PUBLISHED: 24-FEB-2014

2014.0 RANGE ROVER (LG), 303-01B

ENGINE - V6 S/C 3.0L PETROL (G1604844)

DESCRIPTION AND OPERATION

COMPONENT LOCATION

OVERVIEW

The V6 3.0L SC Petrol engine is a liquid cooled V6 unit featuring direct fuel injection, four overhead camshafts and four valves per cylinder.

The main structural components of the engine are all manufactured from aluminum alloy. The engine is built around a very stiff,
lightweight, enclosed V, deep skirt cylinder block. A structural windage tray is bolted to the bottom of the cylinder block to further improve
the block stiffness, minimize NVH (noise, vibration and harshness) and help reduce oil foaming. To further enhance the stiffness of the
lower engine structure, a heavily ribbed sump body is installed. The sump body also helps to reduce engine noise.

The engine uses a Bosch HP (high pressure) direct injection fuel system with fuel pressure provided by two, cam driven high pressure fuel
pumps which are driven by a dedicated camshaft. The HP fuel pumps supply the fuel rails which in turn supply the three injectors for that
bank with fuel at a controlled pressure.

The four camshafts incorporate VCT (variable camshaft timing) . The VCT allows the timing of the intake and exhaust valves to be
adjusted independently of each other. The VCT system is controlled by the Bosch ECM (engine control module) using information from
CMP (camshaft position) sensors.

The supercharger is located in the 'vee' of the engine and is driven from the crankshaft by a dedicated secondary auxiliary drive belt.

The engine meets EU5 emission regulations in Europe and Rest of World (ROW) and ULEV 70 emission regulations in North American
Specification (NAS) markets.

The direct fuel injection system, advanced piston and combustion chamber design and the supercharger provide improved fuel
consumption and emissions.
Various engine systems are located on the engine assembly and driven directly and indirectly by the engine operation. Refer to relevant
section for the further information:

Engine cooling - For additional information, refer to:Engine Cooling (303-03 Engine Cooling - V6 S/C 3.0L Petrol, Description and
Operation).

Supercharger cooling - For additional information, refer to:Supercharger Cooling (303-03 Supercharger Cooling - V6 S/C 3.0L Petrol,
Description and Operation).

Fuel system - For additional information, refer to:Fuel Tank and Lines (310-01 Fuel Tank and Lines - V6 S/C 3.0L Petrol, Description and
Operation).

Accessory drive -For additional information, refer to:Accessory Drive (303-05 Accessory Drive - V6 S/C 3.0L Petrol, Description and
Operation).

Starting system - For additional information, refer to:Starting System (303-06 Starting System - V6 S/C 3.0L Petrol, Description and
Operation).

Electronic engine controls - For additional information, refer to:Electronic Engine Controls (303-14 Electronic Engine Controls - V6 S/C
3.0L Petrol, Description and Operation).

TECHNICAL SPECIFICATIONS

DESCRIPTION SPECIFICATION

Configuration 90° 'V' configuration 6 cylinder

Displacement 2995 cc

Bore and Stroke 84.5 X 89 mm

Maximum Power 340 PS @ 6500 RPM

Maximum Torque 450 Nm @ 3500 - 5000 RPM

Compression Ratio 10.5:1

CYLINDER BLOCK - DESCRIPTION

CYLINDER BLOCK COMPONENTS

 ITEM DESCRIPTION

1 M6 Bolt (12 off) M8 (1 off)

2 Cylinder Block Front Cover

3 Cylinder Block

4 M6 Bolt (12 off)

5 Cylinder Block Rear Cover and Oil Seal

6 Thrust Washer (2 off)

7 Upper Main Bearing (5 off)

8 M10 Bolt (10 off)

9 Drive Plate

10 Crankshaft

11 Lower Main Bearing (5 off)

12 Crankshaft Main Bearing Cap (5 off)

13 Cross Bolt - Crankshaft Main Bearing Cap

14 Inner and Outer Bolts - Crankshaft Main Bearing Cap (M8 10 off and M10 10 off)

15 Windage Tray

16 M8 Bolt (11 off)

17 Oil Pan

18 M8 Bolt (16 off)

19 Woodruff Key (2 off)

20 Crankshaft Pulley/Vibration Damper Assembly

21 Crankshaft Damper Bolt

22 Crankshaft Front Oil Seal

MAJOR STRUCTURAL COMPONENTS

ITEM DESCRIPTION

1 Right Cylinder Head (bank 1)

2 Left Cylinder Head (bank 2)

 3 Cylinder Block

4 Windage Tray

5 Oil Pan

CYLINDER BLOCK

The high pressure die-cast aluminum cylinder block is a 90 degree configuration with cast-in iron cylinder liners and an open deck die-cast
coolant jacket. The low volume coolant jacket gives good warm-up times and low piston noise levels. The longitudinal flow design of the
coolant jacket, with a single cylinder head coolant transfer port in each bank, provides good rigidity and head gasket sealing.

ENGINE DATA LOCATION

ITEM DESCRIPTION

1 Engine Data Location

Engine data is marked on the cylinder block at the rear of the right cylinder bank '1'.

CYLINDER NUMBERING
 ITEM DESCRIPTION

A DIN standard cylinder numbering

DIN cylinder firing order 1,4,2,5,3,6

CRANKSHAFT

ITEM DESCRIPTION

1 Upper main bearing (5 off)

2 Thrust Washer (2 off)

3 Drive Plate Location Dowel

4 Rear Dynamic Balancer Drive Sprocket

5 Lower Main Bearing (5 off)

6 Woodruff Key Locations

The crankshaft is manufactured from forged carbon steel C38 with induction hardened main and pin bearing journals. The fillets of the
main journals are fillet rolled to improve strength. The fillets of the pins are induction hardened due to the split pin design, improving the
strength of the crankshaft.

A six counterweight design has been used to balance the V6 split pin design ensuring less vibration.
An oil grove in the upper half of each main bearing transfers the oil into the crankshaft for lubrication of the connecting rod bearings.

CRANKSHAFT DATA LOCATION

ITEM DESCRIPTION

1 Pin Journal Classification and Plant Identification

2 Main Journal Classification

3 Date and Time Codes

The main bearings are numbered 1 to 5 starting from the front of the engine. There are six grades of main bearing available, each being
color coded. Journal sizes are marked on the rear of the crankshaft. For additional information, refer to:Camshaft Bearing Journal
Clearance (303-00 Engine System - General Information, General Procedures).

CRANKSHAFT INSTALLATION

ITEM DESCRIPTION

1 Cross Cap M8 bolt (8 off - not fitted to rear main bearing cap)

2 Front Main Bearing Cap

3 Outer Main Bearing Cap M8 bolt (10 off)

4 Inner Main Bearing Cap M10 bolt (10 off)

5 Identification Mark (must face front of engine)

6 Main Bearing Caps (3 off)

7 Rear Main Bearing Cap

The main bearing caps are made from cast iron and are cross bolted to increase rigidity. An identification mark on each bearing cap must
face the front of the engine.

There are six grades of main bearing available, each being color coded. Journal sizes are marked on the rear of the crankshaft.

The thickness grade of all main bearing shells are to be selected to give a total running clearance of not less than 0.029mm or not greater
than 0.051mm.

The main bearing shells in the cylinder block have a central hole and an internal groove to allow for main journal lubrication. The bearing
shells in the main bearing caps are plain with no grooves.

Special tools are required to ensure the correct alignment of the upper and lower main bearing shells.

CRANKSHAFT PULLEY / VIBRATION DAMPER

ITEM DESCRIPTION

1 Pulley Bolt

2 Crankshaft Pulley/Vibration Damper

3 Friction Washer

4 Timing Chain Drive Sprocket

5 Woodruff Keys

6 Crankshaft

7 Woodruff Key Slots

8 Oil Pump Drive Sprocket

At the front of the crankshaft, a tuned torsional vibration damper is incorporated into the crankshaft pulley.

The pulley is located on two woodruff keys which are located in slots in the crankshaft. The woodruff keys are a press fit in the slots and
must be correctly aligned.

If the pulley is removed, a new friction washer must be located between the timing chain drive sprocket and the crankshaft pulley and a
new pulley bolt must also be used.

The crankshaft pulley/vibration damper is not a serviceable component and must not be disassembled.

DRIVE PLATE
 ITEM DESCRIPTION

1 M10 Bolt (10 off)

2 Drive Plate

3 Dowel

4 Crankshaft

5 Reluctor Ring

6 Starter Motor

7 CKP (crankshaft position) Sensor

The drive plate is located at the rear of the crankshaft. The drive plate has three functions; to transfer drive from the crankshaft to the
transmission, to transfer drive from the starter motor to the crankshaft and to provide the engine management system with crankshaft
speed and position via a reluctor ring and a sensor.

The drive plate is secured to the crankshaft flange with 10 bolts and is located with a dowel to ensure the correct timing of the reluctor
ring to the crankshaft orientation.

The drive plate is a pressed and cast steel fabrication, which comprises a cast steel starter ring gear and a pressed steel drive plate and
reluctor ring. The two components are riveted together as one assembly.

Four holes in the drive plate provide for the attachment of the transmission torque converter to transfer drive from the crankshaft to the
transmission.

The reluctor ring has 60 teeth with 2 teeth missing to provide a gap. A CKP (crankshaft position) sensor is located in the oil pan casting
and measures speed and position as the reluctor ring rotates. For additional information, refer to:Electronic Engine Controls (303-14
Electronic Engine Controls - V6 S/C 3.0L Petrol, Description and Operation).

PISTONS AND CONNECTING RODS

 ITEM DESCRIPTION

1 Circlip

2 Piston

3 Upper Compression Ring

4 Lower Compression Ring

5 Oil Control Ring

6 Separator

7 Oil Control Ring

8 Circlip

9 Gudgeon Pin

10 Connecting Rod

11 Alignment Marks

12 Connecting Rod Cap

13 Bolts

14 Lower Big End Shell Bearing

15 Upper Big End Shell Bearing

16 Little End Bearing

In the vertical plane, the pistons have a slight barrel form, which helps to ensure a reliable oil film is maintained between the piston and
the cylinder bore. A solid film lubricant coating is applied to both reaction faces of the piston to reduce wear and improve fuel economy.

A three-ring piston-sealing system is used. The steel top ring is treated with a PVD (physical vapor deposition) peripheral coating. PVD is a
coating technique where material can be deposited with improved properties to ensure good cylinder bore compatibility and wear
resistance. A Napier center ring helps cylinder pressure and oil management, while the three-piece oil control lower ring is produced from
nitrided steel. The two upper rings are marked with an 'R' which must face upwards, towards the top of the piston.

The pistons are cooled with engine oil from three piston cooling jets installed under the valley of the cylinder block.

The connecting rods are forged from high strength steel. The connecting rod cap is fracture-split from the rod to ensure precision re-
assembly for shell bearing alignment. There are three grades of big end bearing available, each being color coded. For additional
information, refer to:Connecting Rod Cleaning (303-00 Engine System - General Information, General Procedures).
The correct alignment of the cap with the connecting rod is indicated by marks on adjacent faces of the two components.

The pistons are attached to the connecting rods with a gudgeon pin, which is secured with 2 circlips. The gudgeon pin is located through
the small end bearing in the connecting rod which allows the piston to articulate with the linear movement of the connecting rod. The
circlips locate in grooves in the piston.

CONNECTING ROD AND PISTON ORIENTATION

ITEM DESCRIPTION

A Front of Engine

1 Alignment Mark

2 Left Side (bank 2)

3 Alignment Mark

4 Right Side (bank 1)

5 Piston Orientation Arrow

The orientation of the connecting rods and pistons on the crankshaft are given below:

Bank 1 - The arrow on the piston crown must face the front of the engine and the cap and connecting rod alignment marks must face
the rear of the engine.

Bank 2 - The arrow on the piston crown must face the front of the engine and the cap and connecting rod alignment marks must face
the front of the engine.

PISTON COOLING JETS

ITEM DESCRIPTION

1 Piston Cooling Jets

Piston cooling jets, located in the cylinder block, provide piston and piston pin cooling and lubrication. Each piston cooling jet has two
outlet nozzles which spray oil onto the underside of the two adjacent pistons, one from each cylinder bank. Each jet is located between
the pair of cylinders and is secured with a bolt. The jets are supplied pressurized engine oil from the oil pump via a drilling in the cylinder
block.

Each jet sprays oil onto the underside of the piston to help cool each piston crown. Additionally, oil lubricates the small end bearing and
gudgeon pin.

DYNAMIC BALANCERS AND AUXILIARY CAMSHAFT

ITEM DESCRIPTION

1 Crankshaft Rear Dynamic Balancer Drive Sprocket

2 Idler Sprocket

3 Rear Dynamic Balancer

4 Crankshaft Timing Chain Sprocket

5 Auxiliary Drive Tensioner

6 Front Dynamic Balancer

7 Auxiliary Drive Chain

8 Oil Pump Sprocket

9 Auxiliary Shaft Sprocket

10 Auxiliary Shaft

11 Drive Chain

Dynamic engine balancing is performed by two weighted dynamic balancers, located at the front and rear of the cylinder block. The
dynamic balancers oppose and cancel out vibrations created by the engine's rotating components.

The front and rear dynamic balancers comprise a sprocket with an offset weight.

Both dynamic balancers are fitted with two needle roller bearings bolted to the rear main bearing cap for the rear dynamic balancer and
the front main bearing cap for the front dynamic balancer by use of a threaded shaft. A shoulder on the shaft maintains the correct lateral
position of the dynamic balance. Thrust bearings on either side of the dynamic balancer control lateral movement.
The rear dynamic balancer is driven by a dedicated drive chain which is driven by a sprocket which is integral with the crankshaft. An non-
weighted idler sprocket, supported on needle roller bearings, is fitted in the same way on the opposite side of the crankshaft main bearing
cap. The drive chain connects the two sprockets and the drive gear on the crankshaft.

The front dynamic balancer is driven by the auxiliary drive chain which is driven off the crankshaft sprocket, which in turn drives the
auxiliary camshaft used to operate the two high pressure fuel pumps.

The dynamic balancers rotate at crankshaft speed in the opposite directions to the crankshaft. The balancer weights are phased so that
the inertia reaction to their counter-rotation cancels out vibration caused by the engine in both horizontal and vertical planes.

Both dynamic balancers must be timed to the crankshaft position by their position on the drive chain. Refer Engine - V6 3.0L SC Petrol -
Removal and Installation for procedure.

The auxiliary camshaft is located on two machined bosses on the windage tray and secured with a camshaft carrier which is secured to
windage tray with four bolts. The auxiliary camshaft has two cam lobes, with each lobe operating a high pressure fuel pump, via a tappet.
The camshaft is fitted with a drive sprocket which is a press fit on the camshaft. The sprocket is timed to the cam lobes to match the
pump delivery strokes with crankshaft position and therefore must not be removed.

For additional information, refer to:Fuel Charging and Controls (303-04 Fuel Charging and Controls - V6 S/C 3.0L Petrol, Description and
Operation).

OIL PAN

ITEM DESCRIPTION

1 Oil Pump Outlet Pipe to Cylinder Block

2 Oil Pump Pick-Up Pipe

3 Oil Evacuation Tube

4 Oil Pump

5 Oil Pan

6 Drain Plug with Washer

 7 Oil Pan Retaining Bolts (16 off)

8 Bolts (3 off)

9 Oil Level and Temperature Sensor

The oil pan body is located on the underside of the cylinder block. It is sealed to the cylinder block with a 3 mm bead of RTV sealant and is
secured with 16 bolts.

The oil pan body covers the windage tray and the oil pump and also collects engine oil returning from the cylinder heads and crankshaft
lubrication.

Located towards the front of the oil pan body is the oil pan. It is sealed to the oil pan body with a 3 mm bead of RTV sealant and secured
with 8 screws.

A drain plug and seal are located on the right side of the oil pan. The oil level and temperature sensor is located in the bottom of the oil
pan and is sealed with a rubber gasket and secured with 3 screws.

The lower section of the oil pan remains full of engine oil and provides the location for the oil pump pick-up pipe and filter. The shape of
the oil pan ensures that engine oil is always available at the oil pump pick-up and prevents oil starvation due to vehicle inclination and oil
surge due to cornering, braking and acceleration.

An oil evacuation tube is installed to allow oil to be drawn from the sump pan. The upper end of the oil evacuation tube is located under
the oil filler cap in the camshaft cover.

CYLINDER HEADS - DESCRIPTION

CYLINDER HEAD COMPONENTS

ITEM DESCRIPTION

1 Oil Filler Cap Assembly

2 Stud, Nut, Grommet and Sleeve

3 Bolt, Grommet and Sleeve (15 off)

4 Camshaft Cover

5 Exhaust Camshaft Caps (4 off)

6 Inlet Camshaft Caps (4 off)

 7 Camshaft Cap Bolts (16 off)

8 Inlet Camshaft

9 Exhaust Camshaft

10 Cylinder Head Bolts (13 off)

11 Cylinder Head

12 Cylinder Head Gasket

13 VCT (variable camshaft timing) Actuator (exhaust)

14 VCT Actuator Assembly (inlet)

15 Valve (12 off (6 inlet, 6 outlet)

16 Valve Spring Seat and Stem Seal (12 off)

17 Valve Spring (12 off)

18 Valve Spring Retainer (12 off)

19 Valve Spring Collet (12 off)

20 Valve Tappet (12 off)

21 Camshaft Cover Gasket

22 Camshaft Cover Spark Plug/Injector Gasket (3 off)

CYLINDER HEADS

The cylinder heads are manufactured in gravity die cast aluminum alloy and are unique for each cylinder bank. Deep-seated head bolts
reduce head lift and bore distortion and secure the cylinder heads to the cylinder block.

Each cylinder is served by four valves. To help achieve the required gas-flow characteristics, these are arranged asymmetrically around
the cylinder bore. Each cylinder has a centrally mounted fuel injector and spark plug.

The valves are a conventional direct acting tappet arrangement, with a valve and spring assembly retained by a valve collet. The valve
tappets are graded and selected on assembly to obtain the correct camshaft to tapppet clearance dimensions.

ITEM DESCRIPTION

1 Exhaust Valves

2 Fuel Injector Location

3 Spark Plug Location

4 Inlet Valves

The cylinder head gasket is of a multi-layer steel construction.

The threads for the spark plugs are machined at a precise start point to ensure that each spark plug is orientated in the cylinder correctly.
The benefits of this are optimum spark plug intrusion into the combustion chamber to improve combustion, idle stability, dilution tolerance
and spark plug durability. The spark plug must be tightened to the specified torque to ensure the correct orientation.
The camshafts run on line bored journals in the cylinder head and camshaft caps. Therefore it is very important that the camshaft caps
are maintained with their respective journal and the orientation is as marked on the cap.

A camshaft cover is fitted and sealed with a rubber seal and 3 smaller rubber seals. The cover is retained in position with 15 bolts which
are located through a sleeve and a grommet for sealing and a single stud and nut.

CAMSHAFT COVERS

ITEM DESCRIPTION

A Right Side Bank 1

1 Left Side Bank 2

2 Bolt (15 off Bank 2, 14 off Bank 1)

3 Grommet (15 off per cover)

4 Spacer (15 off per cover)

5 Pressure Control Valve Spring

6 Pressure Control Valve Inlet

7 Twin Pressure Control Valve

8 Pressure Control Valve Cover

9 Two-Way Valve

10 Camshaft Cover - Bank 2

11 Spiral Oil Separator

12 Baffle Plate

13 Camshaft Cover Gasket

14 Camshaft Cover Spark Plug/Injector Gasket (3 off)

15 O-Ring Seal

16 Oil Filler Cap Assembly

17 Camshaft Cover Spark Plug/Injector Gasket (3 off)

18 Camshaft Cover Gasket

19 Baffle Plate

20 Omega Flap Plate

21 Camshaft Cover - Bank 1

Each camshaft cover is secured to the cylinder head with 15 bolts and 1 stud and nut. A grommet seals the holes in the cover and a
sleeve controls the compression of the grommet.

Threaded inserts are fitted to each cover to allow for the attachment of the ignition coils. A plastic cover is fitted over the ignition coils and
is secured with snaplock studs.

Each camshaft cover is fitted with a breather. The left side cover has a baffle plate which collects oil vapor and allows it drain back into the
oil pan via the cylinder block. The left side breather provides for engine full load operation and vents cylinder block emissions into the left
side air filter outlet. The right side cover is fitted with an omega plate and a pressure control valve. The right side breather provides for
engine part load operation and vents cylinder block emissions into the throttle which is integral with the supercharger.

A groove in the outer edge of each cover provides the location for the re-useable camshaft cover gasket. Three separate gaskets, located
in the center of the camshaft cover, prevent oil leaking into the area around the fuel injectors, spark plugs and coils.

VALVES AND TAPPETS

ITEM DESCRIPTION

1 Valve Tappet

2 Valve Collet

3 Valve Retainer

4 Valve Spring

5 Valve Stem Seal

6 Valve

The engine uses 24 mono metallic valves; 12 inlet and 12 exhaust. The inlet valve heads are 33.0 mm diameter and the exhaust valve
heads are 28.0 mm diameter. The large valve size allows for large cylinder head port sizes which assist which with engine performance
and improved emissions. The valve stems are 5.4 mm diameter which allows for reduced flow interruption through the inlet and exhaust
ports assisting with performance and improved emissions.

The valves are located in conventional, non-serviceable valve guides in the cylinder head. A valve guide and valve seat is located in the
cylinder head. The valve spring is retained in a compressed states on the valve stem by a valve retainer and a pair of valve spring collects.

The valves are opened mechanically by a bucket design valve tappet which is operated directly by the associated camshaft lobe. The valve
clearance is set by selection of the appropriate valve tappet to achieve the required valve clearance.

CAMSHAFTS
 ITEM DESCRIPTION

1 Inlet Camshaft

2 Exhaust Camshaft

Each cylinder head is fitted with 2 camshafts; inlet and exhaust. The lobes on the camshafts act on the valve tappets to open and close
the valves.

The camshafts run on machined bearing journals in the cylinder heads and camshaft caps. The camshaft caps are marked with 'IN' and
'EX' to denote inlet and exhaust. The caps at the front of the engine are marked 'AB'. Before removal, each camshaft cap must be marked
with its position to ensure correct re-assembly. Each camshaft cap is secured with 2 M6 screws.

Each camshaft is fitted with a VCT actuator. Each actuator contains a sprocket which drives the camshaft via a timing chain driven from
the crankshaft. The VCT actuator can change the timing of the camshaft, increasing engine efficiency and performance.

CAMSHAFT TIMING CHAIN

 ITEM DESCRIPTION

1 Timing Chain - Right Bank 1

2 Exhaust VCT (variable camshaft timing) Actuator

3 Inlet VCT Actuator

4 Inlet Camshaft

5 Exhaust Camshaft

6 Inlet VCT Actuator

7 Inlet Camshaft

8 Exhaust Camshaft

9 Exhaust VCT Actuator

10 Timing Chain - Left Bank 2

11 Tensioner Arm - Left

12 Timing Chain Guide - Left

13 Shoulder Bolt (3 off)

14 Shoulder Pivot Bolt

15 Timing Chain Tensioner Assembly - Left

16 Screw (2 off)

17 Screw (2 off)

18 Timing Chain Tensioner Assembly - Right

19 Shoulder Bolt (3 off)

20 Shoulder Pivot Bolt

21 Tensioner Arm - right

22 Timing Chain Guide - right

23 Crankshaft Sprocket

Two, endless, simplex roller timing chains are used to drive the camshafts; one chain for each cylinder bank. The timing chains are driven
from a crankshaft sprocket and are passed over two sprockets which are integral with the VCT actuators.

A procedure is required to ensure that the correct crankshaft to camshaft timing is achieved. Refer Engine - V6 3.0L SC Petrol - Removal
and Installation for procedure.

Each timing chain has a fixed timing chain guide which is secured to the cylinder block with three shoulder bolts. A tensioner arm is fitted
to each timing chain which can rotate around a shoulder pivot bolt. Each timing chain has a mechanical tensioner operated by spring
tension to apply a controlled tension to the timing chain. This maintains the timing chain at the correct tension and allows for and
dampens backlash in the chain tension due to engine deceleration. The timing chains and tensioners are maintenance free components.

Each timing chain tensioner has a hole which allow for the locking of the tensioner to facilitate removal of the tensioner arm, guide or
camshaft timing chain. The tensioner plunger can be pushed back into the housing and a pin inserted to lock the tensioner in the retracted
position.

The timing chains are lubricated with engine oil from jets located at the front of the engine block.

VARIABLE CAMSHAFT TIMING (VCT)

VARIABLE CAMSHAFT TIMING

 ITEM DESCRIPTION

1 Inlet Camshaft VCT Actuator

2 Exhaust Camshaft VCT Actuator

3 Exhaust VCT Solenoid

4 CMP (camshaft position) Sensors

5 Inlet VCT Solenoid

The timing of the inlet and exhaust camshafts can be adjusted independently by an electro-hydraulic controlled VCT system. The ECM
controls the system using information from the CMP sensors and the CKP sensor.

The VCT system varies the timing of the intake and exhaust camshafts to deliver optimum engine power, efficiency and emissions. The
timing of the intake camshafts has a range of 62 degrees of crankshaft angle. The timing of the exhaust camshafts has a range of 50
degrees of crankshaft angle.

In the base timing position:

The intake camshafts are fully retarded.

The exhaust camshafts are fully advanced.

CAMSHAFT VALVE OPENS VALVE CLOSES

Intake 33 degrees BTDC (before top dead center) to 29 degrees ATDC (after top dead center) 197 to 259 degrees ATDC

Exhaust 236 to 186 degrees BTDC 6 to 56 degrees ATDC

The system consists of a VCT unit and a VCT solenoid for each camshaft. The ECM controls the system using PWM (pulse width
modulation) signals to the VCT solenoids.

The torsional energy generated by the valve springs and the inertia of the valve train components are used to operate the system.

Variable Camshaft Timing Units

The VCT units change the position of the camshafts in relation to the timing chains.
 ITEM DESCRIPTION

1 Bolt (3 off)

2 VCT Unit

3 Filter

4 Camshaft

5 Inner Plate

6 Housing and Sprocket

7 Rotor Assembly

8 Reed Plate

9 Spring and Lock Pin

10 Spring (3 off)

11 Tip Seal (3 off)

12 Spring (2 off)

13 Tip Seal (2 off)

14 Spring

15 Dowel Pin

16 Bias Spring

17 Snap Ring

18 Sensor Wheel

19 Center Plate

20 Snap Ring

21 Screw (6 off)

22 Spool Valve

23 Outer Plate
Each VCT unit is attached to the camshaft by three bolts. A rotor assembly and a reed plate are installed inside a sprocket housing, which
consists of a sprocket, an outer plate and an inner plate held together by six screws.

A sensor wheel, for the CMP sensor, a center plate and a bias spring are installed at the front of the VCT unit. The ends of the bias spring
locate on the center plate assembly and the sprocket housing, to give a turning moment to the camshaft in the advance direction. A snap
ring locates the sensor wheel on to a sleeve installed in the center of the rotor assembly. The opposite end of the sleeve locates in a bore
in the front face of the camshaft, which contains a filter.

A spring and spool valve are installed in the rotor assembly sleeve and retained by a snap ring. The spring keeps the spool valve in
contact with the armature of the related VCT solenoid.

Each VCT unit is supplied with engine oil from an oil gallery in the cylinder head, through the camshaft front bearing cap and a bore in the
center of the camshaft.

Variable Camshaft Timing Solenoids

The VCT solenoids control the position of the spool valves in the VCT units.

The VCT solenoids are installed in the front upper timing covers, immediately in front of their related VCT units. Each VCT solenoid is
secured with two screws and sealed with an O-ring. A two pin electrical connector provides the interface with the engine harness.

Each VCT solenoid incorporates a spindle that acts on the spool valve in the related VCT unit to advance and retard the camshaft timing.
The VCT solenoids operate independently and are controlled by a PWM signal from the ECM .

Variable Camshaft Timing Operation

When the engine is running, the compression and expansion of the valve springs causes momentary increases and decreases in the torque
acting on the camshafts. These momentary changes of torque are sensed in the VCT units and used to change the camshaft timing.

ITEM DESCRIPTION

A Camshaft Torque

B Camshaft Rotation (degrees)

C Valve Opening

D Peak Lift
 E Valve Closing

1 1000 rev/min

2 4000 rev/min

3 7000 rev/min

4 Inertia Effects from Valve Train Rotating Components

5 Force Caused by Valve Spring

6 Bias Torque from Friction

Variable Camshaft Timing Unit Schematic - Base Timing

NOTE:

Intake camshaft VCT unit shown. For exhaust camshaft VCT unit, read advance for retard and retard for advance.

ITEM DESCRIPTION

1 Advance Chamber

2 Retard Chamber

3 Sprocket Housing

4 Rotor Assembly

5 Lock Pin

6 Sleeve

7 Engine Oil Supply from Camshaft

8 Inlet Check Valve

9 Lock Pin Drain

10 Spool Valve

11 Advance Check Valve

12 Retard Check Valve

NOTE:
 The following description is for intake camshaft VCT units. For exhaust camshaft VCT units, read advance for retard, and retard for
advance.

At engine start-up, once the engine oil pressure in the camshaft is sufficient to open the inlet check valve, engine oil flows across the
spool valve, through the advance and retard check valves and into the advance and retard chambers. During the start cycle, the ECM
signals the VCT solenoid to move the spool valve into the sleeve and connect the lock pin to inlet oil pressure. The inlet oil pressure
causes the lock pin to retract from the inner plate and unlock the rotor assembly and camshaft from the sprocket housing.

There is a constant supply of oil to the VCT to ensure the unit remains filled during operation.

Variable Camshaft Timing Unit Schematic - Advance

To advance the camshaft timing, the ECM adjusts the signal to the VCT solenoid to move the spool valve so that the advance chamber oil
passage is closed and the retard chamber oil passage is connected to inlet oil.

Each momentary increase of the torque acting on the camshaft generates a pressure pulse in the retard chamber. Oil moves from the
retard chamber, through the spool valve and the advance check valve to the advance chamber, to equalize the pressures in the two
chambers. The displacement of oil from the retard chamber causes the rotor assembly to advance in relation to the sprocket housing.
Each momentary decrease of torque acting on the camshaft also generates a pressure pulse in the advance chamber, but, with the
advance chamber oil passage closed, no movement of oil between the advance and retard chambers occurs and the rotor assembly cannot
move in the retard direction.

Variable Camshaft Timing Unit Schematic - Null

Once the camshaft has reached the required timing position the ECM adjusts the signal to the VCT solenoid to set the spool valve in the
null position. In the null position, the advance and retard chamber oil passages are both closed by the spool valve and the rotor assembly
is hydraulically locked to the sprocket housing.

Variable Camshaft Timing Unit Schematic - Retard

To retard the camshaft timing, the ECM adjusts the signal to the VCT solenoid to move the spool valve to close the retard chamber oil
passage and connect the advance chamber oil passage to the inlet oil.

Each momentary decrease of the torque acting on the camshaft causes oil to transfer from the advance chamber, through the spool valve
and the retard check valve to the retard chamber, and so retard the camshaft timing.

LUBRICATION SYSTEM
 ITEM DESCRIPTION

1 Oil Cooler

2 Oil Filter

3 Oil Evacuation Tube

4 Upper Timing Chain Lubrication Jet

5 Oil Pump

6 Lower Timing Chain Lubrication Jet

7 Oil Pick-Up

8 Oil Level and Temperature Sensor

9 Oil Pump Outlet Tube

10 Outlet Tube Connection to Right Cylinder Block

11 Piston Cooling Jets

12 Rear Dynamic Balancer Drive Chain Lubrication Jet

OIL PUMP
 ITEM DESCRIPTION

1 Pressurized Oil Outlet to Cylinder Block

2 Pump Pressure Outlet

3 Pump Inlet

4 Oil Pump

5 Oil Pump Drive Sprocket

6 Oil Pick-Up Pipe

The oil pump is attached to the underside of the windage tray with 3 bolts. The input shaft of the oil pump is driven from the front of the
crankshaft, by the auxiliary chain, at 0.87 engine speed.

The oil pump draws oil from the oil pan through a centrally mounted pick-up pipe. The oil is pressurized and pumped through an output
tube to the cylinder block. After passing through an anti-drain valve and a plate type oil cooler, the oil is filtered by a replaceable cartridge
installed on the front of the right (bank 1) cylinder head.

The output from the oil filter is distributed through oil galleries in the cylinder heads and the cylinder block. All moving parts are lubricated
by pressure or splash oil. Pressurized oil is also provided for the VCT system, the piston cooling jets and the timing chain lubrication jets.

The oil returns to the oil pan under gravity. Large drain holes through the cylinder heads and cylinder block ensure the rapid return of the
oil to the oil pan. System replenishment is through the oil filler cap on the left cylinder head cover.

An oil evacuation tube is installed to allow oil to be drawn from the oil pan. The upper end of the oil evacuation tube is located under the
oil filler cap.

An oil drain plug is installed in the right side of the oil pan.

Oil Pump Nominal Operating Pressures

ENGINE SPEED, REV/MIN TEMPERATURE, °C (°F) PRESSURE, BAR (LBF/IN2)

Idle 20 (68) 2.0 (29.0)

1500 20 (68) 6.0 (87.0)

3000 40 (104) 6.2 (90.0)

3000 110 (230) 5.0 (72.5)

3000 130 (266) 4.0 (58.0)

ENGINE OIL COOLER

 ITEM DESCRIPTION

1 Anti-Drain Valve Assembly

2 Gasket

3 Engine Oil Cooler

4 Screw (18 off)

5 Engine Coolant Inlet from Water Pump

The engine oil cooler is located on the top of the cylinder block, in the 'V' between the cylinder heads. The cooler is sealed to the cylinder
block with a gasket and secured with 18 screws.

There are three ports on the underside of the cooler; an engine oil inlet and outlet and an engine coolant outlet. The engine coolant inlet is
positioned on the side of the cooler. The engine oil cooler is an aluminum housing comprising louvered fins and plates. The plates allow a
cross-flow of engine oil and engine coolant through the cooler but keeping the two fluids separate.

The engine coolant is directed from the engine coolant pump into the cooler via a hose.

The plates are immersed in engine coolant from the engine coolant pump which provides cooling of the engine oil by the temperature
differential between the engine oil and the engine coolant.

An anti-drain valve is located in the cylinder block and prevents the engine oil cooler draining of oil when the engine is not running.

ENGINE OIL FILTER

 ITEM DESCRIPTION

1 Cap

2 O-Ring Seal

3 By-Pass Valve

4 Filter Element

5 O-Ring Seal

6 Oil Filter Body

The oil filter assembly is located on a casting which is integral with the right cylinder head. The oil filter body is sealed with a gasket and
secured to the cylinder head with 4 screws, 3 internal and 1 external.

A replaceable cartridge filter element is located in the oil filter body. An O-ring seal seals the filter element to the filter body.

The filter element is fitted with an integral by-pass valve. If the filter becomes contaminated, to the point that oil flow is restricted, the by-
pass valve opens to allow oil to flow through the oil filter body to avoid starving the engine of engine oil.

OIL LEVEL MONITORING

The oil level and temperature sensor supplies the ECM with a signal containing the level of the oil in the oil pan. The oil level and
temperature sensor is secured to the bottom of the oil pan with three screws and sealed with a gasket.

NOTE:

The temperature function of the oil level and temperature sensor is not operational on the V6 3.0L SC engine.

The oil level and temperature sensor sends an ultrasonic pulse vertically upward and measures the time taken for the pulse to be reflected
back from the top surface of the oil. This time is compared with the time taken for an ultrasonic pulse to travel a reference distance within
the oil level and temperature sensor to determine the oil level. The oil level reading is transmitted in a PWM signal to the ECM .

Oil Level and Temperature Sensor Specifications

FEATURE DETAILS

Power Source Battery Voltage

Temperature Accuracy ±2 °C (±3.6 °F)

Operating Level Range 18 to 147 mm (0.71 to 5.79 in.)

Operating Temperature Range -40 to 160 °C (-40 to 320 °F)

OIL LEVEL CHECK

For accuracy, oil level checks should be performed with the vehicle on level ground when the oil is hot. The vehicle needs to stand for
approximately 10 minutes, after the engine is switched off, to allow the oil to drain back into the oil pan and the oil level to stabilize. The
oil level system will not give a reading until the oil level has stabilized.

For additional information, refer to:Engine Oil Draining and Filling (303-01 Engine - SDV6 3.0L Diesel - Hybrid Electric Vehicle, General
Procedures).

For additional information, refer to:Engine Oil Vacuum Draining and Filling (303-01 Engine - SDV6 3.0L Diesel - Hybrid Electric Vehicle,
General Procedures).

EXHAUST MANIFOLDS

ITEM DESCRIPTION

1 Cylinder Head

2 Bolt (3 off)

3 Layered Gasket

4 Threaded Insert (3 off)

5 Exhaust Manifold

6 Parallel Spacer (24 off)

7 Bolt (6 off)

8 Heat Shield

9 Forged Spacer (2 off)

The cast iron exhaust manifolds are unique for each cylinder bank. Each exhaust manifold installation includes a layered metal gasket and
heat shields. The spacers limit the contraction of the individual ports over time.

OPERATION

Operation of the engine is controlled by the ECM .

For additional information, refer to:Electronic Engine Controls (303-14 Electronic Engine Controls - V6 S/C 3.0L Petrol, Description and
Operation).