Captiva |
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The cylinder block is lost foam cast aluminum with 4 cylinders arranged in-line. The cylinders have pressed in place iron liners. The block has 5 crankshaft bearings with the thrust bearing located on the second bearing from the front of the engine. The cylinder block incorporates a bedplate design that forms an upper and lower crankcase. This design promotes cylinder block rigidity and reduced noise and vibration.
The crankshaft is cast nodular iron with 8 counterweights. The number 8 counterweight is also the ignition system reluctor wheel. The main bearing journals are cross-drilled, and the upper bearings are grooved. The crankshaft has a slip fit balance shaft drove sprocket. Number 2 main bearing is the thrust bearing. A harmonic damper is used to control torsional vibration.
The connecting rods are powdered metal. The connecting rod incorporates the floating piston pin. The pistons are cast aluminum. The piston rings are of a low tension type to reduce friction. The top compression ring is ductile iron with a molybdenum facing and phosphate coated sides. The second compression ring is gray iron. The oil ring is a 3-piece spring construction with chromium plating.
The oil pan is die cast aluminum. The oil pan includes an attachment to the transmission to provide additional structural support.
There are 2 block mounted balance shafts located on each side of the crankcase at the bottom of the cylinder bores. The balance shafts are driven by a single roller chain that also drives the water pump. The chain is tensioned by a hydraulic tensioner that is supplied pressure by the engine oil pump. This design promotes the maximum effectiveness of the balance shaft system and reduces noise and vibration.
The cylinder head is a lost foam aluminium casting. Pressed-in powdered metal valve guides and valve seat insets are used. The fuel injection nozzle is located in the intake port. The cylinder head incorporates camshaft journals and camshaft caps.
There are 2 intake and 2 exhaust valves per cylinder. Rotators are used on all of the intake valves. The rotators are located at the bottom of the valve spring to reduce valve train reciprocating mass. Positive valve stem seals are used on all valves.
Two camshafts are used, one for all inlet valves, the other for all exhaust valves. The camshafts are cast iron.
The valve train uses a roller finger follower acted on by a hydraulic lash adjuster. The roller finger follower reduces friction and noise.
The camshaft cover has a steel crankcase ventilation baffling incorporated. The camshaft cover has mounting locations for the ignition system.
A roller chain is used for camshaft drive. There is a tensioner and active guide used on the slack side of the chain to control chain motion and noise. The chain drive promotes long valve train life and low maintenance.
The intake manifold is made of composite plastic. The exhaust manifold is cast iron. The intake manifold incorporates a distribution and control system for positive crankcase ventilation (PCV) gases. The exhaust manifold is a dual plane design that promotes good low end torque and performance.
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