Engine - TD4 2.2L Diesel - Engine

Published: 11-May-2011
Engine - TD4 2.2L Diesel - Engine

Description and Operation
EXTERNAL VIEW
OVERVIEW
• NOTE: Freelander 2 features a new TD4 diesel engine. This TD4 diesel engine is not previously used by Land Rover, and
must not be mistaken for the Td4 diesel engine used with the previous Freelander model.
The new TD4 diesel engine may also be referred to, and appear in text as the 2.2L Duratorq-TDCi (DW ) engine.
The TD4 diesel engine is a 2.2 liter in-line 4 cylinder assembly, comprising a Double Overhead Camshaft (DOHC)
arrangement that operates 4 valves per cylinder. The valves are operated by roller-type finger rockers and hydraulic lash
adjusters. Air and diesel fuel are delivered to the cylinders with an electronic controlled Variable Geometry Turbine (VGT)
turbocharger, and Bosch Generation 3 common rail fuel system.
Engine operation is monitored, and optimum performance is achieved with an electronic engine management system and
Bosch Engine Control Module (ECM).
The engine is a compact unit that occupies minimal space, and is designed to reduce produced levels of Noise, Vibration
and Harshness (NVH). The reduced engine size allows the vehicle to achieve high levels of pedestrian protection, and meet
the standards for high-speed crash performance.
Engine construction is formed with a precision machined, cast-aluminum alloy cylinder head and a laminated metal gasket,
securely bolted to the top of a machined cast-iron cylinder block. The cylinder head provides the location for the 16 valves
(4 per combustion chamber), valve operating gear, camshafts and timing gear, fuel injectors and glow plugs. Drillings and
galleries are formed within the cylinder head to provide lubricating oil and coolant flow.
The cylinder head is formed with the camshaft lower bearing cap castings, and is enclosed by a mating structural camshaft
cover with sealing gasket. The camshaft cover is formed with the camshaft upper bearing cap castings, intake air filling
tracts, and ports for the cylinder head cover, crankcase ventilation components.
An 'L' shaped cylinder head cover encloses the structural camshaft cover openings, and incorporates the Positive Crankcase
Ventilation Valve (PCV), safety valve and crankcase ventilation connections.
An acoustic engine cover is installed above the engine, and comprises a polypropylene foam layer adhered to the
underside of a thermo-plastic cover. The cover is tuned to absorb and reduce engine produced noise to acceptable NVH
levels. A hole formed in the rear Left-hand (LH) side of the engine cover provides the location for the engine oil filler cap.
The cylinder block provides the location for the crankshaft and bearings, oil cooling jets, reciprocating components, and the
counter-balance shaft housing. Galleries and drillings are formed in the cylinder block for lubricating oil and coolant flow. A
counter-balance shaft housing is bolted to the underside of the cylinder block and is gear driven by the crankshaft. The
counter-balance shaft assembly reduces engine NVH to provide a smooth power output.
An aluminum oil pan housing and a pressed steel oil pan are secured to the bottom of the cylinder block. The oil pan
housing is sealed and bolted directly to the cylinder block. The oil pan is sealed with liquid sealant and attached to the oil
pan housing to provide the lubrication system reservoir. The lubrication system oil pump is located inside the oil pan and
is bolted to the underside of the cylinder block. The oil pump is chain driven by the crankshaft.
Engine cooling is achieved with a pressurized water-coolant system. An engine driven coolant pump distributes the coolant
through galleries in the cylinder head and block.
Engine produced emissions comply with European Commission Directive (EUCD) Stage 4 legislative requirements. The
limiting of resultant emission pollutants is acheived by use of an exhaust system catalytic converter, an optional Diesel
Particulate Filter (DPF), advanced electronic engine management control, PCV, and Exhaust Gas Recirculation (EGR)
system.
ENGINE STRUCTURE
Item Part Number Description
1 - Cylinder head cover
2 - Structural camshaft cover
3 - Cylinder head
4 - Cylinder block
5 - Oil pan housing
6 - Oil pan
Technical Features
The TD4 engine comprises the following key features:
16 valve DOHC arrangement, 4 valves per cylinder

Fuel injectors centrally positioned to the combustion chamber
Roller finger rockers with hydraulic lash adjusters
Garrett Rotary Electronic Actuated (REA) variable geometry turbocharger
Pierburg electronic controlled EGR valve with Visteon EGR cooler
Bosch generation 3 fuel system with common fuel rail injection technology
7-hole piezo-electric type injectors (capable of 5 injections per stroke)
Advanced Bosch EDC 16 engine management system
Intake manifold incorporating variable swirl and port de-activation technology
Electronic intake throttle for controlled engine shut-down
Counter-balance shaft assembly
Aluminum alloy cylinder head, and double wall cast-iron cylinder block
Cylinder head design for optimum air swirl across the engine speed range
Exhaust emission treatment with a diesel specific catalytic converter and an optional DPF
Steel crankshaft with double damping flywheel and torsional vibration damper
Emissions compliant with EUCD Stage 4 legislation.
Technical Details
Technical details for the TD4 engine are shown below:
• NOTE: The TD4 engine cylinders are numbered from the rear of the engine (transmission end). Therefore, No. 1 cylinder
is located at the rear of the engine.
Item Detail
Engine type DW12BTED4
Configuration 4 cylinder in-line
Cylinder numbering No. 1 cylinder at rear of engine (transmission end)
Engine installation Transverse mounted, tilted 12 degrees toward rear
Bore / stroke 85 mm / 96 mm
Cubic capacity 2179 cm3
Compression ratio 16.6:1
Emissions compliance EUCD Stage 4
Maximum power output (kW EU) 118 kW @ 4000 rpm
Maximum torque 400 Nm @ 2000 rpm
Engine idle speed: Manual transmission 750 rpm
Automatic transmission 795 rpm
Engine maximum speed 5000 rpm
Firing order 1-3-4-2
Oil capacity 5.4 liters (5.7 US quarts)
Cylinder Numbering
The cylinders are numbered as shown below, with cylinder 4 at the front of the engine.
Engine Identification
A - Front of engine
1 - Engine type
2 - Engine variant (manual transmission)
3 - Engine variant (automatic transmission)
4 - Engine serial number
Engine identification details are located on the lower LH side (oil filter side) of the cylinder block.
CYLINDER BLOCK COMPONENTS

1 - Cylinder head locating dowel (2 off)
2 - Transmission housing locating dowels (2 off)
3 - Core plug (12 off)
4 - Main oil gallery sealing plug (2 off)
5 - Main bearing cap bolt (10 off)
6 - Oil spray jet (4 off)
7 - Oil spray jet bolt (4 off)
8 - Coolant return hose from oil cooler
9 - Oil filter and cooler housing
10 - Gasket
11 - Stud (4 off)
12 - Nut (4 off)
13 - Oil filter element
14 - O-ring
15 - Oil filter cap
16 - O-ring
17 - Oil pressure switch
18 - Coolant supply hose to oil cooler
19 - Counter-balance shaft housing bolt (8 off)
20 - Counter-balance shaft housing
21 - Counter-balance shaft housing locating dowel (2 off)
22 - Crankshaft front seal adaptor bolt (2 off)
23 - Crankshaft front seal adaptor bolt (4 off)
24 - Crankshaft front seal adaptor
25 - Dowel (4 off)
26 - Crankshaft position (CKP) sensor screw
27 - CKP sensor
Cylinder Block
A - Front of engine
1 - Expansion chamber drilling
2 - Coolant chamber
3 - Main bearing oil supply drilling
4 - Oil filter housing
5 - Double layer wall (shaded areas)
6 - Main bearing oil supply port
7 - Oil spray jet locating port
8 - Engine timing special tool location
9 - Main oil gallery
10 - Cylinder head oil supply drilling
11 - VGT oil return port
12 - VGT oil supply port
The cylinder block is manufactured from cast-iron and features double layer walls that provide high strength and rigidity.
An air cushion is formed between the layers and also acts to reduce the NVH levels produced by the engine. The block
features 5 bolted main bearing journals that also provide high strength and rigidity to the lower end of the engine.
The cylinders are directly bored into the cylinder block and do not require cylinder liners. Two guide sleeves are located in
the cylinder block, and provided to correctly align the cylinder head and gasket to the cylinder block.
A hole formed in the LH rear of the cylinder block below the starter motor, provides the location for an engine timing
special tool. When inserted, the special tool locates in a corresponding hole in the flywheel to temporarily hold the
crankshaft with No. 1 piston at the Top Dead Center (TDC) position.
The oil filter and cooler housing, and main oil gallery are located on the LH side of the cylinder block. The main oil gallery
is a longitudinal drilling that runs the length of the cylinder block, and supplies pressurized oil to all the engine moving
components. Pressurized oil is diverted from the main oil gallery to supply the main and big-end bearings via diagonal oil
drillings in the cylinder block, and in the crankshaft journals. The main oil gallery is sealed at each end with a screwed
plug.
A cross drilling above No. 2 main bearing directs pressurized oil from the main oil gallery to a port at the Right-Hand (RH)
side of the cylinder block. The port supplies pressurized oil via a banjo type connection to the VGT bearings. Return oil
from the VGT is directed via a pipe and a connection at the RH side of the block, into the oil pan. A vertical drilling at the
LH front of the cylinder block supplies pressurized oil from the main oil gallery, up to a corresponding oil gallery in the
cylinder head.
Engine cooling is achieved with inter-cylinder coolant chambers and expansion chamber drillings, formed in the cylinder
block coolant jacket. The coolant chambers direct coolant through openings in the block upper surface to the cylinder head.
Core plugs seal the exterior openings formed in the cylinder block coolant jacket.
Oil Spray Jets

A - Front of engine
1 - Oil spray jet bolt (4 off)
2 - Oil spray jet (4 off)
The 4 oil spray jets are installed in the LH side of cylinder block below each cylinder. The jet body is seated directly into
the main oil gallery. Pressurized oil is sprayed beneath each piston to lubricate the cylinder wall and gudgeon pin, and to
cool the piston crown. As the spray contacts the underside of the piston, the oil collects and flows around 2 formed cooling
channels to cool the piston crown.
A valve installed in the spray jet body prevents oil spray, until the lubrication system pressure is greater than 0.5 bar
(7.25 psi).
Crankshaft Position Sensor

1 - CKP sensor
2 - CKP sensor target ring
A CKP sensor is installed at the front of the engine, and is secured to the cylinder block with a locating dowel and screw.
The position of the sensor is not adjustable. The sensor head is positioned close to a corresponding target ring located
behind the crankshaft drive pulley. The target ring is keyed on to the crankshaft.
The sensor is a variable reluctance sensor that provides an input of engine crankshaft speed, and No. 1 piston position to
the ECM. The information is used by the ECM to determine the quantity of fuel to be injected, start of fuel delivery, and
quantity of exhaust gas to be recirculated.
For additional information, refer to: Electronic Engine Controls (303-14 Electronic Engine Controls - 2.2L Duratorq - Td4,
Description and Operation).
Starter Motor
1 - Starter motor
2 - Battery to solenoid connection
3 - Battery positive connection
The starter motor is located on the rear LH side of the engine at the cylinder block to oil pan housing split line. The motor
is attached to the transmission casing with 3 fixings.
For additional information, refer to: Starting System (303-06B Starting System - TD4 2.2L Diesel, Description and
Operation).
Coolant Pump
1 - Bolt (7 off)
2 - Gasket
3 - Coolant pump
The engine coolant pump is a centrifugal type, and is directly driven by the toothed camshaft belt. A sealing gasket and 7
bolts secure the pump to the front RH side of the cylinder block.
For additional information, refer to: Engine Cooling (303-03B Engine Cooling - TD4 2.2L Diesel, Description and Operation).
Oil Filter and Cooler Assembly
A combined engine oil cooler and filter assembly is mounted on the LH side of the engine block, in-line with No. 3 cylinder.
The filter housing contains a disposable paper filter element, and an oil pressure switch. For further information, refer to
'Lubrication System' within this section.
Counter-Balance Shaft Assembly

1 - Contra-rotating balance shaft
2 - Balance shaft
3 - Shim plate
4 - Counter-balance shaft housing
The counter-balance shaft assembly contains 2 balance shafts and is located below the crankshaft. The assembly is
attached with 8 bolts to the bottom of the cylinder block. The 2 shafts are each formed with a single helical drive gear,
and are accurately machined and balanced as a matched assembly. The counter-balance shaft assembly must not be
separated.
The counter-balance shaft housing provides the mounting location for the oil pump. A port at the front of the housing
mates with an oil supply port from the oil pump. A further port at the top of the housing mates with a port in the cylinder
block. Pressurized oil from the oil pump is directed through the counter-balance shaft housing port and cylinder block to
the oil filter and cooler assembly.
Balance Shaft Drive

A - Front of engine
B - Direction of crankshaft
C - Direction of balance shaft
D - Direction of contra-rotating balance shaft
1 - No. 1 piston
2 - Counter-balance shaft drive gear
A formed helical drive gear on the crankshaft provides the drive to the counter-balance shaft assembly. The crankshaft
drive gear contains twice the number of teeth as each of the balance shaft gears, and therefore drives the 2 balance
shafts at twice crankshaft speed. The crankshaft gear drives the contra-rotating balance shaft in the opposite direction to
the crankshaft. The remaining balance shaft is driven by the contra-rotating balance shaft in the direction of the
crankshaft.
A shim plate is located between each side of the balance shaft housing and the cylinder block skirt. The shims are
available in varying thickness and are used to provide the correct backlash between the crankshaft drive gear, and the
contra-rotating shaft gear. The backlash between each balance shaft gear may be checked, but is not adjustable.
The rotating balance shafts create an opposing force to counter the imbalance forces produced by the engines reciprocating
components. The imbalance is created in a 4 cylinder engine as pairs of pistons move in opposite directions during the
engine strokes. To counter the opposing forces of the paired pistons, the balance shaft weights must be at Bottom Dead
Center (BDC) when a piston pair is at TDC.
Lubrication of the counter-balance shaft assembly is by splash oil.
CRANKSHAFT AND OIL PAN COMPONENTS

1 - Piston ring set (3 rings per piston)
2 - Piston assembly
3 - Connecting rod assembly
4 - Big-end bearing upper half shell (4 off)
5 - Big-end bearing lower half shell (4 off)
6 - Big-end bearing half cap bolt (8 off)
7 - Main bearing upper half shell (4 off)
8 - Upper thrust washer (2 off)
9 - Crankshaft
10 - Locating dowel
11 - Crankshaft rear oil seal
12 - Dual mass flywheel (manual transmission vehicles)
13 - Bolt (8 off)
14 - Torque converter flex-plate (automatic transmission vehicles)
15 - Main bearing lower half shell (4 off)
16 - Lower thrust washer (2 off)
17 - Main bearing half cap (5 off)
18 - Oil pump
19 - Oil level gage tube (lower)
20 - Bolt
21 - Locating dowel
22 - Oil pan housing
23 - Oil pan housing bolt (20 off)
24 - Oil pan captive bolt (21 off)
25 - Oil drain plug seal
26 - Oil drain plug
27 - Oil pan
28 - Oil temperature sensor
29 - Screw (2 off)
30 - Oil level gage tube (upper)
31 - Oil level gage
32 - Oil pump drive chain
33 - Crankshaft pulley bolt
34 - Plain washer
35 - Crankshaft pulley and torsional vibration damper
36 - CKP sensor target ring
37 - Woodruff key (2 off)
Crankshaft and Main Bearings

1 - Crankshaft
2 - Main bearing upper half shell (4 off)
3 - Upper thrust washer (2 off)
4 - No. 1 main bearing cap locating dowel (2 off)
5 - Main bearing cap bolt (10 off)
6 - Main bearing half cap (5 off)
7 - Lower thrust washer (2 off)
8 - Main bearing lower half shell (4 off)
9 - Counter-balance shaft drive gear
10 - Main bearing classification markings
The crankshaft is manufactured from steel and formed with 5 main bearing and 4 connecting rod big-end journals. The
main bearing journals locate in the cylinder block main bearing housings, and are clamped by the 5 main bearing half caps.
Each main bearing half cap is stamped with the corresponding cylinder number for identification. The main bearing half cap
identified with '1F' must be positioned at the transmission end of the engine (No. 1 end).
Lateral movement of the crankshaft is restricted by 4 half-round thrust washers, located on both sides of No. 2 main
bearing. Lubrication grooves are formed on the thrust washers and must face toward the main bearing. The crankshaft
end-float must be between 0.07 mm (0.003 in) and 0.32 mm (0.013 in).
Each main bearing housing and half cap contains an upper and lower bearing half shell manufactured from aluminum/tin.
The upper half shells are formed with a drilling and annular groove to transfer pressurized oil from the main bearing,
through crankshaft drillings to the connecting rod big-end bearings.
The main bearing half caps and the upper and lower bearing half shells are formed with a lug. The lug allows correct
alignment of the bearing and cap, and prevents radial movement of the bearing.
To maintain the correct crankshaft main bearing clearance, the main bearing half shells are available in varying thickness.
The upper main bearing half shell is only available in 1 size; the lower main bearing half shell is available in 5 sizes. Both
the upper and lower main bearing half shells are color coded for identification. To determine the correct size of bearing half
shell, classification markings on the crankshaft front face and on the cylinder block front face are used in conjunction with
a bearing size chart.
For further details on main bearing half shell installation, refer to the relevant Service Repair Procedures (SRP).
A drive gear is formed as a 'shrink-fit' on No. 3 crankshaft web, located between No. 2 main bearing journal and No. 2
connecting rod big-end journal. The drive gear is single helical cut and provides the drive to the counter-balance shaft
gears. An 18 teeth spur gear is located on the front of the crankshaft, behind the front crankshaft sealing plate. The spur
gear provides the drive to the oil pump assembly via a single row chain, and is locked to the crankshaft with a woodruff
key.
A toothed gear mounted to the front of the crankshaft provides the drive for the camshaft timing belt. The drive gear
contains 21 teeth and is keyed to the crankshaft with a woodruff key.
Crankshaft Oil Seals

1 - Crankshaft front seal adaptor
2 - Crankshaft front oil seal
3 - Crankshaft rear oil seal
The crankshaft is sealed to the cylinder block at the front and rear ends with lip type oil seals. Each seal is pressed into
the corresponding front and rear cylinder block housing, with the lip facing the crankshaft. Special tools are required for
removal and installation of the crankshaft seals.
Connecting Rods and Pistons

1 - Upper compression ring
2 - Lower compression ring
3 - Oil control 'scraper' ring
4 - Gudgeon pin
5 - Gudgeon pin circlip (2 off)
6 - Piston and connecting rod assembly
7 - Connecting rod big-end
8 - Connecting rod shaft
9 - Connecting rod small-end
10 - Small-end bush
11 - Piston crown cooling channel
12 - Piston bush (2 off per piston)
The connecting rods are manufactured from forged steel with an 'I' beam shaft construction to provide high strength and
durability. The connecting rod small-end is narrowed on each side to form a tapered head. The taper improves the
distribution of force between the piston and connecting rod during the combustion stroke. A bronze bush is installed in the
small-end, and formed with an internal groove to allow the flow of lubricating oil around the bush.
The connecting rod big-end is cut and machined at the joint to form a bearing housing and bearing cap that is secured by 2
bolts. The cylinder position is stamped on adjoining sides of the joint to identify matching connecting rods and bearing
caps. A half shell bearing is installed in each half of the connecting rod big-end. The connecting rod bearing housings and
shell bearings are manufactured with a lug that correctly aligns the bearing in the housing, and prevents radial movement
of the bearing shells. During installation the lugs must face toward the LH side (oil filter side) of the engine.
To maintain the correct crankshaft big-end bearing clearance, the half shell bearings are available in varying thickness. The
lower bearing half shell is only available in 1 size; the upper bearing half shell is available in 3 sizes.
For further details on connecting rod big-end bearing installation, refer to the relevant Service Repair Procedures (SRP).
The pistons are manufactured from aluminum alloy and are installed with 2 compression rings, and an oil control ring with
a spiral spring. A steel insert is installed in the piston upper ring groove to provide reinforcement. The piston crown is a
toroidal design that forms a pronounced bowl in the center of the piston head. Recesses are also formed in the piston
crown to provide clearance for the 4 valve heads. This design of combustion chamber promotes high levels of swirl and
turbulence required for complete combustion of the air/fuel mixture, and also improves the engine emissions.
The 3 piston rings must be installed with the ring gaps spaced at 120° (with permissible tolerance of 15° to 20°) to each
other, around the piston. The 2 upper compression rings are stamped with 'top' to aid installation. The gap of the double
beveled oil control ring must also be opposite the spiral spring joint.
The full skirt piston is coated with a graphite based substance to reduce friction with the cylinder bore. The graphite based
coating is especially important during the engine running in period and start-up. The piston also incorporates 2 oil cooling
channels that are formed on the underside of the piston head.
Two bushed holes are formed at opposite sides of the piston skirt for installation of a fully floating gudgeon pin. The
gudgeon pin passes through the piston bushed holes and connecting rod small-end, and is retained at each end with a
circlip. The piston, gudgeon pin and connecting rod small-end are supplied with oil from an oil spray jet, located below
each cylinder bore.
During installation of the pistons, the stamped direction arrow and 'DIST' on each piston crown must face toward the front
of the engine (accessory drive end).
For further details on piston and piston ring installation, refer to the relevant Service Repair Procedures (SRP) manual.
Oil Pan Housing and Oil Separator

1 - Oil filler tube
2 - Oil separator
4 - Oil separator return pipe
5 - Oil pan housing bolts (20 off)
6 - Oil pan housing
7 - Oil level gage
The aluminum oil pan housing is secured with 20 bolts to the bottom of the cylinder block, and forms an extension
between the cylinder block and oil pan. The oil pan housing is required in order to increase the distance between the oil
pump and oil pan, due to the installation of the counter-balance shaft assembly.
The rear of the oil pan housing provides the lower mounting points for the transmission casing. Drillings formed in the LH
side of the housing provide the location for the oil level gage tube, oil temperature sensor, and the return hose from the
crankcase ventilation oil separator.
The crankcase ventilation oil separator is also connected to the oil filler tube, located at the rear LH side of the engine. Oil
for replenishing the system passes through the oil separator and return hose, and into the oil pan. An oil baffle plate is
installed in the oil pan housing to reduce oil aeration and splash.
Oil Pump
The rotor type oil pump is located between the oil pan and oil pan housing, and attached with 5 bolts to the front of the
counter-balance shaft assembly. The oil pump is driven by the crankshaft via a single row chain. For further information,
refer to 'Lubrication System' within this section.
Oil Temperature Sensor

The oil temperature sensor is located at the rear LH side of oil pan housing. The sensor body is screwed into the oil pan
housing with the tip protruding into the oil pan. The sensor provides oil temperature information to the ECM.
Oil Pan
1 - Oil pan
2 - Oil pan captive bolt (21 off)
3 - Oil drain plug
The pressed steel oil pan is sealed with a liquid sealant, and secured with 21 captive bolts to the oil pan housing. An
engine oil drain plug is located at the rear RH side of the oil pan.
• NOTE: The vehicle undertray must be removed to gain access to the oil pan drain plug.
The oil level gage is located on the LH side of the engine. Two notches in the end of the gage indicate the minimum and
maximum oil levels. For further information, refer to 'Lubrication System' within this section.
Crankshaft Pulley and Torsional Vibration Damper

1 - Crankshaft pulley and torsional vibration damper
2 - Plain washer
3 - Crankshaft pulley bolt
The combined crankshaft pulley and torsional vibration damper provides drive from the crankshaft to the accessory
components, via a 6 ribbed polyvee type drive belt.
The assembly is mounted to the front of the crankshaft in front of the CKP sensor ring, and is secured with a plain washer
and bolt. The damper comprises a steel outer casing formed with drive belt grooves around the outer circumference,
bonded to an inner rubber coupling and metal hub.
The torsional vibration damper acts to reduce vibrations produced by the engines reciprocal components.
Dual Mass Flywheel (Manual Transmission Vehicles Only)

1 - Dual mass flywheel
2 - Clutch friction plate face
3 - Clutch cover locating dowel (3 off)
4 - Engine timing special tool location
5 - Bolt (8 off)
The dual mass flywheel is installed on vehicles with manual transmission. On automatic transmission vehicles, a torque
converter flex-plate is installed.
The dual mass flywheel comprises a primary mass and a secondary mass that transmits drive, via the clutch driven plate,
to the gearbox. The secondary mass is supported on a roller bearing within the primary mass. The primary mass is secured
to the flanged rear end of the crankshaft with 8 bolts. The drive between the primary and secondary masses is transmitted
through a torsional spring damper. The flywheel provides a constant drive speed to the gearbox, without transmitting
torsional and transient vibrations produced by the engine.
The outer face of the flywheel is machined to provide a smooth surface for the clutch friction plate to engage on. Three
dowels are equally spaced around the outer edge of the secondary mass, and provide the location for the clutch cover
assembly. The flywheel is dynamically balanced to eliminate vibrations from the rotating assembly.
A ring gear formed on the outer circumference of the primary mass allows the engagement of the starter motor.
Two holes are formed on the engine side of the dual mass flywheel. The larger diameter hole is provided to accept the
insertion of an engine timing special tool.
CAMSHAFT TIMING COMPONENTS

1 - Exhaust camshaft pulley
2 - Camshaft timing chain
3 - Exhaust camshaft drive gear
4 - Exhaust camshaft
5 - Intake camshaft
6 - Intake camshaft drive gear
7 - Timing chain hydraulic tensioner
8 - Idler pulley
9 - Coolant pump drive gear
10 - Crankshaft drive gear
11 - Bolt
12 - Plain Washer
13 - Camshaft drive belt
14 - Automatic tensioner
Camshaft Drive
The crankshaft gear drives the exhaust camshaft via a toothed timing belt routed around the coolant pump, automatic
tensioner and idler pulleys. The crankshaft and timing components rotate clockwise when viewed from the front of the
engine. Correct belt tension is maintained by the spring loaded automatic tensioner, located on the RH front face of the
cylinder block.
The tensioner also provides the means to remove the belt. The idler pulley is located behind the front engine mounting,
and is secured to the cylinder block with the engine mounting lower bolt that passes through the center of the pulley.
Timing Chain Hydraulic Tensioner

A - Hydraulic tensioner - retained position
B - Hydraulic tensioner - released position
2 - Intake camshaft
4 - Upper chain guide
5 - Tensioner head
6 - Tensioner service pin
7 - Hydraulic tensioner
8 - Bolt (3 off)
The intake camshaft is driven by the exhaust camshaft via a short 40-link timing chain. The chain is routed around a drive
gear formed on each of the camshafts. Chain tension is controlled by a hydraulic tensioner mounted between the
camshafts, and secured with 3 screws to the cylinder head. The tensioner body is drilled with an oil passage that coincides
with an oil port in the cylinder head.
The hydraulic tensioner assembly is positioned between the upper and lower sides of the chain, with the tensioner head
acting on the lower side of the chain. The tensioner head and upper end of the tensioner are manufactured from molded
plastic, and are formed with chain guides.
The tensioner body houses an integral plastic service pin that locates in the hydraulic tensioner head. The service pin
remains integral with the tensioner and is used during maintenance to withdraw and lock the hydraulic tensioner in the
retained position.
Camshaft Timing Chain

1 - Timing chain colored link
3 - Intake camshaft timing mark
4 - Intake camshaft drive gear
5 - Exhaust camshaft drive gear
6 - Exhaust camshaft timing mark
The chain is provided with 2 colored timing links that coincide with a timing mark on the front face of each camshaft drive
gear. The timing marks are provided for correct setting of the camshaft and valve timing. For further details on setting the
valve timing, refer to the relevant Service Repair Procedures (SRP) manual.
The timing chain and camshaft gears are splash lubricated with oil from the hydraulic tensioner.
Camshaft Drive Component Covers

1 - Rear timing belt cover
2 - Upper timing belt cover
3 - Lower timing belt cover
4 - Screw (9 off)
A 1-piece rear and 2-piece front timing belt cover encloses the camshaft drive components. The plastic timing covers are
secured to the cylinder block and cylinder head with 9 screws. A hole is formed in the upper front timing belt cover, and is
provided to allow the insertion of a special tool used to lock the exhaust camshaft pulley.
CYLINDER HEAD COMPONENTS

1 - High Pressure (HP) fuel injector (4 off)
2 - Structural camshaft cover
4 - Hydraulic lash adjuster and roller finger rocker (16 off)
5 - Split taper collets (32 off)
6 - Upper spring guide (16 off)
7 - Valve spring (16 off)
8 - Lower spring guide (16 off)
9 - Cylinder head
10 - Gasket
11 - Exhaust valve (8 off)
12 - Intake valve (8 off)
13 - Glow plug (4 off)
14 - Cylinder head bolt (10 off)
15 - Intake camshaft
16 - Cylinder head front oil seal
Cylinder Head and Structural Camshaft Cover

A - Structural camshaft cover
B - Cylinder head
1 - Injector mounting clamp bolt (4 off)
2 - Injector mounting clamp (4 off)
3 - Dowel (4 off)
4 - Gasket
6 - Camshaft bearing housing (5 per camshaft)
7 - Intake camshaft
8 - Intake port raised profile (at each intake port)
9 - Intake valve
10 - Exhaust valve
11 - Cooling channel
12 - Cooling channel
13 - Oil supply port
14 - Injector bore
15 - PCV ports
The cylinder head and structural camshaft cover are manufactured to form mating parts. The parts are milled in a single
operation and accurately positioned with 2 alignment sleeves. The 2 components must always be installed together, and
not renewed as separate components. The cylinder head and camshaft cover are sealed to each other during manufacture
with a gasket and silicone based sealant, and are secured with 27 bolts. An oil seal installed at the front of the cylinder
head provides sealing of the exhaust camshaft housing. The open ports at the rear of the cylinder head are sealed with
the vacuum pump and high-pressure fuel pump sealing rings.
Two alignment sleeves correctly locate the cylinder head and gasket to the cylinder block. The cylinder head is secured to
the cylinder block with 10 deep-seated bolts.
• NOTE: The cylinder head bolts are not accessible with the structural camshaft cover installed.
• NOTE: The cylinder head is not to be reworked.
The cylinder head is manufactured from aluminum alloy, having valve seats and guides made of sintered steel. The
cylinder head is precisely machined and milled to incorporate the 4 combustion chambers, camshaft lower bearing
housings, oil drillings and coolant galleries, and the air intake, valve timing and fuel system component bores and
housings.
The design of the cylinder head maximizes air flow and swirl in the combustion chambers. The 2 intake valve seats are
machined with raised profiles that act to promote swirl of the intake air flow. Combined with the action of the intake
manifold helical port, the swirl effect of the 2 intake port profiles allows the air and injected fuel to completely mix, and
reach the outer edge of the combustion chamber.
The structural camshaft cover is manufactured from aluminum alloy, and is machined on the upper surface with the
camshaft upper bearing housings. The cover is also formed with 4 intake air filling tracts, fuel injector bores and orifices
for the cylinder head cover PCV components. The intake air tracts join the intake air manifold to the cylinder head intake
filling ports.
The cylinder head also provides the mounting locations for the following:
Front engine mounting

Front and rear engine lifting eyes
Intake and exhaust manifolds
EGR valve and cooler
Fuel filter support bracket
Thermal control module
Vacuum pump and high-pressure fuel pump.
Cylinder Head Gasket

1 - Engine type identification
2 - Gasket thickness identification
3 - Gasket thickness identification
The cylinder head gasket is made from laminated metal and is available in 4 different thicknesses. Lugs formed on the
side of the gasket are 'dot' marked to identify the engine type, and the thickness of the gasket installed. A new gasket is
selected based on the piston protrusion measurement from the cylinder block.
For further details on cylinder head gasket selection, refer to the relevant Service Repair Procedures (SRP) manual.
Camshafts
2 - Intake camshaft
3 - No. 3 bearing (end-float control)
4 - Single row timing chain
5 - Exhaust camshaft pulley
The intake and exhaust camshafts are manufactured from cast-iron. The 2 camshafts are mounted between the structural
camshaft cover and cylinder head, with each camshaft located in 5 machined bearing housings. Shell bearings are not used
in the bearing housings, the camshafts run directly in the aluminum bearing. Lateral movement of the camshafts is
controlled by No. 3 camshaft bearing, and is not adjustable. The bearing is manufactured on both camshafts to provide the
correct end-float.
• NOTE: In production, the camshaft end-float is 0.070 mm to 0.168 mm (0.003 in to 0.007 in). In service, if the end-float
is out of specification the camshaft(s) and/or cylinder head and structural camshaft cover may require renewal.
Each camshaft has 8 machined lobes formed in pairs along the length of the camshaft. The camshaft lobes operate the
inlet and exhaust valves through hydraulic lash adjusters and roller-type finger levers
A spur gear with 19 teeth is formed on the front end of each camshaft. The 2 gears are joined by a 40-link single row
timing chain. The 2 camshaft gears are marked with a timing mark that coincides with the 2 colored links on the camshaft
timing chain. A drive slot is formed in the rear end of each camshaft to provide the drive to the flange mounted vacuum
pump and high-pressure fuel pump. The vacuum pump is driven by the inlet camshaft; the high-pressure fuel pump is
driven by the exhaust camshaft.
The exhaust camshaft is driven by the crankshaft drive gear via a toothed timing belt. The exhaust camshaft pulley
contains 42 teeth and is keyed and bolted to the front of the exhaust camshaft. The intake camshaft is driven by the
exhaust camshaft via the single row chain.
The exhaust camshaft pulley is manufactured with cut-outs and a notch in the center hub. The cut-outs form the target
area for the CMP sensor. The notch provides the location for a camshaft timing pin special tool. The special tool is used in
conjunction with other special tools to set the exhaust camshaft during engine timing.
For further details on setting the engine valve timing, refer to the relevant Service Repair Procedures (SRP) manual.
Engine Valve Timing
The valve timing values are shown in the following table:
Valve Position
Inlet valve opens 15 degrees BTDC
Inlet valve closes 12 degrees ABDC
Exhaust valve opens 23 degrees BBDC
Exhaust valve closes 17 degrees ATDC
Key:
BTDC = Before Top Dead Center

ABDC = After Bottom Dead Center
BBDC = Before Bottom Dead Center
ATDC = After Top Dead Center.
Camshaft Position (CMP) Sensor

A - Rear view of exhaust camshaft pulley
1 - CMP sensor
2 - CMP target area
3 - Camshaft pulley key slot
4 - Camshaft timing pin location
The CMP sensor is mounted at the front of the engine behind the exhaust camshaft drive pulley. The sensor tip protrudes
through a hole in the cylinder head cover, and is positioned close to the camshaft pulley target area. The position of the
sensor to the camshaft pulley is adjustable.
For further details on setting the CMP sensor gap, refer to the relevant Service Repair Procedures (SRP) manual.
The sensor is a variable reluctance sensor that provides a signal of No. 1 cylinder camshaft position to the ECM. The
information is used by the ECM to determine the precise moment for injection during engine cranking.
Intake and Exhaust Valves

1 - Lower spring guide
2 - Valve spring
3 - Upper spring guide
4 - Split taper collets
5 - Intake valve
6 - Exhaust valve
The cylinder head incorporates 2 overhead camshafts operating 4 valves per cylinder, via steel roller rockers with hydraulic
lash adjusters.
The intake valve is produced from a single material having a head diameter of 24.70 mm (0.972 in). The exhaust valve
head and stem are produced from different materials that are friction welded together. The exhaust valve head diameter is
22.33 mm (0.879 in). Both the intake and exhaust valve stem diameters are 6.0 mm (0.236 in).
The 16 valve springs are single helical-coil type, and manufactured from 3 mm (0.118 in) spring steel. Each spring is
installed over a valve stem, with the spring located in a lower spring guide that seats against the cylinder head. The
spring upper end locates in an upper spring guide that is attached to the valve stem with 2 split taper collets. The 2 taper
collets are formed with grooves on the internal bore and locate in formed grooves in the upper valve stem. The lower
spring guide also forms the valve stem seal and is installed with an O-ring.
Hydraulic Lash Adjusters and Roller Finger Rockers

1 - Hydraulic lash adjuster
2 - Roller finger rocker
The 16 valves are operated with roller-type finger rockers and hydraulic lash adjusters, actuated by the camshaft lobes.
One end of the finger rocker rests on the end of the valve stem; the other end is attached to a hydraulic lash adjuster. The
center of the finger rocker is formed with a roller that remains in contact with the camshaft lobe.
Typical Hydraulic Lash Adjuster

1 - Oil passage
2 - Roller finger rocker
3 - Camshaft
4 - Cylinder head
5 - Valve
6 - Hydraulic lash adjuster
7 - Plunger spring
8 - High-pressure chamber
9 - Ball valve
10 - Plunger
11 - Reservoir chamber
12 - Oil passage
13 - Hydraulic lash adjuster body
14 - Plunger cap
Movement of the camshaft lobe presses down on the finger rocker roller, and consequently, the hydraulic lash adjuster and
valve mechanism are forced down together. The respective valve is forced down against valve spring pressure, and the
hydraulic plunger is also forced into an oil chamber in the cylinder head. This type of valve actuation minimizes friction
between the valve operating components, and also eliminates the requirement for manual adjustment.
The body of the hydraulic lash adjuster contains a plunger, and 2 chambers for oil feed and pressurized oil. The
pressurized oil is supplied to the lash adjuster via the cylinder head oil gallery, and through a hole in the side of the lash
adjuster body. The oil passes into a feed chamber within the lash adjuster, and then through to a separate pressure
chamber via a one-way ball valve.
Oil flow from the pressure chamber is determined by the clearance between the lash adjuster outer body and the center
plunger. Oil escapes up the side of the plunger each time the lash adjuster is operated. The downward pressure on the
plunger forces a corresponding amount of oil in the lash adjuster body to be displaced.
As the camshaft lobe rotates further, downward pressure on the camshaft and finger rocker is removed. The lash adjuster
plunger is forced up by the oil pressure contained in the pressure chamber. The pressure is not sufficient to affect valve
operation, but is sufficient to eliminate the clearance between the finger rocker and top of the valve stem.
Cylinder Head Cover

1 - PCV valve
2 - Crankcase ventilation hose connection
3 - Engine cover fixing
4 - CMP sensor location
The 'L' shaped cylinder head cover is installed over the structural camshaft cover and encloses the exhaust camshaft, and
the intake and exhaust camshaft drive openings. A preformed gasket and the PCV component O-rings provide the seal
between the 2 covers.
The cylinder head cover is manufactured from composite materials, and incorporates the Positive Crankcase Ventilation
Valve (PCV), safety valve and crankcase ventilation connections.
For additional information, refer to: Engine Emission Control (303-08B Engine Emission Control - TD4 2.2L Diesel,
The cylinder head cover provides the location for the CMP sensor, and 3 of the acoustic engine cover fixings.
Thermal Control Module

1 - Thermal control module
2 - Securing bolt (2 off)
3 - Securing stud and nut (2 off)
The cooling system thermal control module is secured to the rear of the cylinder head by 2 studs with nuts and 2 bolts,
and is sealed to the head with an O-ring. The module contains the cooling system thermostat and forms the junction for
the cooling system hoses.
Vacuum Pump
1 - Connection to brake booster
2 - Vacuum pump
3 - Connection to port de-activation valve
The vacuum pump is mounted with 3 bolts to the rear LH side of the cylinder head, and is driven by the intake camshaft.
The pump housing is manufactured with a flanged face and a cylindrical housing that contains the pump drive shaft. The
drive shaft housing protrudes into the cylinder head housing and is sealed with an O-ring. The end of the drive shaft is
formed with a drive lug that locates in a corresponding slot formed in the end of the intake camshaft.
The vacuum pump is used for brake booster operation, and actuation of the intake manifold port de-activation device. For
additional information, refer to:
Brake Booster (206-07 Power Brake Actuation, Description and Operation),

Electronic Engine Controls (303-14 Electronic Engine Controls - 2.2L Duratorq - Td4, Description and Operation),
Intake Air Distribution and Filtering (303-12B Intake Air Distribution and Filtering - TD4 2.2L Diesel, Description and
Operation).
High-Pressure Fuel Pump
• NOTE: HP pump protective crash shield not shown.

1 - High-pressure fuel pump
2 - Bolt (3 off)
The high-pressure fuel pump is mounted with 3 bolts to the rear RH side of the cylinder head, and is driven by the exhaust
camshaft. The pump housing is manufactured with a flanged face, and a cylindrical housing containing the pump drive
shaft. The drive shaft housing protrudes into the cylinder head housing and is sealed with an O-ring.
A drive plate is installed over the drive shaft end, and connects to a corresponding slot formed in the end of the exhaust
camshaft.
A crash shield is installed to the front of the HP fuel pump to provide protection during a frontal impact.
The fuel pump is a 3 radial piston type that delivers fuel to the common fuel rail, under the control of the ECM. For
Fuel Charging and Controls (303-04B Fuel Charging and Controls - TD4 2.2L Diesel, Description and Operation),
Electronic Engine Controls (303-14 Electronic Engine Controls - 2.2L Duratorq - Td4, Description and Operation).
High-Pressure Common Fuel Rail

1 - High-pressure common fuel rail
2 - Bolt (2 off)
The common fuel rail is manufactured from forged steel and is secured with 2 bolts to the cylinder head, above the line of
the exhaust camshaft. The fuel rail stores pressurized fuel from the high-pressure fuel pump and delivers the fuel to the
fuel injectors.
The fuel rail pressure is regulated by a Pressure Control Valve (PCV) located at the fuel pump end of the fuel rail, under
the control of the ECM. A fuel pressure sensor installed in the opposite end of the fuel rail provides the actual fuel
pressure signal to the ECM. For additional information, refer to:
Fuel Injectors
1 - Injector mounting clamp bolt
2 - Dowel
3 - Copper washer
4 - Centering ring
5 - Injector
6 - Injector mounting clamp
The 4 piezo-electric operated fuel injectors are centrally mounted above each cylinder combustion chamber. Each injector is
sealed against the base of the injector bore with a copper washer. A centering ring installed over the injector body makes
sure the injector is correctly positioned within the injector bore.
• NOTE: A new copper washer must be installed and the old washer discarded, whenever an injector is removed from the
cylinder head. The centering ring may be re-used during injector removal.
The injector pipes are single use only, and must be renewed whenever a pipe connection is released.
The injector is secured to the structural camshaft cover with an injector mounting clamp and bolt. A dowel that is a loose
fit in the camshaft cover provides the anchor point for the opposite end of the injector mounting clamp.
• NOTE: Care must be taken when removing the structural camshaft cover or injectors to prevent accidental loss of the
injector mounting clamp dowels.
Operation of the injectors is controlled directly by the ECM. For additional information, refer to:
Glow Plugs
1 - Glow plug
2 - Glow plug harness
The 4 glow plugs are installed at the lower RH side of the cylinder head, adjacent to each intake helical port. Each glow
plug seats in a formed drilling with the tip protruding into the combustion chamber. The glow plugs are connected by a
common electrical harness, and are controlled by the ECM.
The glow plugs pre-heat the combustion chamber before and during engine cranking to promote combustion. The glow
plugs are essential for aiding engine starting, and also reduce emissions and engine noise of a cold engine. For additional
information, refer to:
Glow Plug System (303-07B Glow Plug System, Description and Operation).
Exhaust Gas Recirculation (EGR) Valve and Cooler Assembly

1 - Fixing to camshaft cover
2 - EGR cooler
3 - Bolt (3 off)
4 - EGR valve
The EGR valve and cooler assembly is located on the RH side of the cylinder head above the exhaust manifold, and
secured with 4 fixings. An inlet pipe connects the EGR cooler to the exhaust manifold. A gas transfer tube is routed across
the engine and connects the EGR valve outlet to the intake manifold housing.
A pipe on the EGR cooler body connects to the climate control heater outlet hose, and provides the coolant supply to the
EGR cooler. The EGR cooler outlet connects to the coolant rail, located on the RH side of the engine. The coolant rail is
connected between the thermal control module and the coolant pump rear housing.
The EGR is controlled by the ECM, and is enabled when the engine is at normal operating temperature and under cruising
conditions.
For additional information, refer to: Engine Emission Control (303-08B Engine Emission Control - TD4 2.2L Diesel,
Intake Manifold
1 - Intake manifold
2 - Bolt (7 off)
The intake manifold is located on the LH side of the engine, and attached to the cylinder head with 7 bolts. The 4 lower
helical swirl ports and 4 upper filling ports are sealed to the cylinder head and structural camshaft cover with a shaped
sealing ring. Care must be taken when installing the intake manifold that the sealing rings are correctly seated within the
ports.
• NOTE: A small quantity of grease may be used to retain the sealing rings in the intake manifold ports during installation
of the intake manifold.
The intake manifold provides the location for the electronic throttle assembly, and the port de-activation device
components. A port on the RH side of the intake manifold provides the connection for the EGR gas transfer tube. For
Intake Air Distribution and Filtering (303-12B Intake Air Distribution and Filtering - TD4 2.2L Diesel, Description and
Operation).
Exhaust Manifold
1 - Exhaust manifold
2 - Stud and nut (9 off)
3 - Turbocharger mounting flange
4 - Spacer (9 off)
5 - Exhaust heat shield
6 - Exhaust heat shield fixing (4 off)
The exhaust manifold is attached to the RH side of the cylinder head with a gasket and 9 fixings. Spacers are installed on
the fixings to allow for expansion and contraction of the manifold, while maintaining the clamping loads.
The manifold provides the mounting location for the Variable Geometry Turbocharger (VGT) assembly, and a connection to
the EGR gas transfer tube. A heat shield is installed with 4 fixings over the exhaust manifold and VGT to protect other
components, and to prevent accidental contact with the hot exhaust components.
The electronically controlled VGT is attached to the exhaust manifold outlet flange with 3 bolts. For additional information,
refer to:
Turbocharger (303-04C Fuel Charging and Controls - Turbocharger - TD4 2.2L Diesel, Description and Operation),
Engine Emission Control (303-08B Engine Emission Control - TD4 2.2L Diesel, Description and Operation),
LUBRICATION SYSTEM
The lubrication system is a wet sump, pressure fed type. The oil lubricates the engine sliding surfaces, dissipates heat,
absorbs fuel combustion residue and seals off the gap between the cylinder and piston.
The engine is lubricated by a force-fed oil circulation system comprising a full-flow oil filter and cooler assembly. The oil
filter and cooler form an integral assembly mounted on the LH side of the cylinder block, in close proximity to the oil
pump. Engine oil is cooled by the engine cooling system, and eliminates the requirement for an additional remotely
mounted engine oil cooler.
Oil is drawn out of the oil pan and pressurized by the crankshaft driven oil pump. The output from the oil pump is filtered
and cooled before being distributed to the cylinder block main oil gallery. Drillings and galleries connected to the main oil
gallery deliver pressurized oil to the cylinder block and cylinder head reciprocal component bearings. A drilling above No. 3
main bearing cap directs pressurized oil to a port at the rear RH side of the cylinder block. The port provides pressurized
oil through a banjo connection and pipe to the turbocharger bearings.
All the engine moving parts are lubricated by pressure or splash oil. Pressurized oil is also provided for operation of the
hydraulic lash adjusters and timing chain tensioner.
Oil is returned to the oil pan under gravity. Large drain holes cast in the cylinder head and cylinder block allow a quick
return of the oil.
The lubrication system is replenished through the oil filler cap, located on the engine acoustic cover. An oil level gage is
located on the LH side of the oil pan. Two marks at the end of the gage indicate the minimum and maximum oil levels.
The difference between the minimum and maximum marks is approximately 1.5 liters (1.58 US quarts) of oil.
Oil Pump
1 - Cylinder block
2 - Oil pump
3 - Mounting bolts (4 off)
4 - Pressure relief valve housing
5 - Oil pick up and strainer
6 - Mounting bolt (1 off)
7 - Oil pump outlet port
8 - Oil pump supply to cylinder block
The rotor type oil pump is located between the oil pan and oil pan housing, and is attached with 4 bolts to the rear of the
counter-balance shaft assembly. A further bolt at the oil strainer secures the oil pump to the oil level gage tube. The oil
pump spur gear contains 21 teeth and is driven by the 18 teeth crankshaft gear, via a 48-link single row chain without
tensioner.
The oil pick up and strainer protrude beneath the counter-balance shaft assembly and are immersed in the reservoir of oil.
A connection between the oil pump outlet, a port in the counter-balance shaft housing, and the cylinder block directs
pressurized oil from the oil pump to the oil filter and cooler assembly.
The oil pump creates a maximum oil pressure of 6.5 bar (94.3 psi) at 4500 rpm, with a delivery rate capable of 50 liters
(53 US quarts) per minute. A pressure relief valve within the oil pump outlet protects the oil pump and lubrication system
components from system over-pressure. The valve will open at approximately 8 bar (116 psi) to relieve excess oil pressure,
directing the relieved oil back into the oil pan.
Oil Filter and Cooler Assembly

1 - Coolant return hose from oil cooler
2 - Coolant supply hose from cylinder block
3 - Oil filter housing
4 - Oil pressure switch
5 - Oil cooler
A combined engine oil cooler and filter assembly is mounted on the LH side of the engine block, in-line with No. 3 cylinder.
The filter housing contains a disposable paper filter element that is accessed by unscrewing the filter housing cap.
The filter housing face mates with cylinder block outlet ports for the oil supply and return through the filter housing. A
short hose connects the oil cooler to the cylinder block, and provides the coolant supply to the oil cooler. A hose connected
between the oil cooler and front of the cylinder head provides the coolant return to the cooling system thermal control
module.
The oil filter housing comprises an integral thermostatic valve to control oil flow through the oil cooler, dependent on the
oil temperature. Oil from the cylinder block passes through the oil filter housing, and a partial flow is directed through the
oil cooler before returning to the cylinder block.
An oil pressure switch with a screw type connection is installed in the oil filter housing, and is hardwired to the ECM.

Engine - TD4 2.2L Diesel - Engine

Uploaded by

Copyright:

Available Formats

Engine - TD4 2.2L Diesel - Engine

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Engine - TD4 2.2L Diesel - Engine

Uploaded by

Copyright:

Available Formats

Published: 11-May-2011

Engine - TD4 2.2L Diesel - Engine

The TD4 engine comprises the following key features:

16 valve DOHC arrangement, 4 valves per cylinder

Technical details for the TD4 engine are shown below:

CYLINDER BLOCK COMPONENTS

Oil Spray Jets

Crankshaft Position Sensor

Oil Filter and Cooler Assembly

Counter-Balance Shaft Assembly

Balance Shaft Drive

Lubrication of the counter-balance shaft assembly is by splash oil.

CRANKSHAFT AND OIL PAN COMPONENTS

Item Part Number Description

Crankshaft Oil Seals

Connecting Rods and Pistons

Oil Pan Housing and Oil Separator

Oil Temperature Sensor

Item Part Number Description

Crankshaft Pulley and Torsional Vibration Damper

Item Part Number Description

Dual Mass Flywheel (Manual Transmission Vehicles Only)

CAMSHAFT TIMING COMPONENTS

Timing Chain Hydraulic Tensioner

Camshaft Timing Chain

Camshaft Drive Component Covers

CYLINDER HEAD COMPONENTS

Item Part Number Description

• NOTE: The cylinder head is not to be reworked.

Front engine mounting

Cylinder Head Gasket

Item Part Number Description

Engine Valve Timing

The valve timing values are shown in the following table:

BTDC = Before Top Dead Center

Camshaft Position (CMP) Sensor

Intake and Exhaust Valves

Hydraulic Lash Adjusters and Roller Finger Rockers

Typical Hydraulic Lash Adjuster

Item Part Number Description

Cylinder Head Cover

Item Part Number Description

Thermal Control Module

Brake Booster (206-07 Power Brake Actuation, Description and Operation),

High-Pressure Fuel Pump

• NOTE: HP pump protective crash shield not shown.

High-Pressure Common Fuel Rail

Exhaust Gas Recirculation (EGR) Valve and Cooler Assembly

Oil Filter and Cooler Assembly

You might also like