Engine- 1kd-Ftv and 2kd-Ftd Engines

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ENGINE – 1KD-FTV AND 2KD-FTV ENGINESEG-112

1KD-FTV AND 2KD-FTV ENGINES

DESCRIPTION

1KD-FTV TOYOTA D-4D (Direct injection 4-stroke common-rail Diesel engine) and 2KD-FTVTOYOTA 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, cleanemission, low noise and low vibration.

A 2KD-FTV High Version, which has a higher power output than the normal 2KD-FTV engine, is alsoavailable. The 2KD-FTV and 2KD-FTV High Version engines are equipped with engine ECUscontaining engine control programs that differ from each other. However, both engine models share thesame mechanical components.

An intercooler is provided on all 1KD-FTV engine models and the 2KD-FTV High Version engine forThailand. 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. Fordetails, see "Major Difference" on page EG-114.

1KD-FTV Engine

2KD-FTV Engine without Inter Cooler

271EG98

271EG97



ENGINE – 1KD-FTV AND 2KD-FTV ENGINES EG-113

Engine Specifications

Engine Type 1KD-FTV 2KD-FTV2KD-FTV

High Version

No. of Cyls. & Arrangement 4-Cylinder, In-line

Valve Mechanism16-Valve DOHC,Belt & Gear Drive

Combustion Chamber Direct Injection Type

Manifolds Cross-flow

Fuel System Common-Rail Type

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)

Compression Ratio 17.9 : 1 18.5 : 1

Max. Output [SAE-NET] 120 kW @ 3,400 rpm 75 kW @ 3,600 rpm75 kW @ 3,600 rpm

88 kW @ 3,600 rpm*5

Max. Torque [SAE-NET]343 Nm @

1,400 ~ 3,200 rpm200 Nm @

1,400 ~ 3,200 rpm

260 Nm @1,600 ~ 2,400 rpm

320 Nm @2,000 rpm*

5

ValveTiming

IntakeOpen 2 BTDC

Close 37 ABDC 31 ABDC

Exhaust

Open 45 BBDC 30 BBDC

Close 0 ATDC

Firing Order 1-3-4-2

Fuel Cetan Number 50 or higher

Oil Grade CF-4, 10W-30

Emission Regulation

EURO III*2 EURO III*5 EURO III*

8

EURO I*3 EURO I*6 EURO I*

9

Tier 1*4 *7 *

10

Engine Service Mass*

(Reference) kg(lb)

260 (573) 223 (492) 222 (489)

*1: Weight shows the figure with the oil and water fully filled.

*2: for Thai, Australian, and Central and South American Models

*3: for Philippine, and Central and South American Models (only for export package models)

*4: for Central and South American Models (only for Brazilian-spec models)

*5: for Thai Models*

6: for Philippine Models

*7: for General Countries Models

*8: for Thai, and Central and South American Models

*9: for Malaysian Models

*

10

: for General Countries, and Central and South American Models (only for export package models)




MAJOR DIFFERENCE

The table below lists the major differences between the 1KD-FTV and 2KD-FTV engines.

Section Item1KD

-FTV

2KD

-FTV

2KD-FTV

HighVersion

Engine Proper

A SIRM (Sintered Iron Reinforced Material) ring carrier isused in the top ring groove of the piston.

The piston skirt has been coated with resin.

An Ni-resist cast iron ring carrier is used in the top ringgroove of the piston.

A PVD (Physical Vapor Deposition) coating has beenapplied on the surface of the No. 1 compression ring

*1 *

1

2 balance shafts are used.

Intake andExhaust System

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. *2

An oxidation catalytic converter is used. *3 *

3 *

2

Fuel System Fuel cooler is used. *2

ChargingSystem

A segment conductor type alternator is used. *4 *

4

Starting System Planetary reduction type with interpolar magnet is used. *5 *

5

Engine ControlSystem

An EGR valve position sensor is used. *6

*6

An air flow meter is used.

Swirl control system is used.

Turbocharger control system is used.

*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 Models

*5: Only for Central and South American Models

*6: Only for Models with EGR System




FEATURES OF 1KD-FTV AND 2KD-FTV ENGINES

The 1KD-FTV and 2KD-FTV engines have achieved the following performance through the adoption ofthe items listed below.

(1) High performance and reliability

(2)

Low noise and vibration(3) Lightweight and compact design(4) Good serviceability(5) Clean emission and fuel economy

Item (1) (2) (3) (4) (5)

EngineProper

A cylinder head cover made of plastic is used.

2 balance shaft is used.

Piston provided with combustion chamber is used inconjunction with the adoption of direct injection.

The passage for the EGR is provided in the cylinder head.

ValveMechanism

A shim-less type valve lifter is used.

CoolingSystem

A pressurized reservoir tank is used.

Intake andExhaust

System

An intake shutter valve (throttle valve), which is actuated bya torque motor (rotary solenoid type), and an airflow meterare 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.

FuelSystem

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 bereplaced, has been adopted.

A fuel filter warning switch that detects the clogging of thefuel filter has been adopted.

ChargingSystem

A segment conductor type alternator is used.

StartingSystem

Planetary reduction type with interpolar magnet is used.

Engine

ControlSystem

An EGR valve position sensor is used.

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.




ENGINE PROPER

1. Cylinder Head Cover

The cylinder head cover is made of plastic toreduce weight and noise.

A baffle plate is provided on the inside of thecylinder head cover to reduce the consumptionof engine oil through blow-by gas.

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 excellentsealing performance

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 HiluxRepair Manual.

Baffle Plate

A-A Cross Section

271EG99

AA

271EG101

ABC

DE

Rear

A

AFront

Shim

CylinderBore Side

A – A Cross Section

OuterSide

271EG100




3. Cylinder Head

The cylinder head is made of aluminum alloy. The injector has been located in the center of thecombustion 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 byoptimizing 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.

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.

Injector Hole

EGR Passage Glow Plug Hole

IN IN IN IN

EX EX EX EX

195EG42

Water Jacket

195EG41

Rib271EG102




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 byusing 2 balance shafts to cancel the imbalanced inertial force, thereby reducing engine noise (boomingnoise).

These balance shafts are built into the cylinder block. Driven by the timing gear, the balance shaftsrotate at twice the speed of the crankshaft and in the opposite direction of each other.

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 castiron ring carrier.

On 1KD-FTV engine models and emission regulation non-compliance 2KD-FTV engine models, aPVD (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.

Supply PumpDrive Gear

Balance shaft No.1

Oil PumpDrive Gear

CrankshaftTiming Gear

Idle Gear

Balance Shaft No.2

195EG47

2KD-FTV Engine

Ni-resist Cast Iron

Ring Carrier

Cooling Channel271EG159

1KD-FTV Engine

SIRM Ring Carrier

Cooling Channel

271EG103

ResinCoating




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 theshifting of the bearing caps during assembly.

Plastic region tightening bolts are used.

An aluminum bearing is used for the connecting rod bearings.

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 oilclearance. 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.

271EG104

Plastic RegionTightening Bolt

Knock Pin

Micro-Grooved

Roll-Finished

Upper Main Bearing

Lower Main Bearing

Oil Grooved

271EG105

Oil Hole




9. Crankshaft Pulley

The rigidity of the torsional damper rubber has been optimized to reduce noise.

Torsional DamperRubber

271EG106




VALVE MECHANISM

1. General

Each cylinder has 2 intake valves and 2 exhaust valves. Intake and exhaust efficiency is increased bymeans 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 the 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.

GearsExhaust Camshaft

Intake Camshaft

Timing Belt

271EG107




2. Camshaft

The cam nose has been chill treated to increase its abrasion resistance.

3. Intake and Exhaust Valves

Along with the increased amount of valve lift, shim-less valve lifters that provide a large cam contactsurface have been adopted.

The adjustment of the valve clearance is accomplished by selecting and replacing the appropriate valvelifters.

: Chill TreatedExhaust Camshaft

Intake Camshaft

Camshaft Drive Gear

Camshaft Drive Gear

224EG08

Camshaft

ValveLifter

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.




4. Timing Gear Train

The supply pump, vacuum pump, oil pump and balance shafts* are driven by the crankshaft timinggear.

The idle gear is constructed with a scissors gear on its front and back to reduce noise.

*: Only for 1KD-FTV Engine

Camshaft TimingPulley No.1

Supply PumpDrive Gear

Vacuum PumpDrive Gear

Idle GearCrankshaftTiming Gear

Oil PumpDrive Gear

271EG161

Balance ShaftDrive Gear*

Camshaft TimingPulley No.1

AutomaticTensioner




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

271EG109

Main Oil Hole

By-PassValve

By-PassValve

ReliefValve

OilFilter

OilCooler

OilPump

OilStrainer

CrankshaftJournal No.1

ConnectingRod

GearOil Jet

VacuumPump

Idle

Gear

Oil Pan

OilJet

Piston

CHECK

VALVE

CrankshaftJournal No.2-5

IdleGearShaft

Turbo-Charger

No.1BalanceShaftJournal

No.2BalanceShaftJournal

DriveGearThrust

Washer

DriveGearThrust

Washer

IntakeCamshaft

Journal

ExhaustCamshaft

Journal

Orifice

CamGear

ValveLifter

ValveLifter




2KD-FTV Engine

Oil Capacity

Engine Type 1KD-FTV 2KD-FTV

2KD-FTV High Version

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)

271EG111

Main Oil Hole

By-PassValve

By-PassValve

ReliefValve

Oil Filter

Oil Cooler

Oil Pum

Oil Strainer

CrankshaftJournal No.1

ConnectingRod

GearOil Jet

VacuumPump

IdleGear

Oil Pan

OilJet

Piston

Turbo-Charger

Intake

CamshaftJournal

Exhaust

CamshaftJournal

Orifice

CHECK

VALVE

CrankshaftJournal No.2-5

IdleGearShaft

CamGear

ValveLifter

ValveLifter

271EG110




2. Piston Oil Jet

Piston oil jets are provided at the bottom of the cylinder block to spray oil to the piston’s coolingchannel, 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.

271EG112

Piston Oil Jet

CheckValve

Oil

Cooling Channel

Back Side View




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 theconventional model, controls the fan speed in three stages to improve cooling performance and reducecooling fan noise.

The TOYOTA genuine Super Long Life Coolant (SLLC) has been adopted. As a result, themaintenance interval has been extended.

Specifications

Transmission Type MT AT

Engine Coolant

TypeTOYOTA Genuine

Super Long Life Coolant (SLLC) or Equivalent

Capacity liters(US qts, Imp. qts)

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

Thermostat

Opening Temperature

C (F) 80-84 (176-183)

*1: Models with Heater

*2: Models without Heater

Reservoir Tank

Radiator

Thermostat

Oil Cooler

271EG113




System Diagram

Engine Coolant Specifications

Engine Coolant TypeTOYOTA Genuine

Super Long Life Coolant (SLLC)or Equivalent

TOYOTA GenuineLong Life Coolant (LLC)

or Equivalent

Color Pink Red

MaintenanceIntervals

First Time 160,000km (100,000miles)Every 40,000 km (24,000 miles) or24 months whichever comes firstSubsequent Every 80,000 km (50,000 miles)

SLLC is pre-mixed (50% coolant and 50% deionized water), so no dilution is needed when adding orreplacing 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 initiallyfilled with LLC (red-colored), if you use SLLC (pink-colored) for the engine coolant change.

RadiatorWater Outlet

Turbocharger

WaterPump

Cylinder Head

Oil Cooler

HeaterCore

Thermostat

WaterInlet

271EG114

Cylinder Block

Reservoir Tank




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, EUROI, and Tier 1). This system is designed to reduce and control NOx formation through a slight reductionof peak temperature in the engine combustion chamber, which is accomplished by introducing a smallamount 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 1emission regulation.

Intercooler

271EG115

Exhaust Manifold

Air Cleaner

Turbocharger

Intake Shutter Assembly

Intake Shutter Valve(Throttle Valve) EGR Valve

Intake Manifold Oxidation CatalyticConverter

Muffler




2. Intake Shutter Assembly

The intake shutter valve (throttle valve) equipped with the torque motor (rotary solenoid type) is used toimprove EGR performance and to reduce the vibration and noise when stopping the engine. The torquemotor (rotary solenoid type) makes the intake shutter valve (throttle valve) respond quickly.

3. Intake Manifold

In conjunction with the adoption of the direct injection system, an intake manifold provided with an airintake 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.

Swirl Control Valve

Actuator

Air Intake Chamber

1KD-FTV Engine

271EG117

Intake Shutter Valve(Throttle Valve)

Torque Motor(Rotary Solenoid type)

Intake Shutter ValvePosition Sensor

271EG116




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 forweight reduction.

A dual construction, high-frequency cavity resonator is used for the pipe between the turbocharger andthe intercooler.

5. EGR Valve

An EGR valve is provided midstream in the intake air passage. By cooling the EGR valve in thismanner, 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 theengine ECU in order to improve the precision of EGR control.

Front

Inlet Tank

Outlet Tank Hight-FrequencyCavity Resonator

Intercooler

271EG118

271EG119

1KD-FTV Engine

to IntakeManifold

IntakeAir

EGR Gas

Vacuum Port

EGR ValvePosition Sensor

2KD-FTV Engine

to IntakeManifold

EGR Gas

IntakeAir

271EG120

Vacuum Port




6. Turbocharger

General

A variable nozzle vane type turbocharger is used for 1KD-FTV engine. A water jacket is provided inthe 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 theturbo pressure, this turbocharger is provided with a wastegate valve and an actuator that operatesmechanically in accordance with the turbo pressure.

1KD-FTV Engine

2KD-FTV Engine without Intercooler

Water Jacket

TurbineWheel

CompressorWheel

DC MotorDC Motor

Nozzle VanePosition Sensor

271EG121

Turbine WheelCompressorWheel

Wastegate Valve 271EG154

Only for 2KD-FTV Engine ModelsThe engine ECU determines altitude using the atmospheric pressure sensor. If the sensor indicationvalue 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 maximumengine speed is lower than standard. However, this is not an engine malfunction. For details, see theHilux Repair Manual.

*: Varies in accordance with altitude. As the altitude increases (the atmospheric pressure sensorindication value decreases the reset maximum en ine s eed is decreased.

Service Tip




Variable Nozzle Vane type Turbocharger

Variable nozzle vane type turbocharger consists primarily of an impeller, turbine, nozzle vane, unisonring, DC motor and nozzle vane position sensor.

This turbocharger has realized great improvements in low-speed torque, maximum output, fuelconsumption, 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 atall times in response to the engine condition.

The engine ECU outputs a signal to the turbo motor driver, which actuates the DC motor, to controlthe nozzle vane position. For details on the turbocharger control, see page EG-165.

The exhaust gas from the exhaust manifold goes through the nozzle vane inside the turbo chargerhousing, 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 theflow velocity of the exhaust gas is controlled by the opening. In such a time like idling, when theexhaust gas is less, the nozzle vane is almost fully closed, but as there is a slight clearance betweenthe vanes, the exhaust gas flows through this clearance to the exhaust pipe. Therefore, there is no bypass.

: Exhaust Gas

195EG72

: Intake Air

Nozzle Vane

DC Motor

Nozzle VanePosition Sensor

Unison Ring

Linkage

Nozzle Vane

Turbine Wheel

271EG146




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 andreliable 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 andexhaust emission regulation compliance.

Emission Regulation EURO III or Tier 1EURO I or

Non-Compliance

Engine Type1KD-FTV

2KD-FTV High Version(with Intercooler)

2KD-FTV2KD-FTV High Version

(without Intercooler)All

Location of OxidationCatalytic Converter

Integrated withFront Exhaust Pipe

BelowExhaust Manifold

Main Muffler

Oxidation CatalyticConverter

Gasket

Main Muffler

Oxidation CatalyticConverter

Gasket

271EG122

271EG151

1KD-FTV Engine and 2KD-FTV Engine with Intercooler

2KD-FTV Engine without Intercooler




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-precisioncontrol.

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.

*: Only for Models with Intercooler

Fuel Tank

Injector

271EG123

Supply Pump

Common-Rail

Fuel Filter

Fuel FilterWarning Switch Fuel Cooler*




2. Common-Rail System

General

In this system, the high pressurized fuel that is supplied by the supply pump is stored in thecommon-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

*: Only for Models with Intercooler

Fuel Pressure Sensor Pressure Limiter

Common-Rail

SCVSupplyPump

Fuel Temp. Sensor

Fuel FilterWarning Light

FuelFilter

Fuel

Cooler* EDU

Engine ECU

NE Signal

G Signal

Pressure

Switch

Fuel Tank

271EG124




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 to 2), resulting in a compact and lightweight supply pump.

Specifications

Model New Hilux Other Model

Type 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)

Suction Control Valve 1 2

Plunger φ8.5×2 φ7.0×4

Weight g (lb.) 3,800 (8.38) 6,040 (13.32)

224EG21

HP2

A

B

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 DLC3connector, and leave the ignition switch ON for approximately 3 minutes to reset the learned value.

After resetting, start the engine, allow it to idle* for approximately 1 minute, and turn the ignitionswitch OFF to enable the engine to memorize the learned value.

*: The engine coolant temperature should be 60C (140F) or more, and the fuel temperature

should be 20C (68F) or more.

Service Tip

271EG155

HP3

A

B




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.

Plunger

Plunger

Ring Cam

Feed Pum

Eccentric

Camshaft

271EG157271EG158

Eccentric CamPortion

Eccentric CamPortion

Ring Cam

Check Valve(for Suction)

Check Valve(for Discharge)

Check Valve(for Suction)

SCV

Feed Pump

to Common-rail

Fuel Temp.

Sensor

EccentricCamshaft

Ring Cam

271EG156

Plunger

Check Valve

(for Suction)

Plunger

Check Valve

(for Suction)

from Fuel Tank

(for Suction)

to Fuel Tank(for Return)

Check Valve(for Discharge)




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. Asa 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.

EngineECU

EngineECU

EngineECU

EngineECU

B Ring Cam

EccentricCam

Check Valve

(for Discharge)Check Valve(for Suction)

A

SCV

245EG08




Common-Rail

The function of the common-rail is to store the fuel that has been pressurized by the supply pump. Thecommon-rail is provided with a fuel pressure sensor, which detects the fuel pressure in thecommon-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.

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 newone as well. The parts that require the replacement of a pipe are listed below.Injection Pipe: Injector, Common-rail, and Cylinder HeadFuel Inlet Pipe: Supply Pump, Common-rail, Cylinder Block, Water Pump, and Cylinder Head

For details, refer to the Hilux Repair Manual.

Service Tip

Fuel Pressure

Sensor

to Injectors

from SupplyPump

Pressure Limiter

Branch Hole

Main Hole

Common-Rail Cross Section 271EG125




Injector

1) General

An injector consists of a nozzle needle, piston,and solenoid valve.

An injector compensation value and QR (QuickResponse) code containing encodedcharacteristics of the injector are printed oneach injector.

The injector compensation value and QR codecontain various pieces of information regardingthe injector, such as model code, and injectionvolume correction.

If the engine ECU is replace, use the intelligent tester II and input the injector compensationvalues of all 4 injectors. If the injector is replaced, input the injector compensation value of thereplaced 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 RepairManual.

The QR code, which requires a special scan tool, is not used at Toyota dealers.

Service Tip

- REFERENCE -

What is QR (Quick Response) Code?

QR code, a matrix symbology consisting of an array of nominally square cells, allowsomni-directional, high-speed reading of large amounts of data.

QR code encodes many types of date such as numeric, alphanumeric, kanji, kana and binarycode. A maximum of 7,089 characters (numeric) can be encoded.

QR code (2D code) contains information in the vertical and horizontal direction, whereas a barcode contains date in one direction only. QR code (2D code) holds a considerably greatervolume of information than a bar code.

271EG152

Nozzle Needle

Piston

Solenoid Valve

QR Code

Injector CompensationValue

271EG153




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.

271EG127

Fuel

Solenoid Coil (a)

Solenoid Valve

PistonControlChamber

Nozzle Needle

Fuel

(b)

(c)

(d)

(e)




3. Fuel Filter

General

The conventional fuel filter consists of a fuel filter element integrated with the fuel filter housing. Bycontrast, 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 beenadopted.

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 filterincreases 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 thefuel filter warning switch OFF signal), it determines that the fuel filter has become clogged. Then, itilluminates the fuel filter warning light on the combination meter to urge the driver to replace the fuelfilter. For details on fuel filter warning light control, see page BE-XX.

271EG129

Fuel FilterWarning Light

Meter ECU

Combination Meter

Fuel Filter

Warning Switch

Diaphragm

fromFuel Tank

to Supply Pump FilterElement

Fuel Filter

Meter ECU

Combination Meter

Normal Fuel Filter Fuel Filter Clogged Up

Negative Pressure(Vacuum)

Fuel Filter

Fuel FilterWarning Switch

FilterElement

FilterHousing

Fuel SedimenterLevel WarningSwitch

New Conventional

Fuel SedimenterLevel WarningSwitch

Fuel Filter Assembly Filter Element

Priming Pump

PrimingPump

271EG128




4. Fuel Cooler

The fuel cooler, which is provided in the fuel return path, cools the return fuel that has reached a hightemperature as a result of the pumping of the supply pump. This prevents the reduction in fuel viscositythat is caused by the rise in fuel temperature, and improves the reliability of the fuel system.

A

A A-A Cross SectiontoFuel Tank

fromCommon-Rail

271EG130




CHARGING SYSTEM

As on the 2TR-FE engine model, a compact andlightweight segment conductor type alternator(SE08 type) that generates a high amperageoutput in a highly efficient manner has been

adopted as standard equipment on models exceptthe Central and South American models. Fordetails on this alternator, see page EG-28.

The Central and South American models haveadopted the conventional (KCB1 type) alternatormade by Bosch.

A one-way clutch function has been provided inthe pulley of 2 type alternators to absorb thefluctuations in the engine speed, thussignificantly reducing the damage sustained bythe drive belt.

STARTING SYSTEM

As on the Central and South American 2TR-FE engine models, a planetary reduction type starter with aninterpolar magnet (DW2.2 type) has been adopted on the Central and South American models (exceptKUN26L-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 R2.7type).

SST (09820-63020) has been established due to the adoption of a pulley with the one-way clutchfunction. For details, refer to the Hilux Repair Manual.

Service Tip

One-way Clutch

271EG165

Alternator Pulley




SERPENTINE BELT DRIVE SYSTEM

Accessory components are driven by a serpentine belt consisting of a single V-ribbed belt. It reduces the overall engine length, weight and number of engine parts.

An automatic tensioner eliminates the need for tension adjustment.

Air ConditionerCompressor Pulley*

Idler Pulley

Alternator Pulley

Automatic Tensioner

Crankshaft Pulley

Water Pump Pulley

Idler Pulley

210EG34

*: Only for Models with Air Conditioner

Documents

Engine- 1kd-Ftv and 2kd-Ftd Engines