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Cylinder compression check




Operations with engine in car

Use a compression gauge with a threaded fitting for the spark plug hole


 

are adjusted by interchangeable steel shims fitted to the top of the camshaft followers, acting directly on the underside of their respective camshafts. On VVT-i engines no shims are fitted, and to adjust the clearances the camshaft followers themselves must be changed, necessitating the removal of the camshafts.

 

At the lower end of the engine, the one-piece crankshafts are supported by five plain bearings retained by traditional bearing caps on the 4E-FE and 4A-FE engines, whilst the 4ZZ-FE and 3ZZ-FE engines are fitted with a cast main bearing 'ladder' fitted between the engine block and the oil sump. A rotor-type oil pump is fitted directly over the end of and driven directly by the crankshaft (4A-FE, 4ZZ-FE and 3ZZ-FE engines) or by the timing belt (4E-FE engines).

 

 

The following operations can be carried out without having to remove the engine from the vehicle:

 

a) Removal and refitting of the cylinder head.

b) Removal and refitting of the timing chain/ belt and sprockets.

c) Removal and refitting of the camshafts.

d) Removal and refitting of the oil sump.

e) Removal and refitting of the oil pump.

f) Renewal of the engine/transmission mountings.

g) Removal and refitting of the flywheel/ driveplate.

 

Although in theory, it is possible to remove the big-end bearings, connecting rods and pistons with the engine in place, for reasons of access and cleanliness, it is recommended that the engine is removed.

 

 

 

1 When engine performance is down, or if misfiring occurs which cannot be attributed to the ignition or fuel systems, a compression test can provide diagnostic clues as to the engine's condition. If the test is performed regularly, it can give warning of trouble before any other symptoms become apparent.

 

2 The engine must be fully warmed-up to normal operating temperature, the battery must be fully-charged. The aid of an assistant will also be required.



 

3 Remove the fuel pump fuse (No 10 from the engine compartment fusebox), and if possible, start the engine and allow it to run until the residual fuel in the system is exhausted.

 

Failure to do so could result in damage to the catalytic converter.

 

4 Remove the spark plugs as described in

 

Chapter 1.

 

5 Fit a compression tester to the No 1 cylinder spark plug hole - the type of tester which screws into the plug thread is to be preferred

 

(see illustration).


 

6 Have the assistant hold the throttle wide open, and crank the engine on the starter motor. After one or two revolutions, the compression pressure should build-up to a maximum figure, and then stabilise. Record the highest reading obtained.

 

7 Repeat the test on the remaining cylinders, recording the pressure in each.

 

8 All cylinders should produce very similar pressures; a difference of more than 1 bar

 

between any two cylinders may indicate a fault. Note that the compression should build-up quickly in a healthy engine; low compression on the first stroke, followed by gradually-increasing pressure on successive strokes, indicates worn piston rings. A low compression reading on the first stroke, which does not build-up during successive strokes, indicates leaking valves or a blown head gasket (a cracked head could also be the cause). Deposits on the undersides of the valve heads can also cause low compression. 9 Toyota minimum values for compression pressures are given in the Specifications.

 

10 If the pressure in any cylinder is low, carry out the following test to isolate the cause. Introduce a teaspoonful of clean oil into that cylinder through its spark plug hole, and repeat the test.

 

11 If the addition of oil temporarily improves the compression pressure, this indicates that bore or piston wear is responsible for the pressure loss. No improvement suggests that leaking or burnt valves, or a blown head gasket, may be to blame.

 

12 A low reading from two adjacent cylinders is almost certainly due to the head gasket having blown between them; the presence of coolant in the engine oil will confirm this.

 

13 If one cylinder is about 20 percent lower than the others and the engine has a slightly rough idle, a worn camshaft lobe could be the cause.

 

14 If the compression reading is unusually high, the combustion chambers are probably coated with carbon deposits. If this is the case, the cylinder head should be removed and decarbonised.

 

15 On completion of the test, refit the spark plugs (see Chapter 1) and refit the fuel pump fuse.

 





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