it’s blocked.
If the PCV valve fails the above check, it shall be disqualified and replaced.
Note: Don’t take in air through the PCV valve because the petroleum substances inside are poisonous.
Check and replace it per 20,000km of driving (or 12 months) in normal case.
9. Check and replacement of all hoses and connections in engine
Check it per 40,000km of driving (or 24 months) in normal case, and replace it per 80,000km of driving (or 48 months).
After replacement, check it per 20,000km of driving (or 12 months).
25
Chapter 2 Cylinder Block Assembly
Section 1 Structural Characteristic of Cylinder Block
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. It’s 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. There’s the main oil passage in the cylinder
block, connecting to the oil pump, oil filter, and oil pressure sensor directly. There’s optimized layout for cooling system of
water cavity and water flow. And the servicing is easy (Fig. 15).
5
4
3 7
2 7
6
9 8
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
26
Section 2 Detach, Assembly and Servicing of Cylinder Block
I. Grouped Servicing Data for Cylinder Block
Name Grouped dimension (mm) Best Color mark
+0.01 Red
1 φ78.7
0
MR479Q
+0.02 √
2 φ78.7 +0.01 Yellow
Diameter of MR479QA
+0.03
3 φ78.7 +0.02 Blue
cylinder bore
+0.01
1 φ81 0 Red
MR481QA
+0.02 √
2 φ81 Yellow
+0.01
JL481Q
+0.03
3 φ81 Blue
+0.02
+0.01
1 φ78.655 Red
MR479Q MR479QA (18mm 0
+0.02 √
2 φ78.655 Yellow
Piston skirt from bottom to up) +0.01
+0.03
3 φ78.655 Blue
diameter +0.02
+0.01
1 φ80.955 Red
MR481QA JL481Q(16mm 0
+0.02 √
2 φ80.955 Yellow
from bottom to up) +0.01
+0.03
3 φ80.955 Blue
+0.02
+0.006
1 φ52.025 Red
0
+0.012 √
Diameter of main bearing seat hole 2 φ52.025 Yellow
+0.006
+0.018
3 φ52.025 Blue
+0.012
0
0 φ48 Red
-0.006
Diameter of crankshaft main journal -0.006 √
1 φ48 Yellow
-0.012
-0.012
2 φ48 Blue
-0.018
27
Name Grouped dimension (mm) Best Color mark
1 +0.005 Red
2
+0.002
2 +0.008
2 √ Yellow
+0.005
Total central thickness of
3 2 +0.011 √ Blue
+0.008
crankshaft bearing
4 2 +0.014 √ Orange
+0.011
5 2 +0.017 Green
+0.014
1 +0.008
φ43 0 Red
MR479Q
Diameter of 2 +0.016 √ Yellow

MR479QA φ43
+0.008
connection rod MR481QA 3 +0.024 Blue
φ43 +0.016
big end 1 +0.006 Red

φ51 0
2 +0.012 Yellow
φ51 +0.006 √
JL481Q
3 +0.018 Blue
φ51 +0.012
1 -0.010 Red
MR479Q φ40 -0.015
MR479QA 2 -0.005 √ Yellow

φ40 -0.010
Diameter of •
MR481QA 0
3 φ40 -0.005 Blue
connecting rod
1 -0.012 Red
φ48 -0.018
shaft
2 -0.006 √ Yellow
JL481Q φ48 -0.012
3 0 Blue
φ48 -0.006
1 +0.004 Red
1.486 0
Central wall thickness of
2 +0.008 Yellow
1.486 +0.004 √
connecting rod bearing shell
+0.012
3 1.486 Blue
+0.008
(Note: data without engine type in table 4 are applicable to the general data of 4 engine types)
28
II. Preparations before Detaching and Checking the Cylinder Block
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 disassem-
bling procedures are briefly described as follows:
(I) Remove the Engine-power train (with Clutch and Gearbox)

1. Open the engine hood, and then remove the negative cables of from battery.
2. Drain the coolant in the radiator, and detach the radiator hoses and clamps.
3. Drain the refrigerator, and disassemble the air-conditioning pipe line.
4. Disassemble the pipe connecting the air filter assy.
5. Disassemble the clutch cable.
6. Detach the flexible cable of odometer.
7. Detach the throttle cable
8. Detach the vacuum booster hose.
9. Detach the water hoses of heat exchanger.
10. Detach the fuel deliver hose and the fuel return hose system.
11. Detach the engine wire harness.
12. Detach all kinds of control system hoses and connectors that connect the engine assy.
13. Lift the car to proper height with the automobile lifting equipment. Make sure the car to be locked and secured on lifting
equipment.
14. Drain the oil in the oil pan.
15. Drain the gear oil in the gearbox.
16. Detach off the front-left propeller and the front-right propeller.
17. Remove the exhaust pipe and muffler assy.
18. Remove the gear shift lever.
19. Intrude the engine lifting equipment below the car to hold the engine gently.
20. Detach the bolts on the front-left, rear-left and right mounted bracket racks of the engine and the vibration-isolating
spacers.
21. Check whether the connection between engine and carbody is completely detached, and disassemble the undetached
part.
22. Lower the engine gently with the engine lifting equipment, and take it out slowly from the cabinet.
23. Hoist the engine onto the rack of servicing power assy.
24. Remove the starter.
25. Remove the gearbox.
26. Remove the clutch.
27. Hoist the engine onto the rack for engine servicing.
(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.
29
6. Remove the cylinder head cover.
Detach the generator connector (1), the wire
connection(2), the oil pressure switch connector (3), and
the wire clip (4). Detach the wire harness, remove the
compulsory ventilation PCV hose of crankcase, remove
the 4 lock nuts and the seal pad, and remove the cylinder
head cover and the gasket (Fig. 17).
7. Remove the AC generator.
8. Remove the exhaust manifold (Fig.18).
9. Remove the phase sensor. Fig. 16 Detach the AC Generator Belt
10. Remove the intake manifold.
11. Remove the oil dipstick and the guide (Fig.19). (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)
14. Set the No.1 cylinder at TDC of compression stroke.
(1)Turn the crankshaft pulley gently to align the “V” (1)
groove with the timing mark “O” on the No.1 timing belt
cover (Fig. 21).
(3)
Fig. 17 Detach the Generator Connectors and Wires
Fig. 18 Detach the Exhaust Manifold Fig. 19 Disassemble the Oil dipstick and guide tube
Fig. 20 Detach the No.2 Water Inlet Connecting flange Fig. 21 Align with the Timing Mark on No.1 Timing Belt
30
(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 don’t 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 Detach the Crankshaft Pulley Fig. 24 Detach the Timing Pulley of Camshaft
19. Detach the camshaft.

Note: The axial clearance of camshaft is quite small, so keep the camshaft horizontal during the detaching in order to
prevent the camshaft and the thrust bearing of cylinder head from being damaged.
(1) Turn the intake camshaft till the positioning hole on the auxiliary gear is at the upside(Fig. 25).
(2) Remove the two bolts and the No.1 bearing cap of intake camshaft.
(3) Fix the auxiliary gear of intake camshaft with the driving gear M6 screw hole by a M6x16 bolt, so as to eliminate the
torsion spring force of the auxiliary gear (Fig. 26).
Driving gear
Auxiliany
install positioning hole
Serviang bolt
Fig. 25 Key Procedures of Detaching Camshaft Properly Fig. 26 Fix the Auxiliary Gear and Driving Gear with the Servicing Bolt
31
(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 can’t 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.
Don’t pry the camshaft by force with tools or other articles in order to prevent the components from being damaged (Fig.
28).
Fig. 27 Sequences of Detaching the Bearing Cap Bolts of Intake Camshaft Fig. 28 Proper Way to Lift Up the Camshaft Vertically
(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 can’t be removed by hand,
leave it where it is with no bolt, and do not remove it by force (Fig. 30).
Dower pin
Fig. 29 Location of Dowel Pin when Detaching

Fig. 30 Don’t Detach the No.1 Bearing Cap of Exhaust Camshaft by Force
Exhaust Camshaft in Disassembly Dowel Pin
b. In the sequences shown in the figure, screw off and

remove the 8 bearing cap bolts by multiple and equal actions
(Fig. 31). After removing the cam bearing cap, if the
camshaft can’t be lifted up vertically, reinstall it to the No.3
bearing cap with 2 bolts, and loose and remove the 2 bearing
cap bolts alternately while lifting up the camshaft gear (Fig.
32). Don’t remove the camshaft by force in order to prevent
the components from being damaged.
Fig. 31 Screw off the Bearing cap Bolts by Multiple

and Equal Actions from Sides to Center
32
20. Remove the sub-assy. of cylinder head
(1) In the sequences shown in the Fig., screw off and remove the 10 cylinder head bolts by multiple and equal actions (Fig.
33).
(2) Lift up the cylinder head off the dowel pin of cylinder block, and put it on the worktable. Be careful to protect the contact
surface between cylinder head and cylinder block, and pry inside the bulge between them with the screwdriver during the
course of disassembly (Fig. 34).
Fig. 32 Proper Way of Lifting up the

Exhaust Camshaft Vertically
Fig. 34 Proper Way of Prying apart the Fig. 33 Sequences of Loosen off and
Cylinder Head from Cylinder Block Gently Detaching the Cylinder Head Bolts
33
III. Disassembly, Examination and Servicing of Cylinder Block
(I) Detach
1. Detach the 6 bolts and the flywheels (Fig. 35).
2. Detach the 2 bolts and the rear-end cover-plate (Fig. 36).
3. Detach the 2 bolts and the adjusting frame of AC generator (Fig. 37).
4. Detach the 3 bolts and the mounted bracket at the right side of engine (Fig. 38).
Fig. 35 Detach the Flywheel Fig. 36 Detach the Rear-end Cover-plate of Cylinder Block
Fig. 37 Detach the Adjusting frame of AC Generator Fig.38 Detach the mounted brocket at the Right Side of Engine
5. Remove 3 bolts and the water pump, and take off the O-
shaped 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).
Fig. 39 Detach the Rear Oil Seal Ring of Crankshaft
34
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 clear-
ance (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 connect-
Fig. 40 Clear the Carbon Deposit around
ing rod bearing, connecting rod and connecting rod cap the Cylinder Port with Reamer
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 clear-
ance.
16. Remove the crankshaft
(1) Lift and take out the crankshaft.
(2) Remove the main bearing upper half and the upper thrust
washer off the cylinder block. Locate the main bearing cap,
main bearing and thrust washer in proper sequence (Fig. 41).
(II) Check
1. Clean the cylinder block. Clear the residue of cylinder
gasket off the topside of cylinder block with the gasket Fig. 41 Locate the Main Bearing cap, the
scraper. Clean completely the cylinder block with soft brush Main Bearing and the Trust Washer
and solvent (Fig. 42). Check whether there’re 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 grind-
ing the topside of cylinder block. The cylinder compression
ratio may go up if the block top surface is over-ground.
3. Check whether there’s vertical scratch upon the cylinder. If Fig. 42 Clear the Residue of Gasket on
there’s 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. There’re 3 dimension groups, named as group “1”, “2” and “3” of standard diam-
eter (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).
35
Abrasion characteristics of engine cylinder bore:
The abrasion condition reaches the most rigid point at 10mm away from the TDC, and improves gradually along with the
piston going downward. The maximal abrasion of cylinder wall happens when the 1st piston ring reaches the TDC.
The maximal radial abrasion of cylinder happens in the plain vertical to the crankshaft axis, and at the side near to the
intake valve. The oil film at this side of cylinder wall gets thinner by washing out; and in the meantime the entrance of dust
in air speeds up the abrasion of cylinder wall on the side of intake port. When the temperatures of cylinder walls at front
and rear ends of in-line engine are low, the abrasion is great.
Dimension gronps
Cylinder number NO.1 NO.2 NO.3 NO.4
Number 1,2or3
forward
Fig. 45 Three Groups of Standard Cylinder Inside

Diameters Printed on the Bottom of Cylinder BlockCylin-
der number: No.1, No.2, No.3 No.4, Dimension groups,
Number 1,2 or 3
Fig. 43 Check the Straightness of Cylinder Block Top Plane
1 Trust direction
Forwrd
2 Transverse axis direction
10mm
10mm
Fig. 46 Measure the Cylinder Diameters in Directions of 1 and

Fig. 44 Check the Vertical Scratch on Cylinder Wall
2 at positions of A, B and C with the Cylinder Diameter Gauge
36
(1) .Standard diameter, standard type of dimension groups refers
to table 4:
(2) .Maximal diameter, standard type: 78.93mm
(3) .Extra dimension 0.50 (type): 79.43mm
If the diameter is bigger than the maximal value, all the 4 cylinders
shall be re-bored. Replace the cylinder block if necessary.
5. Trim the bulge of cylinder upper part
Remove the bulge generated by abrasion and the combustion
residue around the cylinder opening. If the abrasion is smaller than
0.2mm, refine the cylinder opening side with a reamer (Fig. 47).
6. Check how the piston matches the piston pin, and try to move
the piston forward and backward. If the move occurs, replace the
whole set of piston and piston pin (Fig. 48).
7. Detach the piston ring (Fig. 49)
Fig. 47Trim the Cylinder Opening Side with Reamer
Fig. 48 Check How the Piston Matches the Piston Pin Fig. 49 Detach the Piston Ring
(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 dimen-
sions. Fig. 50 Remove the connecting rod off the piston
(1) Check the oil film clearance of piston
There’re 3 dimension groups, named as group “1”, “2” and “3” of standard piston diameter.
37
a. Measure the piston diameter vertical to the central line of piston
pinhole at 18mm away from the piston bottom side with micrometer
(Fig. 51). The standard piston diameter refers to table 4.
Extra dimension 0.5 (type): 79.115 to 79.145mm
b. Measure the inside diameter of cylinder bore in the thrust direc-
tion (Fig. 46). 28.5mm
c. Calculate the oil film clearance between the cylinder and the
piston by subtracting the measured piston diameter from the
measured inside diameter of cylinder bore.
d. If the oil film clearance is greater than the maximal value, replace
all the 4 pistons, and re-bore the 4 cylinders. Fig.51 Position to Measure the Cylinder Diameter
e. Replace the cylinder block if necessary.
NO.1,2or3
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. It’s stipulated that
the maximal oil film clearance is 0.115mm.
(2) .Check the clearance of piston ring opening to obtain the servic-
ing data reference
a. Press the piston ring into the cylinder hole.
b. Use the piston as the tool, with the piston top downwards, to push NO.1,2or3
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
Fig. 53 How to Locate the Piston Ring When Checking

the Opening Clearance of Piston Ring Fig. 54 Check the Opening Clearance of Piston Ring
38
Ring2: 0.20 to 0.40mm;
Oil ring: 0.20 to 0.7mm.
Maximal opening clearance:
Ring1: 1.05mm;
Ring2: 1.20mm;
Oil ring: 1.10mm.
d. If the opening clearance is greater than the maximal value, replace the piston ring.
e. If the opening clearance is still greater than the maximal value after installing the new piston ring, re-bore the 4 cylinders
or replace the cylinder block.
11. Check the radial run-out of crankshaft
(1) Put the crankshaft upon the V-shaped block.
(2) Measure the radial run-out of the central journal (Fig. 55). The
maximal standard of radial run-out is 0.03mm. If the measured radial
run-out is greater than the maximal value, replace the crankshaft.
12. Check the main journal and the connecting rod journal
(1) Measure diameter of each main journal and connecting rod
journal with micrometer (Fig. 56).
Diameter of main journal and connecting rod journal refers to table 4:
If the measured diameter fails the requirement, check the oil film
clearance, and grind or replace the crankshaft if necessary.
(2) Check the cylindricity of each main shaft journal and connecting
rod journal.
Maximal cylindricity: 0.02mm. If the measured cylindricity is greater Fig. 55 Check and Measure the
than the maximal value, replace the crankshaft. If necessary, grind Radial Run-out of Crankshaft
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 clear-
ance is qualified.
(III) Bore and Grind the Cylinders
If the cylinder hole wears so much that the cylinder shall be bored, the
4 cylinders must be bored and ground, and equipped with the extra-
dimension pistons. Replace all the piston rings to match the extra-
dimension pistons. Take MR479Q for example:
1. Install the extra-dimension pistons
Diameter of extra-dimension pistons:
Extra-dimension 0.50 (type): 79.155 to 79.185mm.
2. Calculate the cylinder-boring quantity
(1) Measure the piston diameter vertical to the central line of piston
pin at 18mm away from the piston bottom side with micrometer (Fig. Fig. 56 Check and Measure the Main
Journal and the Connecting Rod Journal
51). of Crankshaft
(2) Calculate the re-boring quantity for each cylinder according to the
formula below. The re-boring distance
39
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 Fig. 57 Difference between the Upper and
Lower Main Bearing Shell
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). Don’t 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
40
(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). Don’t 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. Don’t mount
oppositely or drop them (Fig. 60).
Fig. 59 How to Mount the Main Bearing onto Fig. 60 How to Mount the Thrust Washer onto
the Main Bearing Cap the Cylinder Block
6. Put the crankshaft upon the cylinder block

Smear the engine oil onto the operating surface of main bearing shell and thrust washer. Smear the engine oil onto the
main journal of crankshaft, and insert the crankshaft into the bearing hole of cylinder block gently.
7. Mount the main bearing cap and the lower thrust washers
(1) Mount the 2 thrust washers onto the No.3 main bearing cap, with the oil duct outwards (Fig. 61).
Mount the 5 bearing cap onto proper locations, with the arrow marks forwards. Assemble them according to the shown
arrows and sequences (Fig. 62).
(2) Mount and screw on the 10 main bearing cap bolts (with a thin layer of engine oil applied on the bolt screw) according
to the shown sequence (Fig. 63) by multiple and equal actions, the MR479Q/MR479QA torque is 60N.m, the MR481QA
torque is 70N.m, the JL481Q torque is 80N.m.
8. Check the axial clearance of crankshaft
The crankshaft shall be able to rotate freely. Check and measure the axle clearance with the plastic oil clearance gauge
(Fig. 64)
Front end of engine
Fig.61 Mount the Thrust Washers onto the Main Bearing Cap Fig.62 Location to Install the Main Bearing Cap
41
Fig. 63 Sequence to Screw on the Main Bearing Cap Fig. 64 Check the Axial Clearance of Crankshaft with the
plastic oil clearance gauge
9. Install the piston and the connecting rod components
(1) Suit the connecting rod bolt with short hose in order to protect the
crankshaft from being damaged. Code mark T of NO.2 compressior ring
(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;
Front - End Mark

(Protrude)
Fig. 66 Have the Marks of Connecting Rod and Connecting Rod Fig. 65 Locations of the Oil Rings and the compres-
Cap Forwards to the Engine Front End During Mounting Process sion 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 can’t stand the required torque, replace the whole set of connecting rod bolts and locking nuts.
42
c. Tighten the locking nut to 65+2.5 N.m;
d. MR481QA/JL481Q connecting rod bolts screwing torque;
1) Screwing 30N.m,2st screwing 70±2N.m
f. Check whether the crankshaft rotates freely.
11. Check the axial clearance of connecting rod (Fig. 180)
The standard axial clearance is 0.15 to 0.30mm, and the
maximal axle clearance is 0.35mm.
12. Mount the rear oil seal ring
Mount the new gasket and the oil seal ring with 6 bolts, with the
torque of 9.3N.m.
13. Mount the oil pump and the oil sump
14. Mount the knock sensor Mount the knock sensor (Fig. 68)
with dedicated servicing tools, with the fastening torque of Fig. 67 Requirements of Fastening the Locking Nuts
of Connecting Rod Cap
20N.m.
15. Mount the oil pressure switch
a. Smear the adhesive agent onto the 2nd or the 3rd screws
thread of oil pressure switch;
b. Mount the oil pressure switch with the dedicated servicing
tools.
16. Mount the oil filter
17. Mount the water pump
(1) Put the new O-ring onto the cylinder block.
(2) Mount the water pump with 3 bolts, with the fastening
torque of 14N.m (Fig. 69).
18. Install the mounted bracket at the right side of engine Mount
the installation rack at the right side of engine with 3 bolts, with
the torque of 51N.m.
Fig. 68 Install the Knock Sensor
19. Assemble the adjusting frame of AC generator
Assemble the adjusting frame of AC generator with 2 bolts, with
the torque of 31N.m.
20. Install the cylinder head (refer to Chapter3)
21. Mount the timing belt and the pulley
22. Mount the rear-end cover-plate of cylinder block
Mount the rear-end cover-plate with 2 bolts, with the torque of
5.6N.m.
23. Assemble the flywheel
a. Align the position hole of flywheel with the position hole pin
at the rear end of crankshaft;
Fig. 69 Install the Water Pump
43
b. Fasten the bolt by multiple and equal actions in the shown
sequence (Fig. 70), with the torque of 78N.m.
c. Check whether the clearance between the lower end of
speed sensor and the tooth top of flywheel signal disc is
1±0.10mm with a bolt-fastening sensor with the torque of
8N.m.(Complete when mounting the power assembly)
Fig. 70 Sequence to Fasten the Flywheel Nuts
44
Chapter 3 Cylinder Head Assembly
Section 1 Structural Characteristics of Cylinder Head
When the engine works, cylinder head bears relatively high thermal load and mechanical load. In order to ensure supe-
rior 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 22º, angle of intake duct to horizontal plane is 38º-40º 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).
Fig. 71 Cylinder head view
Section 2 Detach, Assembly and Repair of Cylinder Head

I. Detach
1. In the process of removing sub-assy. of cylinder head, use special repair tools in the sequence shown in Fig. 33, loosen
and remove cylinder head bolts in several equal operations. Incorrect sequence of bolts removing might cause warping or
breaking of cylinder head. At the same time, prevent distortion and damage of fasteners caused by removal of cylinder
45
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).
Fig. 72 Remove Valve Tappet
Fig.73 Use long nose pliers to remove oil seal Fig. 74 Use compressed air and magnet bar to
remove valve spring seat
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.
2. Clean cylinder head
(1) Remove gasket material
Use gasket scraper to eliminate all residual gasket material on contact surface of cylinder head. Pay attention not to scrape
contact surface of cylinder head (Fig. 75).
(2) Clean combustion chamber
Use wire brush to remove all carbon deposits in combustion chamber (Fig. 76). Pay attention not to scrape lower contact
surface of cylinder head and cylinder block.
46
Fig. 75 Don’t scrape surface when eliminating Fig. 76 Use wire brush to remove carbon
residual material on contact surface of cylinder head deposit in combustion chamber
(3) Clean valve guide

Use valve guide brush and solvent to clean all valve guides (Fig. 77).
(4) Clean cylinder head
Use soft brush and solvent to clean cylinder head thoroughly (Fig. 78).
Fig. 77 Clean valve guide Fig. 78 Clean cylinder head
3. Check cylinder head

(1) Check planeness
Use precision ruler and feeler gauge to measure whether there is any warping on contact surfaces of cylinder head (Fig.
79). Specified max. allowable warping value of planeness: At cylinder block side: 0.030mm, manifold side: 0.08mm If
planeness exceeds the above-mentioned maximum value, replace the cylinder head.
(2) Check whether there is any crack Use dye penetrant to check (Fig. 80) whether there is crack in combustion chamber,
air inlet, air outlet and the surface of cylinder head. Replace cylinder head if any crack is found.
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).
47
At cylinder block side
Fig. 80 Use dye penetrant to check

whether there is crack in cylinder head
At intake manifold side
At exhaust manifold side
Fig. 79 Check planeness on three planes of cylinder head Fig. 81 Eliminate fuel combustion residue on valve
5. Check valve stem and valve guide

(1) Use inner dia. micrometer to measure inner diameter of
guide (Fig. 82).
Inner diameter of valve guide: 6.000-6.018mm;
(2) Use micrometer to measure diameter of valve stem(Fig. 83).
Diameter of valve stem:
Intake: 5.960-5.975mm;
Exhaust: 5.960-5.975mm. Fig. 82 Check and measure inner diameter of valve guide
(1) Standard oil clearance
Subtract measured valve stem diameter from measured
inner diameter of the valve guide to obtain:
Intake: 0.025-0.058mm;
Exhaust: 0.025-0.058mm.
(2) Max. oil clearance
Intake: 0.08mm
Exhaust: 0.10mm
If oil clearance is larger than the maximum value, replace valve
Fig. 83 Measure diameter of valve stem at
and valve guide. position shown in the Fig.
48
6. Check and grind valve 89º sealed cone
(1) Grind valve to eliminate pockmark and carbon deposit. Apply a thin layer of valve abrasive paste on the valve seat,
then use a handle with a rubber sucker on one end to suck the valve plane tightly. Grasp handle to move upwards and
downwards manually and turn the valve, grinding and
tapping seat surface. Turn valve slowly while tapping
(2) seat surface repeatedly to make continuous thin
belt.Check and grind valve to correct valve cone angle
(Fig.84),valve cone angle: 45.5 º±15’.
(3) Check edge thickness of valve head (Fig. 85), standard
edge thickness is 0.8-1.2mm. Allowable min. edge
thickness is 0.5mm. If edge thickness is less than the
minimum value, replace the valve.
Fig. 84 Grind valve
(4) Check full length of valve (Fig. 86)
Maximum full length:
Intake: 87.60mm
Exhaust: 87.95mm
Minimum full length:
Intake: 86.40mm
Exhaust: 87.65mm.
If full length is less than the minimum value, replace the
valve length. Edge thickness
(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
Fig. 85 Check thickness of valve edge
not to exceed minimum valve (Fig. 87).
Full length
Fig. 86 Check full length of valve Fig.87 Grind valve end
7. Check valve seat

(1) Use 45ºcarbide ceramic reamer to ream valve seat, cut away some metal to clean up the valve seat (Fig. 88).
(2) Check valve seating
Firstly apply a layer of red lead oil on the contact surface of valve. Do not turn the valve when installing it. Let it fall down
49
by its own weight, press valve slightly to connect with valve 45ºcarbide ceramic reamer
seat.
(1) Check fitting quality of valve contact surface and valve
seat:
a. If red lead oil on valve contact surface is distributed in
360º 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 360º 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 45º seat surface should be Fig. 88 Clean up valve seat
1.0-1.4mm. Be noted to control another two cone angles,
making 45º seat surface to be in the middle of surface, a
criterion for qualification (Fig. 89)
(2) If the above requirements cannot be met, correct valve
seat using the following method:
a.If 1.0-1.4mm valve sealing belt on 45º seat surface is a bit
high, use 30º and 45º reamer to shape the valve seat (Fig.
90).(Note: assure valve stem valve seat. Please assure that width
the trueness of valve seat and valve stem is 0.030mm.
b. If 1.0-1.4mm valve sealing belt on 45º seat surface is a bit
low, use 60º and 45º reamer to shape the valve seat (Fig.
91).
Fig. 89 Check fitting condition on contact surface
(3) Grind seat surface after reaming
Manually grind valve and valve retainer seat. Apply a thin
layer of valve abrasive paste on valve seat surface, then use
a rubber sucker with wooden handle to suck valve end
surface, tap valve 45º seat surface while turning the valve,
so as to grind continuous belt with width of 1.4mm (Fig. 92).
Fig. 90 High fitting mark of valve sealing belt
Fig. 91 Low fitting mark of valve sealing belt Fig. 92 Grind valve and valve seat manually
50
(4) Clean cylinder head, clean valve
Use kerosene and soft brush to clean cylinder head and valve Deviation
thoroughly.
8. Check valve spring
(1) Use steel L square to measure verticality of valve spring. Allow-
able maximum deviation angle: 2º(Fig. 93). If deviation value exceeds
the maximum value, replace the valve spring.
(2) Use vernier caliper to measure free length of valve spring (Fig.
94). Free length: 39±0.3mm; if free length does not meet requirement,
replace valve spring.
(3) Use spring tester to measure pulling force of valve spring at speci-
fied installation length (Fig. 95). Installation pulling force when the
length of spring is 31.7mm: 160±8N. If installation pulling force does
Fig. 93 Check and measure verticality of spring
not meet requirement, replace valve spring.
Fig. 94 Check and measure free length of spring Fig. 95 Check and measure elasticity of spring
9. Check camshaft and bearing

(1) Check radial run out of camshaft.
a. Place the camshaft on a V block;
b. Use a dial gauge to measure circumferential radial runout at middle journal (Fig. 96);
specified maximum circumferential radial run out: 0.03mm(). If circumferential radial run out: is larger than the maximum
value, replace the camshaft.
(2) Check cam peach-tip
Use micrometer to measure the height of cam peach-tip (Fig. 97).
Fig. 96 Check and measure radial run out of camshaft Fig. 97 Measure cam peach-tip height
51
Standard height of cam peach-tip refers to Table 1.
If the height of peach pit does not meet requirement, replace the
camshaft.
(3) Check camshaft diameter
Use micrometer to measure journal diameter (Fig. 98).
Journal diameter:
NO.1 Exhaust: 24.949-24.965mm
Other: 22.949-22.965mm
If journal diameter does not meet requirement, check oil clearance.
(4) Check camshaft bearing
Check whether the bearing has shellingout and ablation; if the
bearing is damaged, replace the entire set of bearing cap and Fig. 98 Measure journal diameter of camshaft
cylinder head (Fig. 99).
(5) Check camshaft gear spring
Use vernier caliper to measure free distance at both ends of spring (Fig. 100).
Free distance: 17.02-17.10mm. If free distance does not meet stipulation, replace gear spring.
(6) Check oil clearance on camshaft journal
a) Clean bearing cap and camshaft;
Free distance
Fig. 99 Check damage of camshaft bearing Fig. 100 Check free distance of camshaft gear spring
b) Put the camshaft on cylinder head; Plastic clearance gauge

c) Place a plastic clearance gauge on each camshaft
journal (Fig. 101).
d) Install bearing cap;
Torque: 13N.m, pay attention not to rotate the camshaft.
e) Remove bearing cap, use plastic clearance gauge to
measure the clearance:
Standard oil clearance: 0.035-0.072mm;
Maximum oil clearance: 0.10mm
If the oil clearance is larger than the maximum value,
replace camshaft, replace the entire bearing cap and
cylinder head if necessary. Fig. 101 Check oil clearance on camshaft
52
7 Check axial clearance of camshaft (Fig. 102);
a) Assemble the camshaft;
b) Use dial gauge to measure axial clearance while moving the
camshaft forwards and backwards;
Standard axial clearance:
Intake: 0.030-0.085mm;
Exhaust: 0.035-0.090mm;
Maximum axial clearance: 0.11mm.
If axial clearance is larger than the maximum value, replace
camshaft, replace the entire set of bearing cap and cylinder head Fig. 102 Check axial clearance of camshaft
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.
10. Check valve tappet and tappet pore diameter
(1) Use inside micrometer to measure tappet pore diameter of
Fig. 103 Use dial gauge to measure backlash
Tappet pore diameter: 31.000-31.025mm.
(2) Use micrometer to measure tappet diameter (Fig.
105). Tappet diameter: 30.966-30.976mm
(3) Calculate oil clearance
Subtract measured tappet diameter from measured tappet pore
diameter.
Standard oil clearance: 0.015-0.055mm
Maximum oil clearance: 0.07mm.
If oil clearance is larger than the maximum value, replace tappet.
Replace cylinder head if necessary.
11. Check planeness of junction surface of intake

Fig. 104 Check and measure valve tappet pore diameter
manifold and exhaust manifold. Use precision
ruler and feeler gauge to measure planeness of
the surface contacting with cylinder head (Fig.
106).
Planeness of intake manifold plane: 0.080mm.
Planeness of exhaust manifold plane: 0.080mm.
12. Check cylinder head bolt

When outer diameter is less than the minimum value, replace
cylinder head bolt (Fig. 107):
Standard outer diameter: ?8.575 ± 0.03mm.
Minimum outer diameter: ?8.47mm.
Fig. 105 Check and measure the diameter of valve tappet
53
Intake
Exhaust
Fig. 106 Check planeness of junction surface of Fig. 107 Measure the outer diameter of cylinder head bolt
intake and exhaust manifold
III. Replacement of Valve Guide

Max. oil clearance of intake valve: 0.058mm.
Max. oil clearance of exhaust valve: 0.058mm.
If the clearance is larger than the above maximum value,
replace valve and valve guide. Operating procedure is:
1. Heat cylinder head gradually to 80-100oC (Fig. 108).
2. Use special servicing tool and hammer to slightly knock the
valve guide out (Fig. 109).
3. Use inside micrometer to measure pore diameter of guide
installed on cylinder head (Fig. 110)
Pore diameter of standard valve guide (cold state): 11.000-
11.018mm.
4. Select new valve guide of( standard value or 0.05mm
larger).If pore diameter of guide installed on cylinder head is
larger than 11.018mm, machine this pore to the following dimen- Fig. 108 Heat cylinder head to remove valve guide
sion: 11.050mm.
Fig. 109 After cylinder head is heated, use Fig. 110 Use inside micrometer to measure pore
special servicing tool to knock valve guide out diameter of valve guide on cylinder head
54
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 80-100oC. Use special servicing tool and hammer to slightly knock new valve guide
in. The length extending out of the cylinder head is 12.5mm (Fig. 111).
6. Use a sharp 6mm reamer to ream the guide hole (Fig. 112), and ream the guide to the following dimension: 6.000-
6.018.mm
Dimension of valve stem is:
Intake: 5.960-5.975mm;
Exhaust: 5.960-5.975mm.
Guarantee standard oil clearance:
12.5mm
Sharp 6mm reamer
Fig. 111 Method for knocking in new valve guide Fig. 112 Use 6mm reamer to ream valve guide pore
IV. Replacement of oil seal on spark plug guide

1. Bend the strap on ventilation baffle upwards, which prevents oil seal from sliding out.
2. Use screwdriver to pry out oil seal (Fig. 113).
3. Use special servicing tool and hammer to press in new oil seal (Fig. 114).
4. Apply a thin layer of all-purpose grease onto the edge of oil seal.
5. Restore strap on ventilation baffle to its original position.
Adhesive tape
Fig. 113 Pry out oil seal of spark plug guide Fig. 114 Use repair tool to press new oil seal into spark plug guide
55
V. Installation of cylinder head
(1) Preparation
1. Cleaning
Completely wash all parts to be mounted. Keep work bench clean and make sure parts are
placed in order.
2. Lubricating
Before installing, smear engine oil onto all sliding and rotating surfaces.
3. Replacement
Replace all O-rings, oil seals, sealing gaskets and any other damaged parts
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
Fig. 115 Marks on the spark plug guide
on the cylinder head. (Fig. 116)
(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 Fig. 117 Press in spark plug guide with pressing machine
2. Mount the air valve

(1) Use specialized maintenance tool to press the new oil seal in. Oil seal of intake valve is gray and wrapped with rubber,
while oil seal of exhaust valve is black and wrapped with metal. Do not confuse the two (Fig. 118, 119).
(2) Install the following parts: (Fig. 120):
a. valve b. spring seat c. valve spring d. spring retainer
(3) Use specialized servicing tool to press valve spring. Mount two keeper between valve stem and spring seat ring, until
they are completely locked. (Fig. 121)
56
Inlet Exhaust
Grey surface
Black surface
Fig.118 Press in valve new oil seal with servicing tools Fig. 119 Difference between oil seal of intake and exhaust Valve
(4)
(3)
(2)
(1)
Fig. 120 Assemble valve and spring compo Fig. 121 Method of install valve and spring compo
(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.
Fig. 122 Keypoint to mounting valve Fig. 123 Installing cylinder head gasket
57
(2) Tighten the bolts on the cylinder head
Not to use bolts with cracks or deformation, and strictly
follow the instruction on tightening. Cylinder head shall
be tightened with bolts in three steps.
a. Smear a thin layer of engine oil onto the below-head
part and thread of cylinder head bolts.
b. Tighten the ten bolts of cylinder head in several equal
operations in the shown sequence with a specialized
tool. (Fig. 124)
Length
Two bolts with different lengths are available. (A, B)
Use 90mm long bolt on the side of intake manifold (B).
Use 108mm long bolt on the side of exhaust manifold
(A).Tighten the bolts according to shown sequence in
(Fig.125) with several equal operations, with the torque
of 29N.m.
If bolt size does not meet specification, it shall be
replaced.
c. according to shown sequence in Fig. Tighten the bolts
+ 3N.m
on the cylinder head again.The torque is 95 -
5. Mount the intake camshaft
(1) Fix the hex. head of camshaft onto the bench clamp.
Be noted not to damage camshaft. Fig. 124 Sequence of fastening cylinder head
(2) Mount circlip for camshaft gear (1), auxiliary gear for bolt and installing position
camshaft(2), wave washer(3)(Fig.126). Note that pin on
the gear shall match with the end of gear circlip.
(3) Mount the ring clip (Fig. 127)
Fig. 125 Keys point to fastening cylinder head bolt
Fig. 126 Attentions on assemble Intake camshaft Fig. 127 Assemble clip rings on the intake camshaft
58
(4) Rotate the auxiliary gear of camshaft clockwise using
specialized servicing tool, so that holes of camshaft driving gear
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, it’s 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
develop cracks, deformation and damage, thus making
camshaft to be stuck or break. For assembly and servicing
To avoid such problem, the following steps shall be taken:
(1) Mount camshaft on the exhaust side
a. Smear multi-purpose lubricating grease on the thrust
positions of camshaft.
b. Position the exhaust camshaft to make the dowel pin in an
angle counter clockwise from the axle of camshaft. In this
position, the peach tip of #1 and #3 cylinder cam can push the
valve tappet in a balanced way (Fig. 129). Aligning with
assembly
and servicing hole
c. Remove all the old filling material remaining on the surface. Timing Mark Pin
Aligning with
d. Smear new filling material onto the exhaust camshaft bearing mounting mark
cap (Fig. 130).
e. Mount the five bearing caps onto their corresponding Fig. 128 Matching of auxiliary gear and driving gear
positions according to their sequence numbers and the arrow

direction (Fig. 131).
f. Smear a thin layer of engine oil onto the thread beneath the
bolt head of bearing cap.
g. Tighten these 10 bolts according to the sequence shown in
Fig. 132 in several equal operations with torque of 13N.m.
Dowel pin
h. Smear the multi-purpose lubricating grease onto the edge of
new oil seal.
i. Knock the oil seal into position with specialized servicing tool.
Make sure that its edges are positioned correctly and push the
oil seal down to the bottom of the cylinder cap. (Fig. 133) Fig. 129 Correct position for installing exhaust
Applying sealant
Fig. 130 Applying sealant Fig. 131 Installing sequence of bearing cap
59
Fig. 132 Fastening bearing cap bolt Fig. 133 Installing camshaft seal
(2) Mount the intake camshaft on the air inlet side

a. Place the exhaust camshaft in a position so that dowel pin rotates to a level that is slightly higher than the top surface of
b. Smear multi-purpose lubricating grease onto thrust position of intake camshaft.
c. Engage the gears of intake camshaft with the gears of exhaust camshaft following the mounting mark on each gear.
Make sure not to confuse mounting mark with timing mark. (Fig. 135)
Mounting mark
Mounting
mark
Dowel pin
Timing mark
Fig. 134 Fix the position of dowel pin of exhaust camshaft 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)
Fig. 136 Assemble bearing cap Fig. 137 Tighten bearing cap bolt
60
h. Detach the servicing bolts.
i. Mount the bearing cap of #1 camshaft in arrow direction. If the bearing cap of #1 camshaft is not in correct matching
position, use an screw driver to pry the cylinder head from the camshaft gear, and push the camshaft gear backward (Fig.
138).
j. Smear a thin layer of engine oil onto thread of two bolts low part. Tighten the two bolts with several alternate operations,
with torque of 13 N.m (Fig. 138).
k. Rotate the exhaust camshaft in clockwise direction. Fix the camshaft when dowel pin is placed upward.(Fig. 139)
Dowel pin
Fig. 138 Mount No. 1 bearing cover Fig. 139 Check the position of dowel pin
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 Fig.141 Install camshaft pulley
61
(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)
Fig. 142 Check the matching mark on the timing belt Fig. 143 Align the matching mark on the
timing belt and camshaft timing pulley
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.
Fig. 144 Check the tension force of timing pulley Fig. 145 Adjust valve timing
62
12. Inspect the belt deflection
Requirement: Under a force of 20N, belt deflection shall be 5-6mm (Fig. 146).
If deflection fails to meet the above requirement, the belt tensioned shall be re-adjusted. (Fig. 147)
13. Use six bolts to fix #2 and #3 timing belt cover (Fig. 148) with torque of 7.4 N.m.
14. Mount the semi-circle plug
(1) Remove all old filling
(2) Fill new sealant onto the semi-circle plug (Fig. 149)
20N
5 - 6mm
Fig. 146 Check belt deflection Fig.147 Check timing belt deflection
Sealant
Fig. 148 Install No.2 and No.3 timing belt cover Fig. 149 Smear sealant to the semi-circle plug of cylinder head
(3) Install the semi-circle plug onto the cylinder head

15. Mount cylinder headcover
(1) Remove all old seal material
(2) Fill the seal material onto cylinder head as shown in Fig. 150.
(3) Mount the gasket inside the lower liner ring slot of cylinder head.
(4) Mount the cylinder head with four seal gaskets and locking nuts, with a torque of 10.8 N.m.
16. Mount spark plug
17. Mount #2 water inlet connection flange
(1) Put a new gasket onto the cylinder head, with protruding end upward. (Fig. 151)
63
Protrusion
Sealant
Fig. 150 Smear sealant to cylinder head Fig.151 Mount new gasket for #2 water inlet flange
(2) Connect water inlet hose to water pump.

(3) Mount #2 water inlet connection flange with two nuts with torque of 15N.m.
18. Mount oil dipstick and guide tube.
(1) Mount new O ring onto the connection port of guide tube.
(2) Smear soap water onto O ring for easy pushing.
(3) Push the oil dipstick guide and dipstick into position and fixed with bolts with torque of 9.3 N.m (Fig. 152).
19. Mount intake manifold
(1) Mount intake manifold (with new gasket) with 7 bolts and two nuts, in several equal operations with a torque of 19 N.m.
(Fig. 153)
A pressure sensor shall be mounted onto the air intake manifold with two bolts
New O-ring
Fig. 152 Mounting new O-ring to the port of dipstick guide Fig.153 Installing intake manifold
20. Mount fuel injector and fuel delivery pipes

(1) Smear a thin layer of gasoline onto the two new O-rings, and mount them onto the fuel injector (Fig. 154).
(2) Mount the four fuel injectors onto the delivery pipes when rotating them.
(3) Place the power resource union of injector upward.
(4) Mount the injector with four clips (Fig. 155).
(5) Mount two spacers onto the intake manifold.
(6) Mount the compo. of injector and delivery pipe onto the correct position on the intake manifold (Fig. 156)
64
(7) Make sure the rotation of injector is stable. If not, it may be most likely caused by incorrect mounting of O-ring. There-
fore, replace such O-ring (Fig. 157).
New O-ring
Fig. 154 Smear a thin layer of gasoline onto Fig. 155 Method of fixing injector onto the delivery pipe
each side O-rings when mounting injector
ROTATING
UPWARD
Fig. 156 Method of mount injector and Fig. 157 Check whether O-ring of injector is correctly mounted
transmission pipe to intake manifold
(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 Fig. 159 Connection between the fuel hose and 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.
65
(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.
Fig. 160 Fixing engine wire support Fig.161 Connect fuel return hose to pressure regulator
25. Mount throttle body

(1) Install new gasket onto the flank side of intake manifold (Fig.162), the protruding side of gasket shall face downward.
(2) Connect two cooling water hoses onto the throttle body.
(3) Mount the throttle body onto the intake manifold with two bolts and nuts with torque of 20N.m (Fig. 163).
(4) Connectors: throttle position sensor(1), connector of ISC (idle speed control) valve (2) (Fig. 164)
26. Mount water inlet port and its shield
(1) Completely remove the old filling material in the water intake. There shall be no impurities or oil stains.
(2) Fill the sealant into the slot on the shield.(Fig.165)
Downward
Cooling water
bypass hose
Fig. 162 Mount new gaskets onto the throttle

Fig. 163 Mount throttle body onto intake manifold
body and connect to water bypass hose
Sealant
(1)
Sealant Diameter 2-3 mm
(2)
Fig. 164 Connect throttle position sensor to ISC connectors Fig. 165 Smear sealant to the water inlet shield
6
(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)
Fig. 166 Install RH bracket of engine
(4) Connect the high voltage wire
(5) Adjust the ignition timing
Fig. 168 Phase sensor and seat
Clearance
Fig. 167 Set the TDC of #1 cylinder in compression stroke Fig. 169 ignition coil
29. Install water outlet pipe

(1) Completely remove old seal material in the cylinder head and connection flange. There shall be no impurities and oil
stains on the surface.
(2) Smear the sealant into the slot of water outlet connection flange (Fig. 170).
(3) Use two bolts to mount the water outlet connection flange (Fig. 171), with torque of 22N.m.
30. Mount exhaust manifold
(1) Use two bolts to mount the lower heat isolation cover onto the exhaust manifold, with torque of 9.3 N.m.
67
(2) Use five nuts to mount the new gasket and air exhaust mani- Sealant
Seal diameter of 2-3 mm
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
Fig. 170 Sealant of water outlet connection flange
Fig. 171 Fastening the water outlet connection flange Fig.172 Mounting exhaust manifold
32. Mount bracket for A/C compressor

33. Mount A/C compressor
34. Make connection of engine wire harness.
(1) Mount the wire harness support with bolts.
(2) Connect the following wires and clips
a. Connector of AC generator
b. Wire of AC generator
c. Connector of oil pressure switch
d. Clip of wires.
e. Wires of AC compressor
35. Mount AC compressor belt
36. Mount water pump pulley and driven belt of AC generator
37. Filling engine oil
38. Filling engine coolant
After assembling clutch and gear-box, the whole engine power train can be assembled into the vehicle.
68
Chapter 4 Piston & Connecting Rod Mechanism
Section 1 Construction of Piston & Connecting Rod Mechanism
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 disas-
sembled 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. Structural Characteristics of Piston, Piston Pins and Piston Rings

1. Piston
The main functions of piston are to undergo high temperature and high pressure of working substance in cylinder, keep
airtightness of cylinder together with piston rings, and transfer heat to cylinder walls. The piston used in the engine is made
of cocrystallization aluminum-silicon alloy. Integral and tin-coated, it reduces the possibility of napping. Combustion cham-
ber, formed by piston top and cylinder cap, provides a large room for extruded gas. The projection of combustion chamber
offers a good shape for organizing whirl currents of extruded gas, and advances the features of high thermal efficiency,
small chill area and low knocking. The structure of piston is shown as Fig. 174.
Fig 173 Disassembled piston & connecting rod mechanism Fig. 174 Structure of piston
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.
69
Because of high mechanical and thermal loads and complicated stress distribution on the piston, it’s 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 circle’s 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 piston’s pin seat, concavi-
ties 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 alternat-
ing 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, preci-
sion grinding and polishing, it acquires sufficient rigidity and intensity, fine wear resistance property on surface and excel-
lent 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 connect-
ing 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. It’s 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 2.7±0.1 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.It’s 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 3.0±0.1 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 “π”sign for mounting is marked on the side of the ring, take care not to mount it in the reverse direction.
Fig 175 The cross section of the first gas ring Fig 176 The cross section of the second gas ring
70
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 distrib-
ute 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
2.7±0.15 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 nickel-
chrome steel. The cross section of the oil ring is illustrated as Fig. 177.The Fig. 177 Cross section of combination oil ring
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 Con-

necting 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 = 122±0.031mm, center distance
between the two bolt holes is 54±0.1mm, diameter of the big end is 43 +0.024
0 The section of 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 = 132.5±0.050mm, center distance between
the two bolt holes is 62±0.1mm, diameter of the big end is 51 +0.018
0 .They will be processed
after it is assembled with the connecting-rod body. The connecting-rod body and connecting-
rod 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.
2. Connecting-rod bearing shell
Engine has a double layer bearing shell, using 08F as the steel back and aluminum-based alloy
-0.002
as the anti-friction layer. The total thickness at the middle of the bearing shell is 1.5-0.014 whereby
the thickness of the steel back layer is 1.22mm and that of the anti-friction layer is 0.28mm. To
avoid retreating or bulging of the bearing shell during assembly, on both sides of it there are
partial thin areas. The internal diameter of the JL481Q bearing shell d=48mm, and its width
0
b=17 -0.2 . The proper width/diameter ratio (b/d=3/8) can prevent lubricant from flowing out from
both ends, and excessive load is avoided on the fringe as well. A positioning tongue and oil
reservoir ditch are punched at the orifice of the bearing shell. The thickness of the connecting-
rod bearing shell is achieved by assembling in 3 groups in order to have a reasonable clearance
of the oil film.
Fig. 179 Structural diagram of
71
Section 2 Dismantling and Inspection of
the Connecting-rod and its Bearing
1. Dismantling and Inspection of the Connecting-rod and its Bearing
1. Check the axial clearance of the connecting-rod (Fig. 180)

2. Dismount the connecting-rod cap and check the oil film clearance(0.15
to 0.30mm).
Check the matching marks on the connecting-rod and the cap. Pay
attention to the installation marks during re-assembly.
Dismount the connecting-rod cap. Use a thicknes feeler gauge to measure
the oil film clearance at the widest point (Fig. 66):
Standard model: 0.020-0.051mm,
Model with expansion of 0.25: 0.019-0.065mm,
Max. oil film clearance is 0.08mm. In case of oil film clearance being
greater than the max. , replace the bearing. Polish or replace the crank-
shaft if necessary.
Fig. 180 Check the axial play of the connecting-rod
3. Remove the piston and the connecting-rod assembly
4. Dismount the connecting-rod from the piston (see Section II, Chapter II)
II. Assembly of the Connecting-rod and its Bearing

1. Assemble the piston and the connecting-rod (Fig. 182).
(1) Paste engine oil on the piston pin and piston pin hole. Front end mark
(Recess)
(2) With the front end marks of the piston and the connecting-rod on the
same side, push in the piston pin with the thumb.
(3) Press the piston pin into the piston when freezing -40°C or heating
up connecting rod to 100°C with a special tool.
2. Install the upper bearing (Fig. 181)
(1) Select the bearing before installation.
Front mark
(2) Align the bulging part of the bearing with the recess of the (Bulging)
connecting-rod or its cap, and mount the bearing into the connecting-
rod 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.
Fig. 181 Installation of the connecting-rod bearing Fig. 182 Assembling of the piston and the connecting-rod
72
(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
Front end mark (recess))
Fig. 183 Installation of the piston and connecting-rod assy.
III. Technical Data for Common Repair of the

Connecting-rod and its Bearing (Table 5)
Name Maintenance data
Axial play of the connecting-rod Standard 0.15-0.30mm

Max. 0.35mm
Wall thickness at the middle of the Standard Standard
connecting-rod bearing Mark 1 1.486-1.490mm
Mark 2 1.490-1.494mm
Mark 3 1.494-1.498mm
Oil film clearance of the connecting-rod Standard 0.020-0.051mm
Increase by 0.25 0.019-0.065mm
Min 0.08mm
Max 0.15mm
Bending of the connecting-rod Max 0.06mm/100mm
Twist of the connecting-rod Max 0.03mm/100mm
External diameter of the connecting-rod bolt Standard 8.860-9.00mm
Min 8.60mm
Section 3 Common Faults of the Piston Connecting-

rod Mechanism and Troubleshooting
1. Piston damage
Among the common faults of the piston there are wear, galling, ablation and deformation.
73
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 450 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 deviation-
from the standard value exceeds 0.04mm, replace the piston.
II. Damage of the Piston Pin

Among common faults with the piston pin are tubercular corrosion, fleck and bending deformation due to wearing as well
as deformation of out-of-round. If the cylindricity of the piston pin is over 0.002mm and roundness is over 0.0015mm, then
replace the piston pin.
III. Broken or Ablated Piston Ring

Common faults with the piston ring are break, wear, ablation and burr. When its end play or side play is too small, or the
frequency of its radial bouncing is not consistent with the natural frequency of the ring, the piston pin is likely to break.
Measure the end play and side play of the piston pin with a thickness gauge. For check of the end play, push the piston ring
into the cylinder at a position 97mm from the top of the cylinder block. Detailed data are given in the table below. In the case
of a too small end play, use a fine file. For check of the side play, install the piston ring to the piston. In the case of a too
small side play, adjust it by fine polishing. If the combustion chamber has an excessive temperature, engine oil glues, or
the cylinder has a poor lubrication, then, the piston ring is prone to ablation. See Table 6 for the maintenance data for the
piston ring.
Table 6
Maintenance data for the piston ring
Name Maintenance data
Gap of the piston ring slot Standard First one
0.020-0.055mm
Second one
Opening gap of the piston ring Standard First one 0.2-0.4mm
MR 479Q,MR479QA Second one
(within 78.70) Oil ring 0.2-0.5mm
Max First one 1.05mm
MR481QA,JL481Q Second one 1.20mm
(within 81) Oil ring 1.10mm
74
IV. Damage of the Connecting-rod
Common faults with the connecting-rod are its bending and twist. Check the straightness of the connecting-rod, as shown
in Fig. 184 and 185.
Fig. 184 Check twist of the connecting-rod Fig. 185 Check bending of the connecting-rod
Max. twist: 0.06mm/100mm

Max. bending: 0.03mm/100mm
In case of the max. twist exceeding 0.06mm, replace the connecting-rod assy.;
In case of the max. bending exceeding 0.03mm, make correction by using the connecting-rod correcting instrument;
Check the connecting-rod bolt: Install the lock nut for the connecting-rod bolt. Check the lock nut by turning it to the end
position with hand. If the lock nut can not rotate flexibly, measure the external diameter of the bolt with a vernier calipers.
Standard outer diameter is 8.860-9.00mm and min. outer diameter is 8.6mm. If the outer diameter is smaller than the min.,
then replace the entire set of connecting-rod bolt and nut.
75
Chapter 5 Crank Mechanism
Section 1 Structural Characteristics of
Crank Mechanism
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.
Fig. 186 Drawing of Crankshaft Assembly

1. Key 2. Crankshaft 3. Bearing shell 4. Thrust washer 5. Bearing cap 6. Main bearing cap bolt 7. Rear oil seal gasket 8. Rear oil seal retainer 9. Rear oil
seal 10. Rear end plate 11. Flywheel 12. Flywheel retaining bolt 13. Signal disc 14. Cylindrical pin 15. Dowel pin
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.
F1 F4
The diameter of MR479Q 5-main bearing
journal is 48mm, the diameter of 4- M1-2 M3-4
1 4
connecting-rod journal is 40mm. The
diameter of JL481Q main bearing journal
is 48mm.,the diameter of 2 3
F2 F3
Fig. 187 Balance weight of crankshaft
76
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 equiva-
lent 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 crankshaft’s 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.
II. Main Bearing

Main bearing of engine includes upper bearing harf and lower bearing harf. In order to achieve a reasonable oil clearance,
there are 5 groups in terms of the total thickness of bearing center.
Upper bearing half and lower bearing half are of the steel-backed—wear-reducing layer structure. The steel-backed mate-
rial is 08F, wear-reducing layer is aluminum base alloy. The total central The steel-backed material is 08F, wear-reducing
layer is aluminum base alloy. The total central thickness is 2 +0.017
+0.002 ,in which aluminum base alloy is 0.3±0.1 in thickness
and bearing 20mm in width. Upper bearing has a filler hole of 6mm in diameter, and an oil reservoir of 4mm in width and
1mm in depth in the middle so that it is easy for the lubricant to enter the oil hole of main bearing journal. On the back of
upper bearing and lower bearing there is a locating recess punched. To avoid bearing bulging due to inner shrinkage during
assembly, there is a thinning area prepared on the inner sides of two ends of bearing.
77
III. Crankshaft Thrust Washer
The crankshaft axial positioning of MR479Q engine adopts the structural form of two-half-circle thrust washer. Crankshaft
thrust washer is also of a steel-backed-wear-reducing-layer structure. Steel-backed material is 08F, wear-reducing layer
material is of high-tin aluminum alloy. The crankshaft thrust washer is 2.5 -0.03 thick. On the working faces of two thrust
-0.06
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
0 ) for dowel
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.
Section 2 Disassembly & Maintenance of

Crank Mechanism
1. Disassembly for Inspection
1. Detaching of flywheel
Before disassembly, use a dial gauge to check the slanting degree (as shown in Fig. 188). Disassemble the rotation speed
sensor and its support. Detach 6 bolts and the flywheel.
2. Disassembly of crankshaft
(1) Check the radial clearance of crankshaft
Fig. 188 Check the Slanting Degree Fig. 189 Test the Radial clearance of Crankshaft
78
Standard radial clearance: 0.06-0.22mm. The Max radial clearance: 0.30mm
In case that the radial clearance is larger than the maximum value, replace the whole set of thrust washers. The thickness
of thrust washer: 2.5 -0.03
-0.06 mm.
(2) Disassemble the main bearing cap and check the oil clearance
a. Follow the procedure in the table, unscrew and take down the bolts with several operations (Fig. 190) starting from two
sides first and then in the middle.
b. Use the disassembled bolts to rock the main bearing cap with prying actions, and take down the main bearing cap, lower
bearing shell and thrust washer (Fig. 191);
c. Take out the crankshaft with lifting action (Fig.192);
d. Clean all the main bearing journals and main bearing shells;
e. Check whether all the main bearing journals and main bearing shells have dents and flaws on the surface (Fig. 193). In
case that the main bearing journal or main bearing shell are damaged, replace the bearing shell. When necessary, grind
the crankshaft.
f. Mount the crankshaft onto the cylinder block: pass the plastic clearance gauge through each journal to measure the oil
film clearance (Fig. 194).
g. Install the main bearing cap (Fig. 195) first in the middle and then two sides, and tighten evenly the bolts diagonally with
the torque of 60Nm(MR479Q,MR479QA)/70Nm(MR481QA)/80Nm(JL481Q)
Fig. 190 Detaching main bearing cap bolts Fig.191 Detaching main bearing cap
Fig. 192 Taking-out crankshaft Fig.193 Inspecting crankshaft
79
Plastic oil clearance gauge
Fig. 194 Measuring Oil clearance Fig.195 Mounting main bearing cap
h. Take down the main bearing cap and measure the oil
clearance in the section of largest width.᷉See Fig.196᷊
NO.1 NO.2 NO.3 NO.4 NO.5
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 0.015-
0.045mm.
If standard bearing shell is used, it is necessary to use those
NO.1
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.2 NO.3 NO.4 NO.5
1, 2, 3, 4 and 5
Fig.197 Illustration of Grouping Number of

Fig.196 Measuring Oil Film Clearance Crankshaft Journal & Bearing Shell Dimensions
80
Table 7
Grouping of Crankshaft Joumal & Bearing Shell Dimensions
Dimension Grouping
Cylinder Bore Diameter of

1 2 3
bearing seat
block
Crank- Diameter of Main
0 1 2 0 1 2 0 1 2
shaft bearing journal
Bearing shell required 1 2 3 2 3 4 3 4 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.
81
2. Install flywheel subassembly
Align the position sleeve hole on flywheel with the position sleeve hole on the back face of
crankshaft. Evenly tighten the bolts diagonally for several times. Torque: 78N.m.
III. Commonly-used Servicing Data (Table 8, 9 )

Table 8 Servicing Data of Main Bearing Journal and Bearing shell
Name Group number Group Sizes (mm)

Inner dia. of main bearing “1” 52.025-52.031
journal of “2” 52.031-52.037
cylinder block
“3” 52.037-52.043
“0” 47.994-48.000
Dia. of crankshaft main
“1” 47.988-47.944
journal
“2” 47.982-47.988
“1” 2.002-2.005
Central wall thickness of “2” 2.005-2.008
standard “3” 2.008-2.011
main journal & bearing
“4” 2.011-2.014
“5” 2.014-2.017
Table 9 Grouping Data of Connecting-rod Journal and

Bearing(MR479QA,MR479Q,MR481QA)
Connecting-rod Connecting-rod Wall thickness of connecting
Mark
big end bore (mm) journal (mm) -rod bearing (mm)
+0.008 -0.010 -0.010 Red

?43 0 ?40 1.5 -0.014
-0.015
+0.016 -0.010 -0.006

?43 +0.008 ?40 -0.015 1.5 -0.010 Yellow
+0.024 -00000 -0.002

?43 ?40 -0.05 1.5 Blue
+0.016 -0.006
Table 9 -1 Grouping Data of Connecting-rod Journal and Bearing(JL481Q)

Connecting-rod Connecting-rod Wall thickness of connecting
big end bore (mm) Mark
journal (mm) -rod bearing (mm)
+0.006 00000 -0.010
?51 ?48 1.5 -0.015 Red
0 -0.006
+0.012 -0.006 1.5 -0.005
?51 ?48 -0.010 Yellow
+0.006 -0.012
+0.018 -0.012 00000
?51 ?48 1.5 Blue
+0.012 -0.018 -0.005
How to select the connecting-rod bearing : When the connecting-rod big end bore, connecting-rod journal and connecting-
rod bearing have the same color, it is ready for assembly.
82
Section 3 Disassembly & Maintenance of
Crank Mechanism
1. Cracking & Fracture of Crankshaft
To check the cracking of crankshaft: by oil-soaked knocking, that is to immerse the crankshaft in the kerosene for a while
and then take out and wipe it dry. Spread some white powder onto the crankshaft and hammer its non-working face. After
vibrating, if oil stain appears, it proves the existence of cracking. Magnetic inspection: magnetize the parts through
magnetic inspector. If the parts are cracked, the magnetic pole will appear in cracked area. If you spray some pulverized
irons on the parts, the iron powder would be absorbed on the cracked area. So that the crack becomes easily visible. But
after the magnetic inspection, it is necessary to demagnetize it.
Once the crankshaft is cracked, have it replaced. If bending deformation appears in the crankshaft, apply a cold press
rectification or cylinder block rectification to repair it.
II. Wear of Flywheel Working Face and Damages to Gear Ring
1. Normally, when starting the engine, the flywheel gear ring and starter pinion easily collide with each other or have poor
engagement between the two teeth, thus easily leading to wear and damages to the teeth.
a. When the teeth of gear ring are worn on one side, turn it over for further use. The gear ring detaching or assemble needs
heating. After it is repaired and assembled, it is necessary to provide interference for the flywheel gear ring.
b. If any single tooth is damaged, use oil stone to repair and grind it. If serious wear or teeth damages take place on both
sides of gearing ring, it is possible to repaire by stack welding.
2. If the working face of flywheel wears or is grooved with depth over 0.5mm, it is proper to apply polishing or polishing after
finish-machining. If the wave depth is not over 0.5mm, it is allowed to have two ring grooves. After machining, the thickness
of gear should not be less than new flywheel teeth for over 2mm.
83
Chapter 6 Valve Train
Section 1 Make-up of Valve Train & its
Design Features
I. Make-up of Valve Train
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
Fig. 198 Schematic Diagram of Valve Train Assy
1. Filling adjusting shim 2. Valve tappet 3. Spring retainer 4. Valve spring 5. spring seat 6. Valve guide bushing 7. Valve 8. Exhaust camshaft 9. Tension
spring 10. Tensioner 11. Crankshaft timing pulley 12. Pulley 13. Camshaft timing belt 14. Snap ring 15. Wave washer 16. Camshaft sub gear 17. Camshaft
gear spring 18. Driving gear 19. Drive gear 20. Intake camshaft 21. Oil seal 22. Keeper 23. Timing belt
84
II. Characteristics of Valve Train
Each cylinder has 4 valves, laid in two columns. The intake path takes up a relatively large area and as a result, this
increases the rotation speed at maximum power, rotation speed atmaximum torque and its litre power, and decreases the
thermal load of the exhaust gas.
The DOHC (Double Overhead Camshaft Valve train) construction reduces the height of the cylinder head, and facilitates
the installation of the intake pipes. It also features low motion mass, high rigidity, high natural frequency and good high-
speed property.
The transmit mechanism adopts serrated belt transmit and helical gear with the auxiliary gears, featuring longer transmis-
sion distance, smooth movement, low noise level and cost.
Its excellent cam shape and motion pattern elevate inflation efficiency, and assures a reliable and low-noise level opera-
tion at high speed.
Section 2 Valve Timing

1. General
Valve timing refers to the rotated angle of crankshaft corresponding to the top and bottom dead centers at the moment of
opening and closing the valves of intake and exhaust in each engine cylinder. Generally, it is illustrated with a loop diagram.
In theory, the intake valve should be opened at the moment that the piston reaches the top dead center and closed at the
moment that the crank reaches the bottom dead center, and the exhaust valve follows a reverse pattern. However, due to
the high rotation speed of engine, each stroke of piston is completed in such a short time that makes it impossible to get
adequate air intake, clean exhaust, and hence leads to lower power. Therefore, the actual moments of opening and closing
of valves do not correspond to the top and bottom dead centers, but in an earlier time for opening and a later time for
closing.
In general, different engines have different timing. The best one is chosen according to the experiment results. Once the
timing is chosen, the angle between the intake cam and the exhaust cam of the same cylinder and the marks of meshing
engagement for each timing gear can be determined. Then, assemble the timing gears according to the marks to achieve
the selected timing.
For the transmit gear and the sub gear of the engine, there are two marks respectively on their front sides. One is the timing
mark. When two timing marks overlap, it indicates that the piston is in the top dead center of its compression stroke.
Another is installation mark, vertical to the timing mark. For the transmit gear, the installation mark comes first clockwise
and is nearly right above the camshaft fixing pin. For the sub gear, the installation mark comes first counterclockwise.
II.Valve Timing Diagram

The valve timing diagram for engine is shown as Fig. 199. The intake valve is opened before reaching top dead center to
assure that the intake valve has been opened fully in the beginning of the intake stroke, thus the combustible gas mixture
can enter into cylinder smoothly. The intake valve is closed sometime after reaching BDC so that the combustible gas
mixture may continue to enter into the cylinder in the early compression stroke by making use of inertia and pressure differ-
ence. The exhaust valve is opened before reaching the BDC (late power stroke). High pressure in the cylinder forces out
the exhaust gas and thus prevents engine from overheating. After reaching TDC, the exhaust gas can still be drained by
making use of inertia of exhaust gas.
85
Intake Exhaust
TDC
IO EC
IO
EC
BDC
Fig. 199 MR479Q Engine valve-timing diagram
Section 3 Make-up of Valve train

Assembly and its Features
1. Make-up of Valve Train Assy. and its Features
The assembly is designed to open and close the intake and exhaust valve according to the planned time and ensure that
they have enough lift stroke and follow the stipulated rules.
1. Crankshaft timing pulley
Crankshaft timing pulley is made from die-casting of powder metallurgy: tooth form, hole and keyway are made at the same
time without the requirement of machining. On the parts there is “V” type timing mark. When assembling and calibrating
valve-timing diagram, it is necessary to align it with the timing mark on the housing of oil pump. There are a total of 24 teeth
on crankshaft timing pulley.
2. Camshaft timing pulley
86
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,.
II. Make-up of Valve Train Assembly and its Features

Valve train assy. is used to ensure the cylinder be well sealed.
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 87.5±0.1mm and exhaust
valve has a full length of 87.5±0.15mm. 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.
87
Fig. 200 Intake and Exhaust Valve
2. Valve seat insert

As shown in fig. 201, valve seat insert is used to
seal the cylinder by the close contact of its
internal conic surface with the valve conic
surface. Valve seat insert applies the powder
metallurgy steel, which has good cutting perfor-
mance and small thermal deformation. Valve seat
face is pressed into the cylinder head seat
through contraction. Its seal cone is processed
together with valve guide hole. Fig. 201Seat Insert of Intake and Exhaust Valve
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
21±0.1mm, 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 39±0.3mm.
88
Section 4 Service of Valve Train
1. Valve tappet (see Section 2 of Chapter 3 for reference)
Measure the tappet bore of cylinder head with a caliper and its diameter with a micrometer caliper. The actual oil film clear-
ance is deduced by subtracting the tappet diameter from the tappet bore. If the oil film clearance is bigger than the
maximum value, the tappet shall be replaced. When necessary, replace the cylinder head.
II. Camshaft and bearing seat

1. Check the run-out of camshaft. If the radial run-out is larger than the maximum, replace the camshaft.
2. Check the peach tip height of cam, and if not up to the standard, replace the camshaft.
3. Check the camshaft journal. If the diameter is not up to the standard, check the oil film clearance.
4. Check the cam bearing for peeling-off or scorching. If damaged, it is necessary to replace the complete set of bearing
and cylinder head.
5. Check camshaft gear spring. If the free length is not up to the standard, have the gear spring replaced.
6. Check the oil film clearance of camshaft journal, and if it is larger than the maximum value, replace camshaft. If neces-
sary, replace the complete set of bearing and cylinder head.
7. Check the axial clearance of camshaft. If it is larger than the maximum, replace the camshaft. If necessary, replace the
cylinder head.
8. Check the camshaft gear clearance. If it is larger than the maximum, replace the camshaft.
III. Valve Train Assy.

1. Check the valve stem and guide
2. Check and grind the valve
3. Check and clean the valve seat
4. Check the valve spring
IV. Service of Timing Gear, Belt and Tensioner
1. Timing belt
While servicing the timing belt, be sure not to bend, twist
or upturn it. Keep the belt away from engine oil, water or
steam. Do not make use of the belt tension when
detaching the bolts of timing pulley of camshaft.
Pay attention to direction and position when reinstalling a
timing belt undertaking detaching.Therefore, you need to
make a mark during detaching . See Fig. 202.
Fig. 202 Alignment of compression TDC mark
89
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.
V. Positioning and Installation of Valve Train

1. The installation of intake camshaft relative to the exhaust camshaft (shown as Fig. Assembly of cylinder head, Section
2, Chapter 3).
2. Installing belt tensioner tension spring
Install belt tensioner by bolts without tightening the bolts. After the tension spring is installed, push the pulley towards the
left as much as possible and then tighten the bolts (Fig. 203).
3. Installation of the exhaust camshaft relative to the crankshaft
Finding the position of TDC: to install crankshaft timing pulley, align the “V” mark on the pulley with the mark “ ” on the oil
pump body (Fig. 204)
Fig. 203 Installing belt tensioner Fig. 204 Alignment of TDC mark
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
90
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 crank-
shaft 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
Fig. 206 Check timing mark Fig. 207 Fasten tensioner
V1. Common Servicing Data

Table 10 Servicing Data of Valve Train
Items Servicing Data
Inner diameter 6.000-6.018mm
Valve guide Outer diameter (for servicing use) Standard 11.000-11.027mm
Enlarged size: 0.25 11.050-11.077mm
Standard Intake 87.5±0.10mm

Total length of valve Exhaust 87.8±0.15mm
Minimum Intake 86.95mm

Valve Exhaust 87.35mm
Valve cone angle 44.5°±15’
Valve stem diameter Intake
5.975-5.960mm
Exhaust
91
Intake
Oil film clearance Standard 0.025-0.058mm
Exhaust
Valve Intake 0.08mm

Oil film clearance Max.
Exhaust 0.10mm
Edge thickness Standard 0.8-1.2mm
Min. 0.5mm
Verticality deviation ?1.2
Valve spring Free length 39±0.3mm MR481QA,JL481Q
Installing tension force when L is 31.7mm 152-168N 176.8±10
Tappet bore diameter 31.000-31.025mm
Valve tappet Tappet diameter 30.970-30.985mm
Standard 0.015-0.055mm
Oil film clearance
Max. 0.07mm
Intake 0.032-0.085mm
axial clearance Exhaust 0.040-0.095mm
Max. 0.11mm
Journal oil film clearance
Max. 0.10mm
No. 1 exhaust 24.949-24.965mm

Journal dia.
Camshaft Others 22.949-22.965mm
Circle run-out & eccentricity Max. 0.03mm
Camshaft peach Intake 41.72-41.80mm

MR479Q MR479QA Standard
tip height Exhaust 41.97-42.05mm
(Base circle + lift ) Intake 42.645-42.685mm

MR481QA JL481Q Standard
Exhaust 41.99-42.030mm
Camshaft gear tooth clearance
Max. 0.30mm
Camshaft gear snap ring Free distance at end 17.02-17.10mm
92
Section 5 Common Troubleshooting of Valve train
I. Valve leakage
It is possibly caused by:
(1) Wearing, scorching or leakage caused by rough surface (due to corrosion) at the interface between valve and valve
seat. If the working face seal belt of valve seat is worn to be wider than 1.4mm and has spots and pits, it is necessary to
ream and smoothly grind it. If the working face of valve is worn or scotched, you need to grind the working face. If the edge
thickness is less than 0.5mm, you need to replace valve. Whether valve is sealed tight or not can be examined by ways of
light or gas leakage, etc
(2) The valve clearance is too small and disappears after heating. Adjustment of clearance is required.
(3) Carbon deposits too much at the valve seat so that the valve seat is not tightly closed. Cleaning of the valve seat is
required.
(4) In case of bending and deformed valve stem or warped valve head, replace the valve. If the bending of valve stem is
within its allowance, correct it with a manual presser.
(5) If the valve becomes stagnant when moving up and down in the guide or sways inside the valve guide, replace with a
new valve guide. During the replacement, heat the cylinder head uniformly to 80°C to 100°C. Apply engine oil on the exter-
nal wall of the new guide before pressing it into the cylinder head. Meanwhile, it is required to check whether the inner
diameter of valve guide is proper or not. If not, ream it.
(6) If the valve can’t be closed tight due to deformation, replace valve seat ring.
(7) If valve spring breaks or losses elasticity, it shall be replaced.
II. Valve Sticking or Scorching
It is mainly caused by extended overload operation of the engine, and insufficient cooling, which wears the valve and
deforms the cylinder head, valve seat and valve guide, thus hampering heat dissipation. Moreover, the high temperature
of the engine leads to the oxidation polymerization and decomposition of lubricant and fuel, which forms gelatinous precipi-
tate at the valve head and valve stem, thus eroding the sealing face of valve. Therefore, leakage and scorching occurs. In
order to avoid this, it is necessary to prevent the engine from extended overload operation. It is also required to clean the
carbon deposit on the valve in the course of servicing.
III. Valve Seat Damage
Common troubles of valve seat are scorching, wearing and deformation. Once any scorching, spots, pits or obvious wear-
ing signs are found in the valve seat, it is necessary to ream or grind it. if it can’t be repaired, replace the cylinder head.
IV. Invalid Valve Spring

A shortened or inelastic valve spring may harm tightness. If the valve spring is not much shortened, it is possible to add
washers on the spring to recover its original length. If it is shortened excessively, replace it. If the spring nearly losses its
elasticity or deviates from upright position for over ?1.2, replace it.
93
Chapter 7 Fuel Supply System
Section 1 Makeup and Features of Fuel Supply
System for Electronic Fuel Injection Engine
I. Excellent Features of Fuel Supply System
for Electronic Fuel Injection Engine
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.
1. Mixture quality not to be influenced by air density
This system atomizes gasoline by using an injector based on pressure atomization, which atomizes fuel mainly by means
of the pressure difference between its interior and exterior.When injection happens at fuel inlet bypath, the high tempera-
ture here can be helpful to atomize fuel. So, mixture quality will not be influenced by air density
2. The influence of air density on air-fuel ratio
Because the injector has no venturi, its injection rate is not determined by vacuum degree within venturi. So it is unlike this
system that the air-fuel ratio of the mixture is inversely proportional to the square root of air density, which exists in carbure-
tor. This feature enables it to provide more accurate correction to the influence of air density on air-fuel ratio than carbure-
tor.
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.
4. No additional fuel consumption or deteriorated emission caused by load variation when
multiport injection applied
When multiport injection applied, it is pure air that flows through intake manifold. Therefore there will not be additional fuel
entering from fuel film on cylinder wall into the airflow when the pressure therein drops because the throttle is adjusted to
decrease its flow rate.
5. Improved performance under transition working conditions when multiport injection
applied
Multiport injection eliminates the interference from fuel films on intake manifold walls with control of air-fuel ratio, so the
performance under transition working conditions will be improved.
6. Increased volume efficiency
Firstly, gasoline injection eliminates carburetor and venturi, therefore removing the bottleneck of the inlet passage.
Secondly, the absence of fuel film on intake manifolds eliminates the need to heat the intake pipe with exhausted gas, and
therefore intake and exhaust manifolds can be placed respectively on both sides of the engine to form the so-called "Trans-
verse flow scavenging", improving the charge exchange. As a result, the two points leads to increased volume efficiency
and decreased tendency toward knocking.
7. No risk of mixture generation system freezing up
With a high temperature, the injector for multiport injection system cannot freeze up.
8. Operation of gasoline injection system not to be influenced by the engine placement
For gasoline injection system, its operation will not be influenced by the engine placement because the former has nothing
to do with its gravity.
94
9. Convenient to cut off fuel supply
Measurement of fuel quantity does not depend on vacuum degree within venturi, so it is still possible to cut off fuel supply
even if the engine is running during intake stroke. This provides convenience for cutting off fuel supply in the event of
overspeed and employing the engine to brake down a long slope.
10. Reduced temperature inside cylinder
Because fuel enters directly into cylinder or arrives at inlet (in this case injection time will overlap the inlet open time), some
fuel will absorb heat and be vaporized, resulting in reduced temperature within cylinder. This can not only increase volume
efficiency thereby enhancing torque and power, but also decrease tendency toward knocking. The latter enables it feasible
to increase ignition advance angle or raise compression ratio by from 0.5 to 1.5 when keeping fuel octane number constant,
thus lowering fuel consumption, or lower requirment for octane number and boiling range for the used fuel when keeping
compression ratio unchanged.
11. Accurate measurement of fuel rate
Carburetor shall carry out quantitative control of fuel rate in addition to various processing functions including atomization,
vaporization, diffusion, and mixing. Its control accuracy is difficult to guarantee. In gasoline injection system, fuel pump and
injector carry out fuel delivery while ECU dynamically controls fuel rate quantity, thus enabling higher control accuracy. For
example, determination of fuel rate quantity in gasoline injection system can take into consideration instant coolant
temperature, inlet temperature and pressure, etc., which cannot be realized by carburetor.
12. Reduced fuel consumption and extended work life
Multiport injection system can realize instant control of mixture according to particular driving conditions and circum-
stances.
At the same power level, reduced fuel consumption means lighter heat load, which is helpful for extending work life of such
parts as valve, valve seat ring , cylinder head, and piston.
13. Large speed range for stable running
Gasoline injection engine can work stably within the entire speed range with full load imposed on it, where the ratio of the
highest speed to the lowest speed can reach 10:1 to 12:1. This is because gasoline injection system can accurately control
the air-fuel ratio at any speed, while carburetor is incapable of doing so.
14. Shortened engine height
Elimination of carburetor enables lowered air filter, which will shorten the total engine height so as to make it more conve-
nient to arrange the engine in car.
Compared to carburetor, gasoline injection system has the following defects: complicated, costly, difficult to service, and
demanding higher fuel cleanliness and control of gel content in fuel. No or bad control of gel content in fuel will easily lead
to clog of the injector, causing carbon deposit to occur on the back of intake valve. Especially for domestic gasoline based
on the catalyzed cracking process where there is always more than 3% alkene content, some cleanser shall be used.
However, excessive cleanser may lead to deposits occurring within the combustion chamber.
II. Structural Characteristics of Piston, Piston Pins and Piston Rings

In engine fuel system, the core of electronic control lies in the electronic control of fuel rate quantity, that is in fact,
electronic control of the excessive air coefficient?.Because intake air amount of gasoline engine is determined through
throttle control by the driver, the fuel rate quantity can be determined through determination of?.
Fuel supply system is composed of the following parts: fuel tank, fuel pump, fuel filter, pressure regulator, fuel injector,
gasoline vapor absorption device etc.
ECU controls fuel feed according to actual engine working condition. Fuel goes through filter to pressure regulator, which
will then keep the fuel pressure within injector constant. Electronic fuel pump immersed in fuel tank continuously supplies
fuel into fuel pipe, and redundant fuel flows through fuel return pipe back into fuel tank.
Engines based on closed-loop control shall use unleaded gasoline.
1. System makeup (See Fig. 208)
2. Fuel pump
95
Negative pressure in ntake pipe
Fig. 208 Fuel supply system based on multiport injection

1. Fuel tank 2. Electronic fuel pump 3. Fuel filter 4. Fuel deliver pipe (fuel rail) 5. Fuel injector 6. Fuel-pressure regulator
Electronic fuel pump, immersed in fuel tank levelly, is fed electricity to through fuel pump relay by battery. This relay’s
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.
96
Fig. 209Electronic fuel pump
1. Pump 2. Motor 3. Pump cover
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 depos-
ited on filter elements, forming a layer of very fine "filter mud" by accumu-
lation, 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
through this relief valve back into fuel tank. 5.Supporting ribbed plate 6.Paper filter element 7.Paper tube
Negative pressure Spring Spring

in intake pipe chamber
Plastic diphragm
CASE
Valve
Combustion chamber
Outlet
a)Outline b)Structre
Fig. 211 Structure of fuel pressure regulator
97
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 electro-
magnetic pulse to the solenoid coil, i.e. the time the injector keeps open.
This injection mode is called intermittent injection.
Fig. 213 Evaporative emission control system for fuel tank Fig. 212 Top feed injector
1.From fuel tank 2.Carbon canister 3.Fresh air 4. Solenoid valve for carbon canister 5.To 1.Fuel filter screen 2.Electric connector 3.Solenoid coil
intake manifold 6.Throttle (Ps – inlet manifold pressure; Pu – atmospheric pressure; 6.P – the 4.Injector case 5.Armature 6.Valve body 7. Pin valve
difference between intake manifold pressure and atmospheric pressure)
6. Gasoline vapor recovery installation

Contaminations from cars include the exhaust along with gasoline vapors entering into crankcases and coming from fuel
tanks. Due to external heat radiation in addition to a large amount of heat brought by returned fuel, the temperature of fuel
tank will increase, allowing some fuel to be emitted outwards in the form of fuel vapor. In order to minimize environmental
pollution of evaporative emission, each Geely series car must be equipped with an evaporative emission control system
for fuel tank (See Fig. 213).
After the engine stops running, the air inside fuel tank will be discharged through the carbon canister into the atmosphere,
while fuel vapor therein will be adsorbed by active carbon granules in the carbon canister and then be preserved into the
engine.
When the engine is running, due to the vacuum in inlet manifold, fresh air passes through the carbon canister, and enters
into the intake manifold with fuel previously adsorbed carried with it.
(1) Carbon canister, an unit containing carbon granules and used to adsorb gasoline vapors.
(2) Control valve for carbon canister, a valve that is often closed. ECU controls its switch-on/off according to the signal from
the throttle position sensor.
It’s work condition: When the ignition is switched off, the solenoid valve closes and the carbon canister begins to adsorb
fuel vapors from the fuel tank; when the ignition is switched on and the engine water temperature exceeds 60°C, ECU
begins to control the solenoid valve; when the engine is running with middle-to-large load, ECU begins to control the
electromagnetic valve accurately: open it and allow fuel vapors to be taken into the intake manifold, and at the same time
control the amount taken in by using an instruction corresponding to the engine’s particular working condition.
98
Section 2 Matters Needing Attention in Use and Main-
tenance 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 converter’s 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 car’s own connection lines.
(4) Do not install any high-powered electronic communications system in the car.
4. Do not open the ECU’s cover or casing; do not touch its integrated circuit’s 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.
II. Matters Needing Attention in Service of EFI System

1. Before maintaining the fuel system, disconnect the cable for the negative pole of its storage
battery; but this will remove fault codes stored in the ECU. Therefore you should view the diagnosis result before doing
so.
2. When servicing fuel delivery system, no smoking, not approach
Check connector Tachometer
flame place!
3. Keep gasoline away from rubber or leather parts.
4. Matters needing attention when connecting instruments
(1) Use the battery as the power source for the timing lamp and
tachometer.
(2) Connect the tachometer’s probe to the check connector’s
terminal IG(-) (See Fig. 214).
5. If the some one cylinders of the engine cannot be ignited, you
shall take the following measures:
(1) Check whether the cables for the battery’s poles are correctly
connected. Fig. 214 Correct tachometer connection
99
(1) Carefully handle high-voltage wires.
(2) After repair, check that all related connecting wires are firmly connected to terminals of ignition coils.
(3) When cleansing the engine compartment, you shall be careful enough to prevent the electric system from contacting
water.
6. Air intake system
(1) Disconnection of the engine’s oil dipstick, the cap for the engine oil filling port and the crankcase’s forced ventilation
PCV hose will cause the engine to run unstably.
(2) Disconnection and looseness of and crack between parts of the air intake system from the throttle section to the cylinder
head will cause the engine to run unstably.
7. Electronical controlled system
(1) Switch off the I gnition or remove the cable for the
battery’s negative pole to cut off power supply before
removing the EFI’s wire connector and connection terminals
(2) When installing the battery, do not mistake the negative
pole cable.
(3) When detaching or assembling any part, you shall
protect them against violent shocks. For any EFI part, you
Lock
shall be careful to handle it, esp. ECU.
Press
(4) Be careful when locating the fault because of the great
number of transistor circuits inside, and even the slightest
touch on any terminal will cause a number of faults.
(5) Do not open the ECU cover.
(6) When checking it on a rainy day, you shall keep it away
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 accord-
ing 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.
Lock
215).
b. Check whether the connector is firmly locked after
completely plugging it in.
Fig. 215 Connection and disconnection between connectors
(9) When using a multimeter to check connectors:
a. For a waterproof connector, you shall be careful and
firstly take out its waterproof rubber.
b. When checking conductivity, current or voltage, you shall
insert the probe into theconnector’s side near the connec-
tion wire.
c. Do not impose any necessary force on the connection
terminal for a while.
d. After this check, install the waterproof rubber firmly onto
the connector.
e. Use a special maintenance tool (See Fig. 216) to detect
connectors for injector and conducting wires. Fig. 216 Special connector for checking
100
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
a. Place a container under the connector;
b. Slowly unscrew the fuel pipe connector;
c. Detach the fuel pipe connector;
d. Plug up the fuel outlet with a rubber plug (See Fig. 217).
(2) You shall fix one connection nut or connection bolt onto the high-
pressure fuel pipe according to the following instructions:
a. If you fix one connection bolt onto it, use a new washer and screw it
tightly to the specified torque, i.e. 39 N.m (See Fig. 218).
b. If you will fix one connection nut onto it, smear a thin layer of engine oil
on it and screw it by hand; then screw it by using a special maintenance Fig. 217 Disconnect the fuel pipe
tool to the specified torque, i.e. 34 N.m (See Fig. 219).
A new-ring
Correct
A new
Washing
Fuel mjector Fuel deliveng pipe
Wrong
O-ring
Force length(30cm) Fuel mjector
O-ring
Bracket
Fig. 218 Screw the connection bolt tightly Fig. 219 Screw the connection nut tightly
a. Don’t use a new O-ring repeatly;

b. Smear a layer of light lubricating oil or gasoline before installing the new O-ring; do not use engine oil, gear oil or brake
oil for it.
9. After maintenance of any part of the fuel system, you shall always check whether fuel leakage occurs.
(1) Use a special wire for servicing to connect the terminals +B and FP of the check connector (See Fig. 220).
101
(2) Switch on the ignition but do not start the engine.
(3) Catch the fuel return hose (See Fig 221) and the pressure in the high-pressure fuel pipe will ascend to about 392KPa.
Check whether there is any fuel leakage under the pressure. Note: avoid its bending when pinching the hose because this
will lead to hose bursting.
(4) Switch off the ignition and remove the special wire for maintenance from the check connector.
check connect
Pineh
Fig. 220 Use a special wire for servicing Fig. 221Pinch the hose to increase its
to connect the terminals +B and FP interior pressure for fuel leakage check
Section 3Troubleshooting the Elec-

tronic Fuel Injection System
1. Examination of Fuel Pressure Regulator
Examining fuel pressure on the car:

(1) Check whether the battery’s voltage is 11V or above.
(2) Remove the cable of its negative pole from it.
(3) Dismount the connection bolt and the two washers, and
remove the fuel inlet hose from the fuel delivery pipe. Note:
slowly unscrew the connection bolt after placing an appropri-
ate towel or container under the fuel delivery pipe.
(4) Install the fuel inlet hose and a special pressure meter onto
the transmission pipe with three washers and a special
connection bolt (See Fig. 222). The fastening torque is 29 N.m.
(5) Wipe off the splashed fuel.
(6) Connect the cable for the battery’s negative pole to it. Fuel inlet hose
(7) Connect the terminals +B and FP of the check connector
with a special wire (See Fig. 220).
Fig. 222 Use a connection bolt to install

pressure meter onto the fuel delivery pipe
102
(9) Measure the fuel pressure; it should range from
265Kpa-304KPa. If the pressure exceeds 304KPa, you
shall replace fuel pressure regulator; if the pressure is lower
than 265KPa, you shall check the following parts: the fuel
hose and its connectors, the fuel pump, the fuel
filter, and the fuel pressure regulator.
(10) Remove the connection wire from the check connector.
(11) Start the engine.
(12) Remove the hose for vacuum sensor from the fuel
pressure regulator and plug up the hose’s end with a plug
(See Fig.223).
(13) Measure the fuel pressure when the engine is idling,
which should range from 265KPa to 304KPa. Fig. 223 Remove the hose for vacuum sensor from the
fuel pressure regulator and plug up the
(14) Connect the hose of vacuum sensor to the fuel
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 battery’s 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.
Detaching the fuel pressure regulator (See Fig. 224):
1. Remove the hose for vacuum sensor from the fuel pressure regulator.
2. Remove the fuel return hose from the fuel pressure regulator.
Note: please place a container or towel under the fuel pressure regulator.
3. Remove the fuel pressure regulator
(1) Remove the two bolts and pull out the fuel pressure regulator.
(2) Remove the O-ring from the fuel pressure regulator.
Install the fuel pressure regulator:
1. Install the fuel pressure regulator
(1) Smear a small amount of gasoline on a new O-ring and fix it onto the fuel pressure regulator (See Fig. 225).
(2) Rotate the fuel pressure regulator to the left and right alternately and mount it onto the transmission pipe (See Fig. 226).
(3) Check whether the fuel pressure regulator can rotate smoothly. If not so, the O-ring may be clamped too tightly. In this
case, you shall remove the pressure regulator and repeat the above step 2 and step 3.
(4) Install the pressure regulator by using two bolts. The fastening torque is 9.3Nm.
2. Connect the fuel return hose to the fuel pressure regulator.
3. Connect the hose of vacuum sensor to the fuel pressure regulator
103
Fuel pressure
regulator o-ring
Hose for vacuum sensor
Fuel return hose
Fig. 224 Detaching and separating fuel pressure regulator
104
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.
II. Injector Examination

Examination on the car:
1. Examine each injector’s working condition
Examine each injector’s running sound and atomization.
(1) Use a stethoscope to check whether the engine’ running noise is normal when it is running or starting, i.e. whether the
strength of its running noise is proportional to its speed (See Fig. 227).
(2) If no stethoscope is available, you can check each injector’s fuel injection manually. If there is no or abnormal sound,
you shall examine the conducting wire’s terminal, the injector or the fuel injection signal from ECU. (Fig. 228)
2. Examine each injector’s resistance
(1) Remove the injector’s connector.
Fig. 227 Use a stethoscope to check the injector’s running sound Fig. 228 Examine the injector’s fuel injection manually
Ohmmeter
(2) Use a multi-meter to measure the resistances
between its terminals, which should range from 14.0ohm
to 15.0ohm (See Fig. 2-229) at the temperature of 20°C.
If not so, replace this injector.
(3) Connect the injector’s connector again.
Injector detaching (See Fig. 230):
1. Remove the No. 1 PCV hose (a forced ventilation
hose for the crankcase) (See Fig.231).
Fig. 229 Use a multimeter to examine the resistance between the

injector’s terminals
105
Washer
Fuel pipe
Fuel inter hose
O-ring
Linjector
O-ring
Clip
Spacer
PVC hose
PVC hose
Lnjector terminal
Hose for
vacuum
sensor
Fuel return hose
Fig. 230 Detaching and disassembling injector and fuel delivery pipe
106
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. 231 Remove the PCV hoses (the forced ventilation Fig. 232 Remove the fuel inlet hose from the fuel delivery pipe
hoses for the crankcase) and the hose for vacuum sensor 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).
Fig. 233 Disconnect the injector connector Fig. 234 Detaching the fuel delirery and injector
(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.
Examination after detaching:
1. Examine each injector’s injection capacity (Fig. 235 and Fig. 236). When doing this, the injector being examined shall
be kept away from spark.
(1) Remove the connection bolt and two washers, and remove the fuel inlet hose from the outlet of the fuel filter (See Fig.
235a).
107
a) b)
Connection
Washer
SST(connect)
SST(hose)
FUel filter
regulator
c) d) SST
Pressure
Pressure regulator
SST(hose) SST
Fuel retuon hose SST(connector)

SST
Injector Fuelfilter
Fig. 235 Assemble the pipe system for examining injectors
(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 battery’s negative pole to it.
SST(connect)
(13) Connect special connection lines to the injector and the connect
battery for 15 seconds, and measure its injection rate by a
measuring cylinder (Fig. 236). Each injector shall be measured
two or three times; the injection rate should range from
40cm3/15min to 50cm3/15min and the injection rate difference
between the injectors should not exceed 5cm3/min. If some Fig. 236 Schematic diagram of measuring
injector cannot meet the specified requirements, replace it.
108
2. Examine injector leakage
(1) Remove a special line for maintenance and the check whether the injector has fuel leakage; the allowable amount of
leakage is no more than a drop of fuel per minute.
(2) Switch off the ignition.
(3) Remove the negative-pole cable from the battery, along with the special maintenance tools.
(4) Use two new washers and the connection bolt to connect the fuel inlet hose to the outlet of the fuel filter. The fastening
torque is 39Nm.
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 Clip
manifold.
Press
(3) Check whether each injector installed can rotate smoothly (See Fig.
239). If some injector performs poorly, it may possibly result from incorrect
Fig. 237 How to install injector
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.
Fig. 238 Install components of injectors and fuel delivery pipe Fig. 239 Check whether each injector can rotate smoothly
2. Connect each injector’s connector.

3. Connect the fuel return hose to the fuel pressure regulator.
4. Connect the fuel inlet hose to the fuel delivery pipe by using two new washers and the connection bolt. The fastening
torque is 29Nm.
5. Connect the PCV hose and make its white-lacquer mark upwards so as for it to face the cylinder head.
6. Connect the hose of vacuum sensor to the fuel pressure regulator.
109
III. Examination of Throttle Body
Examination on the car
1. Examine the throttle body Check whether the connecting rod for the throttle body can rotate smoothly (See Fig.240).
2. Examine the throttle position sensor
(1) Remove the connector of the throttle position sensor.
(2) Measure the resistances between various terminals of the throttle position sensor by the multi-meter (See Fig. 241).
Ohmmeter
Fig. 240 Examine the connecting rod of the throttle body Fig. 241 Examine resistances between various
Table 12 Range of resistance value of various terminals of throttle position sensor terminals of the throttle position sensor
Clearance Between Throttle Control Arm thrminal pair RESISTANCE VALUE RANGE(KOHM)
And Anchoring Bolt
0 mm VTA-E2 0.2-6
the throttle is completely open VTA-E2 1-10
VC-E2 1.5-3
(3) Reconnect the connector of the throttle position sensor

(4) Switch off the ignition. Remove the connector of the throttle position sensor. Switch onthe ignition and then measure
voltage values between various terminals of the throttle position sensor according to the circuit diagram for the throttle
position sensor(See Fig. 242).. The specified voltage ranges are as follows: the voltage value range between VC and E2
is 4.5V to 5.5V; when the throttle is completely shut, the voltage value range between VTA and E2 is 0.2V to 0.9V; when
the throttle is completely open, the voltage value range between VTA and E2 is 4.0V to 4.8V.
Detaching throttle body (See Fig. 243): Engine ECU

1. Drain engine coolant completely.
Throttle position sensor
2. Remove the throttle’s pulling cable.
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.
Fig. 242 The voltage check circuit for VC-E2,VTA-E2
110
Valve-chamber vent hose
(SXE7130-1109221) Washer
Throttle
Connector of the thralfle

positon sensor
Connecter of
ISC Vawe
Bypass hose for water cootant
Hose and cover for the air fiter
Fig. 243 Detaching and disassembling throttle body
Fig. 245 Remove the connector of the throttle position sensor

Fig. 244 Remove the hose and cover of the air filter
and the connector of the idling speed control valve
111
(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).
Examination after removal:
1. Examine the throttle: there shall be no clearance between the anchoring bolt and the throttle control arm when it is shut
(See Fig. 248).
2. As shown in Fig. 249, use a multimeter to measure resistances between various terminals. These resistance values
shall comply with the requirements provided in Table 12.
Fig. 246 Remove two bolts and two nuts Fig. 247 Remove the throttle body and its washers
Throttle
Ohmmeter
(completed shut)
E2
VC
VTA
No clearance
No clearance
The anchoring bolt

of the throttle
Fig. 248 Examine the closing of the throttle Fig. 249 Measure resistance values between various
terminals of the throttle position sensor
Installation of throttle body:

1. Install the throttle body
(1) Install a new washer onto the intake manifold in the way that the extruding side faces downwards.
(2) Connect the two bypass hoses for water coolant to the throttle body.
(3) Use two bolts and two nuts to install the throttle body onto the intake manifold. The fastening torque is 22Nm.
(4) Connect throttle position sensor and ISC valve connectors.
2. Connect the throttle pulling cable to the throttle body.
3. Mount the air filter’s hose and cover.
4. Fill engine coolant.
112
IV. Examination of Idling Speed Control (ISC) Valve
Examination on the car:

Examine the working condition of ISC valve
(1) Prerequisite: the engine has a normal working temperature, the idling speed setting is correct, the transmission is
neutral, and the A/C switch is off.
(2) Examine the terminals TE1 and E1 of the check connector by using a special jumper for servicing.
(3) Keep the engine running at 900-1,300rpm for five seconds, and check
ON
whether it canreturn to the idling speed. If not so, have a check on the ISC
valve, connecting wires and ECU.
(4) Switch off the ignition and remove the plug for the idling control valve.
Switch on the ignition and measure the voltage valve between the plug 2
of the idling speed control valveand the ground wire (See Fig. 250). The
voltage valve range specified is 9V to 14V.
(5) Remove the special connection wire from the check connector.
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
Fig. 250 Circuit connection
Examination after removal:
Check the working condition of ISC valve (See Fig. 252)
Open
Close
Valve
Washer
ISC Valve
Valve
Fig. 251 Remove the idling speed control (ISC) valve Fig.252 Check the opening and closing of the ISC valve
(1) Connect connector to ISC valve and switch on the ignition.

(2) Check whether the ISC valve is semi-open.
113
(3) Check whether the ISC valve can open, close and semi-open automatically within 0.5 second. If not so, replace ISC
valve.
Engine ECU
(4) Turn the ignition switch to “off” position.
AM1 IG2
(5) Remove the ISC valve connector from the ISC valve.
+B
(6) Switch off the ignition and remove the ECU plug. EF2 Idle Regulator
NO.2 1 ROS
(7) Switch on the ignition and then measure the voltage EFI NO.1 10A
Main 15A 3
between the terminal RSO on the ECU and the ground wire, E01
30A
which should range from 9V to 14V. Starting engine and Battery
EFI Main Relay
running at the idling speed, it should produce pluses (See
Fig. 253).
ISC valve installation:
Its installation steps are reverse to its detaching steps. A new Fig. 253 The voltage check circuit for RSO-E01
washer shall be used to install ISC valve.
V. Examination of Main Relay for Electronically

Controlled Fuel Injection System (EFI)
Examination of EFI main relay:
1. Remove the main relay’s case cover (See Fig. 254) and remove the EFI main relay (Marked with "MAIN").
2. Examine the connection of the EFI main relay (See Fig. 255).
Check whether there is a connection between the terminals 1 and 3 by using a multimeter (See Fig. 256); if not so, you
shall replace the main relay. Check that there is a connection between the terminals 2 and 4; if not so, you shall replace
the main relay.
3. Examine the main relay’s actions (See Fig. 257).
Engine ECU
AM1
EFI
main relay IG2
Main Fuse
30A EFI NO.2
Battery EFI No.1 10A
15A
EFI main relay
Fig 254 Remove the EFI main relay Fig. 256 The +B-E1 voltage check circuit
No trgger Trigger Trigger
Ohmmeter Ohmmeter Ohmmeter storage battery
Fig. 255 Check the connection of the EFI main relay Fig. 257 Examine the EFI main relay’s actions
114
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.
VI. Examination of Vacuum Solenoid Valve (VSV) for

Evaporative Emission (EVAP) Control System
Cars are equipped with an electronically controlled evaporative emission control system, as shown in Fig.6 and Fig. 258.
Fuel vapor from fuel tank enters into the intake manifold through a carbon canister charged with active carbon and a
vacuum solenoid valve. When the engine stops, runs at idle or low speed, the vacuum solenoid valve will be closed under
the control of ECU, therefore enabling the fuel vapor from the fuel tank to be stored in the carbon canister rather than to
be emitted into the atmosphere. When the engine is running at a high speed, ECU will timely open the vacuum solenoid
valve according to the engine’s working condition, enabling the fuel vapor to be absorbed into the intake manifold for
burning with the mixture within the cylinder. So, this system serves to effectively control HC emission without affecting the
engine normal running.
The schematic diagram of the evaporative emission control system is as shown in Fig. 259.
Vacuum solenid valve for evaporative emission contrd
Positive crankcase valve
Carbon CAnister
Fig. 258 Schematic diagram of the evaporative emission control system
115
Vacuum solenoid valve(vsv)for evaprative emission contrd
(VSV) connector
Evaporative emission hose
Fig. 259 Layout diagram of the evaporative emission control system
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.
Ohmmeter
2. Check the connection of the VSV valve
Use a multimeter to check whether there is a connection
between its terminals. If not so, you shall replace the VSV
valve. The resistance between its terminals should range from
27ohm to 33ohm when the ambient temperature is 20°C (See Trigger
Fig. 260).
3. Examine the grounding of the VSV valve Use the multime-
ter to check whether there is connection between its terminal
and the valve body.
Fig. 260 Examine the trigger of the VSV valve
If so, you shall replace the VSV valve (See Fig. 261).
116
4. Examine the VSV valve’s working condition
(1) Check whether the air flows smoothly from the gas port E to the
Ohmmeter
gas port F (See Fig. 262).
(2) Connect the positive and negative poles of the battery respec-
tively 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).
If performance does not accord with the specified requirements, you No trgger
shall replace VSV.
5. Reinstall the VSV valve and connect the hose for evaporative
emission. Fig. 261 Examine the grounding of VSV valve
Fig. 262 Examine the airflow Fig. 263 Examine the air flow after being powered on
VII. Examination of Intake pressure & temperature sensor

Pressure sensor(see Fig 264), intake pressure & temperature sensor performance curve(see Fig. 265)
Symptom of fault: flame out, poor idle.
Common cause of fault: 1.Seal ring
1. With abnormal high voltage or reversal high current. 2.Stainess steel bush
3.PCB board
2. Vacuum unit is damaged in service.
4.Sensor unit
It’s forbidden to impulse vacuum unit with high voltage
5.Case
gas: Inspect whether the alternator output voltage or 6.Pressure bracket
current is normal when you replace sensor in finding 7.Welding connection
fault 8.Adhesion connection
Fig .264 Sectional of DS-S/TF pressure sensor
Pressure sensor characteristic curve Temperature sensor characteristic curve

Resistance w
Output voltage
Temperature T
Absolute pressure
Fig.265 Intake pressure & temperature sensor performance curve.
117
Simple measurement method:
Temperature sensor:(Removing the joint) place the multimeter at ohm gear, and connect 2 terminals respectively to 1# pin
and 2# pin of sensor, and rated resistance at 20oC is 2.5kΩ±5%, and other corresponding resistance values could be
measured according to the characteristic curve in above drawing. Analog method could also be applied in measurement.
Use an electric blower to blow air into the sensor (pay attention not to keep them too near), and observe the change of
resistance, which should decrease at the moment.
Pressure sensor: Place the multimeter at DC voltage gear and connect black rod to ground, red rod to pin 3, pin 4. pin 3
should have 5V Voltage Reference In idle speed condition. Pin 4 voltage is about 1.3V(detail values are related to car type)
.Open the throttle slowly in no-load condition, the pin 4 voltage changes little. Open the throttle quickly, pin 4 voltage will
reach to about 4V(detail values are related to car type),then decrease to about 1.5V(detail values are related to car type)
VIII. Examination of Water Temperature Sensor

Examination:
1. Drain the engine coolant and detach the water temperature sensor (See Fig. 266).
2. As shown in Fig. 267, place the water temperature sensor into a water container and heat it. Use a multimeter to
measure the resistance that varies with the water temperature; it should fall into the allowable range as shown in Fig. 268.
If not so, you shall replace the water temperature sensor.
3. Reinstall the water temperature sensor with a new washer, and then fill the engine coolant into the radiator.
4. Switch off the ignition and remove the ECU plug. Switch on the ignition and measure the voltage between THW and E2
(See Fig. 269); When the water temperature is 20°C, the voltage should range from 0.5V to 3.4V; when the water tempera-
ture is 80°C, the vo ltage should range from 0.2V to 1.0V.
Ohmmeter
ECT sensor
Fig. 266 Detach the ECT (Engine Coolant Temperature) sensor Fig.267 Measure the resistance of the water temperature sensor
Engine ECU
Allowable
Water temperature sensor
resistance range
Resistance k
Fig. 268 The allowable resistance range for water temperature sensor Fig. 269 The voltage check circuit for THW-E2
118
IX. Examination of Knock Sensor (KNK)
Examination:
1. Remove the knock sensor
Remove the knock sensor’s connector. Use a special servicing
tool (SST) to remove the knock sensor (Fig. 270).
2. Examine the knock sensor
Use a multimeter to check whether its terminal is not connected
with its housing (See Fig.271). If so, then you shall replace the
knock sensor.
3. Reinstall the knock sensor. The fastening torque is 44Nm.
Switch off the ignition and take out the ECU plug. Switch on the
ignition, and measure the resistance between KNK in ECU and
the ground wire, which should be larger than 1MΩ (See Fig.272).
Fig. 270 Remove the knock sensor (KNK)
Ohmmeter
Fig. 271 Check whether its terminal is connected with its housing Fig. 272 Measure the resistance of the ECU terminal
connected to the knock sensor
X. Examination of Electronically Controlled Unit (ECU)

The EFI circuit can be examined by measuring the resistances and voltages at the ECU wires’ connectors.
1. Examine the ECU voltage

(1) Switch off the ignition, take out the
ECU plug, and then switch on the ignition.
(2) Measure the voltage between +B and Voltmeter
E1 (See Fig. 273); the voltage should be
from 9V to 14V. If it does not fall into the
range, please check the fuse and EFI
Check ECU voltage
main relay. Note: the battery’s voltage
must be 11V or above.
The reference voltages for ECU terminals
are shown in Table 13. The terminals of
the engine ECU are shown in Fig. 273.
Fig. 273 SMA car series M7.9.7 ECU terminal overall connector
119
Table 13
SMA car series M7.9.7 system pin voltage definition
Voltage properties Voltage properties
1 E(ECU connects the ground when operating) 1 NC
2 E(ECU connects the ground when operating) 2 A/C vaporizer.
3 E(ECU ignition ground 1) 3 NC
4 NC 4 (+12) V
5 E(ECU connects the ground when operating) 5 (+12) V
6 Pulse voltage(0-12V) 6 Pulse voltage(0-12V)
8 Speed signal output 8 NC
9 NC 9 NC
10 NC 10 E(ECU connects the ground when operating)
NC 11 E(ECU electron ground 2)
11
(+)12V 12 NC
12
(+)12V 13 E(ECU electron 2)
13
E(ECU connects the ground when operating) 14 NC
14
Speed sensor signal input A 15 NC
15
Throttle position sensor signal input 16 NC
16
17 E(ECU connects the ground when operating) 17 (+)12V
18 Oxygen sensor signal input 18 NC
19 Knock sensor signal input A 19 vehicle speed sensor input(square wave)
20 Knock sensor signal input B 20 NC
21 NC 21 E(ECU power ground 1)
22 NC 22 NC
23 NC 23 (+)12V
24 NC 24 Stepper motor phase D
25 NC 25 Stepper motor phase A
26 NC 26 Stepper motor phase B
27 Pulse voltage (0-12V) 27 Stepper motor phase C
29 Fault diagnosis led square wave output 29 E(ECU connects the ground when operating)
31 NC 31 ECU diagnostic signal output
32 (+) 5V 32 NC
33 (+) 5V 33 NC
34 Speed sensor signal input B 34 NC
35 E(ECU connects the ground when operating) 35 A/C switch signal input(The voltage is 12v when operating)
36 E(ECU connects the ground when operating) 36 Electronic load signal input(The voltage is 12v when operating)
37 Intake pressure sensor signal input 37 Electronic load signal input(The voltage is 12v when operating)
38 NC 38 NC
39 Coolant 39 Phase sensor signal input
40 Intake temperature sensor signal input 40 E (ECU e15ron ground 2)
Note: system rating DC voltage 12V.
XI. Examination of Fuel-cut Speed

Examination:
1. Preheat the engine to make it reach the normal working temperature.
2. Connect the tachometer to the engine and make its probe connected to the connector’s IG (-) terminal (See Fig. 274).
3. Examine the fuel cut function Increase the engine rotation speed to 2,500r/min. Use a stethoscope to examine the
injector’s working noise. Check whether the injector’s working noise stops temporarily and then resumes after the throttle
rod is released (See Fig. 275). When doing this, you shall firstly shut down the air-conditioner. The engine speed shall be
1,400r/min after the fuel supply resumes.
4. Detach the tachometer.
120
check connector tachometer
Fig. 274 Correct tachometer connection Fig. 275 Examine the injector’s working noi
XII.Examination of Oxygen Sensor

Due to errors in engine manufacturing and deterioration in car using condition (such as wear and tear of piston ring, carbon
deposit in cylinder, etc.), the real control effect of EMS (Engine Management System) will deviate from the designed ideal
condition, thereby leading to increased fuel consumption, worsened exhaust or decreased efficiency. So, an oxygen
sensor is installed to form a closed-loop control system for control of the exhaust. That is to use it to detect the instant
makeup of the mixture entering into the engine and then input the detected result into ECU. ECU continuously adjusts the
fuel injection rate according to this feedback so as to keep the fuel concentration in the mixture all the time within an ideal
range. This control method not only further increases the injection accuracy, but also controls the exhaust to ensure that
the catalytic converter has the most satisfying purification effect. To be more specific, oxygen sensor is used to detect the
oxygen concentration in the exhaust, which depends on the air-fuel ratio of the mixture. When the real fuel concentration
is higher than the theoretical fuel concentration (its air-fuel ratio is lower than 14.7:1), the exhaust contains no oxygen;
when the former is lower than the latter, the oxygen in the mixture will not be completely consumed and the exhaust
contains oxygen. The lower the fuel concentration in the mixture is, the higher the oxygen concentration in the exhaust is.
ECU adjusts the fuel injection rate according to the feedback from the oxygen sensor so as to make the fuel concentration
in the mixture closer to the theoretical air-fuel ratio; Its error rate is less than ±0.25; When the engine’s working condition
worsens, it will adopt the open-loop control method in order to avoid overheat caused by the catalytic reaction.
Fault phenomena related to oxygen sensor include unstable idling speed, high fuel consumption and excessive exhaust.
The examination method is as follows:
1. Shut off the ignition switch and remove the oxygen sensor’s plug. Use a multimeter to measure the resistance of the
oxygen sensor’s heating resistor, which should range from 1ohm to 5ohm.
2. Install the oxygen sensor’s plug and then start the engine. When the engine speed reaches 2,500r/min, use an oscillo-
graph to measure the voltage waveform between the No.6 pin (OX) of E4 and the No. 24 pin (E1) of E3 in ECU (See Fig.
276). The correct voltage waveform, whose amplitude should be more than 0.3V, is as shown in Fig. 277a. If the oxygen
sensor is damaged, the amplitude of vibration will decrease, as shown in Fig. 277b. The voltage between the above two
pins measured by a multimeter should be more than 0.3V.
3. Replace the oxygen sensor and keep the engine running at an idling speed for three minutes or so. Then, increase the
engine speed to 1,500r/min and switch on the air-conditioner. At the moment, the idling speed drift should be 1,200 r/min
or above. If there are one or more faults, the warning lamp for engine will light up about one minute after acceleration.
Here, you shall carefully examine the connections to the oxygen sensor. To use oxygen sensor needs use unleaded gaso-
line. Generally,it’s life larger then 160,000KM.
121
To the groucd wire for the car bady
Measurement connector
relay
Oxygen sensor
From the battey

From the ignition suitch
Fig. 276 Circuit schematic diagram for oxygen sensor
a) Correct voltage waveform b) Voltage waveform of a damaged oxygen sensor

Fig. 277 voltage waveform between the above two pins of oxygen sensor
i. Matters Needing Attention Items

Related to use Catalytic Converter
If it is confirmed that both the oxygen sensor and other assemblies of EFI are normal but theexhaust is still above normal,
then this problem may probably result from a damaged catalytic converter.
Oxygen sensor is used with catalytic converter. Placed at the middle of the exhaust pipe, catalytic converter can purify
main harmful constituents in the exhaust, such as CO, HC, NOx, etc., but only when the real air-fuel ratio of the mixture is
very close to the theoretical air-fuel ratio, can it realize effective purification. So, oxygen sensor application is designed
mainly to ensure its purification effect, thereby solving the inconsistency between power, fuel consumption and exhaust
contamination.
Catalytic bed in catalytic converter is the carrier for catalytic agent, which is rare earth metal, such as platinum, rhodium,
or palladium. These catalytic agents are able to convert carbon monoxide and hydrocarbon into carbon dioxide and water,
and furthermore to convert nitrogen oxides and carbon monoxide into nitrogen and CO2 by making them react with each
other. Catalytic converter’s working temperature is above 300oC. If its working temperature exceeds 850oC, it will be
damaged. Car equipped with catalytic converter shall not use leaded gasoline. Generally, its service life ranges from
80,000km to 100,000km.
ii. Examination of Fuel Pump System Circuit

Fuel pump system circuit is as shown in Fig. 278.
After the engine starts, the current will pass through the ignition switche’s ST terminal, the starting relay’s coil and the
ECU’s STA terminal (starting signal); after STA and NE signals enter nto the ECU, the triode Tr is triggering.
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EFI fuse EFI main relay Open-loop relay Gasoline pump
Lgnition switch
Neutral shift switch
Fuse (Automatic shift)
(Manual shift)
Starting relay
Fuse
Starting signal
Ne signal
Starter
Battery
Fig. 278 fuel pump system circuit diagram
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 disap-
pears, 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
ECU’s 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 battery’s 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 Fig. 280 Examine the open-loop relay
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Section 4 Evaporative Emission & Positive
Crankcase Ventilation Control System
1. Purpose of Evaporative Emission & Positive
Crankcase Ventilation Control System
This control system is designed for two purposes: to reduce emission of carbon dioxide,
hydrocarbon and nitrogen oxide in engine crankcase into the atmosphere and to reduce emission of fuel vapor from fuel
tank into the atmosphere. Its makeup and functions are as follows:
System Acronym Purpose
Positive crankcase To reduce contamination of the atmosphere by

PCV
ventilation harmful gases leaked
Evaporative emission To recover fuel vapor to reduce its
EVAP
control system contamination of the atmosphere
This system’s components and layout are shown in Fig. 259 and Fig. 281.
Vacuum solenoid valve for evaporative emission control
Positive crankcase Ventiletion valve
Active carbon filtration
Fig. 281 Component layout of evaporative emission & positive crankcase ventilation control system
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II. Examination of Positive Crank-
case Ventilation System
1. Remove the PCV valve
Remove the PCV hose and then the PCV check valve.
2. Install the cleansing hose onto the PCV valve’s side connecting to the cylinder head.
3. Examine the PCV’s working condition.
(1) Blow the air into the PCV valve from the side near the cylinder cover(Fig 282a), and check whether the airflow is
smooth. Note: Do not inhale the air through the PCV valve because the petro chemical matter in the PCV valve is harmful.
(2) Blow the air through the PCV valve from the side near the inlet chamber(Fig 282b), and check whether the airflow is
smooth. If its working condition does not comply with the specified requirements, you shall replace the PCV valve.
4. Remove the cleansing hose from the PCV valve and reinstall the PCV valve.
5. Visually inspect whether the following parts have any crack, leakage or damage: hoses,
connectors, washers, etc. shown in Fig. 283. If so, you shall troubleshoot them.
Near cylinder head Near the intake manifold
Cleaning pipe
Fig. 282 Blow the air into the PCV valve(b) from the side near Fig. 283 Examine hoses, connectors, washers, etc. visually.
the cylinder head(a)
Inhale the air through the PCV valve(a) from the side near the
intake manifold(b)
III.Examination of Evaporative Emission Control System

1. Visually examine whether there is any deformation, crack, leakage or damage in the fuel tank, tank cap, gasket, pipes or
connectors (Fig. 284). If necessary, you shall repair or replace the tank cover.
2. Examine the active carbon canister (See Fig. 285)
(1) Remove the active carbon canister, and check whether there
is any crack or damage with its case.
(2) Check the following items: whether the filter in the carbon
canister is blocked; whether the check valve is blocked; Use low
pressure compressed air blow to the fuel tank system. whether
the air can flow out smoothly from other pipes. If any problem is
found, you shall replace this active carbon canister.
(3) Cleanse the filter in the active carbon canister.
Fig. 284 Examine fuel tank, tank cover, pipes and connectors visually
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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 Fuel tank pipe
Fig. 285 examine the active carbon canister

a) Visual inspection b) Check whether it is blocked or not c) Cleanse the filter in the active carbon canister
126
Chapter 8 Ignition System
Section 1 Introduction to Ignition System
1. Ignition Control
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 engine’s
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
1. Power-on time control
When the primary winding for the ignition coil is powered on, the primary current strength will increase exponentially with
time. The high voltage generated when the primary current is cut off depends on this current strength at this moment. So,
it is generally hoped that the primary winding is powered on until it is saturated. But on the contrary, long-time poweron will
lead to the ignition coil’s overheat, thereby resulting in energy loss, heat-related faults, etc. Hence both aspects shall be
considered for the most optimal power-on time.
Because the change rate of the primary current strength varies with the battery’s voltage, the final most optimal power-on
time can be determined after being corrected according to the battery’s voltage change.
In order to solve the above inconsistency, the ignition system is equipped with a constant current control device, which can
enable a strong current to pass through the ignition coil within a short time.
2. Ignition timing control
For the purpose that the engine can effectively convert thermal energy into mechanical energy, we hope that the highest
combustion pressure occurs when its crank rotates to some point after reaching the top dead center.
From ignition to the point when the highest combustion pressure occurs, it requires a period of time, which is determined
by combustion delay time, flame propagation time, etc. It varies with compression ratio, gasoline quality, air-fuel ratio,
engine load, etc. So, the ignition timing control shall be based on the engine’s working condition.
3. Electronic ignition system
Electronic ignition system can specify ignition-timing characteristics without limitation and enable the optimal correct
ignition timing at any time; compared with mechanical ignition system featuring simple ignition timing characteristics, it can
increase the engine’s output power by 2% to 5%, and furthermore improve fuel economy and emission characteristic.
Electronic gasoline injection engine adopts a non-contact electronic ignition system that has no pulse generator or igniter;
ECU-controlled electronic ignition system can be divided into two types: distributor-type electronic ignition system and
non-distributor-type electronic ignition system. MR479Q/MR479QA/MR481QA/JL481Q engine adopts the ECU-controlled
distributor-type ignition system based on sequential ignition
(1) ECU. Electronic ignition system and fuel injection control system share the same ECU. ECU makes correction to
sensor signals related to engine speed, amount of inlet air (engine load), etc., by using a built-in microcomputer to control
the power-on time and the power-off time (ignition time) of primary current.
127
(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 battery’s voltage, the primary winding’s 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.
Section 2 Troubleshooting of Ignition System

1. Attention items before Ignition System Troubleshooting
1. Connect a tachometer to the ignition system. When doing this, connect its measurement line to the check connector’s
terminal IG (-)
2. Because some tachometers are not compatible with the ignition system, you shall firstly check whether the tachometer
to be used is compatible with this ignition system.
3. Do not make any terminal of the tachometer contact the ground line; otherwise this will lead to damage of the igniter
and/or the ignition coil.
4. Do not disconnect the battery when the engine is running.
5. When checking the igniter, you shall correctly ground it with the car body.
II. Examination of Ignition System on the car
1. Examination of high-tension spark

Check whether there is spark generation in each spark plug:
(1) Remove the spark plug and its high-tension wire.
(2) Install spark plugs onto various high-tension wires, and correctly ground them with the car body.
(3) When the engine starts, there should be spark generation (See Fig. 286). Note: when doing this examination, the time
for which the engine starts shall be within the range from 1 to 2 seconds so that gasoline will not erupt from the injector. If
there is no spark generated, you shall examine high-tension wires.
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2. Examination of high voltage wires
(1) Remove the high-voltage wire from the spark plug and
distributor cover, i.e. from the rubber bushes on them.
Note: do not pull the wire so as not to damage the core body
inside the high voltage wire (See Fig. 287).
(2) Use a multimeter to measure the resistance of the high
voltage wire (See Fig. 288). The maximum resistance should
be 25,000ohm. If the measured resistance exceeds this
maximum value, you shall examine the terminals of the high
voltage wire. If necessary, you shall replace it.
(3) Reconnect the high voltage wire to the spark plug ,and fix
the high voltage wire by using a clip (See Fig. 289).
Fig. 286 examine the spark plug’s arcing
Fig. 287 remove the high voltage wire from the two rubber bushes
Fig. 288 Measure the resistance of the high voltage wire Fig.289 Fix the high voltage wire by using a clip
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3. Examination of spark plugs
(1) Remove the high voltage wire from the spark plug. Use a 16mm spark plug socket wrench to remove the spark plug.
(2) Use a spark plug cleaner or tinsel brush to clean the spark plug (See Fig. 290). And visually check whether there is
any electrode erosion, screw thread damage or insulation damage. If so, you shall replace it.
(3) Adjust the clearance between electrodes, i.e. carefully bend the side electrode so as to obtain an appropriate
clearance between electrodes (See Fig. 291). The correct clearance between electrodes is 0.8±0.1mm. JL481 Q/MR
481QA clearance between electrodes is 1±0.05mm
(4) Use a 16mm spark plug socket wrench to mount the spark plug (the torque to screw it tightly is 18Nm) and reconnect
the high voltage wire.
Spark plug
cleaner
Fig. 290 Clean the spark plug Fig.291 Examine the clearance between the spark plug’s electrodes
III. Ignition coil
The ignition coil equipment (See Fig 292)
Hexagon bolt
High voltage wire
The ignition coil
The ignition coil mounting bracket
Bolt
Fig. 292 The composition of the ignition equippment
130
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 doesn’t ignite.
Symptom of fault:
Engine cannot start.
Common cause of fault: burning due to high current, damaged by external force
Attention for service: It’s forbidden to test ignition function with “short circuit jump fire” from damaging electronic control
Simple measurement method:
o
Place the digital multimeter in position ohm, two connecting rods connect the two pins of primary winding. At 20 C,2 x2 type
is 0.4-0.6Ω;secondary winding 2 x 2 type is 11-15KΩ
Ignition coil
Computer
Fig. 293 Double ignition coil
131
Chapter 9 Lubrication System
Section 1 Makeup and Features of Lubrication System

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. Engine’s 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.
1. Oil Passage within Lubrication System
lubrication system is shown in Fig. 294. The tamdem- Engine oil

Splash Forced
connection mode is used for the main oil gallery Filte
between the engine oil filter and the cylinder block, thus washers Bypass
The crankshaft’s
ensuring its good lubrication performance. When the No.1, No. 2, No. 3,
engine is running, the lubrication oil from the oil sump The engine oil goes No. 4, and No. 5 Oil pressure
upwards along the main shaft necks
enters through the coarse oil filter into the oil pump, and
cylinder head’s
then goes out of the oil pump into the main oil gallery connection bolt
with a very high pressure, and then passes through the The
crankshaft’ Pressure Engine
engine oil filter for thorough elimination of very small Driving Primary Primary relief oil
s No.1, No.
metal scraps and feculence. Afterwards, the finely gear, camshaft camshaft 2, No. 3, valve pump
bearing
filtered oil enters into the main oil duct within the cylinder driven bearing No. 4, and
gear and near outlet near inlet No. 5
block. On the main oil duct, the engine oil pressure equipment
connecting
switches are tandem placed so as to issue warning gear rod’s
when the lubrication oil pressure is too low. The engine Primary Primary journals
journal journal When the
oil entering into the main oil passage has two directions.
Main oil Main oil pressure Coarse
One path goes downward to reach five bearing seats in gallery gallery Cylinder wall reaches
Piston pin cleaner
the cylinder block. This lubricates not only the Bearing Bearing 0.49MPa,
the valve is
crankshaft’s main journal and bearing but also the opened.
connecting rod’s journal and bearing (the engine oil Valve Valve
enters along the oil passage from the journal to the Tappet Tappet
Cam Cam
connecting rod’s into the clearance between the
connecting rod’s journal and bearing), and furthermore Oil sump
the lubricating oil squeezed out can also be used with
that splashed by the crank arm rotation for splash Fig. 294 Flow chart for engine’s lubrication system
132
lubrication. The other path leads upwards along the cylinder block’s upper oil passage and the cylinder head’s 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 entrain-
ment effect from cam rotation enables its own lubrication. Due to obstruction of the cylinder head’s 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 engine’s lubrication system is shown in Fig.
295.
Fig. 295 The engine oil passage diagram for engine’s lubrication system
II. Structure and Features of Engine Oil Pump

As a reliable rotor-type engine oil pump with a simple structure, the engine oil pump adopted by engine pumps oil by
volume change of internal and external rotors. Its driving rotor has 10 teeth and its driven rotor has 11 teeth. The two rotors’
centers have an offset "e" relatively to each other. On the side of each of them, there is a mark "?". You shall align the two
marks and make them towards the pump cover. The gear profile of driven rotor is shaped like a section of positive arc of
equal radius with driving rotor as its conjugate curve. With a simple manufacturing process, its driving and driven rotors are
made through sintering based on the powder metallurgy technology. The engine oil pump realizes its direct driving by
means of ridge among the four planes that are milled at the front of the crankshaft. In order to prevent the lubricating oil
within the crankcase from fleeing out, a crankshaft front oil seal is placed on the oil pump body and the oil seal lip adopts
an S-shaped structure, which can provide small contact area, high elasticity and good sealing performance. The disas-
sembled engine oil pump assembly is shown
133
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 cham-
ber will decrease, and partial lubricating oil will flow back to the oil sump through the oil release hole of the pressure relief
valve.
Fig. 296 Disassembled engine oil pump assembly
1.Driven rotor 2.Driving rotor 3.Oil pump body cover 4.Oil pump body 5. Pressure relief valve 6. Spring 7. Retainer 8.Clasp 9.Crankshaft front oil seal
III. Structural Features of Engine Oil Filter
During use of engine oil, carbon granules easily occur, along with metal powder dropping due to friction. Dust and water in
the atmosphere along with fuel combustion resultants lead easily to occurrence of black muddy mixture, which will cause
early abrasion and engine bearing burnout.
The schematic diagram of engine’s engine oil filter structure is shown in Fig. 297. Lubricating oil firstly flows in through
holes scattered around the engine oil filter, and then enters into the filter element along the sidewall. The lubricating oil
filtered by the filterelement goes into the central main pipe through small neck-bush holes, and then flows into the main oil
gallery within the cylinder block. If the filter element is completely blocked, or the pressure within the filter is too high, the
lubricating oil will flow to the filter’s end along thesidewall, and at this moment, the bypass will open enabling it to flow into
the main oil gallery.
Filter element of engine oil filter is made of paper material. Filter paper is made from long-fiberpaper pulp acquired from
resin shaping process. The entire filter element is formed by agglutination of its components. The filter element provides
large filterable area, high filteringaccuracy, high efficiency and small resistance. Since foreign matter filtered out is attached
onto the exterior of the filter element, long-time use of it will decrease its filtering performance. So, you shall timely replace
the engine oil filter after a certain time (8,000Km to 10,000Km).
134
IV. Influence of Positive Crankcase Ventila-
tion (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 engine’s load and
pressure increase, the gas leakage will increase. If the cylinder is
abraded or has poor sealing, the gas leakage will also increase. Bypass valve
Generally, the gas mixture entering into the crankcase includes open at 0.1MPa
the following products of imperfect combustion: NOx, CHx, H2O,
etc. If the waste gas within the crankcase cannot be discharged
timely, its internal pressure will become higher and higher,
leading to continuous waste gas leakage at tiny gaps, such as the
one between the crankshaft’s protruding end and the cylinder
block and the one between the oil sump and the cylinder block,
accompanied with increased noise and deteriorated engine oil.
So, engine adopts closed positive crankcase ventilation (PCV)
system, whose schematic diagram is shown in Fig. 298. On the
internal sidewall of the cylinder head, there are vertical ventilation
holes enabling interconnection between the crankcase and the
valve chamber on the cylinder head, and furthermore on the
cylinder head hood there are two forced interfaces placed, one of
which is connected to the air filter and the other is connected to
the resonant chamber of the intake manifold. Such design can
produce a vacuum difference between the air filter’s rear end and
the resonant chamber of the intake manifold, which will bring a
negative pressure for the crankcase. Thus, the fresh air can flow
into the crankcase, mix with its internal waste gas, and flow
Fig. 297 Structural diagram for the engine oil filter
through the ventilation holes into the intake manifold and then the
cylinder for combustion, consequently realizing a simply exhaust
gas recycle (EGR). However, this practice will certainly lead to a PCV
very unstable idling speed and a large amount of fleeing engine
oil. For this reason, engine uses a check valve, which ensures low
flow rate at large opening, and prevents engine oil from leaking
out. In short, if the check valve cannot work normally, more and
more waste gas and engine oil vapor in the cylinder head hood
will not only cause a large amount of gas to flee out through the
joints of the cylinder head hood and sealing gaps, but also
increase the noise of valve springs and deteriorate the engine’s
working condition.
Fig. 298 Schematic diagram for positive

crankcase ventilation system
135
Section 2 Examination & Maintenance of Lubrication System
1. Examination and Maintenance of Engine Oil Pump
Removal:
Note: when repairing the oil pump, you shall remove and clean the
oil sump and the oil strainer.
1. Drain the engine oil.
2. Remove the timing belt.
3. Remove the idle wheel and the tension spring.
4. Remove the crankshaft timing gear.
5. Remove the oil dipstick and the guide tube (See Fig. 299)
(1) Remove the installation bolt.
(2) Pull out oil dipstick and guide tube.
(3) Remove the O-ring from guide tube.
6. Remove the oil sump.
(1) Remove the 19 bolts and 2 nuts (See Fig. 300).
(2) Insert a special servicing tool (SST) between the cylinder block
and the oil sump, use it to cut off the smeared sealing material, and Fig. 299 Remove the oil dipstick and the guide tube
remove the oil sump.
Fig. 301 Remove the engine oil strainer
Fig. 300 Remove the oil sump Fig. 302 Remove the oil pump
136
7. Remove the engine oil strainer (Fig. 301).
Remove the two bolts, the two nuts, the strainer and the gasket.
8. Remove the oil pump
(1) Remove the seven bolts (See Fig. 302)
(2) Use a hammer with plastic-face overlays to gently strike the pump
body and remove the oil pump (See Fig. 303).
(3) Remove the gasket.
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. 303 Remove the oil pump
shall replace the oil pump’s compo.
Fig. 304 Examine the pressure relief valve Fig. 305 Clearance between the driven rotor and the case body
2. Examine the driving and driven rotors

(1) Examine the clearance between the driven rotor and the case body by using a thickness feeler gauge (See Fig. 305).
The standard clearance between the driven rotor and the case body ranges from 0.100mm to 0.180mm; the maximum
allowable clearance between them is 0.20mm. If the real clearance exceeds the maximum valve, you shall replace the
whole set of rotors. If necessary, you shall also replace the oil pump compo.
(2) Examine the clearance between the two rotors
Use a feeler gauge to measure the clearance between the top of driving rotor and the driven rotor (See Fig. 306).
The standard clearance between them ranges from 0.060mm to 0.180mm, while the maximum clearance between them is
0.35mm. If the real clearance between them exceeds the maximum value, you shall replace the whole set of rotors.
Fig. 306 Examine the clearance between Fig. 307 Examine the side clearance of the
the driving rotor and the driven rotor oil pump rotor
137
(3) Examine the side clearance of the oil pump rotor
Use a thickness gauge and the precision leveling ruler to
measure the clearance between the oil pump rotor and rotor (See
Fig. 307)
The standard side clearance ranges from 0.025mm to 0.075mm;
the maximum side clearance is 0.10mm. If the side clearance
exceeds the maximum value, you shall replace the whole set of
the rotors.
Reassembly of the oil pump:
Install the oil pump
1. Install the driving and driven rotors
(1) Install the driving and driven rotors into the pump body. When Fig. 308 Mark facing up when attaching oil pump
doing this, you shall make their marks aligned with each other
and toward the pump body cover (Fig. 308).
(2) Install five bolts onto the oil pump cover. The torque to screw them tightly is 10Nm.
2. Install the pressure relief valve
Install the pressure relief valve, the spring and the limiter into the hole of the oil pump body, and use a clasp pincers to
mount the clasp.
Installation:
1. Oil pump installation
(1) Mount a gasket onto the cylinder body.
(2) Engage the keyslots of the oil pump’s driving rotor with the crankshaft’s big teeth, and then
slide the oil pump in (See Fig. 309).
Long bolt
Fig. 309 Install the oil pump Fig. 310 Fix the oil pump
(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.
138
(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.
II. Engine Oil Examination & Engine Oil Filter Troubleshooting
Examination:
1. Examine the engine oil quality Check whether the engine oil has
been deteriorated, soaked, discolored or become thin. If engine is
deteriorated,replace it oil quality levelsᷛabove SG level(API),
SAE10W-30,SAE10W-40,SAE15W-40, SAE5W-30(winter).The
proposed engine oil viscosity is shown in Fig. 311.
2. Examine the engine oil level
Preheat the engine and stop it for five minutes, and the engine oil Estimated temperature scope before
the next replacement of engine oil
level should be between "L" and "F" on the oil dipstick. If it is too low,
you shall check whether there is any leakage and fill engine oil to a Fig. 311 Applicable temperature scopes
for several kinds of engine oil
degree that the engine oil level arrives to the mark "F".
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 Fig. 312 mount the oil pressure meter for measurement
dermatitis. In addition, used engine oil contains contaminants that
are harmful or even inducing skin cancer. You shall minimize the
time and frequency of contact with used engine oil. It is necessary for
you to wear protection suit and gloves. Use soap and water to
thoroughly clean skin or use a certain waterless detergent to clear
away any used engine oil. Do not use gasoline for cleaning. For
environment protection, the used engine oil and oil filters must be
disposed of at sites specified for treatment.
Fig. 313 Smear adhesive onto the screw thread
of the oil pressure switch
139
1. Drain the engine oil
(1) Remove the oil filler cover.
(2) Remove the oil drain screw plug and drain the engine
oil into the container.
2. Replace the engine oil filter
(1) Use a special servicing tool to remove the engine oil
filter (See Fig. 314).
(2) Examine and clean its installation surface.
(3) Check whether the new oil filter is the same type as
the original one.
(4) Smear clean engine oil onto the new oil filter’s gasket.
(5) Slightly screw the engine oil filter, and screw it tightly
after the gasket reaches the base. Fig. 314 Remove the engine oil filter
(6) Use a special servicing tool to tighten 3/4 round; the
rotation angle shall is 270 degrees or so (See Fig. 315).
3. Refilling the engine oil
(1) After cleaning the oil drain screw plug and replacing
the washer, reinstall the oil drain screw plug. The torque
to screw it tightly is 54Nm.
(2) Fill the engine oil. The engine oil tank’s capacity is as
follows: when the drained engine oil is filling or the engine
oil filter has been replaced, its capacity is 3.0L; when the
engine oil filter is not replaced, its capacity is 2.8L; when
it is a dry oil sump, its capacity is 3.5L.
(3) Install the engine oil filler cover. circle
4. Restart the engine and check whether there is any
engine oil leakage
5. Examine the engine oil level again Fig. 315 mount fuel filter
Table 14
lubrication system maintenance data
Item name Maintenance data
At the speed of 0.049MPa

Engine oil pressure
3,000r/min 0.294 – 0.539MPa
Standard value 0.1-0.18mm

Case-body dearance
Maximum value 0.2mm
Engine oil pump Clearance between Standard value 0.060-0.180mm
notor’s top gear Maximum value 0.35mm
Standard value 0.025-0.075mm
Side clearance
Maximum value 0.10mm
Pressure relief valve opening pressure 0.49MPa

Engine oil filter’s bypass valve opening pressure 0.1MPa
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III.Common Lubrication System Maintenance Data (Table 14)
Section 3 Common Faults of Lubrication System and

Troubleshooting
1. Over-low Engine Oil Pressure

Over-low engine oil pressure will lead to poor lubrication or dry friction, easily resulting in intensified abrasion of kinetic
parts within the engine or even its burnout. Generally, when the engine oil pressure is too low, the engine needs an
overhaul. Possible causes and solutions of over-low engine oil pressure are as follows:
1. Over-low oil viscosity. You shall use the engine oil with the specified viscosity.
2. Poor seal of the engine oil pump’s inlet profile or outlet profile. You shall seal up them once again.
3. Terrible abrasion of intra-pump parts. You shall replace them.
4. Clogged engine oil filter. You shall clean it.
5. Serious camshaft bearing abrasion. You shall troubleshoot the cylinder head. If necessary, replace it.
6. Serious crankshaft or connecting rod bearing abrasion, or over-wide clearance. You shall eliminate them. If necessary,
you shall reselect bearings, polish the journals or replace the crankshaft.
7. Over-low engine oil level. You shall check whether there is any leakage of the engine. After troubleshooting leakage
faults, you shall fill engine oil to reach the reference level.
II. Over-high Engine Oil Pressure

Long-time over-high engine oil pressure will lead to faults in its lubrication system. Possible reasons and treatments are as
follows:
1. Dirty engine oil. This will lead to blocked engine oil filter or bypass valve. And in this case, you shall replace the engine
oil and the filter.
2. Too small clearance of main crankshaft bearing, connecting rod bearing or camshaft bearing. You shall examine these
clearances. If so, you shall reselect the corresponding bearing or polish their journals.
3. Clogged oil passage of the cylinder block or cylinder head. You can use kerosene to clean these two oil ducts. For any
internal narrow section, you can use a thin iron wire twined by a clean duster cloth moistened by kerosene to clean them.
After doing this, you shall dry them by using compressed air.
4. Over-high engine oil viscosity. You shall change it to the engine oil with the specified viscosity.
5. Blocked pressure-limiting pressure valve of engine oil pump. Uninstall it and troubleshoot this fault.
III.Engine Oil Deterioration

There are many causes of engine deterioration. Generally, engine oil quality can be determined by observing its appear-
ance and its spot.
1. If the engine oil contains a large amount of milky film, you can make the conclusion that the engine oil has been substan-
tially moisturized. In this case, its viscosity will decrease.
141
2. Use the oil level dipstick to drip a drop of engine oil onto a white filter paper. If the oil drop’s diffusion area is large and
its peripheral part’s 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.
IV. Excessive Engine Oil Consumption

Main causes for excessive engine oil consumption include engine oil combustion and leakage. The fundamental cause for
this case is poor sealing performance of sealing parts. Possible reasons for engine oil burnout are as follows:
1. Over-wide piston-cylinder gap or serious abrasion, causing engine oil to flee upwards.
2. The piston ring sealing fails. Due to intensified abrasion, its radial elasticity decreases, and its radial gap, side gap and
rear gap become larger. In this case, you shall replace the piston ring.
3. Damaged or failing valve oil seal. This can cause a large amount of lubricating oil to flee into the combustion chamber.
In this case, you shall replace the valve oil seal.
4. Check valve cannot open rationally, failing in oil/gas separation.
5. Over-high engine temperature, excessive waste gas within the crankcase, over-high pressure within the cylinder head
cover, along with fresh air failing to flow smoothly within the PCV system.
In addition, the main reason for engine oil fleeing out is that the pressures within the crankcase and the cylinder head hood
are too high, thereby causing increased gap between sealing part and sealed part and decreased sealing part elasticity.
The fact that the part where the engine oil filter is connected is not tightly compressed, along with the fact that the sealing
gasket have no enough elasticity, are also a cause of engine oil leakage.
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Chapter 10 Cooling System
Section 1 Composition & Features of Cooling System

High temperature (above 2200°C) 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, incom-
plete combustion, inflammation caused by knock, Water pump
surface inflammation, etc will occur. If being
overcooled, work temperature of lubrication oil will be
lowered, which will increase the vicosiity of lubricant.
The increase of lubricant viscosity will increase friction Cylinder
A/c radiator
body cover
to the contacted moving parts. Besides, the redundant
heat emitted by the running of engine will result in
Radlator
Outer cycle
condensation of vapor in the heated air and increase Lnner cycle
Cylinder
acidity of air, both of which will add corrosion to the head cover
cylinder. Also, the condensed gasoline vapor will
result in backflow of gasoline oil drop to the lubricant
sump, which will hazard the economy and power of
Ldle speed
engine, increase the weariness and shorten its effec- valve cover
tive life.
Cooling system is designed to ensure adequate
cooling and working temperature for engine under any
Thermostat
possible working conditions. The diagram for the
circulated working process of cooling system is shown
on 316. Fig. 316 Cycling Route of Coolant
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.
1. Structure & Features of radiator

MR6370 radiator belongs to tube and strap type. The structure is characterized by high radiation efficiency, light-weight,
easiness to manufacture, etc. The size of heat radiator adopted by MR479Q engine is shown on Table 16.
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Table 16 Specification of MR6370
Item MR479Q engine
Water capacity of radiator (L) 5.3 (total volume of coolant, 0.9 of which is
the capacity of radiator)
Radiation efficiency (kJ/h) 158 (when the fan power is 1kw)
Radiation area (m2) 5.5
Size of the radiator core (W X H X T) (mm) 388 x 350 x 32
II. Structure & Features of Water Pump

The water pump of engine is a centrifugal vane one. The pump pressurizes the coolant and makes coolant circulatied in
line of the system design.
The pump body is made of aluminum alloy, aimed to be more corrosion-proof. The pump is driven by belt connected with
crankshaft pulley. The size of pump is shown on Table 17.
Table 17 Specification of water pump

Model Centrifugal
Output volume (L/min) 100 (pump speed 3000r/min)
Vane diameter (mm) 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
Cover of intake valve

Gacket
Rotor
pullry Fig. 317 Pump Assy.
III. Structure & Features of thermostat

Engine adopts wax-type single valve thermostat. Its size is shown on Table18, while its structure is shown on Fig. 318 and
319.
The thermostat is located inside the body of water intake end, interconnected with cylinder’s jacket. The upper end of rod
4 is fixed on support 3, while its lower end is inserted into rubber boot 5. Both rubber sheet 5 and body1 is filled with wax
7. If coolant temperature is lower than 80°C, wax will be solidified and valve 6 will be pressed to close via spring 2.Thus
coolant will directly flow into cylinder’s cooling jacket via bypass valve 10
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Table 18
Specification of Thermostat
Model of thermostat Wax type
Temperature in °C (valve begins to opened) 82±2
Temperature in °C (valve fully opened) 95
Valve lift stroke mm 8
without passing through radiator. The above process is called a small circulation, with limited magnitude. If coolant
temperature is higher than 80°C, 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
Double-start stud M6x25
Cooling water Double-start stud

bypass hose joint M8x45
Minor cycle water Binding bolt
inlet joint Double-start stud M6x25
All metal hexagonal flange lock nut
Thermostat sub assembly
Water temperature sensor
Fig. 318 Installation of thermostat
a) b) c)
Fig. 319 Wax single Valve thermostat
1. Housing 2. Spring 3. Bracket 4. Push rod 5. Rubber boot 6. Valve (closed) 7. Wax 8. Valve (opened) 9. Fixed flange 10. Bypass
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IV. Temp.control electric fan
Specification of electric cooling fan is shown as Table 19, while components are shown as Fig 320.
Table 19 Specification of electric cooling fan

Engine model MR479Q engine
Item
Model DC motor
Direction of rotation Clockwise (from driver cab)
Output power (W) 60
Current (A) 6.7±1
Fan model Suction type fan
Fan Fan cover Fan Motor
Fig. 320 Electric cooling fan components
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 92.5°C, and will be shut off at 90.7°C.The cut on/off of temperature detect switch depends on
coolant temperature. When the coolant temperature is higher than 101°C±3°C,temperature detect switch cuts on, fan
motor works and fan high shift rotates. If coolant temperature is lower than 95°C±2°C,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
146
Table 20
Radiator temperature detect switch
type Wax type
Cut on temperature 101±2
Cut off temperature 95±2
Color mark black
Section 2 Inspection and Maintenance of Cooling System

1. Cleaning and Maintenance of Radiator
Clean the radiator with compressed air or water. Make sure fan motor is not moistened. (Better offer protection to the
motor)
1. Inspect whether there are any injuries on the external surface of the radiator. Replace-
ment 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 over-
expansion 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
Fig. 321 Pressurize to the cooling system Fig. 322 Inspection of deformation of water filling port
(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.
4. Inspection on radiator cover
(1) Inspect the sealing gasket (see Fig. 323). If bent or deformation is found, the gasket shall be replaced.
(2) Inspect air valve and seat. If deformation or notch is found, such parts shall be replaced.
(3) Inspect the water scale between air valve and valve seat. Clean all the water scale if found.
(4) Inspect the working condition of sealing pressure and vacuum safety valve seat (Fig. 324).
147
The upper limit for air valve’s opening pressure is 58.5kPa, while standard value is 73.5-102.9kpa. If malfunction is found,
such valve shall be replaced.
Deformation and defect

Bending or defomation of valve or valve seat
of sealing gasket
Water rust
between valve
and valve seat
Fig. 323 Inspection of radiator cap Fig. 324 Inspection of sealing pressure
II. Inspection & Maintenance of Water Pump

Detach the water pump pulley, pump bearing, impellor and sealing parts with dedicated tools.
Inspect the water pump in the following sequences.
1. Inspect the water pump impellor. pump body If any damage, abrasion and crack are found, the
parts shall be replaced.
2. Inspect the water pump shaft, make sure no damage and no abnormal noise occur in rotation.
3. Inspect sealing components. If any defects are found, the parts shall be replaced.
4. Inspect the O-ring for pump connecting pipes. If signs of aging and damage are found, the
parts shall be replaced.
III. Inspection on Thermostat

Submerge the thermostat in the water. Heat the water up in a gradual manner. Inspect the valve opening temperature as
indicated on the thermostat᷉see Fig.325᷊
Valve eift
Fig. 325 Inspection of open/close temperatures and valve lift of thermostat valve
The valve opening temperature is within the range between 80°C-84°C(1.3L/1.5L) and 78°C-80°C(1.6L/1.8L) ,while valve
lift is higher than 8mm (at the temperature of 95°C). 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 40°C, inspect
whether the valve is opened or not. If the valve is not closed completely, it shall be replaced.
148
IV. Inspection & maintenance on temperature-controlled electric fan
Connect positive pole and negative pole of electric fan to positive 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 meter᷉5.7-7.7A,see Fig
326᷊. 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
V. Water filling and Air Exhaust
If coolant level falls below “low” mark, open the cover of water tank and replenish running water slowly to a level between
marks of “full” and “low” when the water tank is cold. If the replenishment occurs when water tank is in hot status, slowly
open water tank cover and replenish running water slowly to a level between marks of “full” and “low with wet cloth. Air
exhaust from water tank is usually an automatic process, and repair is required if any failure occurs.
Section 3 Malfunction and Trouble shooting of Cooling System
Most troubles come from the following three:
1. Engine overheat caused by under-cooling
If under-cooled, parts like cylinder and cylinder head will be over-heated. Thus, replenishment of coolant is needed.
II. Adequately cooled but engine is overheated
If engine is overheated when coolant volume is adequate, it is possibly caused by pump failure, loose pump belt, fan failure
or thermostat failure, etc. Adequate trouble shooting measures are required.
III. Abrupt overheat
Abrupt overheat may be caused by sudden belt rupture, or bearing failure that disables the coolant pump. Thus, replace-
ment of belt and bearing is required. Other possible causes may be fan failure caused by fuse melting or electric failure that
disables the fan. Thus, replacement of fuse or repair of motor is required.
149
Chapter 11 Clutch
Section 1 Structure of Clutch and Its Operating Mechanism

1. Clutch Function
1. During automobile starting, it helps the engine to be engaged with drive train and enables smooth starting.
2. During gear shifting, it separates engine from drive train, reduces the impact between gears in transmission for easy
shifting.
3. When there are heavy dynamic load, the clutch will skid to protect power train system and avoid excessively heavy load
on it.
II. Clutch Structure

The clutch is composed of driving part compo, driven part compo etc,.
This clutch is a single plate, dry type, diaphragm spring clutch. See its structure in Fig. 327.
1. Pressure Plate Assy.
The pressure plate with diaphragm spring is fixed on engine crankshaft flywheel via clutchcover. The lug on the rim of the
pressure plate extends into the aperture of the cover and can slide along the axis of the aperture. The projection will take
the pressure plate to rotate through the clutch cover when the flywheel rotates. The pressure spring is a diaphragm spring
made of stamped high-grade spring steel sheet. Near the center there are radial cuts which form elastic lever. The outer
rim of the diaphragm is pressed on the pressure plate to make pressure plate, flywheel and driven plate pressed together.
The clutch pressure plate is shown in Fig. 328.
2.Driven Plate Assy
Driven Plate Assy is assembled between pressure plate and flywheel. It
has steel sheet body with friction lining on both sides. It is connected
with transmission input shaft with slip spline. In order to reduce the
torsional vibrations of driven plate assy and power train system, there
Fig. 327 Diaphragm Spring Clutch

1. Pressure plate assy. 2. Release fork 3. Release bearing sleeve 4.
Diaphragm spring 5. Flywheel 6. Driven plate assy. 7. Friction plate
Fig. 328 Clutch Pressure Plate Assy. Assy 8. Release bearing 9. Transmission input shaft
150
mounts a torsional vibration damper which is a corrugated plate to make the clutch engagement more smooth. The struc-
ture 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 plate’s pressure on Driven plate Assy. The release mechanism is shown in Fig.330.
Fig. 329 Clutch Friction Plate
Bolt
Clutch fork shaft
Clutch release fork
Release bearing and release sleeve assy
Fig. 330 Clutch Release Mechanism
151
III. Structure of Clutch Operating Mechanism
The part between clutch pedal and clutch cable is called clutch operating mechanism. It operates the release mechanism
to make driving/driven parts engaged or disengaged. The structure of clutch cable is shown in Fig. 331. The clutch pedal
free stroke can be adjusted at the transmission end of the cable. The structure of the clutch pedal is shown in Fig. 332. The
pedal install height can be adjusted via adjusting bolt. The pedal install height is: 181.5 +5
0 mm.
Adjusting bolt
Install height
Fig.331 Clutch Cable Fig. 332 Clutch Pedal
Section 2 Clutch Troubleshooting

1. Clutch Detaching
The disassembled structure of clutch is shown as Fig. 333
Fig. 333 Clutch parts

1. Bolt with washer 2. Locking plate 3. Clutch release lever 4. Bushing 5. Clutch release fork 6. Torsion spring 7. Bushing
8. Dust proof cover 9. Release bearing circlip 10. Release bearing sub-assy. 11. Clutch pressure plate assy. 12. Clutch Friction plate
152
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.
II. Detach of Clutch Operating Mechanism

The disassembled structure is shown as Fig. 334
Fig. 334 Components of Clutch pedal and cables
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.
III. Inspection and Maintenance
1. Check the surface of flywheel and pressure plate for warpage, scratch, crack or decoloration. Replace or repair them if
necessary. Grind the friction surface when the warpage of pressure plate or flywheel exceeds 0.2mm, the scratch exceeds
0.5mm or the unevenness exceeds 0.12mm. The total grinding amount should not exceed 1.0~1.5mm, or the pressure
plate or flywheel needs replace.
2. Check the diaphragm spring inner end for wear, corrosion or breakage. Replace the diaphragm spring when there are
severe wear. When the inner ends of the diaphragm spring are not in the same plane, level them off. Replace the spring
when the spring has bend, break or obvious elasticity reduction, otherwise it may lead to clutch slippage and unreliable
performance. The wear depth and width of diaphragm spring should be measured. The limit for wear depth is 0.6mm, the
limit for wear width is 5mm (Fig. 335). Check if the rivets of pressure plate and clutch cover are loosened and fasten it when
loosened.
153
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

6. Check the shape of release bearing circlip in horizontal plane as
shown in Fig.338.
Rivet depth
Depth measuremert vernier Clatch Friction plate
Fig. 336 Check clutch friction plate for wear and the allowed limit of axial run-out
Abnomal shape-replace
(standard)Mustbe
lower than horizontal
Fig. 337 Check release bearing Fig. 338 Check the shape of release bearing circlip
IV. Inspection and Maintenance of Clutch Operating Mechanism

Wear Damage
1. Inspection (Fig. 339)
Wear
(1) Bushing wear or damage;
(2) Spacer wear or damage; Damage
(3) Pedal arm damage or deformation;
Damage
(4) Torsion spring failure;
Damage or deformation
(5) Pedal mat wear or damage;
(6) Cable check. See Fig. 340.
Damage or wear
Fig. 339 Check clutch pedal
154
Wear damage Damage Damage or deformation
2. Maintenance
Clutch operating mechanism needs periodical
inspection and maintenance replace, replace
worn or damaged parts in time.
Wear damage
Fig. 340 Check clutch cable
Section 3 Assembly and Adjustment of Clutch and

its Operating Mechanism
1. Clutch Assembly
(I) Clutch Unit Assembly

Assembly:
(1) Assemble the clutch friction plate and clutch
pressure plate assy. with special maintenance tool.
Bolt 6-M8 x16 tighten to torque: 14.7 – 21.56 Nm.
a. Install clutch friction plate in the direction shown as
Fig. 341
b. Tighten bolt in equal operation evenly starting from
the position near dowel pin. Engine side
c. Smear lithium base grease on the spline of clutch

plate assy. Smear grease
(2) Check disengaging pawl of diaphragm spring in
clutch pressure plate assy. for height consistence. Fig. 341 Install clutch plate and clutch pressure plate
Make some adjustment if necessary. (Fig. 342, 343)
a. Check:
Allowed height variation limit: 0.7mm
b. Adjustment:
Fig. 342 Check disengaging pawl height Fig. 343 Adjust disengaging pawl height
155
When making adjustment, minimize the number of adjusted pawls.
(3) Assemble the clutch release bearing and release bearing circlip onto clutch release fork.
a. Put the notch of the clutch release fork against circlip
b. Under conditions specified in a), turn the clutch release fork 180° and assemble them together(Fig. 344).
Smear lithium base grease on the relative slip surfaces of clutch release fork and release bearing, and the relative slip
surfaces between release bearing and release sleeve (Fig. 345)
(4) Install bushing, dust proof cover, torsion spring and clutch release lever.
(5) Install bolt with washer, locking plate (Fig. 346). Tightening Torque: 29.4 – 39.2 Nm
(6) Check the operation of release bearing and release fork, run the clutch release fork about 40~50 times and check the
position A on release bearing circlip. Replace with a new circlip if the release bearing spring is stretched too much or likely
to fall off. (Fig. 347)
Poxtion for grease

Turn 180
Fig. 344 Install release fork Fig. 345 Position for grease
Fig. 346 Install bolt with washer, locking plate Fig. 347 Check the operation of release bearing and clutch release fork.
(7) Install the transmission unit onto the vehicle.

͔II͕. Clutch Operating Mechanism Assembly
Assembly:
(1) Smear grease as shown in Fig. 348
(2) Install torsion spring, bush, spacer, install pedal assy. onto
bracket and fasten bolts.
(3) Connect both ends of clutch cable, fix the cable bracket with
bolts (Fig. 349), tightening torque: 3.92 –6.86Nm
Fig. 348 Grease application
156
(4) Install spacing/adjusting bolt
(5) Tightening bolt (Fig. 350), tightening torque: 14.7-21.56Nm
(6) Depress clutch pedal 2-3 times, adjust clutch pedal stroke as specified.
(7) Install brake pedal assy.
Engine compartment
Fig. 349 Install cable bracket Fig. 350 Tightening nut
II. Clutch Adjustment
1. Check the clutch pedal mounting height. The specified value is 181.5+5
+0 mm (Fig. 351).
2. Adjust pedal install height.
(1) Release the nut on spacing bolt, adjust it to appropriate position for pedal install height to
reach specified value.
(2) Tighten pinch nut.
3. Adjust clutch cable (Fig. 352)
(1) Pull the cable boot lightly and check the spacing.
(2) The protruding stopper on the spacing cushion should be in the groove of the nut.
(3) Adjust cable jacket to make sure the distance between nut and spacing cushion is 3-6mm.
4. Adjust clutch pedal free stroke (Fig. 353)
Adjusting bolt
Nut
Make sure the proruaduy
stopper on the spacing cushion
is in the groove of the nat
Fig. 351 Check and adjust pedal mounting height Fig. 352 Adjust clutch cable
157
Fig.353 Adjust clutch pedal free stroke 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
III. Clutch Maintenance

If the clutch is not well maintained, there will be slippage during operation. In order to prevent slippage and ensure normal
work, the clutch plate should be kept clean. During application and maintenance, the clutch plate should be free of oil
contact. Clean the clutch plate with gasoline if it is stained with oil.
Please have regular inspection on the wear condition of the clutch plate lining. Replace the clutch plate when the wear
exceeds working limit. If the plate lining is slippery and hardened, the friction coefficient will go down and affect the normal
torque transfer, therefore, the clutch plate lining should be grinded with sandpaper or replaced if it is not repairable.
During vehicle drive, don’t place your foot on clutch pedal, which may cause the clutch half coupled and lead to clutch plate
slippage, accelerate wear and reduce clutch life.
In order to ensure that the clutch has agile and reliable operation, reduce the abrasion at the cable joint, smear grease on
the moving parts of the cable during vehicle maintenance.
Section 4 Common Problems and Troubleshooting of Clutch

I. Clutch Slippage
Cause Elimination method

1. Clutch pedal free stroke out of range Adjust free stroke
2. Clutch friction plate lining wear or oil pollution Replace friction plate assy
3. Defective clutch pressure plate Replace pressure plate assy.
4. Diaphragm spring failure Replace pressure plate assy.
5. Operating mechanism stagnation Check, correct deformation; eliminate stagnation
158
II. Clutch Can’t Seperate or Incomplete Release
1. Clutch pedal free stroke inappropriate Adjust free stroke
2. Diaphragm spring failure or it’s pawl wear Replace or repair
3. Clutch pressure plate and flywheel friction Grinding the surface of pressure plate and
surface warpage flywheel or replace
4. Clutch friction plate damage Replace clutch friction plate
III. Clutch Noise

1. Parts, bolts loosen or damaged Tighten, replace if necessary
2. Release bearing wear or damage Check, repair or replace
3. Operating mechanism out of order or Repair
stagnantion
IV. Clutch Shuddering

1. Damping spring weakened or broken, Check, replace
clutch diaphragm spring cracked
2. Uneven axial pressure when clutch gets Check, adjust
engaged
3. The friction surface of pressure plate and Replace, repair
flywheel gets warped, or friction plate assy.
gets warped
4. Clutch friction plate splined-bore hub is Replace parts that are severely worn or deformed
severely worn, the transmission input shaft
deforms and band
5. The friction plate has viscous substance Clean, replace
on the surface. Engine bracket gets loosen
and engine bracket rubber gasket ages.
6. Operating/mechanism and extention rod Repair or replace
bush and pin gets loosen or stagnant
159
Chapter 12 Common Faults of Engine and Troubleshooting
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.
Section 2 Determination and Elimination of Common

Faults in Engine
1. Oil and Circuit Faults that Cause the Engine Unable to Start
Conditions in which engine cannot be started may be divided mainly into the following categories: starter does not work or
starter cannot drive the engine, or starter could drive the engine but with a low rotation speed, or starter could drive the
engine to rotate normally, but can not start, and there is no signs of ignition, or with signs of ignition, it is still impossible to
start. There are many causes that lead to start failure, such as faults in the start system, ignition system, gasoline injection
system and engine mechanical failure etc.
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 defec-
tive;
b. Post of storage battery is corroded and loosened;
c. Start circuit is defective, ECU cannot obtain STA signal;
d. Starter is damaged.
2. Engine Cannot Start and There Is No Ignition Signs
(1) Symptom of fault: after start switch is powered on, starter could drive the engine to rotate
normally, but cannot start, and there is no ignition signs.
(2) Cause of fault:
a. There is no oil in the oil tank;
b. Electric petrol pump does not work;
c. Injector does not work;
160
d. Pressure in oil passage is too low;
e. Irrational starting operation.
f. Throttle position sensor is damaged or circuit of throttle position sensor is broken, no signal is returned to ECU.
g. Ignition system fails.
h. Compression pressure of the engine is too low.
(3) Fault diagnosis and elimination
a. Firstly check oil storage in the oil tank, then turn on ignition switch. If the pointer of gasoline gauge does not move or oil
level alarm lamp illuminates, there is no oil in the tank, now fill in oil.
b. Check whether electric petrol pump works or not. Use a lead to make two detection jacks of electric petrol pump shorted,
then turn on the ignition switch, now sound of petrol pump operation should be heard from the port of oil tank; or when you
pinch the oil outlet pipe, you may feel pulsation of oil flow; or dismantle oil return pipe on fuel pressure adjuster, gasoline
should flow out; or if fuel pressure gauge is mounted, it could be determined directly.
If electric petrol pump does not work, firstly check whether main fuse, main relay, fuel pump relay, fuel pump control circuit
and ECU are normal or not. If they are all normal, then check whether circuiter of fuel pump is open-circuited or shorted,
whether check valve is damaged or not, if there is any problem, repair or replace in time.
c. If there is no injection sound in injector, firstly check whether there is fault in the control circuit of injector, use a test lamp
of large impedance to connect the plug of injector harness. Close ignition start switch, if the test lamp illuminates, the
injector must be damaged, replace it; if the test lamp does not illuminate, then check whether main fuse, EFI relay, fuse,
ignition switch and ECU terminal are normal, if not, repair or replace it.
d. If fuel pressure is too low, fuel injection volume must be too small for the engine to start. Now check
whether fuel filter in the oil passage is clogged or not, whether safety valve of fuel pump is damaged, whether fuel pressure
adjuster is started within normal range, otherwise repair or replace it.
e. Generally, electric injection engine adopts “contact” type start engine.
f. Check whether circuit of throttle position sensor (TPS) is broken or not.
g. Firstly check whether there is any fault code, if there is, check according to fault code; if no, check the strength of high
voltage spark, if it is too weak, check whether there is fault in spark plug, high voltage wire, high voltage coil and distributor
cap etc. If any faults are found, repair or replace it.
h. Check compression pressure of the cylinder. Insert compression pressure gauge into the spark plug hole, open the
throttle completely, measure compression pressure while starting the engine. When revolution of the engine is over
250r/min, if compression pressure is less than 980kPa, dismantle the engine, check and eliminate fault.
3. With Ignition Signs, it Still Fails to Start
(1) Symptom of fault:
When starting the engine, the starter could drive engine to rotate normally, there is some ignition signs, but cannot start.
(2) Cause of fault:
a. Ignition advance angle is not good;
b. Ignition sequence is abnormal, there is false fire;
c. High voltage spark is too weak;
d. Fuel pressure is too low;
e. Fuel pressure adjuster leaks;
f. Idle control valve is damaged;
g. Water temperature sensor is damaged;
h. Vacuum pressure sensor fails;
161
i. Air filter is clogged;
j. Fuel leaks from injector;
k. Compression pressure of the cylinder is a low;
l. Intake temperature sensor is damaged.
(3) Analysis, diagnosis and elimination of fault
a. For electric injection engine, ignition timing in cold start mode is normally fixed, but when ignition timing is changed for
certain cause, cold start will be difficult, now make corrections;
b. Installation sequence of high voltage coil is disordered, correct it;
c. Check high voltage spark, check whether high voltage spark on the high voltage bus of distributor is normal or not and
whether high voltage spark on high voltage branch of each cylinder is normal or not. If spark on the bus is weak, replace
high voltage coil; if spark on the bus is normal, while spark on the branch is too weak, it indicates that there is current
leakage on the distributor cap and distributor rotor, therefore, replace it. In addition, too large spark plug gap will also
influence start performance, adjust spark plug gap to normal value.᷉0.8±0.1mm᷊
d. If fuel pressure is too low, check whether voltage of storage battery is normal, otherwise eliminate or replace; check
whether there is leakage on the check valve of fuel pump, whether there is clog on the fuel filter and fuel pipe, if there is,
eliminate or replace it;
e. If there is leakage on fuel pressure adjuster, gasoline tends to flee from intake manifold, making it difficult to start,
eliminate or replace it;
f. Idle control valve cannot be opened to the max. position due to mechanical abrasion, aging or fault of control circuit, now
replace the idle control valve, repair control circuit and eliminate the fault;
g. If data of water temperature sensor is not accurate, it might lead to too small fuel injection, check the water temperature
sensor according to standard data, and adjust the data;
h. Time lag of vacuum pressure sensor is large, response is not sensitive at low revolution, which leads to inaccurate fuel
injection, make adjustment or replacement;
i. If filter element of air filter is too dirty, flow resistance of air becomes too large, start is difficult, then replace the filter
element.
In a word, there are many factors that may cause the engine unable to start, make analysis according to severity of the
fault. Generally speaking, firstly check ignition system, then check air intake system, fuel system and control system, and
finally check pressure of cylinder. Check fault code before checking the fault. Diagnosis and elimination process for engine
start failure is shown in Fig. 355.
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.
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;
162
Engine cannot start
Check start system If there is fault, repair or replace it
Check high voltage spark
No high voltage spark or high voltage spark

is too weak Normal
With ignition signs or not

Check ignition system
Without ignition signs With ignition signs
Check whether electric petrol pump works or not Check filter element of the air filter
Works Does not work Normal Clogged
Check injector Check electric fuel pump Check spark gap Replace
and its control circuit
Measure fuel pressure

Works Does not work
Check fuel pressure Check injector Measure intake pressure, water

temperature and intake temperature sensor
Too low Normal Repair control circuit Check cylinder pressure
Check pressure Check

adjuster, petrol cylinder
pump and filter pressure
Fig. 355 Diagnosis and Elimination Process for Engine Start Failure
b. Intake temperature sensor fails; f. Vacuum pressure sensor fails;

c. Water temperature sensor fails; g. Incorrect ignition timing and ignition system failure
d. Fuel pressure system is abnormal; h. Compression pressure of the cylinder is low;
e. Idle control valve fails; i. Injector oil leaks;
163
(3) Fault analysis and troubleshooting d. If spark is too weak, check the general high voltage coil,
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
the code; located, proceed with repair, troubleshooting or replacement;
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,
temperature sensor is faulty; 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
replace it; difficulty (Fig. 356)
Engine is hard to start
Clogged
Clean or replace Check whether air filter is clogged or not
Normal
Abnormal
Repair or replace Check idle control valve
Normal
Repair electric petrol

pump, petrol filter and Too low Check fuel pressure
fuel pressure adjuster
etc Normal
Replace Check vacuum pressure sensor

Abnormal
Normal
Abnormal
Replace Check water temperature sensor and intake temperature
Normal
Repair start signal circuit No Check start switch signal
Normal
Inaccurate
Adjust Check ignition timing
Normal
Dismantle and check the engine Check cylinder pressure
Normal
Replace ECU and test again
Fig. 356 Diagnosis and Elimination Procedure for Engine Start Difficulty
164
III. Oil and Circuit Faults that Reduce Engine Performance
Poor engine performance mainly appear as insufficient power, poor acceleration, larger fuel consumption, poor idle speed
and overheating of engine etc.
1. Insufficient Power
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
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;
165
Insufficient power
Insufficient Cannot open completely
Check whether throttle could be opened Adjust

completely
Normal
Clogged
Check whether air filter is clogged
or not Clean or replace
Normal
Abnormal
Check whether throttle position sensor fails or not
Repair or replace
Normal
Incorrect
Check ignition timing Adjust basic ignition advance angle
Normal
Abnormal
Check water temperature switch, thermostat Replace
Normal
Abnormal
Check whether vacuum pressure sensor fails or not Replace
Normal
Too low, too high
Check electric petrol pump, fuel pressure
Check fuel pressure adjuster, gas filter
Normal
Incorrect
Check oxygen sensor Replace
Normal
Incorrect
Check injector Replace
Normal
Replace spark plug, ignition coil, high voltage wire
Normal
Dismantle and check the engine
Fig. 357 Fault Diagnosis and Troubleshooting for Less Powerful Engine
e. Intake pressure sensor failure, repair or replace;

f. Damaged check valve, replace it;
g.Incorrect ignition advance angle, adjust;
h. Broken fuel pressure adjusters, replace it;
i. Clogged air filter, clean or replace it;
J.Diagnosis procedure of poor acce leration (Fig. 358)
166
Poor acceleration
Yes
Poor
Check ignition timing Adjust to original ignition advance angle
Normal
Abnormal
Check tightness of intake system Restore
Normal
Clogg
Check whether air filter is clogged or not Clean or replace
Normal
Abnormal
Check whether throttle position sensor fails or not Adjust or replace
Normal
Abnormal
Check pressure of oil passage system Repair electric petrol pump, petrol
filter and fuel pressure adjuster
Normal
Check whether fuel injection of the injector is normal at Abnormal

idle speed with heavy load Replace
Normal
Yes
Check whether check valve and fuel evaporative
emission (EVAP) are defective or not Repair or replace
Normal
Abnormal
Check whether vacuum pressure sensor is abnormal or not Replace
Normal
Use another ECU and test again
Fig. 358 Fault Diagnosis and Troubleshooting Procedure for Poorly Accelerated Engine
4. Large Fuel Consumption

Engine is powerful, but fuel consumption is a bit large, exhaust pipe emits black smoke.
(2) Cause and troubleshooting:
a. At idle speed, idle revolution a bit high, adjust;
b. Water temperature sensor failure, repair or replace it;
c. Water temperature switch or thermostat failure, repair or replace it;
d. Oxygen sensor defective, repair or replace it;
e. Fuel pressure too large, adjust;
f. Injector failure (leaking fuel), repair, eliminate or replace it;
g. Throttle position sensor failure, repair, eliminate or replace it;
h. Fuel pressure adjuster broken, replace it;
167
i. Incorrect ignition timing, adjust it; d. Poor airtightness of intake system, repair it;
j. Vacuum pressure sensor failure, repair or replace it. e. Inaccurate ignition timing, adjust it;
5. Idle Speed Is Not Stable, Tends to Flame- f. High voltage spark too weak, carbon accumulation in
out spark plug or electrode gap too small,
(1) Symptom of fault: repair, remove or adjust it;
Engine starts normally, but idle speed is not stable either for g. Pressure sensor failure, repair or replace it;
cold auto or warm auto, idle h. Compression pressure of the cylinder too low, repair it;
revolution is too low and tends to flameout. i. Pressure of oil passage too low, repair it;
(2) Cause of fault and elimination j. Air filter clogged, clean, eliminate or replace it;
a. Idle control valve works poorly, repair or replace it; k. Poor atomization of injector, there are leaking, blocking
b. Idle revolution is a bit low, idle control valve is defective or or large difference between injections, repair it;
maladjusted, troubleshoot to recover normal condition; (3) Fault diagnosis procedure (Fig. 359):
c. Water temperature sensor failure, repair or replace it;
Idle speed is not stable, tends to flameout

Poor
Yes
Check whether tightness of intake system is good Repair and eliminate

Normal
Does not work

Check whether idle control valve works or not Dismantle, check or replace
Works
Readjust initial idle speed

Normal
Poor
Check spark plug Adjust gap or replace
Normal
Abnormal
Check fuel pressure Check electric petrol pump, fuel
pressure adjuster and filter
Normal
Abnormal
Check injector Replace
Normal
Abnormal
Check pressure sensor Replace
Normal
Abnormal
Check cylinder compression Detach and check the engine
Normal
Check and adjust throttle gap
Fig. 359 Fault Diagnosis and Troubleshooting Procedure for Instability and Flameout at Idle Speed
168
6. Idle Speed of Cold Auto Is Not Stable, Tends to Flameout
When the engine operates in cold auto, idle speed is unstable, tends to flameout, after the auto is warmed up, idle speed
becomes normal.
(2) Cause of fault and elimination
a. Water temperature sensor defective, repair or replace it;
b. Idle control valve defective, repair or replace it;
7. Idle Speed of Warm Auto Is Not Stable, or Flameout Occurs
When the engine operates in cold auto, idle speed is normal, after the auto is warmed up, idle speed becomes unstable,
either too low or flameout.
a. Idle speed is adjusted too low, adjust to normal;
b. Water temperature sensor defective, repair or replace it;
c. Injector works poorly, or difference between fuel injections is too large, repair or replace it;
d. Water temperature switch or thermostat works poorly, repair or replace it;
e. Check valve damaged, replace it.
8. Idle Speed Is too High for Warm Auto
Engine could operate at normal fast idle speed when the auto is cold, but after the auto is warmed up, it still maintains quick
idle speed, which causes the idle speed to be excessively high.
a. Initial idle speed is not adjusted well, readjust it;
b. Pressure of oil passage in the system is high, make adjustment;
c. Water temperature sensor is defective, repair or replace it;
d. Water temperature switch or thermostat fails, repair or replace it;
e. Idle control valve is defective, repair or replace it;
f. Throttle is jammed and cannot be closed tightly, repair or replace it;
g. Fuel evaporation control valve is normally open, repair or replace it;
h. Revolution sensor is defective, repair or replace it;
9. Idle Speed Fluctuation
Revolution of engine fluctuates at idle speed.
a. Intake pressure transmitter fails, repair or replace it;
b. Check valve is damaged, replace it;
c. Compatibility of water temperature sensor, water temperature switch and thermostat is not good, and all of them are
defective, repair, adjust, and eliminate it;
d. Oxygen sensor defective, replace it;
e. Poor contact of spark plug, repair or replace it;
f. Idle control valve and its control circuit defective, repair or replace it;
g. Idle switch not closed, repair it.
169
10. Engine Overheats
Item Symptom Cause Elimination method

Insufficien Evaporation exists due to imperfect Repair, replace
t coolant radiator cap
Defective radiator hose Replace it
Defective radiator hose band Repair welding, otherwise replace it
leakage
Water
Defective head gasket Replace it
Crack on cylinder body Use impregnation process for remedy or
replace it
Imperfect cooling
Defective seal of water pump Replace seal

Antifreeze not replaced Replace antifreeze
Defective thermostat Replace the thermostat
Welding peeling-off Repair welding
leakage
Defective
Water
radiator Pinholes caused by Fill pinholes with vanish, otherwise

corrosion replace it
Clogged cooling pipe Repair and dredge it

Poor ventilation Improve ventilation
Water pump failure Repair or replace water pump
Poor fan Voltage irregularity Check and eliminate, if the motor fails,
replace it
Temperature control switch Replace it
of radiator fails
Water jacket clogged due to Repair and dredge it
excessive scale deposits
Oil in engine is not sufficient If oil leak exists, repair oil sump or
(Oil leakage or not filled in time) replace it;
If not filled in time, fill up engine oil
IV. Exhaust Smoke from Exhaust Pipe

Is Abnormal (or with Unusual Odor)
When combustion system of an engine fails, smoke discharged from exhaust pipe is abnormal in color.
1. Exhaust Smoke Is Very Dark
This is caused by incomplete combustion, gas mixture is too thick to be combusted completely, and certain gasoline is
discharged even without combustion, which leads to decrease of engine power. Now it is necessary to adjust concentration
of gas mixture in time, check fuel pressure adjuster, throttle position sensor, injector and ECU system and make correc-
tions.
2. Exhaust Smoke Is Blue with Unusual Odor
This is indicative of the substantial existence of engine oil vapor in the exhaust gas. Engine oil enters cylinder and partici-
pates in combustion. The main cause is that oil piston ring is not scraped neatly, and abraded improperly, now replace the
oil ring; it is also possible that valve oil seal is defective or the spacing between valve stem and bushing is too large, so that
oil enters combustion chamber to participate in combustion. In this case, it is necessary to replace oil seal or bushing to
return to normal condition.
170
3. Exhaust Smoke Is White
This is caused by water vapor or fuel vapor in the exhaust gas. The main cause is that head gasket is broken, thus allowing
cooling water to permeate slowly into the cylinder and participate in combustion, then water vapor enters exhaust pipe.
Now replace the head gasket in time, restore it to normal condition.
Section 3 Determination and Elimination of

Abnormal Noises in the Engine
The engine gives out abnormal noises during operation, such as slap, clang, metallic friction sound, beep etc, which are
called abnormal noises.
Abnormal noises of engine are generated mainly in valve train, assy. of connecting rod, piston, crankcase and other acces-
sory systems. Below we mainly discuss determination and elimination method of major abnormal noises in valve train and
crankshaft linkage system
1. Determination and Elimination Method of Major

Abnormal Noises in Valve Train
Valve mechanism mainly consists of intake, exhaust camshaft, valve, valve bushing, tappet and driven transmission gear
etc.
1. Abnormal Noise of the Camshaft
(1) Axial gap of camshaft is too large (normal value for intake camshaft: 0.030-0.085mm, exhaust camshaft: 0.035-
0.090mm), when the gap exceeds 0.11mm, abnormal noise often occurs, it must be replaced;
(2) Bending of camshaft is also a cause of abnormal noise, align it; otherwise discard it.
(3) Journal of camshaft is abraded excessively, so the radial gap between camshaft and bearing is too large which leads
to abnormal noise, replace it;
2. Slap Noise in Valve Set
(1) Abnormal noise in valve is mainly caused by too large valve gap and damaged spring seat flange in valve, it must be
replaced;
(2) Abnormal slap noise in valve spring is mainly caused by broken valve spring, it must be replaced;
(3) Abnormal free play noise in valve is mainly caused by dropout of valve lockpin or broken valve head, it must be
replaced;
(4) Abnormal noise generated between intake, exhaust valve and their bushing is mainly caused by jamming between the
valve and its bushing, valve cannot be closed, repair bushing or replace it;
(5) Abnormal noise is caused by untight close between valve and valve seat, engine cannot work normally, now grind the
valve for good fitting, otherwise 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.
II. Determination and Elimination Method of Major Abnormal

Noises in Crankshaft Linkage Mechanism
1. Cause of Abnormal Noise in Crankshaft Linkage and Elimination Method
171
No. Part with Cause of abnormal noise Elimination method
abnormal noise
Abnormal noise in Radial gap between connecting rod Replace the bearing
1 bearings is too large
connecting rod
bearing Bolt on connecting rod cap is loose Tighten
Dimension of connecting rod bearing Replace bushing
bushing is not consistent, which causes
rotation or rupture
Connecting rod bearing bush is Replace the bushing
burned
Connecting rod bearing is lubricated Drill the lubricate hole to normal, improve
poorly lubricating oil passage
Radial gap of main bearing is too large Replace main bearing
2 Abnormal noise in Bolt on main bearing cap is loose Tighten
main bearing Main bearing bushing is burned Replace bushing
Main bearing is lubricated poorly Dredge lubricating oil passage
or enlarge the oil hole
Dimension of main bearing bush is not Replace the main bearing
consistent, which causes rotation or rupture bushing
3 Abnormal axial Axial gap of crankshaft is too large Adjust (add shim) to normal
play noise in Crankshaft thrust washer is abraded too Replace the thrust washer
crankshaft much
4 Abnormal Impact Fixed bolt of flywheel is loose Fasten
noise in flywheel
2. Cause of Abnormal Slap Noise in Piston Ring and Elimination Method
Cause of abnormal noise Elimination method

Piston ring is broken Replace
Back lash of piston ring is too large Replace
Piston ring lines up Correct (reinstall to be staggered)
Piston ring is locked Replace
Elasticity of piston ring is insufficient Replace
Airtightness between piston and cylinder wall is poor Replace
3. Cause of Abnormal Piston Knock Noise and Elimination Method
Problem Cause Elimination method

Knock occurs Depth and width of main bearing oil bath is Repair, or adjust oil pressure to meet
when the engine inaccurate or oil pressure is insufficient, so requirement
is cold cylinder wall is not lubricated well
Gap between piston and cylinder wall is too Replace the piston to obtain normal gap
large
Connecting rod is bent Correct or replace the connecting rod
Knock occurs Rod journal is not parallel to the main journal Replace the connecting rod
when the engine
is warm; Connecting rod bushing is deflected in axial Replace the bushing
direction
Piston is reverse elliptic Replace the piston
Gap between piston and cylinder wall is too Repair the cylinder or replace the piston
small
Back lash and end play of piston ring is too small Repair or replace the piston ring
Cylinder wall and piston are poorly lubricated Dredge oil passage and improve splash
lubrication
Knock occurs no Piston pin and small end of connecting rod is Adjust tightness of piston pin to normal
matter the mounted too tightly
engine is cold or Connecting rod bearing is assembled too tightly Adjust the tightness of bearing to normal
warm Replace with a piston that has normal
Cylindricity at train of piston is too large
cylindricity
172
Chapter 13 Power source
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 doesn’t 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.
Section 1 Alternator and Regulator

SMA car series is equipped with three-phase silicon rectifier alternator whose voltage regulator is a built-in integrated
circuit characterized by small volume, compact structure, large output power, long application life and stable working
performance. In addition to those, it doesn’t disturb the semiconductor radio and can emit heat by itself without damaging
the motor coil due to overheated alternator.
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) Bearing cover (outside)
Rotor
Bearing
Front
Driving end frame
Pulle
Brush
Voltage regulator
Wire clam
Rear cover
Brush holder cover

Brush holder
Rectifier
frame Connection isolator
Alternator gasket Rectifier frame
Fig360 Structure of Alternator
173
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 forget-
ting switching off the ignition switch to prevent the battery from discharging to the generator.
II. Alternator Check

1. Rotor Winding Check: The open circuit or short circuit malfunction of the rotor winding can be checked by measur-
ing the resistance. During checking, shown in the Fig. 361, place the multimeter in the position Rx1, connect the two
rods with the two collector rings and view the instrument readings (standard value is 2.7—3.1Ω).
2. Rotor Shaft Bending Check: The axial vibration shall not exceed 0.5mm; if it exceeds this value, the rotor shall be put in
the V block or placed in the lathe for correction. If necessary, replace the
rotor assy.
3. Armature winding check (Fig. 362): The open circuit malfunction of the
armature winding can be checked by the R×1 of the multi-meter. When
checking, connect the two rods with any two of the wires of the armature
winding, the circuit shall be connected. If the value is infinity, it indicates an
open circuit somewhere in the winding. The earthing malfunction of the
armature can be checked by the R×1K of the multimeter. While checking,
connect one rod with the iron core of the stator while connecting the other
with each outlet wire. If the reading is infinity, the armature winding is good
Fig. 361 Rotor Winding Check
in insulation; if the reading is zero, there is earthing in the armature
winding.
4. Rectifier check: Check with R×1K of the multimeter. Connect one pen to
the terminal B and the other one to the terminal E. If the circuit is connected
in one direction, while unconnected after exchanging the positions of two
pens, the rectifier functions well. Otherwise, the rectifier is proven to have
malfunction and needs replacement.
Carbon brush and brush holder shall be neat and tidy without damage or
crack. The valid exposed length of the carbon brush after being installed
shall be 4.5mm. If excessive wear reduces the length to less than 2/3 of the
Fig. 362 Armature winding check
original, it needs replacement.
III. Alternator Application and Maintenance

The alternator socket must be installed firmly to prevent the alternator from producing transient over high voltage due to
a loosened socket and B terminal, followed by a burning of the diode and electric equipment.
174
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 alterna-
tor 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 damag-
ing 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(don’t 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 3—5 hours and terminal voltage shall reach between 13V—14V, other-
wise, recharge it. Keep the battery fully charged and charge once a month during the storage period.
II. Normal Malfunction Elimination of Battery

1. Short circuit in the battery: the partition board of battery after long use will be subject to perforation. Excessive impurity
of the electrolyte will fill up the ventilation gap among the electrode plates, thus rendering the starter incapable. When
measuring the open circuit with multimeter, the voltage is extremely low. The relative density of the electrolyte is fairly low
when measuring the electrolyte with densimeter.
2. Open circuit in the battery. Perforating welding is adopted for the interior of the battery. Welding is carried out by passing
strong electricity through the perforating welding machine, thus in adverse environment, bumpy road or accidental vibra-
tion, weld peeling-off may
3. Electrode plates sulfuration: The extremely low level of yte causes electrode plate local oxidation or excessive density
and impurity of electrolyte, thus results in electrode sulfuration, which produces a white layer of lead sulphate crystal
particles. So, the pores of the electrode plate is clogged, prohibiting the electrolyte to penetrate the electrDDDde, making
the capacity ratio lowered sharply, which make it hard to solve the crystal particle during charging. Finally, the electrolyte
temperature will go up and charging performance will drop sharply. In case the above occurs, all electrolyte shall be
emptied. Fill the distilled water to the highest calibration line of the battery. Charge with 4.5A electricity. When the voltage
goes up to 15V or so, stop charging. After 10 minutes, charge with 2.25A electricity again until the battery voltage and
electrolyte density reaches equilibrium. Adjust the density of electrolyte until it reaches 1.28±0.01᷉25°C᷊
175
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 t6570he 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.
Section 3 Normal Malfunction of Charging System

and Troubleshooting
1. No charging completely
The alternator doesn’t generate electricity: open circuit or short circuit occurs in rectifier diode, open circuit and short circuit
is found in the rotor winding and stator winding, leading to a bent rotor axle, excessively worn brush, dirty or worn sliding
ring, bearing damage, etc, all of which may disable the power generation of alternator.
Input voltage of the alternator is too low: when the output voltage of the alternator is below the terminal voltage of the
battery, the charging indication light is On permanently. The main causes include: the excitation electricity is too low, the
electromotive force of three phase alternator or output voltage of the rectifier is decreased and the alternator rotating speed
is low. During operation, if the output voltage of the alternator is too low, check belt of the alternator for looseness or
skidding. Check if there is diode damaged in the rectifier, check if contact between carbon brush and rotor slide ring is not
good, check if there is local short circuit in the excitation winding and three phase stator winding and check if the connector
of leading wire is loose. If the alternator works well, it indicates that the malfunction occurs in the voltage regulator. Check
it and replace it if necessary.
2. Low charging current
The insufficiency of generation volume and too small charge current causes a severe shortage of electricity in battery. This
phenomenon mainly originates from a malfunctioning voltage regulator. Malfunctions include an electricity regulation out of
order and failure to establish a working voltage due to the lack of adequate excitation electricity. The voltage of the regula-
tor is regulated to an excessively low level, internal resistance increases or the large power triode malfunctions in switching
characteristic, thus impeding the formation of excitation current, not only lowering the output voltage of the alternator but
also heating the voltage regulator due to incrppppease of inner consumption.
176
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.
Section 1 Structure of Starter

Starter is used to convert electric energy into mechanic energy, rotating the crankshaft of engine and starting the engine.
Starter is the equipment for starting engine. Starter includes 3 parts
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
starting the engine. Drive lever fork
Starter housing
4. Structure of Starter Shock absorber Stop ring
See Fig. 363
Inner gear ring Plate washer
Stop ring Lock ring
Planetary gear shaft Starter clutch
Planetary gear
Lock ring
Center bearing
Plate washer
Plate washer Armature
Plate Commutator end frame O-ring
Magnetic field frame
O-ring
Brush holder
Dust remover
Fig.363 Structure of starter
177
Section 2 Working Principle of Starter
When the ignition switch is switched on, the electric current is flowed into hold-in winding and suction winding of the
magnetic switch. The field of the two windings has created very strong magnetic force in the same direction, attracting the
contact plate to move by overcoming the rebounding force of spring, so that the drive lever fork plucks the over running-
clutch to put the pinion and ring gear into the meshed state. When moved to a point that the battery and field circuit of
starter are connected, the armature starts to rotate, making the pinion rotate together with the flywheel gear ring that has
just entered the meshing state. The starter starts up the engine (see Fig 364).
Starter
Ignition
Starting circuit
Fig. 364 Starting circuit

1. Plug 2. Hold-in winding 3. Suction winding 4. Magnetic Switch 5. Magnetic Switch Contact 6. Ignition switch,
7. Battery 8. Starter motor 9. Overrun clutch 10. Starter pinion 11. Shift lever fork for starter pinion
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.
Section 3 Attentions in Use of Starter

Starter is the most frequently used device in auto and directly related to the life of auto. herefore, in order to guarantee the
servicing life of starter, attention should be paid to the following:
1. The starter has a larger amount of loading while starting, which increases working current. Therefore, it shall not exceed
2-3s in each operation. The max. time allowed for repeated starting attempts shall not exceed
178
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.
Section 4 Troubleshooting of Starter

1. Starter not rotate
(1) There is not enough power in battery and serious deficiency of electrolyte. You should refill the distilled water.
(2) There is loosening or oxidation between the positive power line of battery and wiring terminal. Clear away the pole
oxides and fasten the positive power wires to the terminals.
(3) Ignition switch open circuit. Replace ignition switch.
(4) Open circuit in the wires from ignition switch to pull-in winding of starters. Check or replace the wires.
(5) Magnetic switch of starter has burnt or poor contact. Check and replace the switch.
2. Powerless running of starters
(1) Excessively low voltage of battery: recharge in time.
(2) Seriously worn starter pinion of starter: replace pinion or starter assembly.
(3) Poor meshing between gear ring of engine and starter pinion of starter: check gear
teeth, and if seriously worn, replace gear ring or starter pinion.
3. Difference of magnetic switch failure and starter failure
When there is electric current going through the wires of the magnetic switch, a sound can be heard when starter pinion
and ring gear of flywheel are engaged, and the engine is started. If the starter does not run after the magnetic switch is
switched on, the trouble is at the starter. If no sound of knocking can be heard after the magnetic switch is switched on,
you need to check the magnetic switch.
179
Chapter 15 Engine Management System
Section 1 System Profile

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 condi-
tions, 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.
1. Electronic control of engine fuel system

The core issue in electronic control of engine fuel system is the electronic control of fuel quantity, actually, electronic control
of excess air coefficient λ.
ECU controlsλthrough control of fuel injection amount. When engine works, ECU gets airflow information from the sensor,
and determines fuel injection amount through some calculations,thereby enables excess air coefficient of gas mixture to
reach preset value. In the whole process, control instruction issued by ECU is merely a control signal to activate fuel
injector. In this fuel injection signal, ECU controls pulse width and moment of signal.
Pulse width of fuel injection signal determines the amount of fuel injection. This pulse is a function of the following param-
eters, input and output including correction form closed loop control.
(1) Objective determined by ECU through calculation- air fuel ratio
(2) Airflow value.
(3) Other parameters concerning operating condition of the engine: e.g. information provided by throttle position sensor,
oxygen sensor, water, air, temperature sensor, Pressure temperature sensor etc.
(4) Flow characteristic of fuel injector.
II. Electronic control of engine ignition system

Ignition control of engine management system includes three aspects: ignition advance angle
control, knocking control and ignition energy control (conduction angle control).
Control of ignition advance angle is the fundamental function of ignition control. Ignition advance angle = fundamental
quantity of ignition advance angle + correction quantity.
Control of ignition advance angle is also related to operating conditions of the engine. Factors that subject to operating
conditions could be expressed by the correction factor..
180
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.
Section 2 System Composition and Working Principle

ECU unit: electronic control unit to receive various information from sensors. After processing and analysis, it sends
control impulse to individual actuator, serving as nerve center in the electronic control system.
Hardware of electronic control unit (ECU) can be divided into three parts, i.e. input stage,
microcomputer and output stage (see Fig. 365).
Fig. 365 Hardware Composition of Electronic Control Unit
181
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, knock-
ing 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. There-
fore, 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
182
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.
183
Chapter 16 Engine Electronic Control System
Section 1 General Structure of Engine Electronic

Control System
1. Composition of the Electronic Control System for Engine
MR479Q/MR479QA/MR481QA/JL481Q engine is equipped with Motronic M7.9.7 electronic control multi-point gasoline
injection system developed by Bosch, Germany. The electronic control system is composed as shown in Fig. 365.
II. Control Functions of the Electronic Control System of Engine

The function of BOSCH M1.5.4 engine electronic control system include gasoline injection system, ignition advanced
angle, ignition energy control, carbon canister air throughput control, engine idle speed control, air conditioner compressor
control and also with online OBD function.
BOSCH M7.9.7 engine electronic control system applies fuel sequence infection and breakerless ignition technology, idle
control applies stepper motor with double Three-way catalytic Converter, emission reaches GB standard, and with OBD
system. SMA’s engine which applies the engine management system is high-powered car‘s gasoline engine and succeed
in matching test of GB IV (with OBD system) emission standard in 2007.
Cooling fan controlled by Engine electronic system is different in car type. The control method includes (1) ECU transmits
the signal to control cooling fan at the same speed. for example,MR6370 car type etc. (2) ECU transmits the signal and
cooperate with water temperature switch ,which controls cooling fan at low speed and high speed. For example, SMA car
series with M1.5.4 and Mybo car etc (3) ECU transmits two signals to control cooling fan at low speed and high speed
individually.For example, SMA car series with M7.9.7 and Mybo car etc
The mounted position of ECU is different. ECU of Geely series is mounted under dashboard. ECU of most SMA’s car types
is mounted inside engine.
Section 2 Structural Principle of the Com-

ponents of the Electronic Control System
for Engine, Attention for Fault Diagnosis
and Service
1. Components and Sensors
1. Fuel injector (Fig. 366)
Before the fuel is injected to the cylinder inlet opening, the return
spring in the casing of the fuel injector presses the valve needle onto
the valve base and blocks the fuel injection port. At fuel injection, Fig. 366 Schematic Diagram of the Fuel Injector
control signal given by the electronic controller electrifies the 1.O-ring 2. Strainer 3. Fuel injector body with electrical
plug 4. Coil 5. Spring 6. Valve needle with coil
electromagnetic armature 7. Valve base with spray hole board
184
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 Technical parameters of EV6 fuel injector

Electronic fuel injection Multi-point EFI system
Fuel supply Axial
System pressure 200kPa-470kPa
Max. permissible operating voltage 16V
Permissible operating temperature -40°C~ 110°C
For short period max. 140°C
Permissible fuel temperature Up to 70°C
For short period Up to 120°C
2. Idle control solenoid valve (Fig. 367)

It provides idle speed bypass air passage, and realizes closed loop
speed control at idle speed of the engine by changing passage
sectional area to influence bypass air volume. Inside the idle speed
regulator is a permanent magnet that can rotate freely on the shaft,
which is rigidly connected to a rotary slide block. Under the drive of the
cable coil, the permanent magnet rotates to bring the slide block into
rotation. The angular position of the slid block determines the opening
of the bypass air passage of the actuator, so that the bypass volume
can be regulated. The electronic controller determines the angular
position of the slide block by changing the ratio of air occupation of the
pulse signal sent to the performer, thus determining bypass air flow
rate.It is characterized through low energy consumption, compact
Fig. 367 Schematic Diagram of the
structure, no sensitivity of dust and availability of safe return. Its Idle Speed Regulator
technical parameters are given in Table 23. 1.Coil 2. Armature 3. Permanent magnet
4. Rotary slide block 5. Regulator window
Table 23
Technical Parameters of EWD3 Idle Speed Regulator
Operating voltage 6V-16V
dimension 71 x 53 x 53mm
Mass <0.2kg
Vibration resistance Harmonics: 300m/s2, peak: 600m/ s2
Max. air flow >50 m3/h
Air leakage <2.5 m3/h
Retardation <1.0 m3/h
Operating temperature -40°C-+130°C
Wiring resistance >15 ohm
Positioning time <30ms
3.Stepper motor(for Euro III emission)

Stepper motor control the engine air intake in idle condition by changing throttle bypass section ,in order to carry out
closed-loop control of engine rotate speed in idle condition.
185
Stepper motor
Throttle bypass section

Fig.368
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, stator’s angular rotation will transform
into helix shaft’s 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 polarityǃnegative 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 Unit
parameter
Min typical Max
operating temperature -40 +125 C
Max allowable number of stepper motor plug contact 6

2.0 x 10 once
Table 25
Performance Data
Value
parameter Unit
Min typical Max
each coil resistance at 25C 47.7 53 58.3 Ω
each coil resistance at the operating temperature. 95(+125 C)
35 Ω
(-40 C)
1000Hz induction for each coil at 25C 26.8 33.5 40.2 mH

Normal operating voltage 7.5 12.0 V
Possible operating voltage 3.5 14.0 V
Step length of stepper motor stator 15 degree
Two terminals differential pressure when the bypass channel is open 60 KPa
Max Axial force caused by gas differential pressure 6.28 N
186
(1) Mount with two M5 x 0.8 x 14 bolts
(2) Tighten to bolt torque 4.0±0.4N.m
(3) Mount with spring washer and bond it with adhesive
(4) Don’t try to press or pull out shaft by any forces for axialSymptom of fault and judgment
(5) Symptom of fault: idle revolution is a bit high, idle flameout etc.
(6) Common cause of fault: The accumulation of dust and fuel gas leads to the block of bypass air channel, which leads
to abnormal stepper motor idle adjustment.
Maintenance precautions:
a. It is not allowed to apply any force at axial direction with the purpose of pressing into or pulling out the axle;
b. Before idle speed regulator with stepping motor is mounted into throttle body, its shaft must be at fully retractive position;
c. Pay attention to clean and maintain bypass air passage frequently;
d. After removing battery or ECU, pay attention to self-teach stepping motor in time.
Self-teach method of M7 system:turn on ignition switch but not start engine immediately, and start it after 5 seconds. If
engine idle speed is found bad at the moment, it is necessary to repeat the above steps.
Simple measuring method: (removing the joint) place digital universal meter at ohm gear, and connect 2 terminals respec-
tively to Ad pin and BC pin of regulator, and rated resistance at 20°C is 53±5.3Ω
4.Intake Pressure & Temperature sensor (Fig.

369)
The sensor works on the principle of “sensor air bubble” (namely
pressure measurement unit), generated through 100% thick film
technology. Being sealed in a ceramic base, it contains air of a
given volume and a reference pressure of about 20kPa. A
pressure-resistant thick film tension meter points to the air bubble
and protected with glass to avoid damage by hazardous medum.
The tension meter, with its high measurement sensitivity
(measurement factor approx. 12), linearity and no hysteresis,
converts mechanical tension into electrical signal under the
function of the pressure. A full-wave bridge circuit generates a
measurement signal
proportional to the force, which is magnified by a hybrid circuit on
the same base. Therefore, it is impossible that interference will be
sent to ECU and produce effect. After DC amplification and
individual temperature compensation (range: -40°C-+125°C), a Fig. 369 Structural sketch of the pressure sensor
1. Seal ring 2. Stainless steel gasket 3. PCB board 4.
proportional output voltage is generated. The pressure sensor can Sensing element 5. Casing6. Pressure support
withstand a measurement air pressure up to 600kPa 7. Welding connection 8. Connection through adhesive
Beyond the range of +10°C~ -80°C, the permissible error

increases by multiples of error. For the protection of the sensor,
the input voltage, operating temperature and max. pressure
should not exceed the max. values. The technical parameters are
shown in Table 26.Intake air temperature sensor is a resistor with
negative temperature coefficient (NTC), resistance varies with
intake air temperature, and this sensor sends a voltage indicating
change of intake air temperature to controller.
187
Resistance
0 C 5280~6570
4
10
20 C 5280~6570
40 C 5280~6570
3
10
60 C 5280~6570
2
10
-40 0 40 80 12 C
Temperature sensor characteristic curve
Table 26 Technical Parameters of DS-S/TF Pressure Sensor

Pressure range 25kPa-115kPa
Input voltage 5.0±0.5V
Mass About 18g-27g
Vibration resistance Harmonics: 250m/s 2, peak: 600m/s 2
Current 9mA
Sensor resistance at 200C 2.5kΩ±5%
Range of operating temperature -40°C-+125°C
Trigger time 0.2ms
Error of pressure measurement ±1.5%
5. Water Temperature Sensor (Fig. 370)

The measuring element of the NTC (negative tempera-
ture coefficient) temperature sensor is a resistor
composed of a crystal mixture of metal oxide and
oxide, which is formed through sintering and compres-
sion after addition of medium. In the automotive
application, NTC resistance is enclosed in a protective
sleeve.
When the NTC resistor is exposed to an external heat,
its resistance willdrop sharply(transmit the voltage
signal to ECU by divided voltage circuit.(note: actual
signal is voltage signal, not current signal) The techni-
Fig. 370 Sketch of Principle of the Water Temperature Sensor
cal parameters are shown in Table 27.
1.Circuit joint 2. Casing 3. NTC resistor
Table 27
Technical Parameters of TF-W Water Temperature Sensor
Measuring range -30°C~ +130°C
Max. measurement current flowing through the
5mA
sensor
Nominal resistance at 20°C 2.5kΩ±5%
Nominal voltage 5V
Vibration resistance 600m/S2
Response time in the water About 15S
188
6. Speed sensor (Fig. 371)
The soft magnetic core of the sensor surrounded by a coil is installed
opposite to a pulse toothed ring, leaving a narrow air gas between
them. The soft magnetic core is connected with a permanent magnet,
and the magnetic field extends up to the ferromagnetic pulse toothed
ring. When the tooth of the ring is just opposite to the sensor, the
magneticfield is concentrated to intensify the magnetic lines of the coil.
When the backlashes are opposite to each other, the magnetic field
weakens variation of the magnetic field. When thetoothed wing rotates
with the wheel, these two conditions alternate. Such changes of
magnetic lines will generate an induced AC voltage in the coil, with its
frequency depending on the speed. Refer to Table 28 for the technical
parameters of the speed sensor.
Fig. 371 Schematic Diagram of the Speed Sensor
1. Shielded cable 2. Permanent magnet 3. Casing of the sensor
4. Install support 5.Soft magnetic core 6.Coil 7. Air gap 8.Tooth
ring with reference mark
Table 28
Technical Parameters of DG6 speed sensor
Winding resistance Rw (+20°C) 770-950Ω
Winding inductance L (1kHz, serial circuit) 370±50mH
Air gap S 1.8±0.01
Signal voltage Us >1750mV
Operating temperature (outside the winding) -40°C~ +150°C
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 Fig. 373 Control circuit of the ignition coil
189
Table 29
Technical Parameters of ZS-K2 x 2 Ignition Coil
Resistance (20°C~25°C ) R pri.=0.55±0.08Ω, Rsec.=13.5±1.5kΩ
Inductance (200C~25°C , f=1kHz, parallel) Lpri.=4.1±0.6mH. Lsec.=31±3H
Output: 50PF load Uz≥30kV
8. Pressure regulator (Fig. 374)
Fig. 374 Schematic Diagram of the Pressure Regulator
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 Technical parameters of DR2 pressure regulator

Rated pressure (Q=80L/h) P=300kPa
Operating flow 101L/h~280L/h
Permissible operating temperature -40°C~ +110°C
Permissible fuel temperature Up to 85°C
9. Phase sensor (Fig. 375)
a) Operating block diagram b) Operatubg diagram for hall pulse generator c) Hall effect sketch
Fig. 375 Operating block diagram for the phase sensor Rotor blade
1. Rotor blade 2. Soft iron element 3. Hall element 4. Air gap
190
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 open-
collector 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 Technical parameters of PG-1 phase sensor

Power voltage in the following temperature ranges 4.5V~30V
-40°C ~ +80°C 4.5V~24V
-40°C ~ +150°C
Power current at Uv=16V ≤21mA
Output voltage at Uv=20V 0~Uv
Output current 0~20mA
Output saturation voltage ≤0.4V
On and off time at output voltages between 10% and 90% 9μs
Operating ambient temperature -40°C~ +80°C
Short time extreme temperature -40°C~ +150°C
10. Throttle position sensor

Throttle valve angular position sensor, a
potentiometer with a linear characteristic
curve, converts the opening angle of the
throttle into a voltage signal, namely, the
rotational angle of the throttle is proportional
to the voltage. The rotor of the sensor is
installed on the shaft of the throttle valve.
When the throttle valve turns, the wipe block
of the sensor potential moves along the track
for their matching, so that the angular position
of the throttle is converted into voltage UA
(Fig. 376). The technical parameters are
Fig. 376 Characteristic curve of the throttle position sensor
shown in Table 32.
A. Internal block L. Positional error of the installed brush N. theoretical characteristic
curve T. Deviation of the true characteristic curve ?w range of effective rotational angle
191
Table 32
Technical parameters of DKG1 throttle valve position sensor
Range of rotor angle ≤96 degrees
Rotational direction Any
Operating voltage 5V
Operating temperature -30°C~ +110°C, -40°C~ +120°C (short time)
Swing arm protection resistance 710Ω-1380Ω
Permissible current of the swing arm ≤18μA
Product life cycle 2,000,000 cycles
11. Knock sensor (Fig. 377)

Due to inertia, in the case of an knocking, a mass
applies a compression on to the piezoelectric
ceramic unit to produce excitation. In the piezoelec-
tric ceramic element, such force causes charges to
move in the ceramic, namely, a voltage is produced
between the top and bottom of the ceramic
element. This voltage, taken up through a contact
disk, is filtered and then sent to ECU as a signal for
judging if there is an knocking in the engine. The
technical parameters are shown in Table 33.
Fig. 377 Schematic Diagram of the Knock Sensor
1. Vibration mass under the compression 2. Casing 3. Piezoelectric ceramic
element 4. Bolt 5.Contact washer 6. Circuit connecting piece 7. Cylinder
12. Carbon canister control valve
The carbon canister in the fuel evaporation emission control system (Fig. 259) absorbs the fuel vapor from the fuel tank till
saturation of fuel vapor. ECU control opening of the carbon canister control valve. Fresh air and saturated fuel vapor in the
carbon canister form regenerative gas flow, which is led again to the intake air pipe of the engine. In the valve there is an
solinoid coil. Depending on different working conditions of the engine, ECU changes the ratio of air occupation of the pulse
signal sent to the solinoid coil, thus changing the opening. Furthermore, valve opening is also influenced by 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
Technical parameters of KS knock sensor
Frequency range 1kHz ~20kHz

Measuring range 0.1g ~400g
Sensitivity at 5kHz 26±8mV/g
Main harmonic frequency ≥20kHz
Impedance >1MΩ
Capacity range 800~1600PF
Temperature coefficient of sensitivity ≤0.06mV/(g°C)
Operating temperature -40°C~ +130°C
Note:g=9.8/s2(gravity acceleration)
192
Table 34
Technical parameters of TEV2 carbon canister control valve
Flow 2~3m3/h, pressure 200mbar
Air tightness <2000 cm3/h
Control frequency 30Hz
Min. control pulse 7ms
Current consumption 0.5A for 13.5V
Resistance 26Ω
Operating voltage 9V~16V
Inductance 48mH at f=1kHz
Operating temperature -30°C~ +120°C
13. Oxygen sensor

The oxygen sensor, installed on the exhaust pipe before the three way catalytic reactor, feeds back the mixture density to
the computer by measuring oxygen content in the exhaust gas. Its structure is shown in Fig. 2-378, and its working
principle is shown in Fig. 379.
Atmosphere
Fig. 378 Schematic Diagram of the oxygen sensor Fig. 379 Sketch of working principle of the oxygen sensor
1. Cable 2. Disk washer 3. Lower insulation bushing 4. Protective sleeve 5. 1. Zirconium oxide ceramic 2. Electrode layer with platinum surface
Angle wire 6. Heating rod 7. Angle gasket 8. Sensor seat 9. Ceramic probe 10. 3.4. Internal and external insulation bushings 5. Exhaust pipe 6.
Protective tube RRProtective layer of high-permeation ceramic
The sensitive element in the oxygen sensor used to generate
voltage signal is Zirconium oxide (ZrO2), with its surface
Output voltage
coated with catalytic platinum, which is coated again with a mv

layer of high permeation ceramic for protection of the platinum
electrode. The internal side of the sensitive element of the 1000
oxygen sensor is open to the atmosphere, while the exhaust
800
gas from the engine passed through the external side. When
the temperature of the sensitive element is over 400°C and
600
the oxygen contents of the two sides differ greatly, then a
potential will be produced between the two sides. The heating
400
rod 6 in the oxygen sensor is used to heat the sensitive
element to enable it to operate normally. The oxygen sensor is 200
connected to 12V power supply for the heater. The internal
side of the sensitive element has a high oxygen content as it
is open to the atmosphere. In the case of thin mixture, the 0.8 0.9 1 1.1 1.2
exhaust gas has a high oxygen content, and the oxygen Fig. 380 Output characteristics of the oxygen sensor (at
contents of the two sides of the sensitive element differ little. 600 C exhaust temperature)
Therefore, the potential produced is also very low (about a. Dense mixed gas (insufficient oxygen)
b. Thin mixed gas (excessive oxygen)
0.1V). In the case of dense mixed gas, the exhaust contains
little oxygen, oxygen densities at the two sides of the sensitive element differ greatly, and the potential produced is also
high (about 0.8V). The output characteristics of the oxygen sensor are shown in Fig. 380. The technical parameters of the
oxygen sensor are shown in Table 35.
193
Table 31
Technical parameters of PG-1 phase sensor
Tightening torque 40Nm~60Nm
Protective tube 3 grooves
Ceramic probe 200°C~850°C
Hex nut ~570°C
Cable outlet ~250°C
Plug ~120°C
Temperature gradient in the ceramic probe Max.100K/s
Life cycle >160,000km
14.Electric fuel pump (Fig. 381)

The electric fuel pump has the function to deliver fuel from the fuel tank to the
engine, and provide adequate fuel pressure and abundant fuel. The fuel
pump is a blade pump driven by a DC motor, and is placed in the fuel tank and
is immerged in fuel for heat dissipation and lubrication. The battery supplies
power to the fuel pump via the fuel pump relay, and the relay will only have
the pump circuit switched on at the start or during operation of the engine.
Therefore, when the engine stops in an accident, the fuel pump will stop
automatically. It is characterized through a small operating current and high
efficiency. In case of low battery voltage, it can maintain a good operational
capability. The technical parameters are given in Table 36
Fig. 381 Structural sketch of the electrical fuel pump
1. End cover of the fuel pump 2. Armature 3. Fuel passage 4. Blade wheel
Table 36
Technical parameters of EKP 13.5 electric fuel pump
dimension 38mm x L112mm
Mass 290g
Life cycle 5000h
Mileage 200000KM mph 40Km/h
installation type fuel immersion
Table 37 Technical parameters of 1.3L/1.5L electric fuel pump characteristic parameter
Voltage Pressure Flow Current

U(V) P(kPa) V(L/h) I(A)
12 0.1 324 -10 70 4.6
8 0.1 324-10 10 -
0 -
6 0.1 176 Fuel pipe close down
Table 38 Technical parameters of 1.8L electric fuel pump characteristic parameter
Voltage Pressure Flow Current

U(V) P(kPa) V(L/h) I(A)
12.0 300 -10 105 5.8

8.0 300 -10 30
194

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CONTENTS

Chapter 1 Engine Overview ......................................................................................................01

Section 1 Basic Structure and Working Principle of Engine. ......................................................................01

Section 2 Structural Characteristic of Engine .............................................................................................04

Section 3 Engine Technical Performance and Parameters ......................................................................12

Section 4 Engine Servicing Datasheet .......................................................................................................18

Section 5 Maintenance of Engine ...............................................................................................................23

Chapter 2 Cylinder Block Assembly ....................................................................................26

Section 1 Structural Characteristic of Cylinder Block ................................................................................26

Section 2 Detach, Assembly and Servicing of Cylinder Block ..................................................................27

Chapter 3 Cylinder Head Assembly ...................................................................................45

Section 1 Structural Characteristic of Cylinder Head ................................................................................45

Section 2 Detach, Assembly and Repair of Cylinder Head ......................................................................45

Chapter 4 Piston & Connecting Rod Mechanism ....................................................69

Section 1 Construction of Piston & Connecting Rod Mechanism ............................................................69

Chapter 5 Crank Mechanism ..................................................................................................76

Section 1 Structural Characteristics of Crank Mechanism ........................................................................76

Section 2 Disassembly & Maintenance of Crank Mechanism ..................................................................78

Section 3 Common Faults and Troubleshooting of Crank Mechanism ...................................................83

Chapter 6 Valve Train ....................................................................................................................84

Section 2 Valve Timing ..................................................................................................................................85

Section 3 Make-up of Valve train Assembly and its Features ...................................................................86

Section 4 Service of Valve Train ...................................................................................................................89

Section 5 Common Faults and Troubleshooting of Valve train ................................................................93

Chapter 7 Fuel Supply System .................................................................................................94

Section 3 Troubleshooting the Electronic Fuel Injection System .............................................................102

Chapter 8 Ignition System .........................................................................................................127

Section 1 Introduction to Ignition System ..................................................................................................127

Section 2 Troubleshooting of Ignition System ...........................................................................................128

Chapter 9 Lubrication System ...............................................................................................132

Section 1 Makeup and Features of Lubrication System ..........................................................................132

Section 2 Examination & Maintenance of Lubrication System ..............................................................136

Section 3 Common Faults and Troubleshooting of Lubrication System ................................................141

Chapter 10 Cooling System .....................................................................................................143

Section 1 Composition & Features of Cooling System ............................................................................143

Section 2 Inspection and Maintenance of Cooling System ...................................................................147

Section 3 Common Faults and Troubleshooting of Cooling System ......................................................149

Chapter 11 Clutch ..........................................................................................................................150

Section 1 Structure of Clutch and Its Operating Mechanism .................................................................150

Section 2 Clutch Troubleshooting ..............................................................................................................152

Section 4 Common Faults and Troubleshooting of Clutch .....................................................................158

Chapter 12 Common Faults and Troubleshooting of Engine ........................160

Section 1 Overview .....................................................................................................................................160

Section 2 Determination and Elimination of Common Faults in Engine ................................................160

Section 3 Determination and Elimination of Abnormal Noises in the Engine ........................................171

Chapter 13 Power source .........................................................................................................173

Section 1 Structure of Clutch and Its Operating Mechanism .................................................................173

Section 2 Battery ..........................................................................................................................................175

Section 3 Normal Malfunction of Charging System and Troubleshooting ............................................176

Chapter 14 Starter ..........................................................................................................................177

Section 1 Structure of Starter ......................................................................................................................177

Section 2 Working Principle of Starter ........................................................................................................178

Section 3 Attentions in Use of Starter .........................................................................................................178

Section 4 Troubleshooting of Starter ..........................................................................................................179

Chapter 15 Engine Management System ....................................................................180

Section 1 System Profile ..............................................................................................................................180

Section 2 System Composition and Working Principle ............................................................................181

Chapter 16 Engine Electronic Control System ..........................................................184

Section 1 General Structure of Engine Electronic Control System .........................................................184

I. Basic Structure of Engine

II. Operational Principle of Engine

Fig. 1 Working Principle of Engine

Fig. 2 Assembly Drawing of MR479Q/MR479QA Engine