EG-112
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
1KD-FTV AND 2KD-FTV ENGINES DESCRIPTION
1KD-FTV TOYOTA D-4D (Direct injection 4-stroke common-rail Diesel engine) and 2KD-FTV TOYOTA D-4D are 3.0/2.5 liter, in-line 4-cylinder, 16-valve DOHC with turbocharged diesel engine. These engines uses direct injection system and common-rail system to realize higher performance, clean emission, low noise and low vibration. A 2KD-FTV High Version, which has a higher power output than the normal 2KD-FTV engine, is also available. The 2KD-FTV and 2KD-FTV High Version engines are equipped with engine ECUs containing engine control programs that differ from each other. However, both engine models share the same mechanical components. An intercooler is provided on all 1KD-FTV engine models and the 2KD-FTV High Version engine for Thailand. This lowers the intake air temperature and improves power output. The basic construction and operation of both the 1KD-FTV and 2KD-FTV engines are the same. For details, see "Major Difference" on page EG-114. 1KD-FTV Engine
271EG97
2KD-FTV Engine without Inter Cooler
271EG98
EG-113
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES Engine Specifications
1KD-FTV
2KD-FTV
2KD-FTV High Version
No. of Cyls. & Arrangement Arrangement
4-Cylinder, In-line
Valve Mechanism
16-Valve 16-Valve DOHC, Belt & Gear Drive
Direct Injection Injectio n Type
Cross-flow
Common-Rail Type
Engine Type
Combustion Combusti on Chamber Manifolds Fuel System Displacement
cm3 (cu. in.)
2,982 (182.0)
2,494 (152.2)
Bore Stroke
mm (in.)
96.0 103.0 (3.78 4.06)
92.0 93.8 (3.62 3.69)
17.9 : 1
18.5 : 1
120 kW @ 3,400 rpm
75 kW @ 3,600 rpm
Compression Ratio Max. Output
Max. Torque
[SAE-NET]
Valve Timing Exhaust
343 Nm @ 1,400 ~ 3,200 rpm
200 Nm @ 1,400 ~ 3,200 rpm
Open
2 BTDC
Close
37 ABDC
31 ABDC
Open
45 BBDC
30 BBDC
Close
0 ATDC ATDC
1-3-4-2
50 or higher
CF-4, 10W-30
EURO III*2
EURO III*5
EURO III*8
EURO I*3
EURO I*6
EURO I*9
Firing Order Fuel Cetan Number Oil Grade
Emission Regulation
Tier 1*4 Engine Engine Service Service Mass* Mass* (Reference) (lb)
88 kW @ 3,600 rpm*5 260 Nm @ 1,600 ~ 2,400 rpm 320 Nm @ 2,000 rpm*5
[SAE-NET]
Intake
75 kW @ 3,600 rpm
kg
260 (573)
7
*
223 (492)
10
*
222 (489)
*1: Weight Weight shows the figure with the oil and water fully filled. 2 * : for Thai, Australian, Australian, and Central and South American American Models 3 * : for Philippine, and Central and South American American Models (only for export package models) 4 * : for Central and South American Models (only for Brazilian-spec Brazilian-spec models) 5 * : for Thai Models *6: for Philippine Models *7: for General Countries Models *8: for Thai, and Central and South American American Models 9 * : for Malaysian Models *10: for General Countries, and Central and South American American Models (only for export package models)
EG-113
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES Engine Specifications
1KD-FTV
2KD-FTV
2KD-FTV High Version
No. of Cyls. & Arrangement Arrangement
4-Cylinder, In-line
Valve Mechanism
16-Valve 16-Valve DOHC, Belt & Gear Drive
Direct Injection Injectio n Type
Cross-flow
Common-Rail Type
Engine Type
Combustion Combusti on Chamber Manifolds Fuel System Displacement
cm3 (cu. in.)
2,982 (182.0)
2,494 (152.2)
Bore Stroke
mm (in.)
96.0 103.0 (3.78 4.06)
92.0 93.8 (3.62 3.69)
17.9 : 1
18.5 : 1
120 kW @ 3,400 rpm
75 kW @ 3,600 rpm
Compression Ratio Max. Output
Max. Torque
[SAE-NET]
Valve Timing Exhaust
343 Nm @ 1,400 ~ 3,200 rpm
200 Nm @ 1,400 ~ 3,200 rpm
Open
2 BTDC
Close
37 ABDC
31 ABDC
Open
45 BBDC
30 BBDC
Close
0 ATDC ATDC
1-3-4-2
50 or higher
CF-4, 10W-30
EURO III*2
EURO III*5
EURO III*8
EURO I*3
EURO I*6
EURO I*9
Firing Order Fuel Cetan Number Oil Grade
Emission Regulation
Tier 1*4 Engine Engine Service Service Mass* Mass* (Reference) (lb)
88 kW @ 3,600 rpm*5 260 Nm @ 1,600 ~ 2,400 rpm 320 Nm @ 2,000 rpm*5
[SAE-NET]
Intake
75 kW @ 3,600 rpm
kg
260 (573)
7
*
223 (492)
10
*
222 (489)
*1: Weight Weight shows the figure with the oil and water fully filled. 2 * : for Thai, Australian, Australian, and Central and South American American Models 3 * : for Philippine, and Central and South American American Models (only for export package models) 4 * : for Central and South American Models (only for Brazilian-spec Brazilian-spec models) 5 * : for Thai Models *6: for Philippine Models *7: for General Countries Models *8: for Thai, and Central and South American American Models 9 * : for Malaysian Models *10: for General Countries, and Central and South American American Models (only for export package models)
EG-114 MAJOR
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
DIFFERENCE
The table below lists the major differences between the 1KD-FTV and 2KD-FTV engines.
Item
1KD -FTV
2KD -FTV
2KD -FTV High Version
A SIRM (Sintered Iron Reinforced Material) ring carrier is used in the top ring groove of the t he piston.
The piston skirt has been coated with resin.
*
*
2 balance shafts are used.
A swirl control valve is used
A variable nozzle vane type turbocharger is used.
Air cooled type turbocharger is used.
An inter cooler is used.
*
An oxidation catalytic converter is used.
*
*
*
Fuel System
Fuel cooler is used.
*
Charging System
A segment conductor type alternator is used.
*
4
*
Starting System
Planetary reduction type with interpolar interpolar magnet magnet is used.
*
5
*
An EGR valve position sensor is used.
*
*
An air flow meter is used.
Swirl control system is used.
Turbocharger control system is used.
Section
Engine Proper
Intake and Exhaust System
Engine Control System
An Ni-resist cast iron ring carrier is used in the top ring groove of the piston. A PVD (Physical Vapor Deposition) coating has been applied on the surface of the No. 1 compression ring
*1: Only for emission regulation non-compliance models *2: Only for Thai Models *3: Only for EURO III or Tier 1 Compliance Models *4: except Central and South American American Models 5 * : Only for Central and South American American Models 6 * : Only for Models with EGR System
1
3
1
2
3
2 2 4
5
6
6
EG-115
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES FEATURES
OF 1KD-FTV AND 2KD-FTV ENGINES
The 1KD-FTV and 2KD-FTV engines have achieved the following performance through the adoption of the items listed below. (1) (2) (3) (4) (5)
High performance and reliability Low noise and vibration Lightweight and compact design Good serviceability Clean emission and fuel economy Item
Engine Proper
(2)
(3)
A cylinder head cover made of plastic is used.
2 balance shaft is used.
Piston provided with combustion chamber is used in conjunction with the adoption of direct injection.
(1)
Intake and Exhaust System
A shim-less type valve lifter is used.
A pressurized reservoir tank is used.
An intake shutter valve (throttle valve), which is actuated by a torque motor (rotary solenoid type), and an airflow meter are used.
Swirl control valve is used.
A variable nozzle vane type turbocharger is used.
Air cooled type turbocharger is used. An inter cooler is used.
Oxidation catalytic converter is used.
Fuel System
HP3 type supply pump is used.
A common rail type fuel injection system is used.
Injector is provided in the bore center.
Compensation value and QR code printed injector is used.
Fuel cooler has been adopted.
A fuel filter, in which the fuel filter element alone can be replaced, has been adopted. A fuel filter warning switch that detects the clogging of the fuel filter has been adopted. Charging System
A segment conductor type alternator is used.
Starting System
Planetary reduction type with interpolar magnet is used.
An EGR valve position sensor is used. Engine Control System
(5)
The passage for the EGR is provided in the cylinder head. Valve Mechanism Cooling System
(4)
The no-contact sensor is used in the accelerator pedal position sensor and intake shutter valve position sensor. A pilot injection control system is used.
EG-116
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
ENGINE PROPER
1. Cylinder Head Cover The
cylinder head cover is made of plastic to reduce weight and noise. A baffle plate is provided on the inside of the cylinder head cover to reduce the consumption of engine oil through blow-by gas.
A
A
Baffle Plate
271EG99
A-A Cross Section
2. Cylinder Head Gasket A
steel-laminate type cylinder head gasket has been adopted. A shim has been added around the cylinder bore to increase the sealing surface, thus realizing excellent sealing performance
A Shim A
Front
Cylinder Bore Side A – A Cross Section
Outer Side 271EG100
Service Tip
There are 5 sizes of new cylinder head gaskets, marked A , B , C , D , or E according to piston protrusion. For details, refer to Hilux Repair Manual. “
”
“
”
“
”
“
”
“
”
A B C Rear D E
271EG101
EG-117
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
3. Cylinder Head The cylinder head is made of aluminum alloy. The injector has been located in the center of the combustion chamber in order to improve engine performance and clean emission. Two intake ports with different shapes have been combined to promote the mixture of fuel and air by optimizing the swirl in the cylinder. A vertical two-stage construction is used for the water jacket to improve cooling performance. A glow plug is placed between the intake ports of each cylinder to ensure startability. The passage for the EGR is provided in the cylinder head. By cooling the exhaust gas, this makes it possible to re-circulate the great amount of exhaust gas. The cylinder head bolt employs plastic region tightening bolts.
Injector Hole
EX
IN
EGR Passage
EX
IN
EX
IN
EX
IN
Water Jacket
Glow Plug Hole
195EG41
195EG42
4. Cylinder Block The cylinder block is constructed of liner-less cast iron alloy. A rib has been added to the block of the cylinder block to reduce engine vibration.
Rib
271EG102
EG-118
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
5. Balance Shaft (for 1KD-FTV Engine) For
in-line 4 cylinder engines, the main cause of vibration is imbalanced inertial force of reciprocating parts such as the pistons and connecting rods. The 1KD-FTV engine vibration has been reduced by using 2 balance shafts to cancel the imbalanced inertial force, thereby reducing engine noise (booming noise). These balance shafts are built into the cylinder block. Driven by the timing gear, the balance shafts rotate at twice the speed of the crankshaft and in the opposite direction of each other.
Balance shaft No.1 Supply Pump Drive Gear Oil Pump Drive Gear
Crankshaft Timing Gear Balance Shaft No.2 Idle Gear
195EG47
6. Piston In conjunction with the adoption of direct injection, piston provided with combustion chamber is used. The piston is made of aluminum alloy. A cooling channel has been provided to reduce the piston temperature. To improve the wear resistance of the top ring groove, the 1KD-FTV engine has adopted an SIRM (Sintered Iron Reinforced Metal) ring carrier and the 2KD-FTV engine has adopted an Ni-resist cast iron ring carrier. On 1KD-FTV engine models and emission regulation non-compliance 2KD-FTV engine models, a PVD (Physical Vapor Deposition) coating has been applied to the surface of the No.1 compression ring, to improve its wear resistance. The piston skirt portion of the 1KD-FTV engine has been coated with resin to reduce the friction loss.
Ni-resist Cast Iron Ring Carrier
SIRM Ring Carrier
Resin Coating
Cooling Channel 1KD-FTV Engine
271EG103
Cooling Channel 2KD-FTV Engine
271EG159
EG-119
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
7. Connecting Rod and Connecting Rod Bearing The
connecting rods are made of high-strength material to ensure the proper strength. Knock pins are used at the mating surfaces of the bearing caps of the connecting rod to minimize the shifting of the bearing caps during assembly. Plastic region tightening bolts are used. An aluminum bearing is used for the connecting rod bearings.
Knock Pin
271EG104
Plastic Region Tightening Bolt
8. Crankshaft and Crankshaft Bearing The
crankshaft has 5 journals and 8 balance weights. All pin and journal fillets are roll-finished to maintain adequate strength. The crankshaft bearing is made of aluminum alloy. The lining surface of the crankshaft bearing has been micro-grooved to realize an optimal amount of oil clearance. As a result, cold-engine cranking performance has been improved and engine vibrations have been reduced. The upper main bearing has an oil groove around its inside circumference. Roll-Finished Upper Main Bearing Oil Hole
Oil Grooved
Micro-Grooved
Lower Main Bearing
271EG105
EG-120
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
9. Crankshaft Pulley The rigidity of the torsional damper rubber has been optimized to reduce noise.
Torsional Damper Rubber
271EG106
EG-121
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
VALVE MECHANISM
1. General Each
cylinder has 2 intake valves and 2 exhaust valves. Intake and exhaust efficiency is increased by means of the larger total port areas. The valves are directly opened and closed by 2 camshafts. The intake camshaft is driven by a timing belt, while t he exhaust camshaft is driven through gear on the intake camshaft. Small-diameter, and flat-teeth gears are used for driving the exhaust camshaft in order to reduce gear noise.
Gears
Exhaust Camshaft
Intake Camshaft Timing Belt
271EG107
EG-122
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
2. Camshaft The cam nose has been chill treated to increase its abrasion resistance.
: Chill Treated
Exhaust Camshaft Camshaft Drive Gear
Intake Camshaft Camshaft Drive Gear 224EG08
3. Intake and Exhaust Valves Along
with the increased amount of valve lift, shim-less valve lifters that provide a large cam contact surface have been adopted. The adjustment of the valve clearance is accomplished by selecting and replacing the appropriate valve lifters. Camshaft
Valve Lifter
208EG69
Service Tip
The valve lifters must be replaced when it is necessary to adjust the valve clearance. For this purpose, valve lifters with different thickness are available as service parts. For details, refer to the Hilux Repair Manual.
EG-123
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
4. Timing Gear Train The
supply pump, vacuum pump, oil pump and balance shafts* are driven by the crankshaft timing
gear. The idle gear is constructed with a scissors gear on its front and back to reduce noise.
Camshaft Timing Pulley No.1
Balance Shaft Drive Gear* Oil Pump Drive Gear
Supply Pump Drive Gear
Automatic Tensioner
Camshaft Timing Pulley No.1
*: Only for 1KD-FTV Engine
Vacuum Pump Drive Gear Crankshaft Timing Gear
Idle Gear
271EG161
EG-124
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
LUBRICATION SYSTEM
1. General The
lubrication circuit is fully pressurized and all oil passes through an oil cooler and oil filter. A trochoid oil pump driven by a gear engaged with the crankshaft is used. A water-cooled type engine oil cooler is enclosed in the cylinder block. Piston oil jets that lubricate and cool the piston are provided. 1KD-FTV Engine
271EG108
Main Oil Hole CHECK VALVE
By-Pass Valve
Oil Filter
By-Pass Valve
Oil Cooler
Relief Valve
Oil Pump
Oil Strainer
Crankshaft Crankshaft Journal No.1 Journal No.2-5
Connecting Rod
Gear Oil Jet
Idle Gear Shaft
Vacuum Pump
TurboCharger
Oil Jet
Piston
No.1 Balance Shaft Journal
Drive Gear Thrust Washer
No.2 Balance Shaft Journal
Orifice
Intake Exhaust Camshaft Camshaft Journal Journal
Drive Gear Thrust Washer
Valve Lifter
Valve Lifter
Cam Gear
Idle Gear Oil Pan 271EG109
EG-125
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES 2KD-FTV Engine
271EG110
Main Oil Hole By-Pass Valve
By-Pass Valve
Relief Valve
Crankshaft Journal No.1
Oil Filter
Oil
Gear Oil Jet
Idle Gear Shaft
TurboCharger
Journal No.2-5
Oil Jet
Connecting Rod
Oil Cooler
Oil Pump
CHECK Crankshaft VALVE
Vacuum Pump
Piston
Valve Lifter
Orifice
Intake Camshaft Journal
Exhaust Camshaft Journal
Valve Lifter
Cam Gear
Idle Gear
Oil Pan 271EG111
Oil Capacity
Engine Type
1KD-FTV
2KD-FTV 2KD-FTV
Dry
liters (US qts, Imp. qts.)
7.4 (7.8, 6.5)
With oil filter
liters (US qts, Imp. qts.)
6.9 (7.3, 6.1)
Without oil filter
liters (US qts, Imp. qts.)
6.6 (7.0, 5.8)
High Version
EG-126
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
2. Piston Oil Jet Piston
oil jets are provided at the bottom of the cylinder block to spray oil to the piston s cooling channel, thus further cooling and lubricating the piston. These oil jets contain a check valve to prevent oil from being fed when the oil pressure is low. This prevents the overall oil pressure in the engine from dropping. ’
Piston Oil Jet Cooling Channel
Check Valve Oil
Back Side View
271EG112
EG-127
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
COOLING SYSTEM
1. General The cooling
system uses a pressurized forced circulation system with pressurized reservoir tank. A pressurized reservoir tank has been adopted to prevent the engine coolant deteriorating upon contact with external air. A thermostat with a bypass valve is located on the water inlet housing to maintain suitable temperature distribution in the cooling system. An aluminum radiator core is used for weight reduction. A water-cooled type engine oil cooler is standard equipment. A 3-stage temperature-controlled coupling fan, which uses the same bimetal that is used on the conventional model, controls the fan speed in three stages to improve cooling performance and reduce cooling fan noise. The TOYOTA genuine Super Long Life Coolant (SLLC) has been adopted. As a result, the maintenance interval has been extended.
Reservoir Tank
Radiator
Oil Cooler
271EG113
Thermostat
Specifications
Transmission Type Type Engine Coolant
Thermostat
Capacity liters (US qts, Imp. qts) Opening Temperature C (F)
*1: Models with Heater *2: Models without Heater
MT
AT
TOYOTA Genuine Super Long Life Coolant (SLLC) or Equivalent 9.8 (10.4, 8.6)*1 11.1 (11.7, 9.8)*1 9.0 (9.5, 7.9)*2 10.3 (10.9, 9.1)*2 80-84 (176-183)
EG-128
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
EG-129
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES System Diagram
Radiator Water Outlet
Cylinder Head
Turbocharger
Cylinder Block
Oil Cooler Water Pump
Heater Core
Thermostat
Water Inlet Reservoir Tank
271EG114
Engine Coolant Specifications
Engine Coolant Type Color Maintenance Intervals SLLC
TOYOTA Genuine Super Long Life Coolant (SLLC) or Equivalent
TOYOTA Genuine Long Life Coolant (LLC) or Equivalent
Pink
Red
First Time
160,000km (100,000miles)
Subsequent
Every 80,000 km (50,000 miles)
Every 40,000 km (24,000 miles) or 24 months whichever comes first
is pre-mixed (50% coolant and 50% deionized water), so no dilution is needed when adding or replacing SLLC in the vehicle. If LLC is mixed with SLLC, the interval for LLC (every 40,000 km / 24,000 miles or 24 months) should be used. You can also apply the new maintenance interval (every 80,000 km /50,000 miles) to vehicles initially filled with LLC (red-colored), if you use SLLC (pink-colored) for the engine coolant change.
EG-130
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
INTAKE AND EXHAUST SYSTEM
1. General An
intake shutter valve (throttle valve) equipped with a torque motor (rotary solenoid type) is used. Swirl control valves are provided in the intake manifold of the 1KD-FTV engine. A stainless steel exhaust pipe is used for weight reduction and improved rust resistance. An air-cooled intercooler is provided on the 1KD-FTV engine and 2KD-FTV High Version engine for Thailand. An EGR system is provided on the models complying with the emission regulations (EURO III, EURO I, and Tier 1). This system is designed to reduce and control NOx formation through a slight reduction of peak temperature in the engine combustion chamber, which is accomplished by introducing a small amount of inert gas into the intake manifold. For details on EGR control, see page EG-169. A variable nozzle vane type turbocharger is used on the 1KD-FTV engine. An air-cooled type turbocharger is used on the 2KD-FTV engine. An oxidation catalytic converter is provided on the models complying with the EURO III or Tier 1 emission regulation. Intake Shutter Assembly Intake Shutter Valve (Throttle Valve)
EGR Valve
Intercooler Exhaust Manifold
Air Cleaner
Muffler Turbocharger Intake Manifold
Oxidation Catalytic Converter
271EG115
EG-131
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
2. Intake Shutter Assembly The intake shutter valve (throttle valve) equipped with the torque motor (rotary solenoid type) is used to improve EGR performance and to reduce the vibration and noise when stopping the engine. The torque motor (rotary solenoid type) makes the intake shutter valve (throttle valve) respond quickly. Intake Shutter Valve Position Sensor
Torque Motor (Rotary Solenoid type)
Intake Shutter Valve (Throttle Valve)
271EG116
3. Intake Manifold In
conjunction with the adoption of the direct injection system, an intake manifold provided with an air intake chamber is used in order to reduce the swirl variances between the cylinders. On the 1KD-FTV engine, a vacuum-actuated swirl control valve is provided in one of the two intake ports provided for each cylinder. A swirl control valve consists of a stainless steel shaft and an actuator, which are integrated in the valve. For details, see page EG-164. Air Intake Chamber
Actuator
271EG117
Swirl Control Valve 1KD-FTV Engine
EG-132
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
4. Intercooler
An air-cooled intercooler is used in order to lower the intake air temperature, improve engine performance, and to realize cleaner exhaust gas emissions. It is located directly on top of the engine. The intercooler and the inlet tank are made of aluminum and the outlet tank is made of plastic for weight reduction. A dual construction, high-frequency cavity resonator is used for the pipe between the turbocharger and the intercooler. Outlet Tank
Hight-Frequency Cavity Resonator
Intercooler
Inlet Tank Front
271EG118
5. EGR Valve An
EGR valve is provided midstream in the intake air passage. By cooling the EGR valve in this manner, a greater volume of exhaust gas can be processed. On the 1KD-FTV engine, a vacuum port for a VSV (for EGR Valve Close) to cut off EGR is used to improve valve closure response. On the 2KD-FTV engine, an EGR valve position sensor has been provided in the EGR valve in order to directly measure the actual amount of the valve opening. This measurement is then input into the engine ECU in order to improve the precision of EGR control. EGR Valve Position Sensor Vacuum Port Vacuum Port
Intake Air
to Intake Manifold
EGR Gas 1KD-FTV Engine
271EG119
Intake Air
to Intake Manifold
EGR Gas 2KD-FTV Engine
271EG120
EG-133
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
6. Turbocharger General A variable
nozzle vane type turbocharger is used for 1KD-FTV engine. A water jacket is provided in the bearing housing to improve the cooling performance of the turbocharger. A lightweight and compact air cooled type turbocharger is used for 2KD-FTV engine. To control the turbo pressure, this turbocharger is provided with a wastegate valve and an actuator that operates mechanically in accordance with the turbo pressure. 1KD-FTV Engine
DC Motor
DC Motor
Water Jacket
Turbine Wheel
Nozzle Vane Position Sensor Compressor Wheel
271EG121
2KD-FTV Engine without Intercooler
Compressor Wheel
Turbine Wheel
Wastegate Valve
271EG154
Service Tip Only for 2KD-FTV Engine Models The engine ECU determines altitude using the atmospheric pressure sensor. If the sensor indication value is approx. 85kPa or less (Altitude: Higher than approx. 1,500 m), the engine ECU lowers the preset maximum engine speed*, in order to prevent the turbine wheel from racing when the vehicle is driven in high altitude areas (where the atmospheric pressure is low). Therefore, the preset maximum engine speed is lower than standard. However, this is not an engine malfunction. For details, see the Hilux Repair Manual.
*: Varies in accordance with altitude. As the altitude increases (the atmospheric pressure sensor
EG-134
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
Variable Nozzle Vane type Turbocharger Variable
nozzle vane type turbocharger consists primarily of an impeller, turbine, nozzle vane, unison ring, DC motor and nozzle vane position sensor. This turbocharger has realized great improvements in low-speed torque, maximum output, fuel consumption, and emission reduction. These improvements have been accomplished through variable control of the nozzle vane position, and an optimal velocity of the exhaust gas inflow to the turbine at all times in response to the engine condition. The engine ECU outputs a signal to the turbo motor driver, which actuates the DC motor, to control the nozzle vane position. For details on the turbocharger control, see page EG-165. DC Motor
Nozzle Vane Position Sensor
Turbine Wheel
Linkage 271EG146
Nozzle Vane
Unison Ring
The
exhaust gas from the exhaust manifold goes through the nozzle vane inside the turbo charger housing, and flows to the exhaust pipe through the turbine. The speed of the turbine (supercharging pressure) differs depending on the flow velocity of the exhaust gas going through the turbine and the flow velocity of the exhaust gas is controlled by the opening. In such a time like idling, when the exhaust gas is less, the nozzle vane is almost fully closed, but as there is a slight clearance between the vanes, the exhaust gas flows through this clearance to the exhaust pipe. Therefore, there is no bypass.
: Exhaust Gas : Intake Air
Nozzle Vane
195EG72
EG-135
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
7. Exhaust Pipe A
stainless steel exhaust pipe is used for weight reduction and rust resistance. A ball joint is used to join the exhaust front pipe and exhaust manifold. As a result, a simple and reliable construction for reducing vibration has been realized. The oxidation catalytic converter is used to clean the exhaust gas particulates, HC and CO. The table below describes the location of the converter (where equipped), in accordance with the engine type and exhaust emission regulation compliance. EURO III or Tier 1
Emission Regulation Engine Type Location of Oxidation Catalytic Converter
1KD-FTV 2KD-FTV High Version (with Intercooler) Integrated with Front Exhaust Pipe
EURO I or Non-Compliance
2KD-FTV 2KD-FTV High Version (without Intercooler) Below Exhaust Manifold
All
Gasket Main Muffler
Oxidation Catalytic Converter 1KD-FTV Engine and 2KD-FTV Engine with Intercooler
271EG122
Gasket Main Muffler
Oxidation Catalytic Converter 2KD-FTV Engine without Intercooler
271EG151
EG-136
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
FUEL
SYSTEM
1. General A common-rail system is
used in the fuel injection system. HP3 type supply pump, which is compact and lightweight, is used. An injector compensation value and a QR code are printed on the injector to realize high-precision control. A new type of fuel filter, in which the fuel filter element alone can be replaced, has been adopted. A fuel filter warning switch, which turns ON/OFF when the internal vacuum of the filter increases, is provided in the fuel filter. A fuel cooler made of aluminum has been adopted on the model equipped with an intercooler. A fuel tank made of single-layer plastic has been adopted.
Fuel Filter Warning Switch
Fuel Cooler*
Common-Rail
Injector
Fuel Tank Supply Pump Fuel Filter
*: Only for Models with Intercooler
271EG123
EG-137
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
2. Common-Rail System General In this system, the high pressurized fuel that is supplied by the supply pump is stored in the common-rail, and the engine ECU sends signals to the injectors via the EDU (Electronic Driver Unit) in order to control the injection timing and injection volume. For details of this control, see page EG-156. System Diagram
Pressure Limiter
Fuel Pressure Sensor Common-Rail
Fuel Temp. Sensor
SCV
Supply Pump
Fuel Filter Warning Light Pressure Switch
Fuel Filter
Fuel Tank
Fuel Cooler*
NE Signal EDU Engine ECU
G Signal 271EG124
*: Only for Models with Intercooler
EG-138
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
Supply Pump 1) General
This supply pump (HP3 type) has been made shorter than the HP2 type that is used on other models. This has been accomplished through the adoption of an opposing plunger configuration (and by reducing the number of plungers from 4 t o 2), resulting in a compact and lightweight supply pump.
B
B
A
A
271EG155
HP3
224EG21
HP2
Specifications
Model Type
New Hilux
Other Model
HP3 (Outer Cam)
HP2 (Inner Cam)
A
Length
mm (in.)
190.2 (7.49)
252.0 (9.92)
B
Length
mm (in.)
129.0 (5.08)
182.1 (7.17)
1
2
Suction Control Valve Plunger Weight
φ8.5×2
g (lb.)
3,800 (8.38)
φ7.0×4
6,040 (13.32)
Service Tip
The engine ECU learns and memorizes the pump discharge volume variances associated with the individual differences in the supply pumps. Therefore, make sure to perform the operation described below after replacing the supply pump. For details, see the Hilux Repair Manual. Connect an intelligent tester II to the DLC3 connector and use the tester to reset the learned value. Alternatively, connect the SST (09843-18040) between the TC and CG terminals of the DLC3 connector, and leave the ignition switch ON for approximately 3 minutes to r eset the learned value. After resetting, start the engine, allow it to idle* for approximately 1 minute, and turn the ignition switch OFF to enable the engine to memorize the learned value. *: The engine coolant temperature should be 60 C (140F) or more, and the fuel temperature should be 20C 68F or more.
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
EG-139
2) Construction The
supply pump consists of an eccentric camshaft, ring cam, two plungers, four check valves, SCV (Suction Control Valve), fuel temperature sensor, and a feed pump. The two plungers are placed opposite each other outside of the ring cam. to Fuel Tank (for Return)
Check Valve (for Suction)
Check Valve (for Discharge)
Plunger
to Common-rail from Fuel Tank (for Suction)
Eccentric Camshaft
Feed Pump Fuel Temp. Sensor
Ring Cam
Plunger
SCV
Check Valve (for Suction) 271EG156
Check Valve (for Suction)
Check Valve (for Discharge)
Plunger Eccentric Camshaft
Eccentric Cam Portion Feed Pum Ring Cam
Eccentric Cam Portion Plunger Ring Cam Check Valve (for Suction)
271EG157
271EG158
EG-140
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
3) Operation Due
to the rotation of the eccentric cam, the ring cam pushes plunger A upward as illustrated below. The force of the spring pulls plunger B (which is located opposite plunger A ) upward. As a result, plunger B draws fuel in, and plunger A pumps fuel at the same time. The SCV controls the volume of fuel that is drawn into the plungers in accordance with the signals from the engine ECU. “
“
”
“
Check Valve (for Suction)
Eccentric Cam
”
“
”
”
Check Valve (for Discharge)
A
SCV
B
Ring Cam
Engine ECU
Engine ECU
Engine ECU
Engine ECU
245EG08
EG-141
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
Common-Rail The
function of the common-rail is to store the fuel that has been pressurized by the supply pump. The common-rail is provided with a fuel pressure sensor, which detects the fuel pressure in the common-rail, and a pressure limiter that mechanically relieves the pressure in case the internal pressure of the common-rail rises abnormally. Internally, the common-rail contains a main hole and five branch holes that intersect the main hole. Each branch hole functions as an orifice that dampens the fluctuation of the fuel pressure. to Injectors
Pressure Limiter Fuel Pressure Sensor
from Supply Pump Branch Hole Main Hole
Common-Rail Cross Section
271EG125
Service Tip
Fuel pressure sensor has its sealing portion plastic-deformed in order to keep sealing performance, so do not reuse it after disassembling. If parts that affect the alignment have been changed, make sure to replace the pipe with a new one as well. The parts that require the replacement of a pipe are listed below. Injection Pipe: Injector, Common-rail, and Cylinder Head Fuel Inlet Pipe: Supply Pump, Common-rail, Cylinder Block, Water Pump, and Cylinder Head For details, refer to the Hilux Repair Manual.
EG-142
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
Injector 1) General An
injector consists of a nozzle needle, piston, and solenoid valve. An injector compensation value and QR (Quick Response) code containing encoded characteristics of the injector are printed on each injector. The injector compensation value and QR code contain various pieces of information regarding the injector, such as model code, and injection volume correction.
Solenoid Valve
Piston
Nozzle Needle
271EG152
Service Tip If
the engine ECU is replace, use the intelligent tester II and input the injector compensation values of all 4 injectors. If the injector is replaced, input the injector compensation value of the replaced injector. Then, the proper compensation will be made so that the injection volume precision prior to the replacement will remain unchanged. For details, see the Hilux Repair Manual. The QR code, which requires a special scan tool, is not used at Toyota dealers.
Injector Compensation Value
QR Code 271EG153
- REFERENCE -
What is QR (Quick Response) Code? QR code, a matrix symbology consisting of an array of nominally square cells, allows omni-directional, high-speed reading of large amounts of data. QR code encodes many types of date such as numeric, alphanumeric, kanji, kana and binary code. A maximum of 7,089 characters (numeric) can be encoded. QR code (2D code) contains information in the vertical and horizontal direction, whereas a bar code contains date in one direction only. QR code (2D code) holds a considerably greater volume of information than a bar code.
EG-143
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES 2) Operation
(a) When electrical current is applied to the solenoid coil, it pulls the solenoid valve up. (b) The orifice of the control chamber opens, allowing the fuel to flow out. (c) The fuel pressure in the control chamber drops. (d) Simultaneously, fuel flows from the orifice to the bottom of the piston and raises the piston up (to enhance response). (e) As a result, the piston raises the nozzle needle to inject fuel.
Solenoid Coil
(a)
Solenoid Valve
Fuel Piston
(b)
Fuel (c)
Control Chamber
(d) Nozzle Needle (e) 271EG127
EG-144
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
3. Fuel Filter General The
conventional fuel filter consists of a fuel filter element integrated with the fuel filter housing. By contrast, the new fuel filter consists of a separate fuel filter housing and a fuel filter element. A paper filter element that offers high filtering efficiency and captures the minutest particles has been adopted. Fuel Filter Warning Switch
Priming Pump
Priming Pump
Filter Element Fuel Filter Assembly Filter Element Filter Housing
Fuel Sedimenter Level Warning
New
Fuel Sedimenter Level Warning
Conventional
271EG128
Fuel Filter Warning Switch A
fuel filter warning switch, which turns ON/OFF when the internal vacuum of the filter increases, is provided in the fuel filter. This switch, which turns OFF when the internal vacuum of the fuel filter increases to a predetermined level, is connected by wire to the meter ECU. When the meter ECU detects that the internal vacuum of the fuel filter has increased (by way of the fuel filter warning switch OFF signal), it determines that the fuel filter has become clogged. Then, it illuminates the fuel filter warning light on the combination meter to urge the driver to replace the fuel filter. For details on fuel filter warning light control, see page BE-XX. Combination Meter
Combination Meter Fuel Filter Warning Light
Meter ECU
Fuel Filter Warning Switch
Meter ECU
Diaphragm from Fuel Tank
Negative Pressure Vacuum
Filter Element
to Supply Pump Fuel Filter
Fuel Filter 271EG129
Normal Fuel Filter
Fuel Filter Clogged Up
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
EG-145
EG-146
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES
4. Fuel Cooler The fuel cooler, which is provided in the fuel return path, cools the return fuel that has reached a high temperature as a result of the pumping of the supply pump. This prevents the reduction in fuel viscosity that is caused by the rise in fuel temperature, and improves the reliability of the fuel system.
A
to Fuel Tank
A
from Common-Rail
A-A Cross Section
271EG130
EG-147
ENGINE – 1KD-FTV AND 2KD-FTV ENGINES CHARGING SYSTEM As
on the 2TR-FE engine model, a compact and lightweight segment conductor type alternator (SE08 type) that generates a high amperage output in a highly efficient manner has been adopted as standard equipment on models except the Central and South American models. For details on this alternator, see page EG-28. The Central and South American models have adopted the conventional (KCB1 type) alternator made by Bosch. A one-way clutch function has been provided in the pulley of 2 type alternators to absorb the fluctuations in the engine speed, thus significantly reducing the damage sustained by the drive belt.
One-way Clutch
Alternator Pulley 271EG165
Service Tip
SST (09820-63020) has been established due to the adoption of a pulley with the one-way clutch function. For details, refer to the Hilux Repair Manual.
STARTING As
SYSTEM
on the Central and South American 2TR-FE engine models, a planetary reduction type starter with an interpolar magnet (DW2.2 type) has been adopted on the Central and South American models (except KUN26L-PRPSYG). For details on the interpolar magnet, see page EG-32. The models except those indicated above use a conventional reduction type starter (RA2.0, R2.2, or R2.7 type).
