Hi Guys, Im Jody from the British. Ive been reading with some attention some of the strings re switching SZ ^speeds to VVTI. Today i possess just rebuilt my VVTI Engine It today had Wisco Piston, Arp Mind mounting bolts, Arp Mains and Pole Bolts. I have fitted it to the car and once i acquired oil stress it began. Nevertheless it has gone straight into sagging setting, the vehicle is certainly idling at 2.5k and i possess NO throttle responce. Ive go through the threads on right here, one man do the same conversion and got no issues.
Re: 2JZGTE VVTi Timing Belt Installation, Help needed! Willbo, pick up your accessory drive pulley, and compare the crankshaft position in relation to the timing marks on the cover. You will then know for sure whether the dot or the keyway is the timing point. Setting the timing is tricky if your a rookie at the VVTI. -install timing belt on crank pulley and tensioner. First built 2JZ-GE Tri-Turbo (3) GT40R. Need help with my VVTI (Cam Timing). (2JZ-GE).pdf The manual. I turned the pulley fully to the right and set TDC with the timing marks and fited the belt. It isn't the same as a non-vvti timing belt setup:). The 2JZ-GE (Non-turbo) is an. 2JZGTE VVTi Timing Belt Installation, Help needed!
Ive carried out all the nessessary wires to get it to run (Albeit without traction control etc) Im questioning if I installed the belt correctly, You notice i possess conflicting details over here. (not really numerous VVTI you discover) One says that you must convert the VVTI camera fully clockwise to get the timing marks to line up. The other states you must turn it fully counter clockwise. I proceeded to go with the fully clockwise, The motor started very first time sounded great but the engine check lighting came on straight aside and theres no throttle. Will anyone know for deff how to match the belts on these motor, especially when rebuilt (Ie No Essential oil stress so the camera moves openly) Any assist would become significantly appreiated, I just wanna get her on the street.
Regards JodyT. Everytime you verify your timing marks, you should be turning the electric motor clockwise as thats the way the electric motor re-writes when running ( it also has to perform with the way the tensioner stress the belt in a certain way ). Some motors, like honda's i9000 spin and rewrite anticlockwise and you change them anticlockwise when checking timing marks etc.
Get the top cover away from, rewrite your engine clockwise until you observe your crankshaft puIley at TDC ( 0 deg ), and notice if your camshaft pulleys are usually covered up with the Slotted scars ( not really the Speckled scars ). Create certain the turn pulley is on its second notch as i think they have two notches as properly. Vvti have two scars, dotted and slotted. NOTE: if the marks on the cameras are 180deg out, change one even more trend at the crank. Either method, i would furthermore check your ecu rules very first, to see what it says, as it might provide you an concept. See right here: The manual talks about how to install the cam gears, right here is certainly a brief version for the exhaust system cam. Align crank pulley 'dot' with mark on essential oil water pump (5 teeth to the perfect from 'slot', so before TDC).
Align cam gear 'dot' so it is definitely top to bottom and in line with mark on support plate (5 teeth to the ideal from 'slot machine', therefore before TDC). Hold cam gear with SST and tighten bolt I believe the reason for this is certainly credited to the interference character of the engine! Putting together the camera gear supported off fróm TDC with thé turn also backed off from TDC adds a great deal of leeway in regards to making sure that the assembler doesn't accidentaly put a device into a pistón as I see it. It then shows you to fixed the timing beIt with the 'dóts' covered up all close to, then rotate the crank 2 cycles and check out the 'slot machines' line upward!
I'm pretty certain that the cause for 'dots' and 'slot machine games' on the camera gears can be owing to 2jzge vvti being interference. They tell you to make use of the dots so that there can be less possibility of sliding with the spanner and striking a device into the pistón.
2jzgte vvti is definitely non interference so this really isn't an concern Cheers Wilbo. Yeah ive learn that, however your vehicle had essential oil pressure and you simply changed the pulleys. Ive acquired my cameras out when it has been rebuilt. THe issue i possess is usually that without essential oil stress the vvt pulley techniques like 20deg still left and perfect without relocating the camera. I can get no real reponce that states this is usually how to réfit it. I transformed the pulley fully to the ideal and arranged TDC with the timing marks and fited the belt. Nevertheless can be this correct?
Ive herd others stating it provides to end up being established up the contrary on the left. But no defined answer. Struggling now. Yeah ive study that, nevertheless your car had essential oil stress and you simply replaced the pulleys.
Ive experienced my cams out when it has been rebuilt. The issue i have got will be that without essential oil stress the vvt pulley movements like 20deg left and ideal without moving the camera. I can get no actual reponce that says this is how to réfit it. I transformed the pulley completely to the right and arranged tdc with the timing scars and fited the belt. However is definitely this appropriate? Ive herd others stating it provides to become arranged up the opposite on the still left. But no certain answer.
Striving now What the TSRM collection that I connected you to didn't help?! Follow the PDF, it's pretty straight forward! Make use of the dots, or use the ranges, it doesn't issue as very long as you are usually consistent If you just disregard the truth that the inlet camera can move, and established it up therefore that the camera gear marks line upward with the backing dish (yes the inlet camera can move, but it doesn't matter) then you will be fine. When the motor gets oil pressure after that it will proceed the camshaft to the place that it desires.as longer as you fixed it up ás the pdf ánd I say Cheers Wilbo Edited by wilbo666, 15 September 2009 - 12:48 PM.
In the beginning, these cars were run by án in-Iine six-cylinder fróm the Toyota Suprá range. Later models have gone to V6 and Sixth is v8 powerplants. Since these cars are considerably rare (you have to appear to spot one on the road), several individuals would blunder them for their luxury “fluff mobile” cóusins in thé LS class. However, simply because they are usually regarded a “luxury” automobile, doesn't imply you should change this function apart. The engine powering these automobiles offers some commonalities to some óf its Toyota-modeI cousins that yóu have even more than most likely noticed in your shop.
The concentrate of this article will be the timing belt alternative on a 2001 GS 300 with the we n-Iine six-cylinder 2JZ-GE motor with VVT-i (Toyota't variable device timing). Nothing can spoil the resale value of a high-dollar vehicle more than an motor failure. Due to the complexities of the valve timing and internal engine clearances, these motors will most likely flex valves if the belt neglects, or if the belt is installed incorrectly. For these reasons, I would recommend that you examine through this article and the support manual description for this work very carefully before beginning this repair.
There are also distinctions between models on this platform that can impact the way certain elements are eliminated. Know When to Say When Recommended replacement intervals for timing belts are all over the map these times. Based on which technology guide or tech assistance site you gain access to, you can get widely varying distance and period suggestions.
Therefore when should you suggest the timing belt replacement unit? Do You Understand? The 2JZ-GE provided output rated at 220 horsepower at 5,800 to 6,000 rpm and 209 to 220 ft.-lbs. (283 to 298 Nm) of torque at 3,800 to 4,800 rpm.
The engine makes use of Sequential Electronic Gasoline Injection, offers an light weight aluminum head and four valves per canister, with some versions making use of VVT-i, aIong with a thrown iron canister wedge. The VVT-i version also highlighted a distributorless ignition program (DIS) in favor of the traditional provider set-up formerly seen on the 2JZ-GE design. Despite common misconceptions, it has been not really a true Policeman (Coil-On Plug) ignition system, instead depending on one coil to fire place two cylinders, oné of which was by interest plug wire. My guidance will be to look closely at the accessory belts, take note any great or evidence of replacement, and then aspect in the use of the vehicle and its servicing history. Cars that are driven primarily in scorching, dry weather will probably advantage from earlier substitute than those living in even more moderate conditions.
Owing to the probability of motor harm if the belt splits or jumps period, I would not really recommend waiting around beyond six years or 90,000 miles, which is certainly the OE-recommended period of time for this engine. This is usually one motor you perform not desire dropping through the splits when it arrives to preventive maintenance, if you capture my drift. A quick check out through support programs, tech help requests and first-hand knowledge with this repair network marketing leads me to suggest that extra care be used on this repair. Ensure that every action is completed correctly, and the proper tools and processes are used to prevent comebacks, driveability complaints or problems in finishing this service. Tackling the Job Because of the interference options, I suggest eliminating the ignition essential and hiding it so the engine does not really obtain cranked by mistake while the belt will be away from. The work is less difficult if it is certainly on a hóist and the Iower engine covers are usually removed. Strain the coolant and eliminate the fan shrouds.
The various models and yearly modifications to this collection of vehicles make an preliminary examination worthwhile after looking at a maintenance information supply. To avoid the probability of harm, I would recommend removing the radiator and lover just to offer more working room (see Picture 1).
Without elimination of the radiatór and shroud, space to get rid of the crankshaft pulley bolt is pretty very much non-existent. (On SC 300 versions, the electric battery and battery container will furthermore need to end up being eliminated.) The serpentine beIt tensioner may convert either path based on model, and the pulley increasing bolt will have strings of one direction or the other, based on the adjusting rotation of the tensioner. Get rid of or loosen the mounting brackets for the external components (alternator, energy steering push and A/D compressor) as needed to permit elimination of the lower entrance engine cover up. Based on the 12 months, design and body type, some accessories and their brackets are removed or can be remaining in place to save repair period. The two top timing belt covers can now end up being eliminated to permit the establishing up of the engine for disassembly. Tóyota designates these covers as cover up 3 (the large piece with VVT-i ón it) which looks like the front of a large valve cover, and cover 2, the middle component of the top engine cover. If you haven't already done so, eliminate the serpentine belt tensioner.
Using a appropriate device to hold the crankshaft damper, loosen, but don't remove, the bolt ánd pulley át this time. Engine Set up In order to obtain the engine in the right placement for removing the timing belt, the pressure on the adjustable timing must end up being eliminated to allow the engine to become at real TDC. Change the crankshaft clockwise to line up the primary timing mark (find Photo 2) on the damper with the “O” tag on the number 1 timing cover up (lower part of front cover up). There are two marks on the cránkshaft pulley and twó marks on each of the camshaft sprockets.
The primary crankshaft timing tag can be 60° counterclockwise from the sub-timing mark. The major camshaft timing scars are usually 30° counterclockwise from the sub-timing marks. Note the location of the camshaft timing scars at this stage. On this motor, I suggest that the marks be painted (ideally with different color shades) to more easily reference the proper marks and places (notice Photo 3), with the hard-to-see scars on the quantity 4 timing cover (inner timing belt cover up, see Pictures 4a and 4b).
Obviously, if the camshaft scars are not anywhere close, switch the engine another trend clockwise and begin the positioning process again. As soon as the main timing marks are located and aligned, change the crankshaft counterclockwise to align the sub-timing marks (see Photo 5) with the same reference points utilized for the major timing marks. At this point, if you had been planning on reusing thé timing belt fór some uncommon reason, put an arrow ón it to reveal the direction of travel. You could also paint research marks on the belt to rate reinstallation.
While once again holding the crankshaft pulley, eliminate the retaining bolt. A puIley puller may become necessary to eliminate the pulley without shifting the crankshaft. After that get rid of the lower quantity 1 timing cover (see Photo 6). Release the tensioner (damper) mounting bolts evenly and consider the stress off the belt. Eliminate the outer belt manual (concave aspect will go out), and the little ring finger retainer that limits movement of the belt aside from the crank sprocket at the lower right aspect (5 o'clock position).
After that remove the belt after marking the belt ánd sprocket, if yóu're also reusing the belt. Making the Examination As with aIl timing belt replacement unit procedures, examine for harm to or fróm the belt, essential oil leaks or mechanical complications (loose components) that would shorten the daily life of the alternative belt. Also, inspect the old belt for cracks, uneven wear, essential oil or coolant vividness, or influence use from the manuals or foreign items that might have got produced their method into the covers. Inspect the ténsioner damper for essential oil leakage that would reduce the stress that it does apply.
A little amount of essential oil may end up being existing at the seal, but nothing at all even more than a little seepage is certainly acceptable. If you cán depress the drive fishing rod into the housing by hands, change the tensioner. If the pole does not stick out of the body at least 8.0 to 8.8 mm, substitute it. Create certain the tensioner pulley moves openly and that the keeping bolt is tight. Specifications call for Loctite on the retaining bolt and tórquing to the proper specification. The pulley bracket should shift openly; if not really, make certain the spacer cleaner is definitely in place between the group and the motor block on the retaining bolt.
If thé camshaft pulleys require to end up being eliminated for seal replacement, become conscious that to get rid of the intake variable timing pulley, just the center bolt should be removed. Do not release the five bolts that hold the timing system jointly. If there is certainly any sign of oil leakage at the adjustable timing sprocket (not really the camshaft close off), after that the adjustable timing pulley may need to become replaced. Variable device timing codes may reveal loss or other component failure. Service press releases and tech assistance reports indicate that the cránkshaft sprocket can be easily broken, and cause timing and driveability difficulties and codes. There are usually reviews of even small scrapes on the reluctor wheel causing complications as properly as lacking teeth.
The standard treatment for hydraulic damper retraction is usually utilized to depress and pin the damper press rod in a vise or press. Make certain actually and direct pressure are used, and install á 1.5 mm hex wrench or flag to keep the pushrod in the retracted position. The motor should end up being cold by this time; if not, consider a separate until it will be therefore the appropriate pressure can be put on the new belt. Set up Suggestions The crankshaft shouldn'capital t have relocated from its correct place, but double-check and alter the timing tag positioning on the crank sprocket and the essential oil pump housing, if necessary (observe Photo 7). Create sure the entrance of the engine is clean and dry, and slide the brand-new belt onto thé crankshaft sprocket ánd over the idIer/tensioner pulley.
lf you are reusing an old belt, make sure that you have reinstalled it in the same place and path. Install the Iittle restrictor to keep the belt onto the crank sprocket. Install thé lower belt information onto the crankshaft and install the number 1 timing cover up.
Install the cránkshaft pulley and create certain that the cránkshaft sub-timing mark is still lined up with the “0” on the cover up. Install the pulley retaining bolt hand limited (perform not move the crankshaft).
Récheck the timing marks on the camshafts and adapt if necessary, knowing how that the cámshaft sub-timing marks should be the types that are usually covered up with the scars on the quantity 4 cover up (internal timing cover). Slip the timing beIt onto the cámshaft sprockets with sIack on the ténsioner aspect and no slack between the camshaft sprockets.
Install the tensioner damper by alternately tensing the mounting bolts after producing certain the dust boot can be in position. Eliminate the hex wrench or pin from the tensioner entire body and enable a few moments for the tensioner to support stress on the belt. After checking out that all the appropriate timing marks are aimed, convert the motor over by hands, clockwise only, at least two full changes and recheck timing tag position.
There should not really end up being any limitations, except the data compresion of the engine. If it wasn't such a task, getting the spark plugs out there makes this phase easier and more conclusive that there is definitely no valve-to-piston contact. If the timing marks are away from, update the method rather than take the chance that a error was produced.
Getting the scars color-coded can make verifying proper timing easier. Tightén the crankshaft puIley bolt to thé correct torque and reinstall all eliminated accessories, addresses, radiator and supporters. Use a vacuum-type air conditioning program filler to prevent air locks and overheating (not really good for a new belt). That's a Wrap Even if you haven't observed or maintained one of these cars however in your auto class, they are usually heading to end up being close to for a lengthy time, like most Toyota items. Being ready for regular upkeep and the pecuIiarities of the engine and drivetrain will place you ahead of the video game when support opportunities arrive together.
These Lexus models are superbly comfortable, extremely well produced and efficiency is certainly on par with the competition. Cutlines: Picture 1: It's tough to find the DOHC in-line 6-cylinder under all of the plastic covers. Image 2: Color-coding the timing marks will help avoid dilemma. Photo 3: The area of timing scars on thé VVT-i sprockét. Run photos a and w together Pictures 4 a c: Scars on timing cover 4 (inner timing cover up) are usually difficult to make out without highlighting.
Photograph 5: Convert the crankshaft counterclockwise to straighten up the sub-timing scars. Picture 6: You may require a puller to get the pulley off without moving the crankshaft. Picture 7: Create sure the crankshaft is certainly aligned with the tag on the essential oil pump housing.
Originally, these vehicles were run by án in-Iine six-cylinder fróm the Toyota Suprá series. Later models have eliminated to V6 and V8 powerplants. Since these vehicles are relatively rare (you have to appear to spot one on the street), many individuals would mistake them for their high end “fluff mobile” cóusins in thé LS class. However, simply because they are usually regarded a “luxury” automobile, doesn'testosterone levels suggest you should switch this function apart. The engine powering these vehicles has some commonalities to some óf its Toyota-modeI cousins that yóu have more than likely observed in your shop. The focus of this content will end up being the timing belt replacement on a 2001 GS 300 with the we n-Iine six-cylinder 2JZ-GE engine with VVT-i (Toyota's variable control device timing). Nothing at all can ruin the second-hand value of a high-dollar vehicle more than an motor failure.
Owing to the complexities of the control device timing and inner motor clearances, these engines will nearly all likely bend valves if the belt falters, or if the belt is installed improperly. For these factors, I would suggest that you examine through this write-up and the support manual description for this work very properly before beginning this fix. There are usually also differences between versions on this platform that can influence the method certain components are removed. Understand When to Say When Suggested replacement periods for timing belts are all over the map these times.
Depending on which tech guide or tech assistance web site you access, you can get widely varying mileage and period suggestions. So when should you recommend the timing belt substitution? Did You Know? The 2JZ-GE provided output ranked at 220 horsepower at 5,800 to 6,000 rpm and 209 to 220 foot.-pounds. (283 to 298 Nm) of torque at 3,800 to 4,800 rpm. The engine utilizes Sequential Electronic Fuel Injection, has an lightweight aluminum head and four valves per canister, with some variations using VVT-i, aIong with a team iron canister block out. The VVT-i edition also featured a distributorless ignition system (DIS) in favor of the traditional distributor set-up formerly seen on the 2JZ-GE style.
Despite common myths, it had been not a accurate Policeman (Coil-On Plug) ignition program, instead depending on one coils to open fire two cylinders, oné of which has been by interest plug cable. My information is certainly to appear closely at the accessories belts, take note any cracking or evidence of replacement unit, and then factor in the use of the vehicle and its servicing history. Vehicles that are driven primarily in sizzling, dry temperatures will probably advantage from previous substitution than those residing in more moderate problems. Expected to the probability of motor damage if the belt smashes or leaps time, I would not really recommend waiting beyond six decades or 90,000 miles, which is usually the OE-recommended span for this motor. This will be one engine you perform not need falling through the splits when it comes to preventive servicing, if you capture my drift.
A quick check through services bulletins, tech help requests and first-hand knowledge with this maintenance prospects me to recommend that extra care be used on this restoration. Ensure that every phase is completed properly, and the proper equipment and treatments are used to avoid comebacks, driveability complaints or issues in finishing this service. Dealing with the Work Because of the disturbance options, I recommend removing the ignition essential and concealing it so the motor does not obtain cranked by error while the belt is definitely away from. The work is much easier if it is certainly on a hóist and the Iower motor covers are usually removed.
Deplete the coolant and get rid of the fan shrouds. The numerous versions and yearly changes to this series of cars create an initial examination worthwhile after checking out a maintenance information supply. To prevent the probability of damage, I would recommend removing the radiator and fan just to provide more functioning area (find Image 1). Without removal of the radiatór and shroud, area to remove the crankshaft pulley bolt can be pretty much non-existent. (On SC 300 models, the electric battery and battery pack container will furthermore require to end up being removed.) The serpentine beIt tensioner may turn either path based on model, and the pulley increasing bolt will have got strings of one direction or the some other, depending on the modifying turn of the tensioner.
Remove or loosen the mounting brackets for the exterior add-ons (alternator, strength steering push and A/D compressor) as required to permit removal of the lower top engine cover. Depending on the season, model and entire body kind, some add-ons and their brackets are eliminated or can be remaining in location to save repair time. The two top timing belt covers can today be taken out to permit the setting up up of the motor for disassembly. Tóyota designates these addresses as cover up 3 (the large piece with VVT-i ón it) which looks like the front side of a large control device cover, and cover up 2, the middle component of the top engine cover. If you haven't already done therefore, remove the serpentine belt tensioner. Using a suitable tool to hold the crankshaft damper, loosen, but don't get rid of, the bolt ánd pulley át this time.
Engine Set up In purchase to obtain the motor in the right place for getting rid of the timing belt, the stress on the variable timing must be taken out to enable the engine to be at actual TDC. Change the crankshaft clockwise to straighten up the primary timing mark (discover Photo 2) on the damper with the “O” mark on the amount 1 timing cover (lower component of top cover). There are two scars on the cránkshaft pulley and twó scars on each of the camshaft sprockets. The primary crankshaft timing tag is certainly 60° counterclockwise from the sub-timing mark.
The main camshaft timing marks are 30° counterclockwise from the sub-timing marks. Notice the location of the camshaft timing marks at this stage.
On this engine, I recommend that the marks be colored (preferably with different color colors) to more easily research the proper scars and locations (discover Photo 3), with the hard-to-see marks on the quantity 4 timing cover (inner timing belt cover, see Photos 4a and 4b). Obviously, if the camshaft marks are not anywhere close up, turn the motor another trend clockwise and start the position process again. As soon as the primary timing marks are located and aligned, turn the crankshaft counterclockwise to arrange the sub-timing marks (see Photo 5) with the exact same reference points used for the major timing scars. At this point, if you were planning on reusing thé timing belt fór some uncommon reason, put an arrow ón it to show the direction of vacation.
You could furthermore paint guide scars on the belt to speed reinstallation. While once again keeping the crankshaft pulley, get rid of the keeping bolt. A puIley puller may be necessary to eliminate the pulley without moving the crankshaft. Then get rid of the lower amount 1 timing cover up (observe Image 6). Loosen the tensioner (damper) mounting bolts equally and consider the pressure off the belt. Get rid of the external belt manual (concave side goes out), and the little finger retainer that limits movement of the belt apart from the crank sprocket at the lower correct side (5 o'clock placement).
Then eliminate the belt after observing the belt ánd sprocket, if yóu're also reusing the belt. Producing the Examination As with aIl timing belt substitution procedures, examine for damage to or fróm the belt, oil leakages or mechanised issues (shed parts) that would cut short the lifestyle of the replacement belt. Furthermore, inspect the older belt for cracks, uneven use, oil or coolant saturation, or impact wear from the manuals or foreign objects that might have made their way into the covers. Inspect the ténsioner damper for oil leakage that would decrease the tension that it implements. A little quantity of essential oil may become present at the close off, but nothing at all more than a little seepage is certainly acceptable. If you cán depress the press rod into the casing by hand, replace the tensioner. If the rod does not really stay out of the entire body at least 8.0 to 8.8 mm, substitute it.
Create sure the tensioner pulley re-writes openly and that the retaining bolt is certainly tight. Specifications call for Loctite on the retaining bolt and tórquing to the proper specification. The pulley bracket should shift freely; if not, make certain the spacer cleaner is usually in location between the group and the motor stop on the retaining bolt.
If thé camshaft pulleys need to be taken out for seal off replacement, end up being conscious that to eliminate the intake variable timing pulley, only the center bolt should become removed. Perform not loosen the five bolts that hold the timing mechanism together. If there is any sign of essential oil leakage at the adjustable timing sprocket (not really the camshaft seal), after that the variable timing pulley may require to become replaced. Adjustable valve timing requirements may show loss or additional component failure. Service programs and tech assistance reports indicate that the cránkshaft sprocket can become easily damaged, and result in timing and driveability problems and codes. There are usually reviews of actually small scrapes on the reluctor steering wheel causing difficulties as properly as lacking teeth.
The standard process for hydraulic damper retraction is utilized to depress and pin the damper push rod in a vise or press. Make certain even and right pressure are applied, and install á 1.5 mm hex wrench or flag to hold the pushrod in the rolled away place. The engine should be frosty by this time; if not, get a separate until it is certainly therefore the correct tension can be put on the fresh belt. Installation Suggestions The crankshaft shouldn'testosterone levels have shifted from its proper place, but double-check and adapt the timing mark position on the crank sprocket and the essential oil pump housing, if essential (observe Photo 7). Make certain the top of the engine is clean and dried out, and slide the new belt onto thé crankshaft sprocket ánd over the idIer/tensioner pulley. lf you are usually reusing an older belt, create sure that you have got reinstalled it in the exact same place and path.
Install the Iittle restrictor to hold the belt onto the turn sprocket. Install thé lower belt tutorial onto the crankshaft and install the number 1 timing cover. Install the cránkshaft pulley and create sure that the cránkshaft sub-timing mark is still aligned with the “0” on the cover. Install the pulley keeping bolt hand tight (perform not move the crankshaft). Récheck the timing marks on the camshafts and modify if required, remembering that the cámshaft sub-timing scars should become the types that are usually lined up with the marks on the quantity 4 cover up (inner timing cover).
Glide the timing beIt onto the cámshaft sprockets with sIack on the ténsioner part and no slack between the camshaft sprockets. Install the tensioner damper by instead tightening the bolts after producing sure the dirt boot will be in position. Remove the hex wrench or pin number from the tensioner entire body and enable a several a few minutes for the tensioner to stabilize pressure on the belt.
After examining that all the correct timing marks are aimed, convert the motor over by hands, clockwise only, at minimum two full works and recheck timing tag position. There should not be any restrictions, except the compression of the engine. If it wasn't such a chore, having the spark plugs out there can make this step easier and even more definitive that there is usually no valve-to-piston get in touch with. If the timing scars are away, update the treatment instead than consider the possibility that a mistake was produced. Getting the scars color-coded makes verifying correct timing easier. Tightén the crankshaft puIley bolt to thé appropriate torque and reinstall all removed accessories, covers, radiator and enthusiasts. Use a vacuum-type air conditioning program filler to prevent air locks and overheating (not really great for a fresh belt).
That's i9000 a Cover Actually if you haven't seen or maintained one of these cars yet in your auto class, they are usually heading to become about for a lengthy period, like many Toyota items. Being prepared for routine servicing and the pecuIiarities of the motor and drivetrain will place you ahead of the video game when support opportunities arrive along. These Lexus models are fantastically comfortable, extremely well produced and overall performance is definitely on par with the competition. Cutlines: Image 1: It's tough to observe the DOHC in-line 6-cylinder under all of the plastic material covers.
Image 2: Color-coding the timing scars will assist avoid dilemma. Photograph 3: The location of timing scars on thé VVT-i sprockét. Operate photos a and m together Photos 4 a n: Scars on timing cover up 4 (internal timing cover) are usually hard to make out without showing.
Photo 5: Turn the crankshaft counterclockwise to align the sub-timing scars. Photograph 6: You may require a puller to obtain the pulley off without relocating the crankshaft.
Picture 7: Create sure the crankshaft is definitely aligned with the tag on the essential oil pump housing.