Heya Folks, A couple of quick points on the replacement of timing belts. The key to the extent of damage that can be caused by non replacement of the timing belt is to know if you engine is an interference or non interference engine. Most modern engines fall under the non interference category, simply put even if the timing belt snaps the piston will not make contact with valves. With the interference engines, there will be significant damage to the engines. The process of replacing the timing belt on your car for the expert DIY person, is relatively simple and can be quite a pleasurable 4 hours of getting to know your car upclose and personal. I have a camry that has currently 423 000 kms and still running strong, key to keeping your vehicle running is regular preventive maintainance. If anyone is interested in learning more, let me know and i would be happy to put photographs up of the entire process.
Cheers, Sanjeev ( ) Thanks. Ok, to begin with, this is not a job for the faint hearted, and IMHO this is a job for a person with a fair bit of DIY experience. This job took me about 6 - 7 hours to complete. This is but an overview of the process but would be happy to give folks pointers if need be. This is a Toyota Camry 2.2L DOHC, and as with most toyota's is a fairly complex and sophisticated engine. This picture shows locations of the critical components involved in this DIY operation. Coolant and washer tank removed.
I searched and searched. Found lots of good info but nothing exact. Just finished a timing belt/ water pump change on a 3.4 litre V6 (not my truck). A 59-year-old Glen Rose woman and two of her grandsons died as a result of a two-vehicle crash late Tuesday afternoon about four miles east of Glen Rose on a rain-slick U.S. Highway 67 near County Road 317. Freda Williams, the driver of a 2016 Toyota Camry, was pronounced dead at the scene by Justice of the Peace.
Closeup of alternator and the mount for it. Alternator and supporting bracket have now been removed.
The engine mount is probably the most challenging to remove considering that a DIY person seldom has a lift at home for the car to be raised or hydraulic tools for raising the engine. Upper engine mount has been removed, but the attachment to the body of the engine is the most difficult, the two bolts in particular. The mount fully removed, the timing belt case now visible. Upper half of timing belt case removed and the power steering pump that needs to be disengaged. Crankshaft Harmonic Balancer - Key point to be noted is to not use a common gear puller but to use a harmonic balancer puller, the pulley comes out with ease. With a gear puller you stand a very high chance of damaging the pulley.
Picture shows the harmonic balancer puller by STANLEY. Crankshaft alignment mark - Needs to be aligned to 0. At this position cylinder 1 is at TDC. Alignment is obtained by turning the crankshaft pulley in the clock wise direction. The next step is to ensure that the valve alignment is in sync with the crankshaft, simply put when Crankshaft is at 0, valve needs to align with the corresponding mark for its alignment. In this case the alignment mark is visible when looked at hard enough in the mirror.
Old belt replaced with a new one, the old one actually looked relatively new, however be warned that timing belts are notoriously well known for looking great today, but snap tommorrow. All aligned and seated, closing up. Job completed. Been busy with boxing day shopping, just to clarify a few points. • I am actually in Australia, though my home town is Bangalore. • There has been no overhauling of the engine done till date and this mileage has been covered in about 10 years. • My tool kit is fairly simple, I have a complete 3/8' socket set • Black & Decker Power tool kit for the smaller jobs • The usual set of screwdrivers and pliers etc.
• Special Service Tools consist of Gear Puller, Harmonic Balancer Puller, & a simple Multimeter. I have a 1.6L Ford Ikon back at home, and I love driving it everytime am back home. The Camry is a very hardy car, so far hasnt given me any trouble and is amazingly cheap to maintain.
In terms of Fuel Efficiency it averages about 11 - 12 kms to the liter for me. I was thinking of posting more DIY stuff as i was looking through this site but didnt find too much. Suggestions would be most welcome, if you want me to cover any particular part of the car. Cheers, Sanjeev ( ) Thanks. 82167[/ATTACH] Great job buddy, but could you please throw some light on how the engine was supported while the top mount was removed? Any improvised technique?? The upper engine mount is only to aid in stabilizing the engine and does not actually carry any of the engine weight, however to get to those difficult bolts the easiest way is to jack the engine up a wee bit, that by itself lifts the engine by 2 inches or so.
Result is that you are able to access and remove those bolts. Another mechanism is to use a brace by utilizing the hook thats mounted right next to the engine mount. I will post a picture of that if you are interested in seeing that. Cheers, Sanjeev ( ) Thanks.
Toyota GR engine Overview Production 2002– Layout 60° Chronology Predecessor (I6) The Toyota GR engine family is an, series. The GR series has a 60° aluminum and aluminum cylinder. This engine series also features, forged steel, one-piece cast, and a cast aluminum lower. Some variants use, some have, and others have a combination of direct injection and multi-port fuel injection or D4-S.
The GR series replaces the previous V6 and, and in the case of light trucks the V6. Note: Power ratings have changed due to SAE measurement changes for 2006 model year vehicles. Toyota rates engines on 87, Lexus rates engines on 91 pump octane.
1GR-FE 4.0 L V6 from a 2007 The 1GR-FE is the 4.0 L (3956 cc) version, designed for longitudinal mounting in RWD and 4WD pickup applications. It has a 94 mm bore and a stroke of 95 mm. Output is 236 hp (176 kW) at 5200 rpm with 266 lbft (361 Nm) of torque at 4000 rpm on 87 octane, and 240 hp (179 kW) at 5200 rpm with 278 lbft (377 Nm) at 3700 rpm on 91 octane. This engine features Toyota's, system on the intake cam and a compression ratio of 10.0:1. Service weight, including fluids, is 166 kg (366 lb). An updated version of this engine features, increasing output to 270 hp (201 kW) at 5600 rpm and 278 lbft (377 Nm) at 4400 rpm on 87 octane and 285 hp (213 kW) and 289 lbft (392 Nm) on 91 octane.
[ ] Inside, the 1GR uses a ' combustion chamber design with matching pistons to improve anti- and engine performance, while also improving intake and fuel efficiency. Toyota adopted a siamese-type intake port, which reduces the surface area of the port walls and prevents fuel from adhering to such walls. This engine has special cast-iron cylinder liners cast into the block, which are a spiny type to improve adhesion between the liner and cylinder block. With these special thin liners it is impossible to bore the block. In the event of cylinder wall damage (scoring, deep protrusions, etc.), the entire cylinder block must be replaced.
For increased block rigidity, the 1GR also receives a high temperature plastic insulator/protector, which fills the empty space between the outer portion of the cylinders and block material common to open deck engines. For increased cooling efficiency, the 1GR employs water passages between the bores of the engine. There are two such passages for each bank for a total of four. This reduces cylinder hot-spotting and keeps combustion chamber temperatures more uniform. A bolt-on was available on the Tacoma and FJ Cruiser but has been discontinued by Toyota. The new 2015 Toyota HiLux receives a slightly different version of the single VVT-i engine, with the only change being a removal of an air intake baffle tank being replaced by a conventional air filter housing to intake pipe to surge tank style.
The new intake pipe now contains resonators. Power output is unchanged. 2016 Toyota HiLux V6 engine bay Applications with (calendar years): • 2002-2009 (GRN210/215) • 2007-2011 (GRJ200) • 2002-2009 (GRJ120/121/125) • 2009–present (GRJ150/150R/155) • 2004–2015 (GRN225/245/250/265/270) • 2005-2015 (GGN10/20) • 2005-2006 (GSK30) • 2006-2009 (GSK50/51) • 2005–2015 (GGN50/60) • 2006-2009 (GSJ10/15) • 2015–present Applications with (calendar years): • 2009–present (GRN280/285) • 2009–present • 2010–present (GSK50/51) • 2012–present • 2012–present (GRJ150) • 2014-2015 30th Anniversary Edition • 2015–present 2GR [ ] 2GR-FE [ ]. 2GR-FE engine in the 2008 Lexus RX 350 The 2GR-FE is a 3.5 L (3456 cc) version for transverse FWD, 4WD, or AWD mounting.
Bore remains at 94 mm but stroke is reduced to 83 mm. Reported output varies depending on the vehicle application, but is approximately 268 hp (200 kW) to 296 hp (221 kW) at 6200 rpm with 248 lbft (336 Nm) to 260 lbft (353 Nm) of torque at 4700 rpm on 87 octane (R+M/2). This version features Toyota's, on both the intake and exhaust cams. The cams are driven using a timing chain. Valves are driven by roller-follower rocker arms with low friction roller bearings, and a unique, concave cam lobe design to increase valve lift over the traditional shimless lifter type system of the 1GR-FE. This increases overall cylinder head height to accommodate the slightly taller roller rocker system. Moreover, the cylinder head is segmented into 3 parts: valve cover, camshaft sub-assembly housing, and cylinder head sub-assembly.
As such, this valvetrain is used across all other GR engines with Dual VVT-i. Its service weight is 163 kg. 2GR-FSE engine in the 2008 Crown The 2GR-FSE is a 3.5L engine used in the,, and and incorporates Toyota's latest D-4S twin injection fuel system. This system combines (949cc/min injectors) with traditional port injection (298cc/min injectors). Direct injection lowers the tendency to knock (detonation) and increases performance by reducing the charge intake temperature.
Traditionally, direct injection engines require an in-engine mechanism such as swirl ports or specific piston crown shapes to increase air turbulence in the engine. These are in place to help achieve a homogeneous air-fuel mixture inside the cylinder at low RPM and high load, but these mechanisms inhibit performance at higher engine speeds. In the 2GR-FSE, port injection is used considerably to achieve the correct mixture without having in-engine restrictions, meaning the engine achieves specific power near the top of all naturally aspirated production gasoline engines in the world (67 kW/L, 235 kW in the Mark X).
Toyota also developed a new type of injector for this engine. The dual fan spray pattern of the direct injectors is perpendicular to the piston travel with wide dispersion in the cylinder, which aids air and fuel mixture and therefore increases power and efficiency. The port injectors not only help improve the power and efficiency but they also help improve emissions, especially in the first 20 seconds after start-up (when the catalytic converter is in its warm-up stage).
Compression ratio is 11.8:1. The 2GR-FSE engine is rated at 309 PS (227 kW; 305 hp) at 6,400 RPM and 38. Yeh Hai Mera India Animal Planet Mp3 Download. 4 kgm (377 Nm; 278 lbft) at 4,800 RPM. The engine's service weight is 174 kg. The 2GR-FSE was on the list for 2006, 2007, 2008 and 2009. Applications (calendar years): • 2005 (GRS184, 315 PS (232 kW; 311 hp) and 38.4 kgm (377 Nm; 278 lbft) at 4,800 RPM) • 2005 (GRS191/196) • 2005 (GWS191) • 2005 (GSE21/26) • 2008 (GRS204) • 2008 (GWS204) • 2009 (GRX133, 318 PS (234 kW; 314 hp) and 38.7 kgm (380 Nm; 280 lbft) at 4,800 RPM) • 2009 (GSE21) • 2013-present (GRL10/11/15/16) • 2013 (GSE31/36) • 2014 • 2015 (GSE37, 255 hp (259 PS; 190 kW) and 320 Nm (33 kgm; 236 lbft) at 2,000 - 4,800 RPM) Supercharged: • 2009 Toyota Mark X +M Supercharger (265 KW, 355 hp) 2GR-FXE [ ],, uses cooled EGR system.
For the Lexus RX 450h, the compression ratio was 12.5 to 1. For the Lexus GS 450h, the compression ratio was 13.0 to 1. Applications (calendar years): • 2010, (GYL10/15/16), without D-4S (conventional multiport indirect injection) 183 kW (245 bhp) • 2010 Hybrid, without D-4S (conventional multi-port indirect injection) 183 kW (245 bhp) • 2012 (GWL10), with D-4S (both multi-port indirect and direct injection) 218 kW (292 bhp) • 2013 2GR-FKS [ ] The 2GR-FKS combines the D-4S system from the 2GR-FSE with the simulated on-demand Atkinson cycle used in the and engines. The intake camshafts are equipped with VVT-iW and the exhaust camshafts are equipped with VVT-i.
In the Tacoma the engine specifications are 207 kW (278 hp) at 6000 rpm and 359 Nm (265 lbft) at 4600 rpm. In the Lexus RX 350 the engine specifications are 220 kW (295 hp) at 6300 rpm and 362 Nm (267 lbft) at 4700 rpm respectively.
In the Lexus GS350 the engine specifications are 232 kW (311 hp) at 6600 rpm and 380 Nm (280 lbft) at 4800 rpm respectively. Applications (calendar years): • 2016-present (GRN305/310/325/330) • 2015-present (GRL12/16) • 2015-present (GGL20/25) • 2017 (XF50) 237 kW (318 hp) (China) • 2017 (GSU50/55) • 2017 (GSL30/33/35) 221 kW (296 hp) • 2017 (GSV70) 224 kW (301 hp) 2GR-FXS [ ] The 2GR-FXS is the hybrid version of the 2GR-FKS. Applications (calendar years): • 2015-present (GYL20/25) • 2016-present (GVU58) 3GR [ ] 3GR-FE [ ]. 3GR-FE engine in the 2007 IS 300 The 3GR-FE is a 3.0 L (2994 cc) version with, designed for RWD longitudinal mounting. Bore is 87.5 mm while stroke is shared with the 2GR at 83 mm, with a compression ratio of 10.5:1. Output is 170 kW (228 hp) at 6,400 RPM, and 300 Nm (221 lbft) at 4,800 RPM.
Applications (calendar years): • 2003 (GRS182) (China, Asia-Pacific ex.Japan) • 2005 (GRX121) (China) • 2005 (GRS190) (Middle East, Asia-Pacific ex.Japan) • 2007 (GSE22) (Middle East, Asia-Pacific ex.Japan) 3GR-FSE [ ] The 3GR-FSE adds D-4. The 3GR-FSE engine is rated at 256 PS (188 kW; 252 hp) at 6,200 RPM and 32 kgm (314 Nm; 231 lbft) at 3,600 RPM. Applications (calendar years): • 2004 (GRX121) (Japan) • 2003 (GRS182/183) (Japan) • 2005 (GRS190/195) (Europe & North America) • 2008 (GRS202/203) (Japan) Supercharged • 2006-2009 Supercharged 320 PS (316 hp) 4GR [ ] 4GR-FSE [ ].
2004 Toyota 4GR-FSE engine. The 4GR-FSE is a 2.5 L (2499 cc) version. Bore is 83.0 mm while stroke is reduced to 77.0 mm with a compression ratio of 12.0:1. Output is 203–215 PS (149–158 kW; 200–212 hp) at 6,400 RPM and 24.78–26.5 kgm (243–260 Nm; 179–192 lbft) at 3,800 RPM. This version also features, on both the intake and exhaust cams and an improved D4 system. Applications (calendar years): • 2003 (GRS180/181)(Japan) • 2004 (GRX120/125) (Japan) • 2005-2013 (GSE20/25) • 2008 (GRS200/201) (Japan) • 2009–present (GRX130/135) (Japan) • 2009-2015 (GSE20) • 2012–2015 • 2012–present (Japan) • 2013–2015 (GSE30/35) 5GR [ ] 5GR-FE [ ] The 5GR-FE is a 2.5 L (2497 cc) version. Bore is 87.5 mm while stroke is 69.2 mm with a compression ratio of 10.0:1.
Output is 145 kW (194 hp) at 6,200 RPM and 24.7 kgm (242 Nm; 179 lbft) at 4,400 RPM. This version does not include direct injection, but does include Dual VVT-i. The 5GR-FE engine is only built in China for vehicles for the Chinese market. Using the same bore as the 3GR-FE which is also built in China it can be built on the same production line, thus reducing production cost. Applications (calendar years): • 2005 (GRX122) (China) • 2005 (GRS188) (China) 6GR [ ] 6GR-FE [ ] The 6GR-FE is a 4.0 L (3956 cc) version.
Bore is 94.0 mm while stroke is 95.0 mm. This version does not include direct injection, but does include Dual VVT-i and is similar to the updated Dual VVT-i 1GR-FE, engine output is 229 hp (171 kW; 232 PS) at 5,000 RPM and 345 Nm (35.2 kgm; 254 lbft) at 4,400 RPM. Applications (calendar years): • 2013 (GRB53) (China) 7GR [ ] 7GR-FKS [ ] The 7GR-FKS is a 3.5 L (3456 cc) version.
Bore is 94.0 mm while stroke is 83.0 mm. This version features a D-4S combined injection system,and includes Dual VVT-i and is similar to the 2GR-FKS, engine output is 276 hp (206 kW; 280 PS) at 6,000 RPM and 365 Nm (37.2 kgm; 269 lbft) at 4,500 RPM.
Applications (calendar years): • 2016-present (GRJ152L) (China) 8GR [ ] 8GR-FXS [ ] The 8GR-FXS is a 3.5 L (3456 cc) version. Bore is 94.0 mm and stroke is 83.0 mm with a compression ratio of 13.0:1. Used in Hybrid applications, and including on-demand Atkinson cycle, engine output is 295 hp (220 kW; 299 PS) at 6,600 RPM and 350 Nm (36 kgm; 258 lbft) at 5,100 RPM.
The 8GR-FXS uses a similar fuel setup to the 2GR-FKS, combining the D-4S system and the simulated on-demand Atkinson cycle used in the and engines. The intake camshafts are equipped with VVT-iW and the exhaust camshafts are equipped with VVT-i. Fsx Aircraft Installer Utility. Applications (calendar years): • 2017 (GWZ100) • 2017 See also [ ] Wikimedia Commons has media related to.
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