3.0L ENGINE

GENERAL INFORMATION

ENGINE IDENTIFICATION NUMBER OR CODE

The engine identification number is located on the rear of the cylinder block just below the cylinder head (Fig. 1).

BLOCK: The cylinder block is a light weight design created by reducing thickness in many parts and a short 10 mm (3/8 inch) block skirt. High rigidity is provided with ribs cast in the outer wall, a full length water jacket, and a monoblock or beam type, main bearing cap. This single unit four bearing cap is de-

signed to control vibration of the cylinder block partition walls.

CRANKSHAFT: A six throw, five weight crankshaft is supported by four main bearings with number three being the thrust bearing. The six separate connecting rod throws pins reduce torque fluctuations while a torsional vibration damper is used to control torsion caused vibration of the crankshaft. Rubber lipped seals are used at front and rear. The front seal is retained in the oil pump case and the rear is retained in a block-mounted housing.

Fig. 1 Engine Identification

PISTONS: Are aluminum alloy with a steel strut, short height, and thin wall so as to be autothermic and light weight. The piston head with valve recesses, in combination with the cylinder head, forms a compact spherical head with clearance for total valve lift with pistons at top dead center. The piston skirt, top and second ring lands are finished to a tapered roughness for oil retention and high resistance to scuffing. Piston pins, press-fitted into place, join the pistons to the connecting rods.

CYLINDER HEAD: The alloy cylinder heads feature cross-flow type intake and exhaust ports. Valve

guides and inserts are hardened cast iron. Valves of heat resistance steel are arranged in a V with each camshaft on center. To improve combustion speed the chambers are a compact sherical design with a squish area of approximately 30 percent of the piston top area. The cylinder heads are common to either cylinder bank by reversing the direction of installation.

CAMSHAFTS: Two overhead camshafts provide valve actuation, one front (radiator side of cylinder bank) and one rear. The front camshaft is provided with a distributor drive and is longer. Both camshafts are supported by four bearing journals, thrust for the front camshaft is taken at journal two and the rear at journal three. Front and rear camshaft driving sprockets are interchangeable. The sprockets and the engine water pump are driven by a single notched timing belt.

ROCKER ARM SHAFTS: The shafts are retained by the camshaft bearing journal caps. Four shafts are used, one for each intake and exhaust rocker arm assembly on each cylinder head. The hollow shafts provide a duct for lubricating oil flow from the cylinder head to the valve mechanisms.

ROCKER ARMS: Are of light weight die-cast with roller type follower operating against the cam shaft. The valve actuating end of the rocker arms are machined to retain hydraulic lash adjusters, eliminating valve lash adjustment.

VALVES: Are made of heat resistant steel and are further treated to resist heat.

VALVE SPRINGS: Are especially designed to be short. The valve spring wire cross-section is oval