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UNIT 1. ENGINE

Figure 1.1: Engine

Figure 1.2: Four strock engine

Nowadays, the gasoline engine (spark ignition engine) is used widely as the power

source of automobiles. As the principle of this engine, a mixture gas of the fuel and the

air is compressed in the cylinder at the first. And the gas explodes by use of an ignition

plug, and generates the output power. As good characteristics of the engine, it can be

realized a smaller and light weight engine and has a possibility of the high engine speed

and high power. Also, the maintenance of the engine is very simple.

UNIT 2: FUEL SYSTEM

Figure 2.1: Fuel system

Fuel injection is a system for admitting fuel into an internal combustion

engine. It has become the primary fuel delivery system used

in automotive engines, having replaced carburetors during the 1980s and 1990s.

A variety of injection systems have existed since the earliest usage of the internal

combustion engine.

The primary difference between carburetors and fuel injection is that fuel

injection atomizes the fuel by forcibly pumping it through a small nozzle under

high pressure, while a carburetor relies on suction created by intake air rushing

through aventuri to draw the fuel into the airstream.

Modern fuel injection systems are designed specifically for the type of fuel

being used. Some systems are designed for multiple grades of fuel (using sensors

to adapt the tuning for the fuel currently used). Most fuel injection systems are for

gasoline or diesel applications.

Figure 2.2: Components of the common rail

The common rail is situated at the rear of the engine and stell pipes supply fuel to

each of the injectors. The common rail stores the high pressure fuel supplied from

the pump. The Rail Pressure Sensor and Pressure limiter are located on the

common rail and these cannot be replaced as separate items. High pressure pipes

which have been removes must be replaced.

UNIT 3: CLUTCH

Figure 3.1: Clutch System

The clutch is a diaphragm-spring clutch of a dry single disc type. The diaphragm

spring is of a tapering-finger type, which is a solid ring in the outer diameter part,

with a series of tapered fingers pointing inward. The disc, carrying four

torsional coil springs, is positioned on the transmission input shaft with an

involute apline fit.

The clutch cover is secured to the flywheel, and carries the diaphragm spring

in such a way that the peripheral edge part of the spring pushes on the pressure

plate against the flywheel (with the disc in between), when the clutch. Depressing

the clutch pedal causes the release bearing to advance and pushes on the tips of

the tapered fingers of the diaphragm spring. When this happens, the diaphragm

spring pulls the pressure plate away from the flywheel, thereby interruping the

flow of drive from flywheel through clutch disc to transmission input shaft.

UNIT 4: TRANSMISSION

4.1. Gear Shift Shaft and Fork Components

Figure 4.1: Gear Shift Shaft and Fork Components

1-Spring pin

2- Low speed gear shift yoke 3- Locating plug

5- Locating spring (short) 6- Locating ball

8- Low speed gear shift shaft 9- High speed gear shift shaft

11- Interlock ball 12- Interlock pin

14- High speed gear shift fork 15 - Reverse & 5th gear fork

17- Stop plate bolt 18- Locating washer

4- Locating spring (long)

7- Reverse & 5th gear shift yoke

10 - Reverse & 5th gear shift shaft

13- Low speed gear shift fork

16- Shaft stop plate

4.2. Input Shaft, Main Shaft, Countershaft and Reverse Idle Gear Shaft

Components

Figure 4.2: Input Shaft, Main Shaft, Countershaft and Reverse Idle Gear Shaft

1. Intermediate plate

3. Reverse idle gear

2. Reverse idle gear washer

4. Reverse idle

5. Stop plate

6. Reverse idle gear shaft

8. Circlip

7. Ball

9. Countershaft front bearing

11. Countershaft center bearing

13. Countershaft 5th gear

15. Input shaft oil seal

17. Input shaft

10. Countershaft

12. Reverse gear

14. Countershaft rear bearing

16. Input shaft bearing

18. Needle bearing

19. High speed synchronizer spring

20. High speed synchronizer hub

21. High speed synchronizer key

23. High speed synchronizer ring

25. Main shaft

22. High speed synchronizer sleeve

24. 3rd gear

26. 2nd gear

27. Low speed synchronizer ring

29. Low speed synchronizer hub

31. Low speed synchronizer sleeve

33. Low gear

28. Low speed synchronizer spring

30. Low speed synchronizer key

32. Low gear bush Do not reuse

34. Bearing washer

36. Reverse gear bush

35. Main shaft center bearing

37. Main shaft reverse gear

39. Reverse synchronizer hub

41. Reverse synchronizer ring

43. Main shaft 5^thwasher

45. VSS excited ring

38. Reverse synchronizer spring

40. Reverse synchronizer key

42. Main shaft 5^thgear

44. Main shaft rear bearing

46. . Reverse synchronizer sleeve

UNIT 5: AUTOMATIC TRANSMISSION

This automatic transmission is a full automatic type with 3-speed plus

overdrive (O/D).

The torque converter is a 3-element, 1-step and 2-phase type and is

equipped with an electronically controlled lock-up mechanism. The gear shift

device consists of 3 sets of planetary gear units, 3 disc type clutches, 4 disc

type brakes and 3 one-way clutches. The gear shift is done by selecting one of

6 positions (“P”, “R”, “N”, “D”, “2” and “L”) by means of the select lever

installed on the floor. On the shift knob, there is an overdrive (O/D) off switch

which allows shift-up to the overdrive mode and shift-down from the

overdrive mode.

Figure 5.1:Automatic transmission

1- Overdrive clutch

4- Direct clutch

2- Overdrive brake

3- Forward clutch

6- Second brake

5- Second coast brake

7- Reverse brake

8- One-way clutch No.2

9- One-way clutch No.1

10- Overdrive one-way clutch 11- Overdrive input shaft 12- Forward clutch input shaft

13- Intermediate shaft

UNIT 6: PROPELLER SHAFT & REAR DIFFERENTIAL

6.1. Propeller shaft

The universal joints require no maintenance. They are lubricated for life

and can not be lubricated on the vehicle. If universal joints becomes noisy or

worn, it must be replaced.

The propeller shaft is a balanced unit. Handle it carefully so that balance

can be maintained.

Figure 6.1: Propeller Shaft

1. Propeller shaft

2. Propeller Shaft nut

3. Propeller shaft bolt

6.2. Rear differential

The differential assembly uses a hypoid bevel pinion and gear. The differential

assembly is decisive in that the drive power is concentrated there. Therefore, use of

genuine parts and specified torque is compulsory. Further, because of sliding tooth

meshing with high pressure between bevel pinion and gear, it is mandatory to

lubricate them by hypoid gear oil. The hypoid gears have an advantage of preventing

gear noise, at the same time, they require accurate adjust-ment of tooth contact and

backlash.

Figure 6.2: Rear differential

2- Companion flange

1- Drive bevel pinion nut

3- Oil seal

4- Plate

5- Drive bevel pinion front bearing

6-

Drive bevel pinion front bearing outer race

7- Axle housing

8- Pinion spacer

9-Drive bevel pinion rear bearing outer race

10- Drive bevel pinion rear bearing

11- Bevel pinion shim(s)

12- Drive bevel pinion (hypoid gear)

14- Spring pin

13- Drive bevel gear (hypoid gear)

15- Differential case

16- Drive bevel gear bolt

18- Differential side bearing

20- Differential side bearing cap

22- Differential cover

17- Side bearing shim(s)

19- Differential side bearing outer race

21- Differential side bearing cap bolt

23- Differential cover bolt

24- Level / filler plug

25- Differential pinion washer

27- Differential side gear

26- Differential pinion

28- Differential side washer

30- Drain plug

29- Differential pinion shaft

UNIT 7: REAR SUSPENSION

The rear suspension is a leaf spring type, consisting of leaf springs, axle

housing, axle shafts and bump stopper. Both front and rear ends of the leaf

spring are connected to the body through bushings. The axle housing is

installed on the right and left leaf springs by means of spring seats and U

bolts. The two shock absorbers (right & left) are installed with their lower

ends attached to the spring seats and the upper ends to the vehicle body, all

through rubber bushings.

Figure 7.1: Rear suspension

1. Rear shock absorber

4. Leaf spring seat

2. Leaf spring

3. Leaf spring front bushing

6. Pin

5. Rear bump stopper

7.1 Rear Shock Absorber Components

1. Rear shock absorber

2. Rear shock absorber nut

3. Rear shock absorber bush

4. Rear shock absorber No.1 washer

5. Rear shock absorber No.2 washer

7.2 Leaf Spring Components (For left-side leaf spring)

Figure 7.2: Leaf Spring

1. U-bolt

2. Rear bump stopper

3. Leaf spring

4. Shackle pin

5. Shackle plate

6. Shackle nut

7. Shackle pin No.1 bushing

9. Leaf spring front bolt

11. Leaf spring seat 50 N·m

(5.0 kg-m, 36.5 lb-ft

13. Leaf spring clamp plate

15. Axle housing

8. Shackle pin No.2 bushing

10. Leaf spring front nut

12. U-bolt nut 80 N·m

(8.0 kg-m, 58.0 lb-ft)

14. Leaf spring pad F Vehicle front side

UNIT 8: BRAKES SYSTEM

When the foot brake pedal is depressed, hydraulic pressure is

developed in the master cylinder to actuate pis-tons (two in front and four in

rear). The load sensing proportioning valve (LSPV) or the blend

proportioning valve (BPV) is included in these circuits between the master

cylinder and rear brakes. In this brake system, the disc brake type is used for

the front wheel brake and a drum brake type (leading / trail-ing shoes) for the

rear brake. The parking brake system is mechanical. It applies brake force to

only rear wheels by means of the cable and mechanical linkage system. The

same brake shoes are used for both parking and foot brakes.

Figure 8.1: Break system

8.1 Master Cylinder Components

1. Reservoir

2. Reservoir bolt

3. Grommet

4. Master cylinder body

5. Secondary piston assembly

6. Primary piston assembly

7. Piston guide

8. Circlip Do not reuse.

9. Master cylinder mounting nut

Figure 8.1: Master Cylinder

8.2 Brake Pedal and Brake Pedal Bracket Components Location

1. Brake pedal bracket

2. Brake pedal bolt

3. Brake pedal nut

4. Stop light switch

5. Pedal bush

6. Pedal shaft spacer

7. Brake pedal

8. Pedal pad

Figure 8.2: Brake Pedal

8.3 Front Brake Component Location

1. Slide pin bolt

2. Slide pin

3. Pin boot

4. Brake caliper

5. Bleeder plug

6. Caliper carrier

7. Caliper carrier bolt

8. Piston

9. Piston seal

10. Piston boot

11. Brake pad

12. Pad spring

13. Brake disc

14. Flexible hose bolt

15. Boot set ring

Figure 8.3: Front Brake

UNIT 9: STEERING SYSTEM

9.1 Steering wheel and column

Figure 9.1: Column components

2. Contact coil cable assembly

1. Steering wheel

(if equipped with air bag system)

4. Steering column lower cover

6. Steering lower shaft

3. Steering column upper cover

5. Steering column assembly

7. Driver air bag (inflator) module

(if equipped with air bag system)

8. Tilt steering

9.2 Power Steering System

9.2.1 P/S Gear Box Assembly Components

1. Steering gear box assembly

2. Dust cover

3. Mounting bush

4. Bolt

5. Mounting bracket

6. Clamp

7. Steering boot

8. Steering tie rod

9. Lock washer

10. Steel band

11. Pipe assy, RH

12. Pipe assy, LH

13. Return gear pipe

14. Bolt

15. Washer Do not reuse

16. Bolt 43 N-m

(4.3 kg-m, 31.0 lb-ft)

17. Nut

18. Tie rod end

19. Nut

20. Cotter pin

21. Nut

9.2.2.

P/S Pump Components

1. P/S pump assembly

2. Fluid reservoir tank

3. High pressure hoses & pipe

4. Suction hose

5. Low pressure return hose and pipe

6. Clamp

7. Bracket

8. Washer

9. Union bolt

UNIT 10: IGNITION SYSTEM (ELECTRONIC IGNITION SYSTEM)

10.1. Ignition System Construction

The ignition system is an electronic ignition system (distributorless). It consists of

the parts described below.

- ECM

It detects the engine and vehicle conditions through the signals from the

secsors,

determines the most suitable ignition timing and time for electricity to flow to the

primary coil and sends a signal to the ignitor (power unit) in the ignition coil

assembly.

- Ignition coil assembly (including an igniter)

The ignition coil assembly has a built-in ignitor which turns ON and OFF the

current flow to the primary coil according to the signal from ECM.

When the current flow to the primary coil is turned OFF, a high voltage is

included in the secondary coil.

- High tension cords and spark plugs.

- CMP sensor and CKP sensor

Using signals from these sensors, ECM identifies the specific cylinder

piston is

whose

in the compression stroke, detects the crank angle and adjusts

timing automatically.

initial

ignition

- TP sensor, ECT sensor, MAP sensor and other sensors/switches

Refer to “Electronic Control System” in Section 6E1 for details.

Although

this ignition system does not have a distributor, it has two ignition coil assemblies

(one is for No.1 and No.4 spark plugs and the other is for No.2 and No.3 spark

plugs). When an ignition signal is sent from ECM to the ignitor in the ignition coil

assembly for No.1 and No.4 spark plugs, a high voltage is included in the

secondary coil and No.1 and No.4 spark plugs spark simultaneously. Likewise, when

an ignition signal is sent to the ignitor in the other ignition coil assembly, No.2 and

No.3 spark plugs spark simultaneously.

10.2. Ignition System Components Locator Diagram

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