NEW – paperback This Gregory s workshop manual covers all Toyota Land Cruiser wagons utilities hardtops soft tops troop carriers and cab chassis in the FJ 40 45 55 and 60 series built from 1975 to1984 and fitted with the 2F 4230cc petrol engine.

The diesel internal combustion engine differs from the gasoline powered Otto cycle by using highly compressed hot air to ignite the fuel rather than using a spark connect (compression ignition rather than spark ignition).In the correct diesel engine, only environment is initially introduced into the combustion chamber. The air is then condensed with a compression ratio typically between 15:1 and 22:1 resulting in 40-bar (4.0 MPa; 580 psi) pressure compared to 8 to 14 bars (0.80 to 1.40 MPa; 120 to 200 psi) when you look at the petrol motor. This high compression heats the air to At about the very top of the compression stroke, gasoline is actually injected straight into the condensed environment in the combustion chamber. This may be into a (typically toroidal) void in the top of the piston or a pre-chamber depending upon the appearance of the motor. The gas injector ensures that the fuel is broken down into small droplets, and that the fuel is distributed evenly. The warmth of the compressed air vaporizes gas from the top of droplets. The vapour is then ignited through the heat from the compressed air in the combustion chamber, the droplets continue to vaporise using their surfaces and obtaining, burn smaller, until all of the fuel in the droplets is burnt.

The start of vaporisation causes a delay period during ignition and the characteristic diesel knocking sound as the vapour gets to ignition temperature and causes an abrupt increase in pressure above the piston. The rapid expansion of combustion gases then pushes the piston downward, supplying power towards the crankshaft.Since really as the high degree of compression allowing combustion to take location without a different ignition system, a high compression ratio considerably increases the engine's efficiency. Increasing the compression ratio in a spark-ignition engine where air and gasoline are mixed before entry on the cylinder is restricted by the need to stop damaging pre-ignition. Since only air is compressed in a diesel engine, and fuel is not introduced into the cylinder until shortly before top dead center (TDC), premature detonation is not issue and compression ratios are a lot higher.Diesel's initial engine injected fuel with the assistance of condensed air, which atomized the fuel and forced it into the engine through a nose (a similar principle to an aerosol spray). The nozzle opening was closed by a pin valve lifted by the camshaft to initiate the fuel injection before top dead centre (TDC).

This is called an air-blast injection. Traveling the three stage compressor used some energy but the efficiency and net power output was more than any different combustion engine at that time.Diesel engines in service today raise the fuel to extreme challenges by physical pumps and deliver it to the combustion chamber by pressure-activated injectors without compressed air. With direct injected diesels, injectors spray fuel through 4 to 12 small orifices in its nose. The first environment injection diesels always had a superior burning without the sharp increase in pressure during combustion.

Research is now being performed and patents are being taken out to again use some form of air injection to reduce the nitrogen oxides and pollution, reverting to Diesel's original implementation with its remarkable burning and perhaps quieter operation. In most major aspects, the contemporary diesel engine holds true to Rudolf Diesel's original design, that of igniting fuel by compression at a very high pressure within the cylinder.

With much higher challenges and high innovation injectors, present-day diesel engines make use of the so-called solid injection system applied by Herbert Akroyd Stuart for their hot bulb engine. The indirect injection motor could be looked at the latest continuing growth of these low speed hot light bulb ignition engines.A vital element of all diesel engines is digital or mechanical governor which regulates the idling speed and maximum speed of the engine by managing the rate of fuel delivery. Unlike Otto-cycle motors, incoming environment is not throttled and a diesel engine without a governor cannot have a stable idling speed and can easily ensuing, overspeed in its destruction. Mechanically governed fuel injection systems are driven by the engine's gear train.

These methods use a mix of springs and weights to manage gas shipment relative to both load and speed. Modern electronically controlled diesel engines control fuel delivery by use of an electronic control module (ECM) or electronic control unit (ECU).

The ECM/ECU receives an engine performance signal, as well as other operating details these as intake manifold pressure and fuel temperature, from a sensor and controls the quantity of fuel and start of shot timing through actuators to maximise minimise and power and efficiency emissions. Controlling the time of the beginning of injection of fuel into the cylinder is a key to minimizing emissions, and maximizing fuel economy (efficiency), of the engine. The timing is measured in degrees of crank angle of the piston before top dead middle. For instance, if the ECM/ECU initiates fuel injection when the piston is BTDC. Optimal timing is determined by the engine design as well as its rate and load.Advancing the start of injection (injecting before the piston reaches to its SOI-TDC) results in higher in-cylinder temperature and pressure, and higher efficiency, but also brings about increased engine noise due to faster cylinder pressure rise and increased oxides of nitrogen (NOx) formation due to higher combustion temperatures. Delaying beginning of injection causes unfinished combustion, reduced fuel efficiency and an increase in exhaust smoke, containing a great deal of particulate matter and unburned hydrocarbons.Common rail direct fuel injection is a modern variant of direct fuel injection system for petrol and diesel engines.On diesel engines, it features a high-pressure (over 1,000 bar or 100 MPa; 15,000 psi) fuel rail feeding individual solenoid valves, as opposed to low-pressure gas pump feeding unit injectors (or pump nozzles).

Third-generation common train diesels now function piezoelectric injectors for increased precision, with energy pressures up to 3,000 club (300 MPa; 44,000 psi).In gasoline engines, it is actually used in gasoline immediate shot engine technology.The common rail method model was developed in the late 1960s by Robert Huber of Switzerland and the technology further developed by Dr. Marco Ganser at the Swiss Federal Institute of tech in Zurich, later of Ganser-Hydromag AG (est.1995) inThe first successful usage in a creation vehicle began in Japan by the mid-1990s. Shohei Itoh and Masahiko Miyaki regarding the Denso Corporation, a Japanese automobile parts manufacturer, developed the common rail fuel system for heavy duty cars and turned it into functional use on their unique ECD-U2 usual-rail system mounted in the Hino Rising Ranger truck and sold for basic use in 1995. Denso claims the first commercial high pressure common train system in 1995.Modern common rail systems, whilst working on the same principle, are governed by an engine control unit (ECU) which opens each injector electronically rather than mechanically.

This was extensively prototyped in the 1990s with collaboration between Magneti Marelli, Centro Ricerche Fiat and Elasis. After research and development through the Fiat Group, the design was acquired by the German company Robert Bosch GmbH for completion of development and refinement for mass-production. In hindsight, the sale appeared to be a tactical error for Fiat, because the new technology turned out to be highly profitable.

The company had small choice but to sell, however, mainly because it was at a poor financial state during the time and lacked the resources to complete development on its own. In 1997 they offered its use for passenger cars. The first passenger vehicle that utilized the usual rail system had been the 1997 model Alfa Romeo 156 2.4 JTD, and later on that same 12 months Mercedes-Benz C 220 CDI.Common rail engines have been used in marine and locomotive programs for many time. The Cooper-Bessemer GN-8 (circa 1942) is a good example of a hydraulically operated common train diesel engine, additionally known as a changed common railway.Vickers made use of common rail systems in submarine engines circa 1916. Doxford Engines Ltd.

(opposed-piston hefty marine machines) used a common rail system (from 1921 to 1980) whereby a multi-cylinder reciprocating fuel pump generated a pressure of approximately 600 bars (60 MPa; 8,700 psi), with the fuel being kept in accumulator bottles. Force control had been achieved by means of a variable pump discharge stroke and a 'spillage valve'. Camshaft-operated mechanical timing valves were used to supply the spring-loaded Brice/CAV/Lucas injectors, which injected through the part from the cylinder in to the chamber formed between the pistons. Very early engines had a set of timing cams, one for ahead running and another for astern.

Later applications had two injectors per cylinder, and the final line of constant-pressure turbocharged engines were fitted with four injectors per cylinder. This system was used for the injection of both diesel oil and heavy fuel oil (600cSt heated to a temperature of approximately 130The typical rail system is actually suitable for various types of highway automobiles with diesel engines, ranging from city cars (such as the Fiat Panda) to executive cars (such as the Audi A6). The main suppliers of modern common rail systems are Robert Bosch GmbH, Delphi, Denso, and Siemens VDO (now owned by Continental AG).The first commercial electronic fuel injection (EFI) system was Electrojector, developed by the Bendix Corporation and was offered by American Motors Corporation (AMC) in 1957.

The Rambler Rebel, showcased AMC's new 327 cu in (5.4 L) engine. The Electrojector was a choice and rated at 288 bhp (214.8 kW). The EFI produced peak torque 500 rpm lower than the equivalent carburetored engine The Rebel Owners Manual described the operation and design of the newest system.

(because of to cool, for that reason denser, intake environment). The fee of the EFI option was US5 and information technology was available on 15 June 1957. Electrojector's teething problems meant only pre-production cars were so equipped: thus, very few cars so equipped were ever offered and none were made available to the public. The EFI method in the Rambler ran fine in warm weather, but suffered hard starting in cooler temperatures.Chrysler offered Electrojector on the 1958 Chrysler 300D, DeSoto Adventurer, Dodge D-500 and Plymouth Fury, arguably the first series-production cars equipped with an EFI system.

It was jointly engineered by Bendix and Chrysler. The very early electronic components were not equal to the rigors of underhood service, however, and were too slow to keep up with the demands of 'on the fly' engine control. Most of the 35 vehicles originally so equipped were field-retrofitted with 4-barrel carburetors. The Electrojector patents had been subsequently sold to Bosch.Bosch developed an electronic fuel injection system, called D-Jetronic (D for Druck, German for 'pressure'), which was first used on the VW 1600TL/E in 1967. This was a speed/density system, making use of motor speed and intake manifold air density to calculate 'air mass' flow price and so fuel requirements. This method was adopted by VW, Mercedes-Benz, Saab, Porsche, n, and Volvo. Lucas licensed the system for production with Jaguar.Bosch superseded the D-Jetronic system with the K-Jetronic and L-Jetronic systems for 1974, though some automobiles (such as the Volvo 164) proceeded using D-Jetronic when it comes to following several years.

In 1970, the Isuzu 117 was introduced with a Bosch-supplied D-Jetronic fuel injected engine sold only in Japan.Chevrolet Cosworth Vega engine showing Bendix electronic fuel injection (in orange).The Cadillac Seville was introduced in 1975 with an EFI system made by Bendix and modelled very closely on Bosch's D-Jetronic. L-Jetronic first appeared on the 1974 Porsche 914, and uses a mechanical ventilation meter (L for Luft, German for 'air') that produces a sign that is proportional to 'air volume'. This approach required additional sensors to measure the atmospheric temperature and pressure, to ultimately calculate 'air mass'. L-Jetronic had been commonly adopted on European vehicles of that period, and a few Japanese models a short time later.In Japan, the Toyota Celica used electronic, multi-port fuel treatment in the recommended 18R-E engine in January 1974. Nissan offered electronic, multi-port energy injection in 1975 aided by the Bosch L-Jetronic system used in the Nissan L28E engine and installed in the Nissan Fairlady Z, Nissan Cedric, and the Nissan Gloria.

Toyota soon followed with the exact same technology in 1978 in the 4M-E motor installed in the Toyota Crown, the Toyota Supra, and the Toyota Mark II. In the 1980s, the Isuzu Piazza, and the Mitsubishi Starion added fuel injection as standard gear, developed separately with both companies history of diesel powered engines. 1981 saw Mazda offer fuel injection into the Mazda Luce with the Mazda FE engine, and in 1983, Subaru offered fuel injection in the Subaru EA81 engine installed in the Subaru Leone.

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Honda followed in 1984 along with their own system, called PGM-FI within the Honda Accord, and the Honda Vigor making use of the Honda ES3 engine.The limited production Chevrolet Cosworth Vega had been introduced in March 1975 using a Bendix EFI system with pulse-time manifold injection, four injector valves, an electronic control unit (ECU), five separate detectors and two gas pumps. The EFI system was developed to satisfy stringent emission control demands and market demands for a technologically advanced responsive vehicle. 5000 hand-built Cosworth Vega engines were developed but only 3,508 cars were sold through 1976.In 1980, Motorola (now Freescale) launched the first electronic engine control unit, the EEC-III. Its integrated control of motor functions (these types of as gasoline injection and spark timing) is now the regular approach for fuel injection systems. The Motorola innovation was installed in Ford North American items.Direct injection diesel engines have injectors mounted at the leading of this combustion chamber. The injectors tend to be activated utilizing one of two methods - hydraulic pressure from the energy pump, or an electronic signal from an engine controller.Hydraulic pressure activated injectors can create harsh engine noise.

Gasoline consumption is mostly about 20% lower than indirect injection diesels. The additional noise is generally not a problem for commercial uses of this engine, but for automotive usage, buyers have to determine whether the elevated fuel efficiency would compensate for the additional noise.Electronic control associated with fuel injection transformed the direct injection engine by allowing much greater control over the combustion.The term secondary injection, in an internal combustion engine, refers to fuel injection where fuel is not directly inserted into the burning chamber. Gasoline engines tend to be usually designed with indirect injection systems, wherein a fuel injector delivers the fuel at some point before the intake valve.An indirect injection diesel motor delivers energy into a chamber off the combustion chamber, called a prechamber, where combustion begins and then spreads into the main combustion chamber. The prechamber is very carefully made to ensure adequate mixing associated with atomized fuel with the compression-heated air.The goal of the divided combustion chamber is to speed up the combustion process, in order to increase the energy output by growing engine speed. The addition of a prechamber, however, increases temperature reduction to the cooling system and thus lowers engine efficiency. The motor calls for glow plugs for starting.

In an indirect injection system the environment moves fast, mixing the air and gasoline. This simplifies injector design and allows the utilization of smaller engines and less tightly toleranced designs which are easier to manufacture and more dependable. Direct injection, by contrast, uses slow-moving air and fast-moving gas; the style and manufacture of the injectors is a lot more tough. The optimization of the in-cylinder air flow is much more difficult than designing a prechamber.

There is actually much more integration between the appearance of the injector and the motor. It's for this reason that car diesel engines were almost all indirect injection until the ready access of powerful CFD simulation systems made the adoption of direct injection practical. You Might Also Like.

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TCUV Warranty. Each Toyota Certified Used Hybrid and Vehicle comes with a 12-month/12,000-mile limited comprehensive warranty from date of certified purchase.Each Toyota Certified Used Hybrid is covered by an 8-year/100,000-mile Factory Hybrid Vehicle Battery Warranty, including the HV battery, battery control module, hybrid control module and inverter with converter. The HV battery may have longer coverage under emissions warranty. Refer to applicable Owner's Warranty & Maintenance Guide for details.Additionally, all Toyota Certified Used Vehicles are backed by a 7-year/100,000-mile Limited Powertrain Warranty (from original date of first use when purchased as new).

We also add a 1-year 24-hour Roadside Assistance Plan (from original date of TCUV purchase). For the enhanced peace of mind of an available Extended Vehicle Service Agreement, please visit.Here are a few of the features and benefits of the Toyota Certified Limited Powertrain Warranty:. Valid at over 1400 Toyota dealerships in the U.S.

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