CYLINDER BLOCK ASSEMBLY (I)

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1. Assemble in the order indicated in the table.

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1 | Oil jet valve
2 | Upper main bearing, thrust bearing
3 | Crankshaft
4 | Lower main bearing
5 | Main bearing cap (See Main Bearing Cap Assembly Note.)
6 | Connecting rod (Full floating type piston pin)
7 | Piston (Full floating type piston pin)
8 | Piston pin (Full floating type piston pin) (SeePiston Pin Assembly Note.)
9 | Snap ring (Full floating type piston pin)
10 | Piston ring (See Piston Ring Assembly Note.)
11 | Upper connecting rod bearing (See Connecting Rod Bearing Assembly Note.)
12 | Connecting rod, piston (See Piston Assembly Note.)
13 | Lower connecting rod bearing (See Connecting Rod Bearing Assembly Note.)
14 | Connecting rod cap (See Connecting Rod Cap Assembly Note.)
15 | Engine balancer (MZR 2.3 DISI Turbo) (See Balancer Unit Assembly Note.)
16 | Pilot bearing (If equipped) (See Pilot Bearing Assembly Note.)

Main Bearing Cap Assembly Note

1. Tighten the crank bearing caps in the order shown in the figure.

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  Tightening procedure

  (1) Apply engine oil to all bolts.
  (2) 3—7 N·m {30.6—71.3 kgf·cm, 26.6—61.9 in·lbf}
  (3) 23—27 N·m {2.4—2.7 kgf·m, 17—19.9 ft·lbf}
  (4) 38—42 N·m {3.9—4.2 kgf·m, 28.1—30.9 ft·lbf}
  (5) Loosen all the bolts (until bolts are torque-free).
  (6) 3—7 N·m {30.6—71.3 kgf·cm, 26.6—61.9 in·lbf}
  (7) 18—22 N·m {1.9—2.2 kgf·m, 13.3—16.2 ft·lbf}
  (8) 87.5°—92.5°

Piston Pin Assembly Note

1. Assemble the piston pin using the SST.

  Caution
  • Assemble the piston pin so that the front marks of the piston and the connecting rod are positioned on the same surface.

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Piston Ring Assembly Note

1. Assemble the oil ring.

2. Assemble the second ring with the notch facing downward.

3. Assemble the top ring. (MZR 2.0 DISI, MZR 2.0 DISI i-stop)

4. Assemble the top ring with scraper face side upward. (MZR 2.3 DISI Turbo)

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Piston Assembly Note

  Note
  • It is not necessary to position the end gaps of the top ring and second ring.
  • It is not necessary to position the two-piece oil ring end gaps.

1. Assemble the three-piece oil ring so that the three-piece oil ring end gaps do not overlap as shown in the figure.

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2. Insert the piston into the cylinder with the arrow on top of the piston facing the front of the engine.

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Connecting Rod Bearing Assembly Note

1. Install the connecting rod bearing to the connecting rod and connecting rod caps as shown in the figure.

  If engine has no connecting rod bearing with positioning tab

    Caution
    • If there is no connecting rod bearing with positioning tabs at the large end of the connecting rod, install the connecting rod bearing so that the bearing is at the center of the connecting rod cap.

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  If engine has connecting rod bearing with positioning tab

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Connecting Rod Cap Assembly Note

  Caution
  • When assembling the connecting rod caps, align the broken, rough faces of the connecting rods and connecting rod caps.

1. Tighten the connecting rod installation bolts using the following procedure.

  Tightening procedure

  (1) 26—32 N·m {2.7—3.2 kgf·m, 19.2—23.6 ft·lbf}
  (2) 80°—100°

Balancer Unit Assembly Note

  Caution
  • The balancer unit cannot be disassembled due to the precision interior construction of the balancer unit.

1. Visually inspect the balancer unit gear for damage and verify that the shaft rotates smoothly.

  • If there is any malfunction, replace the balancer unit.

2. Remove the cylinder block lower blind plug and install the SST.

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3. Rotate the crankshaft in the direction of engine rotation so that the No. 1 cylinder is at top dead center (TDC). (Until the counterweight contacts the SST and stops.)

  Note
  • If the cylinder block, crankshaft, crankshaft main bearing, and balancer unit are not replaced, use the adjustment shim as it is. In this case, go to Step 12.

4. Assemble the master shims (No. 50) to the shim seating face of the balancer unit at the angles shown in the figure.

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  Caution
  • Engage the gears slowly and place the balancer unit on the cylinder block while being careful not to contact the balancer unit gear strongly with the crankshaft drive gear and damage it.

5. With the balancer unit marks at the exact top center positions, assemble the balancer unit to the cylinder block and tighten the bolts in a criss-cross pattern in two steps.

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  Tightening torque

  1st step: 25 N·m {2.5 kgf·m, 18 ft·lbt}
  2nd step: 39—45 N·m {4.0—4.5 kgf·m, 28.8—33.1 ft·lbf}

6. Remove the SST installed in Step 2.

7. Measure the gear backlash using the following procedure.

  (1) Place the ATDC marks 10 °, 30 °, 100 °, 190 °, 210 °, 280 ° on the rear side of the crankshaft to indicate the angles.

  (2) Insert a flathead screwdriver into the crankshaft No.1 counterweight area and set both the rotation and the thrust direction with the flathead screwdriver, using a prying action, as shown in the figure for accurate measurement of the backlash.

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  (3) Set the SST and a dial gauge as shown in the figure.

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  (4) Rotate the driven gear to the left and right so that the crankshaft drive gear and balancer unit gear contact each other lightly.

  (5) When measuring the backlash, rotate the crankshaft one full rotation and measure the backlash at 6 locations (A to F) as shown in the figure.

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8. Select the adjustment shim from the selection table based on the measured minimum value of the backlash.

Adjustment shim selection table

Backlash mm {in} | Selection shim (No.) | Shim thickness mm {in} | Backlash mm {in} | Selection shim (No.) | Shim thickness mm {in}
--- | --- | --- | --- | --- | ---
0.267—0.273 {0.01051—0.01074} | 15 | 1.15 {0.0452} | 0.127—0.133 {0.00500—0.00523} | 35 | 1.35 {0.0531}
0.260—0.266 {0.01023—0.01047} | 16 | 1.16 {0.0456} | 0.120—0.126 {0.00472—0.00496} | 36 | 1.36 {0.0535}
0.253—0.259 {0.00996—0.01019} | 17 | 1.17 {0.0460} | 0.113—0.119 {0.00444—0.00468} | 37 | 1.37 {0.0539}
0.246—0.252 {0.00968—0.00992} | 18 | 1.18 {0.0464} | 0.106—0.112 {0.00417—0.00440} | 38 | 1.38{0.0543}
0.239—0.245 {0.00940—0.00964} | 19 | 1.19 {0.0468} | 0.099—0.105 {0.00389—0.00413} | 39 | 1.39 {0.0547}
0.232—0.238 {0.00913—0.00937} | 20 | 1.20 {0.0472} | 0.092—0.098 {0.00362—0.00385} | 40 | 1.40 {0.0551}
0.225—0.231 {0.00885—0.00909} | 21 | 1.21 {0.0476} | 0.085—0.091 {0.00334—0.00358} | 41 | 1.41 {0.0555}
0.218—0.224 {0.00858—0.00881} | 22 | 1.22 {0.0480} | 0.078—0.084 {0.00307—0.00330} | 42 | 1.42 {0.0559}
0.211—0.217 {0.00830—0.00854} | 23 | 1.23 {0.0484} | 0.071—0.077 {0.00279—0.00303} | 43 | 1.43 {0.0562}
0.204—0.210 {0.00803—0.00826} | 24 | 1.24 {0.0488} | 0.064—0.070 {0.00251—0.00275} | 44 | 1.44 {0.0566}
0.197—0.203 {0.00775—0.00799} | 25 | 1.25 {0.492} | 0.057—0.063 {0.00224—0.00248} | 45 | 1.45 {0.0570}
0.190—0.196 {0.00748—0.00771} | 26 | 1.26 {0.496} | 0.050—0.056 {0.00196—0.00220} | 46 | 1.46 {0.0574}
0.183—0.189 {0.00720—0.00744} | 27 | 1.27 {0.499} | 0.043—0.049 {0.00169—0.00192} | 47 | 1.47 {0.0578}
0.176—0.182 {0.00692—0.00716} | 28 | 1.28 {0.503} | 0.036—0.042 {0.00141—0.00165} | 48 | 1.48 {0.0582}
0.169—0.175 {0.00665—0.00688} | 29 | 1.29 {0.507} | 0.029—0.035 {0.00114—0.00137} | 49 | 1.49 {0.0586}
0.162—0.168 {0.00637—0.00661} | 30 | 1.30 {0.511} | 0.022—0.028 {0.000866—0.00110} | 50 (master) | 1.50 {0.0590}
0.155—0.161 {0.00610—0.00633} | 31 | 1.31 {0.515} | 0.015—0.021 {0.00059—0.000826} | 51 | 1.51 {0.0594}
0.148—0.154 {0.00582—0.00606} | 32 | 1.32 {0.519} | 0.008—0.014 {0.000314—0.000551} | 52 | 1.52 {0.0598}
0.141—0.147 {0.00555—0.00578} | 33 | 1.33 {0.523} | 0.001—0.007 {0.00003—0.000275} | 53 | 1.53 {0.0602}
0.134—0.140 {0.00527—0.00551} | 34 | 1.34 {0.527} | 0.000—0.000 {0.000—0.000} | 54 | 1.54 {0.0606}

9. Verify that the No. 1 cylinder is at TDC.

  • If not aligned, perform Steps 2—3.

10. Remove the master shim from the balancer unit and assemble the selected adjustment shim at the angles shown in the figure.

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11. Perform Steps 5—7.

12. Verify that the measured backlash is within the specified range.

  • If the backlash exceeds the maximum specification, replace the adjustment shim and repeat Steps 4—12.

  Measured backlash maximum

  101 µm {0.00398 in}

Pilot Bearing Assembly Note

1. Assemble the pilot bearing using the corresponding 20 mm {0.79 in} side of a Snap-on brand millimeter size bushing driver set A160M adapter A160M7 (20—22 mm {0.79—0.86 in}).

  Substitution

  • A160M7 (20 mm {0.79 in})
    Outer diameter: 21 mm {0.83 in}
    Inner diameter: 19 mm {0.75 in}

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