Toyota 1KZ-TE Diesel engine repair workshop manual NEW

Diesel fuel on the whole is actually any liquid fuel found in diesel engines. The most typical is a specific fractional distillate of petroleum fuel oil, but alternatives that are maybe not derived from petroleum, such as biodiesel, biomass to liquid (BTL) or gas to liquid (GTL) diesel, are increasingly being developed and adopted. To distinguish these types, petroleum-derived diesel is increasingly referred to as petrodiesel. Ultra-low-sulfur diesel (ULSD) is actually a standard for defining diesel fuel with substantially lowered sulfur contents. As of 2006, almost all of the petroleum-based diesel fuel available in UK, Europe and North America is of a ULSD type.

In the UK, diesel fuel for on-roadway use is actually commonly abbreviated DERV, standing for diesel-engined road vehicle, which carries a tax premium over equivalent fuel for non-road use (see Taxation).

In Australia diesel fuel is also known as 'distillate'.

Unlike gasoline and liquefied oil gas engines, diesel engines do not use high-voltage spark ignition (spark plugs). a motor running on diesel compresses the atmosphere inside the cylinder to high temps and pressures (compression ratios from 14:1 to 18:1 are common in current diesel engines); the engine generally injects the diesel fuel straight into the cylinder, starting a few degrees before top dead center (TDC) and continuing throughout the combustion event. The high temperatures inside the cylinder cause the diesel energy to react aided by the oxygen in the mix (oxidize or burn), heating and expanding the burning mixture to convert the thermal/pressure distinction into mechanical work, i.e., to maneuver the piston. Engines have glow plugs to help start the engine by preheating the cylinders down operating temperature. Diesel motors are lean burn engines, burning the fuel in more air than is actually required for the substance reaction. They thus use less fuel than rich burn spark ignition engines which utilize a Stoichiometric air-fuel ratio (just enough air to react with the fuel). Because they have high compression ratios and no throttle, diesel engines are a lot more efficient than many spark-ignited engines.

Gas turbine internal combustion engines can also take diesel fuel, as can some other sorts of internal combustion. External combustion engines can certainly use diesel fuel as well.

This efficiency and its lower flammability than gasoline are the two main reasons for military use of diesel in armored fighting vehicles. Engines running on diesel also provide more torque, and are less inclined to stall, because they are regulated by mechanical or electronic governor.

A disadvantage of diesel as a vehicle gas in cool climates, is that its viscosity increases as the temperature lowers, altering it into a gel (see Compression Ignition that cannot flow in fuel systems. Special low-temperature diesel contains additives to keep it liquid at lower temperatures, but starting a diesel engine in very cold weather may still pose considerable difficulties.

Another disadvantage of diesel engines compared to petrol/gasoline engines is the alternative of runaway failure. Since diesel engines do not require spark ignition, they can run as long as diesel fuel is supplied. Fuel is typically supplied via a fuel pump. When the pump breaks down in an "open" position, the supply of fuel will end up being unrestricted, plus the engine will run away and risk terminal failure.

With turbocharged engines, the oil seals on the turbocharger may allowing, fail lubricating oil into the combustion chamber, where it is burned like regular diesel fuel.

In installations or vehicles which use diesel engines as well as bottled fuel, a gas leak into the engine space could also provide fuel for a runaway, via the engine air intake.

Diesel engines have the lowest specific gasoline consumption of every large internal burning engine employing a single cycle, 0.26 (0.16 kg/kWh) for large marine engines (mixed cycle power plants tend to be more efficient, but employ two engines rather than one). Two-stroke diesels with high pressure forced induction, specifically turbocharging, make up a large percentage of the extremely largest diesel engines.

In North America, diesel machines are mostly used in large vehicles, where the low-stress, high-efficiency pattern leads to much longer engine life and lower operational expenses. These advantages also make the diesel engine ideal for utilize in the heavy-haul railroad environment.

One of Diesel's professors in Munich was Carl von Linde. Diesel was incapable of be graduated with their class in July 1879 as he fell ill with typhoid. While waiting when it comes to next examination date, he gained functional engineering experience at the Sulzer Maschinenfabrik (Sulzer Brothers device Functions) in Winterthur, Switzerland. Diesel was graduated in January 1880 with highest academic honours and returned to Paris, where he assisted his former Munich professor, Carl von Linde, with the design and structure of a contemporary ice and refrigeration plant. Diesel became the director of the plant one year later.

In 1883, Diesel married Martha Flasche, and carried on to work with Linde, gaining numerous patents both in Germany and France.

In very early 1890, Diesel moved to Berlin with his wife, Rudolf and children Jr, Heddy, and Eugen, to assume management of Linde's corporate research and advancement department and to join various other corporate boards there. As he had been not allowed to utilize the patents he developed while an employee of Linde's for his or her own functions, he expanded beyond the field of refrigeration. The man first worked with steam, his research into thermal efficiency and power efficiency leading him to build a vapor engine utilizing ammonia vapour. During exams, however, the engine erupted and almost killed him. He spent many months in a hospital, followed by vision and health problems. He then began developing an engine based on the Carnot cycle, and in 1893, soon after Karl Benz was granted a patent for his invention of the engine car in 1886, Diesel published a treatise entitled Theorie und Konstruktion eines rationellen

Diesel understood thermodynamics and the theoretical and practical constraints on fuel efficiency. He knew that as much as 90% of the electricity offered in the fuel is wasted in a steam engine. His work in engine layout was pushed by the aim of much higher efficiency ratios. After trying out a Carnot Cycle engine, he developed his own approach. Eventually, he received a patent for his design for a compression-ignition engine. In his fuel, engine was injected during the end of compression and the fuel was ignited by the high temperature resulting from compression. From 1893 to 1897, Heinrich von Buz, director of MAN AG in Augsburg, gave Rudolf Diesel the opportunity to test and develop his ideas. Rudolf Diesel obtained patents for his design in Germany and various other countries, including the U.S. The diesel engine (also generally known as a compression-ignition engine) is an interior combustion engine that uses the heat of compression to initiate ignition and burn the fuel that has been injected into the combustion chamber. This contrasts with spark-ignition engines such as a petrol engine (gasoline engine) or gas engine (using a gaseous fuel as opposed to gasoline), which use a spark plug to ignite an air-fuel mixture.

The diesel engine has the highest thermal efficiency of any standard internal or external burning engine due to its very high compression ratio. Low-speed diesel motors (as used in ships and other applications where overall engine body weight is relatively unimportant) might have a thermal efficiency that exceeds 50%.

Diesel engines are created in two-stroke and four-stroke variations. They were originally used as a more efficient replacement for fixed steam engines. Since the 1910s they usually have been utilized in submarines and ships. Use in locomotives, trucks, heavy equipment and electric generating plants accompanied later. Within the 1930s, they slowly began to be used in a few automobiles. Since the 1970s, the utilize of diesel engines in larger on-road and off-road vehicles in the USA increased. According for the British Society of Motor Manufacturing and Traders, the EU average for diesel cars account for 50% of the total sold, including 70% in France and 38% in the UK.

The diesel internal combustion engine differs from the gasoline powered Otto cycle by using highly compressed hot air to ignite the fuel rather than using a spark plug (compression ignition rather than spark ignition).

In the true diesel engine, only air is initially introduced into the combustion chamber. The air is next compressed with a compression ratio typically between 15:1 and 22:1 leading to 40-bar (4.0 MPa; 580 psi) pressure compared to 8 to 14 bars (0.80 to 1.40 MPa; 120 to 200 psi) in the petrol engine. This high compression heats the air to 550 . At about the top of the compression stroke, fuel is actually injected directly into the compressed air in the combustion chamber. This may be into a (typically toroidal) void in the top of the piston or a pre-chamber based upon the design of the engine. The gasoline injector ensures that the fuel is broken down into small droplets, and that the fuel is distributed evenly. The heat of the compressed air vaporizes gasoline from the surface of the droplets. The vapour is then ignited because of the temperature from the compressed air in the combustion chamber, the droplets continue steadily to vaporise from their areas and burn, getting smaller, until all of the fuel into the droplets provides been burnt. The start of vaporisation triggers a delay period during ignition and the characteristic diesel knocking sound as the vapour reaches ignition temperature and causes an abrupt upsurge in pressure over the piston. The rapid expansion of combustion gases then drives the piston downward, supplying capacity to the crankshaft.

And the high level of compression allowing combustion to take place without a different ignition system, a higher compression ratio significantly increases the engine's efficiency. Increasing the compression ratio in a spark-ignition engine where air and fuel are mixed before entryway to the tube is restricted by the need to prevent damaging pre-ignition. Since only air is compressed in a diesel engine, and gasoline is not introduced into the cylinder until soon before top dead centre (TDC), premature detonation is not issue and compression ratios are much higher.

Diesel's original engine injected gasoline using the aid of compressed atmosphere, which atomized the fuel and forced it into the engine through a nozzle (an identical principle to an aerosol spray). The nozzle opening ended up being closed by a pin valve lifted by the camshaft to initiate the fuel injection before top dead centre (TDC). This is certainly known as an air-blast injection. Driving the three stage compressor used some energy but the performance and web power production was more than any other combustion engine at that time.

Diesel engines in service today increase the fuel to extreme pressures by mechanical pumps and deliver it to the combustion chamber by pressure-activated injectors without compressed air. With direct injected diesels, injectors spray fuel through 4 to 12 small orifices in its nozzle. The early air injection diesels always had a superior burning without the sharp increase in pressure during combustion. Research is now being performed and patents tend to be being taken out to again use some form of air injection to reduce the nitrogen oxides and pollution, reverting to Diesel's initial implementation featuring its superior combustion and possibly quieter operation. In most major aspects, the modern diesel engine keeps true to Rudolf Diesel's original design, compared to igniting fuel by compression at an extremely high pressure within the cylinder. With much higher pressures and high technology injectors, present-day diesel engines use the so-called strong injection system applied by Herbert Akroyd Stuart for his hot bulb engine. The indirect injection engine might be considered the most recent development of these low speed hot bulb ignition engines.

In cold temperatures, high speed diesel machines can be difficult to start because the mass associated with cylinder block and cylinder head absorb the heat of compression, preventing ignition as a result of the higher surface-to-volume ratio. Pre-chambered engines make use of small electric heaters inside the pre-chambers labeled as glowplugs, while the direct-injected engines have these glowplugs in the combustion chamber.

Many engines utilize resistive heaters within the intake manifold to warm the inlet air for beginning, or until the engine gets to operating temperature. System block heaters (electric resistive heaters in the engine block) connected to the utility grid are used in cold climates when an engine is switched off for extended periods (more than an hour), to cut back startup time and engine wear. Block heaters are also utilized for disaster power standby Diesel-powered generators which must quickly pick up load on a power failure. In the past, a wider variety of cold-start methods were used. Some engines, such as Detroit Diesel engines used a program to introduce small amounts of ether into the inlet manifold to start combustion. Others used a mixed system, with a resistive heater burning methanol. An impromptu method, specifically on out-of-tune engines, would be to by hand spray an aerosol can of ether-based engine starter fluid into the intake air stream (usually via the intake air filter assembly).

Many diesels have become turbocharged and a few are both turbo charged and supercharged. Because diesels do not have fuel in the cylinder before combustion is initiated, more than one bar (100 kPa) of air can be loaded within the cylinder without preignition. A turbocharged engine can develop far more power than a naturally aspirated engine on the same configuration, as having more air in the cylinders allows more fuel to be burned and thus more power to be produced. A supercharger is powered automatically through the engine's crankshaft, while a turbocharger is powered by the engine exhaust, not requiring any mechanical power. Turbocharging can enhance the fuel economy of diesel engines by recovering waste heat from the exhaust, increasing the excess environment factor, and increasing the ratio of engine productivity to friction losses.

A two-stroke engine does not have a discrete exhaust and intake stroke and thus is incapable of self-aspiration. Therefore all two-stroke engines must be fitted with a blower to recharge the cylinders with air and assist in dispersing fatigue gases, an ongoing process referred to as scavenging. In some cases, the engine may also end up being fitted with a turbocharger, whoever output is directed into the blower inlet. A few styles employ a hybrid turbocharger for scavenging and charging the cylinders, which device is actually mechanically driven at cranking and low rates to act as a blower.

As supercharged or turbocharged engines produce more energy for a given engine dimensions as compared to normally aspirated attention, engines must be paid to the mechanical design of components, lubrication, and cooling to handle the power. Pistons are normally cooled with lubrication oil sprayed on the bottom associated with the piston. Huge engines may use sea, water water, or oil supplied through telescoping pipes attached to the crosshead.

As with gasoline engines, there are two classes of diesel engines in current use: two-stroke and four-stroke. The four-stroke type is the "classic" model, tracing its lineage back to Rudolf Diesel's prototype. Information technology is also the many commonly used form, being the recommended power source for lots of engine vehicles, especially buses and trucks. Much larger engines, such as used for railroad locomotion and marine propulsion, are often two-stroke units, offering a more favourable power-to-weight ratio, as well as better fuel economy. The most powerful engines in the entire world are two-stroke diesels of large dimensions.

Two-stroke diesel engine operation is comparable to this of petrol counterparts, except that gas is not combined with air before induction, while the crankcase really does not take an active character in the cycle. The traditional two-stroke design relies upon a mechanically pushed positive displacement blower to charge the cylinders with air before compression and ignition. The charging process also assists in expelling (scavenging) combustion gases continuing to be out of the previous power stroke.

The archetype of the modern form on the two-stroke diesel is the (high-speed) Detroit Diesel Series 71 engine, designed by Charles F. "Boss" Kettering and his co-workers at General Motors Corporation in 1938, in which the blower pressurizes a chamber when you look at the engine block that is often referred to as the "air box". The (very much larger medium-speed) Electro-Motive Diesel engine is utilized as the prime mover in EMD diesel-electric locomotive, marine and stationary applications, and was developed by the same group, and is also built to the same principle. However, a substantial improvement included in most later EMD engines is the mechanically-assisted turbo-compressor, which offers charge air utilizing mechanical assistance during starting (thereby obviating the necessity for Roots-blown scavenging), and provides charge air using an exhaust gas-driven turbine during normal operations thereby offering genuine turbocharging and additionally growing the engine's power output by at the very least fifty percent.

In a two-stroke diesel engine, as the cylinder's piston approaches the base lifeless center fatigue harbors or regulators are exposed alleviating most of the excess pressure after which a passage between the air box and the cylinder is opened, permitting environment flow into the cylinder. The air movement blows the remaining combustion fumes out of the this is the scavenging process. Whilst the piston moves through bottom heart and starts up, the passage is closed and compression commences, culminating in fuel injection and ignition. Refer to two-stroke diesel engines for more in depth coverage of aspiration types and supercharging of two-stroke diesel engines.

Normally, the number of cylinders are used in multiples of two, although any number of cylinders can be used provided that the load on the crankshaft is actually counterbalanced to prevent excessive vibration. The inline-six-cylinder layout is one of prolific in light- to medium-duty engines, though small V8 and larger inline-four displacement machines are also common. Small-capability engines (normally considered to be those below five litres in capacity) are generally four- or six-cylinder types, with the four-cylinder getting the many common type located in automotive uses. Five-cylinder diesel engines have also been made, becoming a compromise amongst the smooth running of the six-cylinder and the space-efficient dimensions of the four-cylinder. Diesel engines for smaller plant machinery, boats, tractors, generators and pumps may be four, three or two-cylinder types, with the single-cylinder diesel engine continuing to be for light stationary work. Direct reversible two-stroke marine diesels need at least three cylinders for reliable restarting forwards and reverse, while four-stroke diesels require at least six cylinders.

The need to improve the diesel engine's power-to-weight ratio produced several novel cylinder arrangements to draw out even more power from a given capacity. The uniflow opposed-piston engine uses two pistons in one cylinder because of the combustion hole in the centre and gas in- and outlets at the ends. This is why a relatively light, powerful, swiftly running and financial engine suitable to be used in aviation. An instance is the Junkers Jumo 204/205. The Napier Deltic motor, with three cylinders arranged in a triangular formation, each containing two opposed pistons, your whole engine having three crankshafts, is one of the better known.

Toyota Land Cruiser Prado is a mid-size four-wheel drive car inside the Toyota Land Cruiser range. It is yielded by the Japanese automobile creator, Toyota Motor Corporation. The Prado is regarded as the small cars inside the range. The 2014 Prado is based about Toyota's J150 platform.

In Europe the 2014 Prado is designated Land Cruiser LC3, LC4, plus LC5, depending found on the equipment degrees. The Prado might furthermore be refereed with because Land Cruiser LC70, LC90, LC120, plus LC150 depending found on the platform. In North America it's not element of the Land Cruiser range; the Toyota 4Runner replaces the Prado with standard trim when the Lexus GX 470 replaces the Prado with deluxe trim. The GX 470 utilizes practically identical body panels plus V8 engine.

Prados have ladder frames, two-speed transfer boxes plus back beam axles. The J70 platform has a front beam axle when the J90, J120, plus J150 platforms have front independent suspension

The 2014 Prado is obtainable in GX, GXL, VX, plus Grande versions. The GX is the entry level model, when the Grande is the deluxe adaptation. In many markets the Parado is accessible with a four.0 L V6 petrol engine or 3.0 L directly 4 Diesel engine. In certain European nations commercial van variants, based found on the short-wheelbase chassis. are accessible.

NOx is a generic expression for the mono-nitrogen oxides NO plus NO2. These are generally yielded within the response of nitrogen plus oxygen gases inside the air throughout combustion, incredibly at excellent temperatures. In regions of excellent engine car traffic, like inside big cities, the amount of nitrogen oxides emitted into the ambiance because air pollution is noticeable. NOx gases are created when combustion happens inside the presence of nitrogen because inside an air-breathing engine; they moreover are yielded naturally by lightning. In atmospheric chemistry, the expression signifies the total focus of NO plus NO2. NOx gases respond with shape smog plus acid rainfall and being central with the formation of tropospheric ozone.

NOx cannot be confused with nitrous oxide, that is a greenhouse fuel plus has countless uses because an oxidizer, an anesthetic, along with a food additive.
In May 1996, the J70 series underwent a makeover plus appeared because the J90 series Prado, an independent series. The body was lengthened. The shape stayed medium duty, like the J70. The front suspension was changed with an independent shape, shared with Tacoma plus Hilux Surf, prepared by Hino. The J90 was created by Tahara Plant, accessible because a three-door brief wheelbase plus five-door lengthy wheelbase adaptation.

In Japan, the 3-door series began with an R inside the series ranging from RZ, RX, RS with RJ whilst the 5-door line-up began with T inside the series ranging from TZ, TX, TS, with TJ. All models came with front double wishbone plus 4 connected suspension and full-time 4WD. ABS along with a Field Monitor showing altimeter, thermometer plus stress were standard in every the models. The field monitor wasn't accessible because standard equipment inside South Africa. Television show plus sound set was optional.

Gasoline machines included the 2.7 L 3RZ-FE plus, fresh inside Prado models, the 3.4 L V6 5VZ-FE. Diesel motors were the 2.8 L 3L engine, the 3.0 L 5L engine as well as the 3.0 L 1KZ-TE.

There was equally a deluxe adaptation of the J90, called the Challenger. Features of the Challenger are standard leather seats plus lumber found on the dash.

By June 1999, minor changes were created. In purchase to adhere to new regulations, fog-lamps were put into the bumper, except inside South Africa. In July 2000, a fresh diesel engine, the 3.0 L Common Rail Diesel Injection 1KD-FTV was introduced into this model. To minimize theft, an engine immobilizer was accessible. TX Limited with 8 seats utilized TX base with rooftop rail, back below mirror, lumber panel finish, arm rest, optitron meter, base cooling and also back heater was introduced into this series.

The Prado was assembled by Sofasa inside Colombia from 1999 till 2009 without substantial changes. There were 2 versions, a 3-door with a 2.7 L engine plus 5-door with a 3.4 L V6 engine with either a 5-speed guide or perhaps a 4-speed automatic. Between 2005 plus 2009 they available an optional armoured adaptation of the 5-door variation.

Whenever the Prado was introduced inside the UK inside 1996, it was called the Land Cruiser Colorado plus changed the 4Runner, that had been discontinued from sale. It was called this with distinguish it within the bigger Land Cruiser renamed because the Land Cruiser Amazon hat was absolutely about sale. It dropped the Colorado name tag inside 2003, whenever it was renamed merely Land Cruiser. In the Republic of Ireland many Land Cruisers were available because commercials with all the side windows plus seats removed for taxes factors.
The Toyota RZ engine family is a straight-4 piston engine series integrated Japan. The RZ series utilizes a cast iron engine block plus aluminum SOHC or DOHC cylinder heads. It has EFI gas injection, 2 or 4 valves per cylinder plus attributes forged steel connecting rods.
The 3RZ-FE is a 2.7 L adaptation. Bore is 95 mm plus stroke is 95 mm. Compression ratio is 9.5 with 1. Output is 150 hp at 4800 RPM with 177 lbÃ�ÃÂÂÃ�ÃÂft of torque at 4000 RPM. This engine qualities twin, chain-driven balance shafts. It has 4 valves per cylinder plus DOHC. Valve change is by shim over bucket.
Appearing inside 2002, the 3rd generation Prado has revised front suspension with enhance security, along with a fresh body developed at the Toyota ED2 shape studio inside France from 1998 with early 2000.

Engines include the 2.7 L straight-4 3RZ-FE, 3.4 L V-6 5VZ-FE plus 3.0 L straight-4 Turbo diesel 1KZ-TE. In nations like China, a newly developed engine 1GR-FE V6 is accessible. The engine immobilizer became standard equipment inside certain markets.

In August 2004, the 3RZ-FE engine was changed by 2.7 L 2TR-FE engine plus inside July 2005, the 5VZ-FE engine was changed by four.0 L V6 1GR-FE engine with 5-speed automatic transmission obtainable in late 2005. In North America, this model is recognised as the Lexus GX 470 with all the four.7 L V8 2UZ-FE engine engine.

Diesel models have had the 1KZ-TE turbo diesel engine with maximum output rating 96 kW and also the 5L-E all-natural aspirated diesel engine rating 70 kW. In November 2006, Toyota introduced the 1KD-FTV Turbo Diesel of energy plus 410 NÃ�ÃÂÂÃ�ÃÂm of torque. The upgrade with the D-4D engine was equally paired with transmission updates with the diesel range, with all the 5-speed automatic plus 6-speed guide transmissions added inside line with all the petrol driven range. From August 2007 the Prado received many equipment plus protection upgrades. The vehicle has earned 3 awards for the greatest performance about a SUV sort car inside Australia plus US.

The 120-series Land Cruiser Prado shares the same suspension components because the active generation Hilux Surf/4Runner plus FJ Cruiser.

There is a smaller 3 door adaptation of the 120-series, with a 125-code rather of 120. Engines are the same, many qualities are the same; really the 1KZ-TE was just obtainable in five door adaptation. The 3 door wagon attributes just 2 seat rows. The gas tank is limited with 87 L, no sub-fuel-tank program accessible.

For model year 2007 about Japanese models just, G-BOOK, a subscription telematics service, is available because an alternative. In China, Dadi Car prepared a clone of the suv called the Dadi Shuttle.
The Lexus GX is a deluxe mid-size sport utility car available inside North American plus Eurasian markets by Lexus. Lexus introduced the initial generation, recognised as the GX 470 inside 2002, plus subsequently became the 3rd SUV with enter the Lexus lineup. The 4.7-liter V8 engine inside the GX 470 was the same because employed found on the greater LX 470. The fast next introduced the next generation model inside 2009. Then badged GX 460 with reflect the switch with a four.6-liter V8 engine, Lexus later introduced a lower displacement GX 400 inside 2012 for the Chinese marketplace, with a four.0-liter V6 engine.

In the Lexus lineup, the GX is located between its crossover counterpart, the RX, as well as the premium full-size LX. All GX creation has happened at the Tahara plant inside Japan, alongside the Toyota Land Cruiser Prado. In truth, both decades of the GX have been seriously based found on the Prado, with up-to-date frontal styling with better integrate with all the Lexus shape code. Elsewhere, the changes are less prominent plus primarily limited with minor trimmings, like wheels plus taillamp lenses inserts. Inside, the initially generation interior mostly mirrors which of the Toyota-badged adaptation, yet for the next generation, the interior has been further individualised with less shared componentry.
Lexus introduced the GX 470 at the North American International Car Show inside January 2002 because a 2003 model, with sales commencing inside November 2002. The GX development system started inside 1999 after the J120 Toyota Land Cruiser Prado inside 1997, with shape function by Shoichi Fujiyoshi concluding inside the initial half of 2000. Heavily based found on the Toyota Land Cruiser Prado, the GX plus Prado shared a widespread platform, mechanicals, plus bodyworks, thus consequently had usual simple dimensions. Likewise, the interiors were much the same, with all the Lexus getting further premium touches compared to the Toyota-badged adaptation. Like the Prado, the GX shape included welded steel body-on-frame construction, an electronically controlled five-speed automatic transmission, plus lasting four-wheel drive with a center locking Torsen differential. The suspension shared its design with all the Toyota 4Runner loaded with the back air suspension, when adding Adaptive Variable Suspension plus Downhill Assist Control. AVS can change damper firmness constantly when DAC modulated descents down slopes. Power came from a four.7-liter, 32-valve, four-cam 2UZ-FE V8 engine initially rated at 175 kW at 4,800 rpm plus 434 NÃ�ÃÂÂÃ�ÃÂm of torque at 3,400 rpm. Towing capability was rated at 2,300 kg for the 2003 model year. Midway from the 2004 model year, the GX received an upgraded towing ability of 2,900 kg with all the addition of the much stronger frame-bolted tubular hitch. Ground clearance calculated 211 millimetres, with an approach angle of 30-degrees along with a departure angle of 29-degrees raised. The GX 470 carried a drag coefficient of Cd=0.38.
Lexus GX 470 interior

The interior came loaded with 2 rows of seating, when an optional 3rd row enabled about 8 guests with be carried. But, the folding 3rd row was tight with just 610 mm of legroom. A Mark Levinson sound program and a Rear Seat Entertainment System were accessible because choices. A side-opening back tailgate was standard.

In 2003, for the 2004 model year, the GX 470's transmission was upgraded with a sealed device without dipstick. An optional Kinetic Dynamic Suspension System became accessible because a late-year addition. KDSS freed plus modified the vehicle's stabilizer bars for better articulation permitting the wheels with move with less limit over uneven terrain, plus selected front plus back hydraulic pressure-sensing valves plus greater stabilizer bars with lower body roll throughout on-road conditions. Safety updates for 2004 included a roll-sensing feature for the side curtain airbags, a tire stress monitoring program, plus an optional back backup camera program.
2008 2009 Lexus GX 470

In 2004, for the 2005 model year, the GX 470's engine gained 26 kW with all the addition of VVT-i for a total of 201 kW. This permitted the SUV with be qualified because an Ultra-Low Emission Car II inside the U.S. Other updates included an increased navigation program, Bluetooth compatibility, plus more voice commands. A Sport model joined the lineup, including the Kinetic Dynamic Suspension System plus different styling including smoked bezel headlamps, added chrome trim, plus black bird's eye maple lumber.

In 2005 for the 2006 model year, changes inside SAE engine testing procedures lead to a slight drop inside the amount of stated force for the V8 with 196 kW, plus Lexus Link telematics was available inside North America. For 2007, the GX 470 was mostly unchanged, with updates for cabin electronics including a modern generation navigation program, auxiliary input jack for equipment like an iPod, DVD movie playback whenever parked, plus greater optional back entertainment movie screen.

Finally, inside 2007 for the model year 2008, the GX 470 received styling updates, including a dark metallic grille, fluid graphite wheels, added outdoor plus inside chrome, revised turn signal lights, plus added lumber plus body color choices.

The Lexus GX has earned numerous awards including "Four Wheeler of the Year" inside 2003 plus 2004 from Four Wheeler Magazine, plus Automobile Magazine All-Star for 2003 inside the Mid-Size Sport-Utility category. J.D. Power plus Associates called the GX 470 the greatest rated premium deluxe SUV inside initial standard inside 2005, plus Kelley Blue Book gave the GX 470 its Best Resale Value Award inside 2006.
The relationship amongst the rotation of the camshaft as well as the rotation of the crankshaft is of important value. Since the valves control the flow of the air/fuel mixture consumption plus exhaust gases, they need to be opened plus shut at the right time throughout the stroke of the piston. For this cause, the camshaft is associated with the crankshaft either straight, through a gear device, or indirectly through a belt or chain called a timing belt or timing chain. Direct drive utilizing gears is unusual considering the frequently reversing torque caused by the slope of the cams seems with immediately wear out gear teeth. Where gears are utilized, they are made of resistant fibre instead of metal, except inside racing machines which have a excellent upkeep routine. Fibre gears have a brief existence span plus need to be changed frequently, much like a timing belt. In several designs the camshaft additionally forces the distributor as well as the oil plus gas pumps. Many cars will have the force steering pump driven by the camshaft. With certain early gas injection systems, cams found on the camshaft might work the gas injectors.

An alternative selected inside the early days of OHC motors was with drive the camshaft through a vertical shaft with bevel gears at every end. This program was, for illustration, employed found on the pre-WW1 Peugeot plus Mercedes Grand Prix vehicles. Another choice was with employ a triple eccentric with connecting rods; these were employed about certain W.O. Bentley-designed motors and found on the Leyland Eight.

In a two-stroke engine which utilizes a camshaft, every valve is opened when for each rotation of the crankshaft; inside these machines, the camshaft rotates at the same speed because the crankshaft. In a four-stroke engine, the valves are opened just half because often; therefore, 2 full rotations of the crankshaft happen for every rotation of the camshaft.

The timing of the camshaft is advanced with provide greater low RPM torque, or retarded for greater significant RPM energy. Either of these moves the total force yielded by the engine down or up the RPM scale respectively. The amount of change is truly small, plus affects valve with piston clearances.
Duration is the quantity of crankshaft levels of engine rotation throughout that the valve is off the seat. As a generality, better length results inside more horsepower. The RPM where peak horsepower happens is usually improved because length increases at the cost of lower rpm efficiency.

Duration could usually be perplexing considering producers can choose any lift point with promote a camshaft's length plus often might manipulate these numbers. The force plus idle characteristics of the camshaft rated at .006" is much different than 1 rated the same at .002".

Many performance engine builders gauge a race profile's aggressiveness by hunting at the length at .020", .050" plus .200". The .020" amount determines how sensitive the engine is and just how much low end torque the engine makes. The .050" quantity is selected with estimate where peak force might happen, as well as the .200" amount offers an estimate of the force possible.

A secondary impact of improved length is improving overlap, that is the amount of crankshaft levels throughout that both consumption plus exhaust valves are off their seats. It is overlap that many affects idle standard, inasmuch because the "blow-through" of the consumption charge that happens throughout overlap reduces engine efficiency, plus is largest throughout low RPM procedure. In fact, improving a camshaft's length usually increases the overlap event, except 1 spreads lobe centers between consumption plus exhaust valve lobe profiles.Valve clearance pertains with the little gap between a valve lifter along with a valve stem which ensures which the valve completely closes. On machines with mechanical valve change, excessive clearance causes sound within the valve train. A too tiny valve clearance will cause the valves not closing correctly, this results inside a reduction of performance plus maybe overheating of exhaust valves. Typically, the clearance should be readjusted every 20,000 miles with a feeler gauge.

Many contemporary manufacturing motors employ hydraulic lifters with automatically pay for valve train component wear. Dirty engine oil will result lifter failure.
A hydraulic valve lifter, sometimes known because a hydraulic tappet or perhaps a hydraulic lash adjuster, is a device for preserving zero valve clearance inside an internal combustion engine. Conventional strong valve lifters needed standard adjusting with keep the little clearance involving the valve as well as its rocker or cam follower. This area enabled for thermal expansion, plus prevented the components from binding. This clearance area meant noisy procedure plus earlier wear, because the components might rattle against 1 another till the components heated up plus extended. The hydraulic lifter was tailored with pay for this tolerance, permitting the valve train to work with zero clearance--leading with quieter surgery, longer engine lifetime, plus eliminating the requirement for regular change of valve clearance.

The hydraulic lifter, located between your camshaft plus every engine's valve, is a hollow steel cylinder encasing an internal piston. This piston is held at the outer limit of its travel with a sturdy spring. The lobed camshaft rhythmically presses up against the lifter, that transmits the motion with the engine valve 1 of 2 ways:

1) from the pushrod that actuates the valve through a rocker mechanism; or
2) inside the case of overhead camshafts, through direct contact with all the valve stem.

Oil below continual stress is provided with the lifter through an oil channel, from the tiny hole inside the lifter body. Whenever the engine valve is shut, the lifter is free with fill with oil. As the camshaft lobe enters the lift stage of its travel, it compresses the lifter piston, along with a valve shuts the oil inlet. Oil is almost incompressible, thus this better stress renders the lifter effectively strong throughout the lift stage.

As the camshaft lobe travels from its apex, the weight is reduced found on the lifter piston, as well as the internal spring returns the piston with its neutral state thus the lifter will refill with oil. This tiny range of travel inside the lifter's piston is enough with enable the removal of the continual lash change.

Toyota Land Cruiser Prado 4WD Petrol and Diesel 1996 - 2009 Gregorys Owners Service and Repair Manual 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008