4JB1-TC ENGINE

Mechanical specification and structure

Applicable to N * R

ISUZU
Isuzu Motors Limited
 CONTOUR

4JB1-TC

applicable emission Euro 2

Maximum output 70kW/3400rpm (95PS/3400rpm)

206Nm / 2000rpm (21.0kgm /

Maximum nut 2000rpm)

The direct injection 4JB1-TC four-cycle engine features two valves per cylinder that are
operated by means of a single camshaft mounted in the engine block.
Auto-themed pistons with cast steel struts are used to reduce thermal expansion and
resulting engine noise when the engine is cold.

Dry type chrome plated cylinder liners provide the highest durability.
The crankshaft has been tufftrided to provide longer service life. Because the
crankshaft is tufftrided, it cannot be reground.

The 4JB1-TC engine is equipped with the VE type mechanical fuel injection pump made
by Bosch
 MAIN DATA AND SPECIFICATION ENGINE

General

Engine model 4JB1-TC

Engine type Diesel, four-stroke, overhead valve, water-cooled

Engine Weight (Kg)

Approximately 256
(With fan, clutch disc)

Cylinder arrangement - Number of cylinders In-line four-cylinder

1-3-4-2
Fuel Injection Request

Diameter x stroke (mm) 93.0 x 102.0

2771
Total displacement (cc)

Camber combustion type Direct injection

cylinder liner
Dry type
750 ± 25
Idle speed (rpm)

Fuel system

Pump Injection Type BOSCH Distributor VE Type

Mechanical Variable All Speed
Regulator Type

Nozzle Injection Type nozzle hole

5
Injection hole number
0.20
Hole injection diameter (mm)

First stage injection pressure of working nozzle (MPa) 19.5

Second stage injection pressure of working nozzle (MPa)

26.5

Fuel filter type Cartridge paper element and water separator

Valve system

overhead valves
Valve arrangement

Unit Type The drive gear

24.5
Open the intake valve in BTDC (degrees)

55.5
Close the intake valve In ABDC (degrees)

54.0
Open the exhaust valve to BBDC (degrees)
26.0
Close the exhaust valve In ATDC (degrees)
0.4
Cold valve intake clearance (mm)

0.4
Cold valve exhaust clearance (mm)

Refrigeration system

Cooling method Water cooled

10
Water capacity (litres) (including radiator)

Water Pump Type Centrifugal

1.2
Water Pump Pulley Ratio (Crank/Pump)

Thermostat Type Wax Pellet Jiggle Valve With

Thermostat initial opening temperature (DEG. C)
82

Thermostat full opening temperature (degrees. C)

95
 4JB1-TC-6 Engine

Lubrication system

Lubrication method
Pressure circulation

Type of oil pump Gear

6.6 to 7.1
Oil Capacity (Bunk)

Type of oil filter Cartridge paper element

Starting system
12-2.0 or 12-2.2
Engine output starter motor (V-kW)

Charging system
12-50 or 12-60
Output alternator (VA)
regulator Type IC
 4JB1 TC-Engine-7

MAIN CONSTRUCTION OF PARTS

The cylinder block is a complex structure with cooling water and lubricating oil passages, and crankshaft supports at the bottom. The cylinder block is made of cast

iron, as it has to be strong enough to withstand not only high temperatures, but also the high pressure gases generated in the cylinders. It also needs to have enough

corrosion resistance to withstand these gases. The water-cooled cylinder block can be divided into one-piece molding type and liner type. In the liner type liners are

inserted into the cylinder part of the block. On the other hand, coatings can be divided into dry type and wet type according to the cooling method employed.

With dry type of coating, thin sleeve is pressed into place inside the cylinder. In case of wear, the coating can be replaced

easily. With the dry type of coating there is no possibility of cooling water leakage. When replacing the liners, it is necessary measure the

liners to ensure that the dimensions meet the requirement, because heat conduction decreases is the liners do not fit closely the cylinder block. With cylinder liners,

wear is greatest near the top of the piston ring at top dead center, and wear decreases toward bottom dead center. This is due to piston slap, lateral pressure and

thermal expansion.

Sulfur content in oil of the light is burned to form SO 2, part of which HE

oxidizes in SO 3. When water vapor in the gas
burnt reaches the point of dew, the Sulfuric acid is generated by the reaction of (H 2 O + SO 3 = H2SO 4). Carbon generated by the
Combustion absorbs sulfuric acid, causing severe chemical corrosion.
 4JB1 TC-Engine-8

Service Measurement Service and spare parts

Line of
production of Use

Outer lining Degree Cylinder Body Average Liner Outer Diameter Liner Grade (without piston) Liner Diameter
Diameter (mm) (mm) Diameter (mm)

1 95,001-95,010 95,011-95,020
1-AX (For piston size AX) 93,035-93,050

1-CX (For CX piston size) 93,051-93,066

2 95,011-95,020 95,021-95,030
2-AX (For piston size AX) 93,035-93,050

2-CX (For CX piston size) 93,051-93,066

3 95,021-95,030 95,031-95,040
3-AX (For piston size AX) 93,035-93,050

3-CX (For CX piston size) 93,051-93,066

4 95,031-95,040 95,041-95,050
4-AX (For piston size AX) 93,035-93,050

4-CX (For CX piston size) 93,051-93,066

The 4JB1 engine uses dry type chrome plated cylinder liner. Markings are made on the top of the cylinder block to indicate the cylinder liner diameter.

This information is important when cylinder liners need to be replaced. The production line of stamping cylinder coating grade in

the top of the body of the cylinder, cylinder liner outer diameter grade 1, 2, 3 and 4.

If you find cylinder liner outer diameter grade "1" on the cylinder body outer diameter and piston "B" on the top of piston or the measurement result of each
part, you will select Service Parts grade for cylinder liner grade "1-AX" and piston grade "AX".

INSPECTION article

Measuring cylinder body Diameter

Required Tool: Cylinder Indicator measure point "A" through ①-①, ②-②, ③-③ and ④-④.
Calculate the average value of the four measurements. Service
standard: 95.001 - 95.040mm
 4JB1-TC-9 Engine

Cylinder Liner Bore Measurement

& AT <—"
-20mm ~
Tool needed: Cylinder Indicator measure point "A" to
through ②-② and ③-③. - PS

Calculate the average value of the two measurements. Standard service:

- @-@ 5s
93.020 - 93.060mm
%- 53 3 ' *
Tools needed: straight edge, a service gauge
Standard: 0.05mm or less Service limit: 0.20mm

Liner cylinder projection

Required Tool: Straight Edge, Feeler Gauge Service

Upper cylinder body Face deformation

Standard: 0 - 0.1 mm

Service limit: Between two adjacent cylinders should not exceed 0.03 mm
 4JB1 TC-Engine-10

PISTON, PISTON RING AND CONNECTING ROD

1. connecting rod bearings

2. Piston ring

3. Piston pin snap ring

4. piston pin

5. connecting rod
6. piston

The 4JB1 engine accommodates 4 aluminum alloy pistons. The pistons are exposed to high temperature and high pressure gas during the
explosive stroke. The gas pressure is transported to the crankshaft, and most of the heat received is released into the water
from
cooling through the cylinder walls. During operation, the pistons must be subjected to continuous reciprocating motion at high speed along
from the walls of the low cylinder lateral pressure, while
maintaining the pressure of combustion
in the combustion chambers. Thus, various factors, such as piston weight, thermal expansion, shape and dimensions, must be taken into
account in the design of the pistons.

With the offset piston, the center of the piston pin is offset a certain amount to the thrust side of the bore to reduce lateral forces on the piston and this results in reduced piston slap noise.

1. The piston ring carrier

When the piston temperature rises, the piston expansion will increase and this causes piston seizure or ring sticking. Then wear of groove ring will increase, and

reduce gas sealing performance. Therefore, in particular, in the case of aluminum alloy pistons, a

Special cast iron ring carrier is cast into the upper ring groove which is exposed to high heat load and this improves the wear resistance of the annular groove.
 4JB1 TC-Engine-11
1. Identification mark size

2. Mark forward

Frames size
Outer diameter (mm) service of Piston service
first level Diameter (mm)
AXE 92,989-93,004
A 92,985-92,994

Yeah 92,995-93,004

CX 93,005-93,020
C 93,005-93,014

93,015-93,024
re

He diameter of the piston It is essential

information in case of to be examined an engine. A, B, C and D are the marks used to
identify
he diameter of the piston. These brands can be found in the top of the piston. Wearing he
previous diagram can be ordered
correct piston. The clearance between the piston and the cylinder liner is important for engine assembly.

Note:
The cylinder liner installation procedure may result in slight decreases in cylinder liner clearances. Always measure the cylinder liner clearance after installation to ensure it is correct.
 4JB1 TC-Engine-12

1. On first compression ring

2. On second compression ring

3. Oil ring

The 4JA1 engine's aluminum alloy pistons have an integrated toroidal

combustion chamber shaped swirl chamber arranged in the center.

Two piston rings ensure rapid build-up of air pressure and oil and a ring of

oil prevents it from entering the combustion chamber from the sump.

Piston rings fit into ring grooves around the pistons to keep the
combustion chamber between the piston and cylinder airtight. They also conduct the heat received by the pistons to the
walls of the cylinder. The scrap piston rings the
spray on the cylinder walls to leave the minimum oil film
required to lubricate pistons and rings
excess oil from entering the combustion chambers.

The rings that They are mainly used to maintain combustion pressure and are called rings. of compression, and the that are used for scrape the

excess of oil, are

known as oil rings.

The rings of compression alternately hits the top and bottom of the slots of the rings like the pistons rise and they go down.

During the race of

high pressure gas explosion pushes the rings down. This is the only time they move in front of the pistons. Compression rings also increase combustion pressure as

high pressure gas pushes the rings toward the cylinder walls from behind the rings. Oil rings are tapered or grooved on their sliding surface to increase the drive

pressure so that a tight fit with the cylinder walls can be maintained by theirown tension. To satisfy The demands of oil rings with a higher pressure unit

suitable for high speed engine,

oil ring with the have enlarger came into use general.
 4JB1 TC-Engine-13

Jet cooling piston

Four injectors of oil HE placed under the pistons to cool the bottom of the
piston. The jets are supplied with oil, directly from the

oil pump.

The bottom of the piston is in a special way to guide the oil along the entire length the surface
to ensure sufficient cooling.

1. Front piston Marks

2. Marcos Foundry

The connecting rod is a rod that connects a piston to the crankshaft, and transmits the
explosive forces imposed on the piston to the crankshaft. The connecting rod is made of
metal forging to resist compression, tension and bending forces.

One end of the connecting rod is connected to the piston with a piston pin, and is called the "small
end."

While the other end is called the "big end" a bushing is usually press-fitted onto the small end,

however the big end is split into two pieces, and they are tightened to the crankshaft with bolts.
 4JB1 TC-Engine-14

Piston Ring and Groove Ring Clearance

Required tool: Thickness gauge

Standard service: 0.090 - 0.125 mm (first)

0.050 - 0.0750mm (second)

0.03 - 0.07 mm (oil)

Service limit: 0.150 mm

Piston Rings Gap

Required tool: Thickness gauge

Standard service: 0.2 - 0.4 mm (first and second) / 0.1 - 0.3 mm (oil)
Service limit: 1.5mm
 4JB1 TC-Engine-15
Piston Diameter Tip

Required tool: Micrometer

Standard Service: 30,995 - Service Limit

31.000mm: 30.970mm

Piston pin and connecting rod bushing clearance

Required Tool: Caliper Gauge, Dial Indicator

Standard service: 0.008 - 0.020mm Service limit: 0.050 mm

Alignment rod

Required tool: Connecting rod aligner, feeler gauge Standard Service: 0.08 mm or less (bend) / 0.05

mm or less (twist) Service Limit: 0.20 mm (bend) / 0.15 mm (twist)

 4JB1 TC-Engine-16
Push rod Clearance

Required tool: Thickness gauge

Standard Service: Service limit 0.23 mm:

0.35 mm

CRANKSHAFT

1. crankshaft
Having 2. High Crankshaft
Having 3. Low Crankshaft
4. crankshaft thrust bearing

5. crankshaft bearing Cap

The crankshaft is the main shaft of the engine which has the pressure of burning gas generated during engine operation on the crank pins through the
connecting rods, converts the power into rotary motion, and transmits it to the outer part.

The balance of the crankshaft relative to its axial center is maintained by adjusting the balance weights, especially by drilling holes in them.
 4JB1 TC-Engine-17
Note:
To increase the strength of the crankshaft, Tufftriding (nitrizing treatment) has been applied. Because of this, it is not possible to re-grind the crankshaft
surfaces. Therefore, under bearing size are not available.
 4JB1 TC-Engine-18

Main Bering Diameter (mm) Main crankshaft journal Bering National Park oil clearance (mm)
Diameter (mm)

Principal l Bearing bore Diameter (mm) Size

Degree Mark Dia
outdoor meter

1 73,992-74,000
1 or 69,927-69,932 4 0,045 - 0,061

2 or 69,922-69,927 4 0,050-0,066

3 or 69,917-69,922 5 0,052 - 0,068

2 73,983-73,992
1 or 69,927-69,932 2 0,042 - 0,059

2 or 69,922-69,927 3 0,044 - 0,061

3 or 69,917-69,922 4 0,046 - 0,063

3 73,975-73,983
1 or 69,927-69,932 1 0,037 - 0,053

2 or 69,922-69,927 2 0,039 - 0,055

3 or 69,917-69,922 2 0,044-0,060

INSPECTION article

Run crankshaft output

Required Tool: Service Indicator Dial

Standard: 0.05mm or less Service limit: 0.08mm

Crankshaft and Crank Pin Diameter

Required tool: Micrometer measure point ③, ④ through ①-① and ②- ②.
 4JB1 TC-Engine-19
Standard service: 69.917 - 69.932mm (crankshaft)
52.915 - 52.930mm (Crank Pin)
0.05 mm or less (irregular wear)
Service limit: 69.91mm (crankshaft)
52.90mm (Crank Pin)
0.08mm (uneven wear)
 4JB1 TC-Engine-20

Connecting rod bearing Inner diameter

Required Tool: Cylinder Standard Service Indicator: 0.029 - 0.066mm Service Limit: 0.100 mm
 4JB1 TC-Engine-21
CYLINDER HEAD
4JB1 TC-Engine-22
 4JB1 TC-Engine-23

The buttstock Cylinder is a vital component that forms the chamber

combustion together with the cylinder block and piston. This
equipped with a valve mechanism and injection nozzles. The cylinder head is made of cast iron which has great heat resistance and
strength. Exposed to burning gas at high temperatures, and therefore must be airtight against pressures of
compression and explosion.

Exhaust valves and injection nozzles, in particular, have complex water cooling passages to cool them evenly as they are heated to high temperatures.

The cylinder head is mounted on the cylinder block with a gasket between them. Unless the mounting bolts are tightened evenly in the correct order, problems such as

burnt gas leaks and gasket damage can result. Because the cylinder head is a cast part, it can in some cases become distorted over a long period. It is therefore

necessary to check the flatness of the seating surface whether it is removed or installed.
 4JB1 TC-Engine-24

When
loosenin

Cylinder head bolts torque 1st step: 49Nm 2nd step: 60° - 75°

Step 3: 60° - 75°

 4JB1 TC-Engine-25
Loosen the cylinder head bolts in numerical order a little at a time. They need to be checked for cracks and damage when dismantled.
The cylinder head bolts are tightened according to the torque method in numerical order.
A cylinder gasket has to seal combustion gases, lubricating oil and cooling water at the same time. The cylinder head gasket is a 4 layer metal
type of which the thickness can be identified even when the cylinder head is mounted on the engine.

The thickness of the cylinder head gasket can be retrieved from three different marks found under the collector of
admission. In case of an engine tune-up thickness of the cylinder head gasket can be determined by measuring the
piston projection.

When
squeezing

Marcos board Degree Piston projection

thickness board
(Mm)
0,758 - 0,813 1.60

33332*333333233*233333,
522333;33;
33******************,*********
0,813 - 0,859 1.65

0,859 - 0,914 1.70

-
***************
 4JB1 TC-Engine-26
INSPECTION article
 4JB1 TC-Engine-27
Butt Height

Required tool: Service height gauge

Standard: 91.95 - Service limit 92.05mm:

91.55mm

Deformation of the collector mounting face

Tools needed: straight edge, a service gauge

TU©F° o “ 0 o,, e WoC X7o cQ ° /
Standard: 0.05mm or less Service limit: 0.20mm —°oo°og
---°°8o o.© /
o/ F-- ° O o '
Maximum grinding allowance: 0.40mm
 4JB1 TC-Engine-28

Deformation of the exhaust manifold

Tools needed: straight edge, a service gauge

Standard: 0.05mm or less Service limit: 0.20mm
 4JB1 TC-Engine-29
VALVE MECHANISM

1. Timing gear camshaft

2. Camshaft thrust plate

3. Camshaft
 4JB1 TC-Engine-30
1. Snap ring

2. rocker
3. Rocker arm shaft support
4. rocker
5. spring

6. Snap ring

7. rocker shaft

The mechanism valve open and close the valves of intake and exhaust at the time

and efficiency of exhaust and

ensure satisfactory delivery of engine performance.

The crankshaft indirectly influences engine

performance. The crankshaft drives the camshaft

indirectly through a gear. It

consists of a mechanism crank,

intermediate gear, the gear camshaft, camshaft, tappets, rods

 4JB1 TC-Engine-31
thrust, rocker arms, valves and valve springs.

The camshaft has intake and exhaust cams for each cylinder.
He performance of the engine, with the participation of valve opening and the closing of calendar and the order of cooking,

depends in particular on the cams.

He rocker is a lever moving on the rocker shaft, and transmits the movement of the rod of thrust cam

operated to open and

close the valve. The purpose of the camshaft and rocker arms is to open and close the intake and exhaust valves to control combustion timing. If these parts are worn or

damaged, it will seriously affect the performance of the engine.

 4JB1 TC-Engine-32

Valve timing means the valve opening and closing peculiar to an engine, and can be expressed by the angle of rotation of the crankshaft. The
valves do not open and They close exactly at the top dead center and bottom dead center due to which the
air of
intake would not flow in immediately after the intake valve opens. There is a certain delay due to the fact that the intake air has a moment of
 4JB1 TC-Engine-33
inertia and that the air passage area intake does not increase instantly. From this it is deduces, for
that
Therefore, more air can be drawn into the cylinder by opening the valve slightly before top dead center. Air continues to flow into the cylinder as
long as there is negative pressure, so the intake valve closes after the piston begins to rise from bottom dead center. The exhaust valve opens
before bottom dead center to ensure smooth discharge of exhaust gases,

It is known from the above description that there is an overlap period where both the intake and exhaust valves are open near top dead center. This is for

discharge the gas remaining burnt by ingesting a fresh air charge. This condition is known as superposition of

valves. Timing is controlled by the camshaft.

 4JB1 TC-Engine-34

Easels operate for transmit the action of the cam to the valves through the push rod and the rockers. Easels They have to withstand great
forces of These are the pressure of the burnt gases, the tensile force of the valve springs and the
inertia force of moving parts.

Therefore, tappets are made of special cast iron, and the surface in contact with the cam is hardened by appropriate heat treatment. Additionally, the bottom surfaces of

the push rod are machined to a spherical surface to prevent cam and pushrod deflection wear. To put it another way is, each cam and the pusher are offset to rotate the

pusher during operation and this makes them in even contact with each other, and to improve the contact condition.
 4JB1 TC-Engine-35
The valve and valve spring

The purpose of the intake and exhaust valves is to help the passage of gas as air and

discharge as much as possible in the very short time of a only cycle of this piston.

In addition, the valves prevent high pressure gas leaks while in the position

closed be able to open and close properly despite exposure to high temperature flue

gases. In addition, they have to endure the operation for a long period.

Valves supported by valve guides operate only in the vertical plane. The valve face is

machined at a 45° angle to seal the gas and transmit heat to the valve seat when the valve is closed. The valves are made of heat-resistant steel because the intake

valves have to withstand temperatures up to about 400 ℃ and the exhaust valves operate at a temperature of 500 ℃ to 800 ℃.

The valve spring holds the valve to the valve seat while it is closed to keep the combustion chamber airtight. Valve springs hold the working parts of the intake and

exhaust valve mechanism to the cams by spring tension while the valves are in motion, thereby properly opening and closing the valve according to the cam profile.

The valve spring is usually a combination of two helical springs, i.e. an inner and an outer one, each having a different tension value. This prevents the valve from
 4JB1 TC-Engine-36
boosting during high engine speed operation. If the end of the valve spring is suddenly compressed by the rocker arm, the spring is not compressed evenly, but is

compressed from one end to the other. If this cycle is run over-with forced cam vibration, the amplitude grows, and severe stress is partially applied, possibly causing

spring fatigue or breakage. This phenomenon is called valve spring rise.

This alters the phenomenon of the spring opening of the valve and the position of closure, and may

result in the reduced output power, increase

noise, or at worst cases, the breakage of the intake and he mechanism exhaust valve. This is can

be avoided by using

double springs.
 4JB1 TC-Engine-37

INSPECTION article

Rocker arm shaft running out

Required Tool: Dial Indicator, V-Block Service Limit: 0.2mm

Rocker arm inner diameter

Required Tool: Caliper Gauge, Dial Indicator

standard service: 19.010 - 19.030mm

0.01 - 0.05 mm (Clearance)

Service limit: 19,100mm

0.20 mm (Clearance)

End of camshaft clearance

Required Tool: Dial Indicator

Service standard: 0.08mm Limit of

service: 0.20mm

Running output camshaft

N/1p 4
((7 A,
Required Tool: Dial Indicator, V-Block
Ke
Standard Service: 0.02mm or less Service Limit:

0.10mm
r/
 4JB1 TC-Engine-38

Cam Height

Required Tool: Standard Service Micrometer: 42.016mm Service Limit: 41.65mm

Camshaft Inner diameter

Required Tool: Cylinder Service Indicator

standard: 50.00 - 50.03mm

0.055mm (Camshaft bearing clearance)

Service limit: 50.08mm

0.12mm (Camshaft bearing clearance)

 4JB1 TC-Engine-39

valve clearance

Required Tool: Service Feeler Gauge

Standard: 0.4mm (Inlet and Outlet)

Valve Stem Outside Diameter

Required tool: Micrometer

Standard Service: 7.946 - 7.961mm (A) / 7.921 - 7.936mm (Ex) Service Limit:
7,880mm (A) / 7,850mm (Ex)

Valve thickness

Required tool: Vernier caliper

Standard Service: 1.79mm (A) / 1.83mm (Ex) Limit of
service: 1.50mm
 4JB1 TC-Engine-40
Valve depression

Required tool: straight edge, depth gauge

Standard Service: 0.73mm (A) / 1.28mm (Ex) Service Limit:

0.70 mm (A) / 1.20 mm (Ex)

Contact Valve Width

Required tool: Vernier caliper

Standard Service: 1.7 mm (A) / 2.0 mm (Ex) Limit of
Service: 2.2mm (A) / 2.5mm (Ex)

Free valve spring height

_L_L=
—uuluauuluuuu———e

Required Tool: Service Cap

48.0mm:: standard duty vernier caliper \ AMWWVI /
47.1mm

Spring valve Perpendicularity

Required Tool: Steel Limit

Square service: 1.7mm

Az
Valve spring tension

Required Tool: Compressed Spring Tester Height: 38.9mm Standard Service: 296.2N

Service Limit: 257.9N

 4JB1 TC-Engine-41
GEARS TRAIN

1. Crankshaft Gear
2. An idle gear

3. Camshaft Gear
4. Gear B idle

5. Fuel pump gear

The 4JB1-TC engine uses a gear type timing system. Benefits of a gear type timing system are;

-Stiff and compact construction

-Maintenance free

-direct power unit

1. Distribution Crankshaft Gear "XX" and Idle Gear "X" a

2. Timing Camshaft Gear Brand "AA" and Idle Gear a "Y"
3. Idle Gear B Marks "Z" and Idle Gear A "ZZ"

The crankshaft gear (21 teeth) has a timing mark "XX" which corresponds to a timing mark on the intermediate gear A.

The intermediate gear A is a gear that transfers the rotation force to the intermediate gear B and the camshaft gear. The bearing is supplied with oil through the hollow shaft.

Has timing mark "And" that correspond to the timing mark on the camshaft gear, and "ZZ", which corresponded to the brand of

synchronization on the intermediate gear B, and "X", which corresponded to the timing mark on the gear of the crankshaft.

The number of teeth of idler sprocket A is 31 teeth.

 4JB1 TC-Engine-42
Idler gear B has timing marks "Z" which corresponded to timing marks on idle gear A, and "V- V", which corresponded to the fuel pump gear. The number of teeth of the intermediate

gear B is 37 teeth.

1. Downtime Marks gear B "VV" gear pump and "V"

The fuel pump gear is attached to the fuel pump with a center bolt and positioned by a key to the fuel pump shaft.

The fuel pump pulley has a "V" timing mark that corresponds to timing marks on idler gear B. The fuel pump gear has 42 teeth.
 4JB1 TC-Engine-43

In case that the gearbox is removed, two or three different distribution brands are visible in the gears. To inspect or adjust the

alignment of the timing wheel, the holes inspection are available in the distribution box. Under normal circumstances, a cover

seal these inspection holes. When the covers are removed, the second gear mark becomes visible. These marks are used to align timing related items that do not

require disassembly of the timing case.

Please note that when timing gears are aligned using the timing gear marks shown in the image above, you have to rotate the crankshaft to top dead center to check timing through

the inspection holes.

Top dead center can be identified by the marks on the crankshaft pulley and timing gear case.
 4JB1 TC-Engine-44
TURBOCHARGER

Turbo Spec. 1

Serial No. RHF4H 2

Parts No. 3

A water-cooled turbocharger, with floating bearings, made by Ishikawajima-Harima Heavy Ind. Co., Ltd. is used. The 4JB1engine has RHF 4 type.

The turbocharger internal mechanism consists of the turbine wheel, the compressor wheel, and the radial bearings. These parts are
supported by the bearing housing.
The turbocharger external mechanism consists of the compressor housing air inlet port and the turbine housing air exhaust port.

The turbocharger increases air intake efficiency. This results in increased engine power, reduced fuel consumption, and minimal engine noise.

He turbocharger operates at very high speeds and temperatures. Part materials have been carefully selected and machined
extremely high precision. Turbocharger service requires great care and experience.

If reduced performance is observed, check the engine for damage or wear. If there is no apparent engine damage or wear, trouble with the turbocharger is
indicated.
 4JB1 TC-Engine-45
INSPECTION article

Operating pressure Door loss

Dial gauge

Required tool: Pressure gauge

\ LL—
\ KON R)9
T //
Standard Service: 105 - 113KPa (782 - 848mHg) " 7/
when the stem moves to 2mm <1u
L
eo
Wheel Axle End Set

Required Tool: Dial Indicator

Standard Service: 0.02 - 0.08 mm Service Limit:

0.09 mm
 4JB1 TC-Engine-46

ENGINE LUBRICATION
LUBRICATION SYSTEM

Oil Pan

Pressure 1. The relief oil of the working valve pump: 6.2 - 7.8kg / cm 2 ( 620 - 780Kpa)

2. Operating pressure regulating valve: 5.7 - 6.3 kg / cm 2 ( 570 - 630Kpa)

3. Oil cooler pressure relief valve opening: 2.7 - 3.3 kg / cm 2 ( 270 - 330Kpa)

4. Oil filter relief valve opening pressure: 0.8 - 1.2 kg / cm 2 ( 80 - 120Kpa)

5. Oil pressure switch Working pressure: 0.3 - 0.5kg/cm2 (29.4 - 49.0Kpa)

6. Regulating valve: 1.8 - 2.2 kg/cm2 ( 180 - 220Kpa) lubricating oil is pumped from the oil pump to the cylinder body oil gallery through the oil cooler and oil filter. It is
then delivered to the vital parts of the engine from the cylinder body oil gallery. The engine has many sliding and rotating parts. These parts constantly generate friction,
which acts as a resistance to friction. The process of forming an oil film to prevent direct contact of these friction-causing parts, converting their friction into fluid friction,
and thus minimizing frictional resistance is called lubrication. The entire oil supply path is called a lubrication system. Oil not only reduces friction between moving parts,
but cools, cleans, seals, prevents rust, and keeps dust out.

A forced circulation system which pressure-feeds oil from an oil pump is generally used. The forced circulation lubrication system
consists of an oil pan, oil pump, oil filter, oil cooler, and oil gallery in the cylinder block.
 4JB1-TC Engine-47

OIL PUMP

1. Oil Pump Assembly

2. Pinion Gear
3. Gasket
4. Sprit Pin
5. ReliefValve Assembly
6. Oil Pump Body
7. Driven Gear
8. Drive Gear
9. Pump Cover
10. Oil Strainer
11. Oil Pipe
12. Gasket Oil Pipe

The oil pump is installed on the

cylinder body by means of two bolts, and it is driven by the gear on the camshaft to conduct oil in the oil pan to the parts to be lubricated.
The gear type oil pump is adopted to the 4JA1 engine.
The geared pump is structured as shown in the picture. The oil pump driven gear turns along the inner surface of the housing together
with the pump gear which is driven by the camshaft. Ace a result, a negative pressure is created between the gears and the housing

which draws the oil out of the oil pan through a strainer (from A). The drawn oil is discharged along the housing (to B), and pressure-fed
to the oil gallery.

The efficiency of the geared pump varies with the clearance between the gears and housing, oil pipe resistance, oil feed pressure, rpm
and oil viscosity.
 4JB1-TC Engine-48

Inspection Item
Gear Teeth & Body Inner Wall Clearance

/Sd/
KA
Required Tool: Feeler Gauge Service
Standard: 0.14mm Service Limit:
89372-
0.20mm

Gear & Body Clearance

Required Tool: Feeler Gauge, Steel Square Service

Standard: 0.06mm Service Limit: 0.15mm

OIL FILTER & OIL COOLER

1. Oil Filter
2. Oil Cooler Relief Valve
3. Regulating Valve

Engine oil will slowly become contaminated by metal

fragments produced by the friction of the working and sliding parts of the engine, and by carbon and sludge generated by fuel
combustion. Heavy sediment will settle to the bottom of the oil pan, while particles in suspension will be fed with the oil to engine parts,
possibly causing accelerated wear and seizures.

It is for these reason that an oil filter is installed in the oil passage to remove such foreign particles. The filter is either a full-flow type,
which allows all the oil to pass through it, or a partial-flow type, which allows only part of the oil to pass through. The full-flow type is
used for 4JB1 engine. A bypass valve is built into the oil filter. In case of filter element become clogged, the oil can be directly fed to the
oil gallery without going through the element. Thus safe lubrication of the system is assumed.
 4JB1-TC Engine-49

Lubricating oil for the most part often acts as a coolant for surfaces that are subject to severe friction. When the temperature of
lubricating oil exceeds 125 - 130 degrees Celsius, its lubricating performance, stable up to this temperature, suddenly drops, and it
it becomes difficult to maintain the oil film. As a result, rotating and sliding parts may begin to stick.

Therefore, vehicles operated under severe conditions, that is, under extreme load at high speed for extended periods, are equipped with
an oil cooler to prevent the lubricating oil from overheating. The plate tube type oil cooler allows lubricating oil to pass through the tube
whose outer surfaces are cooled by engine coolant.

Inspection to determine if any clogging up of the oil cooler elements has occurred, when the oil cooler unit is detached from the engine,
pour oil or light oil into the oil cooler element through the inlet port, and check to see that it flows away from the outlet port. However if
the oil cooler unit is attached to the engine, the following procedure is recommended;

1) Check oil gallery pressure at idling speed

 4JB1-TC Engine-50

If the oil cooler element is clogged up, the oil gallery pressure reading will be increased 1 to 2 kg/cm 2

(100 - 200 Kpa) above the normal figure. This increased pressure is due to an oil pressure loss in the oil cooler element.

2) Check the oil temperature in the oil gallery

If the oil cooler element is clogged up, the oil temperature in the oil gallery will be higher than normal. If the engine operates at high
speed, or is heavily loaded, the oil temperature will increase rapidly.

Inspection Item
Water Leakage ar-

/=
1. Submerge the oil cooler water passage.
2. Apply compressed air (200Kpa /2kg/cm2) If air bubbles rise to the
surface, there is water leakage.
TO "
 4JB1-TC Engine-51

ENGINE COOLING
COOLING SYSTEM

1. Radiator Cap
2. Reservoir Tank
3. Cylinder Head
4. Radiator
5. Cooling Fan
6. Thermostat
7. Water Pump
8. Car Heater Unit
9. Oil Cooler
10. Cold Starting Device
11. Fuel Injection Pump

The engine cooling system consists of the radiator, the water pump, the cooling fan, and the thermostat.

The heat generated by fuel combustion in the cylinder heats the component parts around the combustion chambers of the
engine. If these parts are not properly cooled, the inside engine temperature rises sharply and overheats, reducing
output power.
It also adversely affects the lubricating oil supplied to the moving parts of the engine, possibly reducing lubrication performance,
altering
oil properties, or causing abnormal wear and seizures. To quickly increase cold engine coolant temperature for smooth engine
operation, the coolant is circulated by the water pump and through the by-pass hose and back to the cylinder body. The coolant does
not circulate through the radiator.

Overcooling, on the other hand, can lower thermal efficiency and deteriorate combustion. It can also accelerate cylinder liner wear as
the sulfur dioxide generated in the combustion stroke is combined with the water in the gas to form a corrosive substance.

The cooling system is designed to prevent engine overheating and overcooling, and maintain engine operation at an appropriate
temperature.
When the coolant temperature reaches specified value, the thermostat will begin to open and a gradually increasing amount
of coolant will circulate through the radiator.
The thermostat will be fully open when the coolant temperature reaches specified value. All of the coolant is now circulating through the
radiator for effective engine cooling.
 4JB1-TC Engine-52

WATER PUMP

The water pump es a centrifugal impeller type and is driven by V type

drive belt. The water pump draws the coolant from the
radiator, feeds it through the oil cooler into the cylinder block to cool the outer surfaces of the cylinders, and then into the cylinder head.
The toilet in the cylinder head is directed by a water jet to cool the outer surfaces of the nozzle holders and around the valve
seats.

After cooling the cylinder head, the water runs through the water outlet pipe to the radiator. The water outlet pipe has a thermostat to
regulate the engine cooling water temperature. If the cooling water temperature is below the valve operating temperature, the cooling
water is fed back through the water pump by-pass into the engine without returning to the radiator.
 4JB1-TC Engine-53

THERMOSTAT

The thermostat is a wax pellet type with a jiggle valve and has an opening temperature of 82°C - 95 °
C. The full opening valve lift is more than 10 mm.
The thermostat opens and closes the water outlet pipe and radiator water passage according to the cooling water temperature to
control it and prevent the engine from overheating or overcooling. When the cooling water is cold immediately after starting the engine,
the water passage is closed by the valve, and the cooling water keeps circulating through the by-pass circuit without going through the
radiator, thus allowing speedy engine warm up. As the water temperature rises, the valve opens to connect the water passage to the
radiator and the by-pass circuit is closed so that the engine temperature may be kept at an appropriate level.

If the engine becomes overcooled during operation, the water passage valve is automatically closed. This thermostat has wax sealed
inside its casing, and the valve opens or closes when the wax expands or contracts, moving a spring. When the cooling water
temperature is low, the wax is solid and contracted so that the valve is closed under the pressure of the spring. When the water
temperature rises, the wax liquefies and expands to push the spring and valve down, to open the valve.

A complete cut off of the cooling water to the radiator when the thermostat is fully closed will shorten engine warm up time, but the
system cannot be filled with cooling water because air will remain trapped inside the engine. Therefore, the thermostat is generally
fitted with a small air vent. The jiggle valve releases the air while cooling water is being added, and closes when even the slightest
water pressure is applied as the engine start running, thereby preventing the cooling water from flowing out.

Inspection Item
Thermostat Operating Temperature

Required Tool: Thermometer, Agitating Rod Initial

Opening Temperature: 82 ℃
Full Opening Temperature: 95℃
Valve Lift: 10mm
 4JB1-TC Engine-54

COOLING FAN & FAN CLUTCH

1. Cooling Fan
2. Cooling Fan Clutch
3. Cooling Fan Pulley
4. Cooling Fan & Water Pump Drive Belt
5. Water Pump

The cooling fan consists of seven plastic blades and is fitted with a fan clutch of the fluid coupling type filled with silicon oil.

The engine cooling capacity is designed to prevent engine overheating even at a high ambient temperature. Thus, it is un-necessary
for the fan to run fast when the engine is running fast at a low ambient temperature. High speed operation of the fan
increases noise and causes a marked power loss. The fan clutch senses and drop in the environment temperature
and controls the fan
speed.
 4JB1-TC Engine-55

Inspection Item

Thermostat Operating Temperature

Heat gun

Required Tool: Thermistor, Heat Gun Warm up

the bimetal up to 80 deg. C.
_/ ] /Thermist or 1 ]
If the fan clutch rotates more readily, silicone grease is leaking • S
internally.
AND_____•

Cooling Fan Drive Belt Deflection

p 6-()

Required Tool: Ruler

Apply a force of 98Nm (10kg) to the drive belt mid-portion. Service
Standard: 8 - 12 mm
 4JB1-TC Engine-56

The radiator is a device for a large volume of water in close contact with a large volume of air so that heat will transfer from the water to
the air.
The radiator core is divided into two separate and intricate compartments; water passes through one, and air passes through the other.
The radiator is a tube type with corrugated fins. The corrugated fin type also consists of a series of long tubes extending from the top to
the bottom of the radiator.
While fins are placed between the tubes and have a corrugation shape. Radiation efficiency is great in sprite of the same volume of
the
radiator, because of the corrugated fin has a great radiation area. Furthermore the louver on the corrugated fin increases air speed
and
this makes for increased radiation efficiency.

The radiator cap has a pressure valve, which is used to maintain the pressure in the radiator at required level, and thus increases the
capacity and cooling efficiency of the water pump. There is also a vacuum valve to take fresh air from the out side if the radiator
pressure is reduced when the engine cools off, thereby protecting the radiator from collapse.
 4JB1-TC Engine-57
RESERVE TANK

The reserve tank is employed to prevent coolant loss, and to control the internal pressure of the radiator tank, namely to ensure
cooling
efficiency. Generally, the coolant volume expands by about 5% when the temperature exceeds 90 ℃, and expanded volume of
coolant
overflows from the radiator. Therefore, the radiator has a suitable sized upper tank which corresponds to the increase in the volume of
coolant. This prevents coolant loss to a large degree. Steam, on the other hand, is forced out of the radiator.

When the coolant temperature in the radiator falls, for example when the engine is stopped, the internal pressure in the radiator
becomes negative which causes the coolant to be drawn back into the radiator. Thus coolant loss is prevented, and the period between
topping up the radiator is greatly increased.
 4JB1-TC Engine-58

FUEL SYSTEM
1. Overflow Pipe
2. Injection Nozzle
3. Fuel cut-off solenoid
4. Fuel Tank
5. Water Separator
6. Fuel Filter

The fuel system consists of the

fuel tank, the water separator, the
fuel filter, the injection pump, and
the injection nozzle.

The fuel in the fuel tank of a diesel

engine is pumped up into a fuel
filter by a feed pump, where water
and dust are removed from the
fuel before fed to the injection
pump.
The injection pump feeds the fuel
at very high pressure through
injection pipes, and injects it into
the combustion chambers of the
engine through injection
nozzles. The feed pump
increase the fuel feed rate in direct proportion to the engine speed, but the amount
of fuel required to be injected into the cylinders varies with vehicle running conditions, and not in direct proportion to engine speed.
Thus, there is always an excess of fuel from the feed pump. Therefore, the fuel return pipes run from the nozzles and injection pump to
the fuel tank via fuel filter to return the excess fuel to the fuel tank.
 4JB1-TC Engine-59
FUEL INJECTION PUMP

The drive shaft rotated by the engine timing belt or gear, rotates the cam disk through a cross coupling. The cam disk's press-fitted pin
fits into a groove in the plunger to rotate the plunger. To reciprocate the plunger, the cam disk is also equipped with raised face cams,
arranged uniformly around the circumference of the cam disk. The cam disk's face cams are always in contact with the roller holder
assembly's rollers because the cam disk and the plunger are pressed against the roller holder assembly by the set force of the two
plunger springs. Because of this plunger can follow cam disk movement. Therefore, as the cam disk is rotated on the roller holder
assembly by the drive shaft, simultaneous plunger rotation and reciprocating movement is possible.

The roller assembly construction is such that it can only rotate in a certain angle range in accordance with timer operation.

Because the plunger rotates and reciprocates simultaneously, suction of the fuel into the pressure chamber, pressurization in the
pressure chamber, delivery into the engine cylinder are possible.
 4JB1-TC Engine-60
SPEED GOVERNOR

The governor is located in the upper part of the injection pump chamber. Four flyweights and a governor sleeve are held in the
flyweight
holder, witch is mounted on the governor shaft. The flyweight holder is rotated and accelerated by the drive shaft gear, through rubber
dampers. The governor lever assembly is supported by pivot bolts in the pump housing, and the ball joint at the bottom of the lever
assembly is inserted into the control sleeve, which slides over the outer surface of the plunger. The top lever assembly (the
tension lever) is connected to the governor spring by a retaining pin, while the opposite end of the governor spring is connected to the
control lever shaft. The control lever shaft is inserted into the governor cover and a control lever shaft. The accelerator pedal es
connected directly to the control lever by a cable, and the governor spring set force changes in response to the control lever piston (ie
accelerator pedal position).

Injection quantity control is governed by the mutually opposing forces of the flyweight centrifugal force and the governor spring's set
force.
The flyweight centrifugal force, which changes in response to engine speed, acts on the governor lever through the governor sleeve.
The governor spring's set force, which is dependent on control lever position, ie accelerator pedal position, acts on the governor lever
through the retaining pin.
 4JB1-TC Engine-61

INJECTION TIMING

In the lower part of the injection pump is the timer, in the centre of which the timer piston is positioned. On the low pressure side of
the
timer piston is a timer spring with a predetermined set force; the pump chamber fuel pressure acts on the opposite side (high pressure
side). The timer piston position changes in accordance with the balance of these two forces, to rotate the roller holder via the roller
holder pin. When the timer piston compresses the timer spring, the injection timing is advanced (the roller holder rotates in the reverse
rotation direction), and through timer piston movement in the opposite direction the injection timing is delayed. Injection timing is
controlled by the above.

FEED PUMP

The feed pump comprises a rotor, blades and liner.

Drive shaft rotation is transmitted through a key to the rotor to rotate the rotor. The inside circumference of the liner is eccentric to
the
center of rotor rotation. Four blades are installed in the rotor. Centrifugal force forces the blades outwards during rotation to contact the
inside surface of the liner and form four fuel chambers. Therefore, the volume of these four chambers increases through rotor rotation
to suck fuel from the fuel tank. Conversely, when the volume of these four chambers decreases fuel is pressurized.
 4JB1-TC Engine-62

REGULATING VALVE

Feed pump fuel delivery pressure increases proportionately with an increase in injection pump speed. However, the total fuel injection
quantity necessary for the engine is considerably less than that delivered by the feed pump. Therefore, in order to prevent an
excessive increase in the pump chamber pressure caused by the excess fuel, and to adjust the pump chamber pressure so that it is
usually within the specified limit, a regulating valve is installed near the feed pump outlet. The timer performs timing control using the
pump chamber pressure, which is regulated by the regulating valve.
 4JB1-TC Engine-63

FUEL INJECTION NOZZLE

The fuel is injected inside the combustion chamber by means of single stage injectors with five holes. These holes have a diameter of
0.2mm.
-Desired Operating Pressure: 19.5 MPa (1st) / 26.5 MPa (2nd)
-Adjusting Operating Pressure: 20.0 - 21.0 MPa (1st) / 27.5 - 28.5 MPa (2nd)

This nozzle is following unique constructions.

The position is of the first and second springs are reversed, with the first spring located at the top. The nozzle holder body is unified
construction, decreasing the number of component parts. Pre-lift is provided between the lift piece and the spring seat.

Pre-lift is adjusted at the factory. (Pre-lift is ensured through the assembly of the nozzle, spacer and lift piece.

Full needle valve lift, second opening pressure and pre-lift can be measured simulanously.
 4JB1-TC Engine-64

1st Opening Pressure

The force of the high pressure fuel delivered by the injection pump acts to push the needle valve up. When this force exceeds the set
force of the first spring, the nozzle's needle valve pushes the first pushrod up and the valve opens. (First opening pressure is
represented by point E in the bottom left hand picture, and point A in the bottom right picture.)

2nd Opening Pressure

When the first pushrod has been lifted through the pre-lift, it coantacts the second pushrod. As the set force of the second spring is
acting on the second pushrod, the combined forces of both the first spring and the second spring then act on the needle valve,
which
will not lift unless these forces are When the high pressure fuel (Ie in-line pressure) overcomes the combined forces of the first and
second springs, the needle valve is again lifted and main injection can begin. (Second opening pressure is represented by point F in
the
bottom left picture and B - C in the bottom right picture.)
 4JB1-TC Engine-65

A~B : First spring's set force

B~C~D : Combined forces of first and second springs p | : First opening pressure
P2 : Second opening pressure

Needle valve lift (mm)

 4JB1-TC Engine-66

INJECTION TIMING ADJUSTMENT

Align The No. 1 Cylinder to TDC

1) Rotate the crankshaft and bring the piston in the No.1 cylinder to TDC ① on the compression stroke. Then, crankshaft pulley TDC
line must be aligned with the timing mark ②.

Install The Timing Gauge to The Distributor Head

2) Disconnect the injection pipe from the injection pump and remove a bolt from the distributor head. Insert a screw driver into a hole
in the fast idle lever and turn the lever to channel the cold starting device function.

3) Install the static timing gauge ③ to the distributor head.

Set The Timing Gauge To Zero

4) Rotate the crankshaft to bring the piston in the No.1 cylinder to a point 30 - 40 ° BTDC. And set the timing gauge needle to zero.
 4JB1-TC Engine-67

Timing Gauge Reading at 0.5mm Plunger Lift Point

5) Rotate the crankshaft clockwise and read the crankshaft

timing pulley timing mark when the timing gauge indicated 0.5mm
lift point.
-Standard: BTDC 4°

Adjust Injection Timing to Standard

6) If the injection timing is out of standard, adjust the injection

pump setting angle depending on indicated timing.
 4JB1-TC Engine-68

ELECTRICAL PARTS
STARTER MOTOR

Connecting Diagram

The starting system employs a magnetic type reduction starter in which the motor shaft is also used as a pinion shaft.

When the starter switch is turned on, the contacts of magnetic switch are closed, and the armature rotates.

At the same time, the plunger is attracted, and the pinion is pushed forward by the shift lever to mesh with ring gear. Then, the ring
gear runs to start the engine. On the 4JB1-TC engine has an output of 2.0 or 2.2 kW made by Hitach.
 4JB1-TC Engine-69

9 8 1

18
1. Magnetic Switch Assembly
2. Magnetic Switch
3. Adjusting Shims
4. Plunger
5. Torsion Spring
6. Shift Lever
7. Gear Case
8. Dust Cover
9. Bolt
10. Pinion Assembly
11. Clutch
12. Pinion Shaft
13. Return Spring
14. Pinion Stopper
15. Pinion Stopper Clip
16. Bearing Retainer
17. Screw
18. Engine Assembly
19. Armature
20. Yoke
21. Brush Holder
22. Rear Cover
23. Screw
24. Through Bolt
 4JB1-TC Engine-70
25. Lead Wire
 4JB1-TC Engine-71

Inspection Item

Commutator Mica Segments Wear

, 0.7-0.9
) 10.00276-0.0354)
Insulator 4
---

Required Tool: Vernier Caliper Service

\\ YO /
Standard: 0.7 - 0.9mm Service Limit:

0.2mm

M 1/ Incorrect

Armature Grounding Test

Required Tool: Circuit Tester

Hold one probe of the circuit tester against the commutator segment. And, hold the other circuit tester probe against the armature core.

If the circuit tester indicates continuity, the armature is grounded.

 4JB1-TC Engine-72
Armature Continuity Test

Required Tool: Circuit Tester

1 Hold the circuit tester probes against two armature core segments. 2 Repeat Step 1 at different segments of the armature core. There should be
continuity between all segments of the armature core.
4JB1-TC Engine-73
4JB1-TC Engine-74
 4JB1-TC Engine-75

GENERATOR

Generator Assembly

The basic charging system is the IC integral regulatory charging system. The internal components are connected electrically as
shown in connecting diagram.
The generator features a solid state regulator that is mounted inside the generator. All regulator components are enclosed into a solid
mold, and this unit along with the brush holder assembly is attached to the slip ring end frame.

On the 4JB1-TC engine, two types of outputs (50A or 60A) can be used depending on vehicle specification.
 4JB1-TC Engine-76

1. Vacuum Pump
2. Cover
3. Brush
4. Through Bolt
5. Pulley Assembly
6. Pulley Nut
7. Pulley
8. Fan
9. Rotor Assembly
10. Speacer
11. Ball Bearing 12
Rotor
13. Front Cover Assembly
14. Front Cover
15. Ball Bearing
16. Bearing Retainer
17. Screw
18. Terminal Bolt & Nut
19. Condenser
20. Rear Cover
21. Stator
22. Diode
23. Holder Plate
24. Brush Holder
25. IC Regulatory Assembly
26. Lead Wire
27. Mold Terminal
28. IC Regulator

Rotor Slip Ring Continuity Test

Required Tool: Circuit Tester Check for continuity between slip rings. There should be
continuity.
 4JB1-TC Engine-77

Rotor Slip Ring Insulation Test

Required Tool: Circuit Tester

Check for continuity between the slip rings and the rotor core or shaft. There should be no
continuity.

Stator Coil Continuity Test

Required Tool: Circuit Tester

Check for continuity across the stator coils. There should be continuity.

Stator Coil Insulation Test

Required Tool: Circuit Tester

Check for continuity between each stator coils and the stator core. There should be no
continuity.

Diode Insulation Test

Required Tool: Circuit Tester

Check for continuity between the battery and each of the three stator coil lead terminals. If there is continuity, the diode is normal. Reverse the polarity of
the test probes. If there is no continuity, the diode is normal.
 4JB1-TC Engine-78

SPECIAL TOOLS

5-8840-0200-0 Oil Filter Wrench (89.0mm /

3.5 in)

9-8523-1423-0 Valve Spring

Compressor

5-8840-2033-0 Oil
Seal Installer

5-8840-9018-0 Piston
Ring Compressor

9-8523-1212-0 Valve Guide

Replacer

5-8840-2036-0 Front Oil

Seal Installer

5-8840-2675-0
Compression
Gauge
 4JB1-TC Engine-79

5-8531-7001-0
Gauge
Adapter

5-8840-0266-0
Angle Gauge

5-8840-2038-0 Camshaft
Bering Replacer

5-8840-2360-0 Rear Oil Seal

Remove

5-8840-2359-0 Rear Oil

Seal Installer

5-8840-2040-0 Cylinder
Liner Installer

5-8840-2039-0 Cylinder
Liner
Remove
4JB1-TC Engine-80