86 STE ENG DESCRIPTION
Block:
The cylinder block is made of cast alloy iron and has 6 cylinders arranged in a V shape with 3 cylinders in each bank. The cylinder banks are set at a 60 deg. angle from each other. The right bank cylinders (1,3,5) are on the bulkhead side. Cylinders (2,4,6) left bank, are on the front side of the car. Four main bearings support the crankshaft which is retained by bearing caps that are machined with the block for proper alignment and clearances.
Heads:
The cast alloy iron cylinder heads have individual intake and exhaust ports for each cylinder. Valve guides are integral, and rocker arms are retained on individually threaded studs.
Crankshaft & Bearings:
The crankshaft is cast nodular iron with deep rolled fillets on all six crankpins and two center main journals. Four steel backeed aluminum bearings are used, with the #3 bearing also being the end thrust bearing.
Camshaft & Drive:
The camshaft is cast alloy iron with tappered 13.2 mm wide lobes offset from the lifters and tapered to provide positive valve lifter rotation. The camshaft is supported by four journals and includes a distributer/ oil pump drive gear. A 3/8" pitch chain drives the camshaft through a hardened sintered iron sprocket. The crankshaft sprocket is also hardened sintered iron, and is pressed onto the nose of the crankshaft. A rubber snubber is used to dampen chain motion.
Pistons & Connecting Rods:
The pistons are cast aluminum with steel struts using two compression rings and one 3 piece oil control ring. The piston pin is offset 1.5 mm towards the major thurst side. This allows a gradual change in thrust pressure against the cylinder wall as the piston travels its path. Pins are chromium steel and have a floating fit in the pistons. They are retained in the connecting rods by a pressed fit Connecting rods are made of forged steel. Full pressure lubrication is directed to the connecting rods by drilled oil passages from the adjacent main bearing journal.
Valve Train:
A very simple ball pivot-type rocker train is used. Motion is transmitted from the camshaft through the hydraulic lifter and push rod to the rocker arm. The rocker arm pivots on its ball and transmits the camshaft motion to the valve. The rocker arm ball locates on a stud threaded into the head and is retained by a nut. The push rod is located by a guide plate held under the rocker arm stud, assuring that the rocker arm operates in the plane of the valve.
Intake Manifold:
The intake manifold is a three piece cast aluminum unit. It centrally supports a fuel rail with 6 fuel injectors.
Exhaust Manifolds:
The exhaust manifolds are cast nodular iron.
Engine Lubrication:
Full pressure lubrication through a full flow oil filter is produced by a gear type pump. Oil is drawn up through the pick up screen and tube and passed through the pump to the oil filter. The oil filter is a full flow paper element unit. An oil filter by-pass is used to ensure adequate oil supply should the filter become plugged or develop excessive pressure drop. The by-pass is designed to open at 69-83 kPa. From the filter oil is routed to the main oil gallery, rifle drilled above the camshaft to the left of the camshaft centerline. This gallery supplies the left bank hydraulic lifters with oil. From the left gallery oil is directed by means of intersecting passages to the to the camshaft bearings and the right oil gallery. The hydraulic lifters pump oil up through the push rods to the rocker arms. Oil draining back from the rocker arms is directed by cast dams in the crankcase castings to supply the camshaft lobes. Oil also drains past specific hydraulic lifter flats to oil camshaft lobes directly. The passages supplying oil to the camshaft bearings also supply the crankshaft main bearings through intersecting vertical drilled holes. Oil from the crankshaft main bearings is supplied to the connecting rod bearings by means of intersecting passages drilled in the crankshaft. The front cam bearing has a .25 mm deep slot on its outside diameter to supply oil to the cam sprocket thrust face.
86 STE ENGINE SPECS
Type - 60 Deg V6 LB6Displacement - 2.8 Liter
Bore - 89
Stroke - 76
Compression Ratio - 8.9:1
Firing Order - 1-2-3-4-5-6
CYLINDER BORE
Diameter - 88.992-88.070
Out of round - .02 max
Taper - thrust side - .02 max
PISTON
Clearance - .030-.055
PISTON RING
Compresson:
Groove clearance top ring - .030-.070
Groove clearance second ring - .040-.095
Gap - top ring - .25-.50
Gap - second ring - .25-.50
Oil:
Goove clearance - .0199 max
Gap - 0.51-1.40
PISTON PIN
Diameter - 22.9937-23.0015
Clearance - .0065-.0092
Fit in rod - .0187-.0515 Presss fit
CAMSHAFT
Lift - intake -6.67
Lift - exhaust - 6.94
Journal diameter - 47.44-47.49
Journal clearance - .026-.101
CRANKSHAFT
Main journal:
Diameter - 1,2,4 - 63.340-63.364
Diameter - 3 - 63.327-63.351
Taper - .005 max
Out of round - .005 max
Main bearing clearance - .041-.081
Main thrust bearing clearance - .054-.084
Crankshaft endplay - .06-.21
Crank pin:
Diameter - 50.784-50.758
Taper - .005 max
Out of round - .005 max
Rod bearing clearance - .035-.095
Rod side clearance - .16-.44
VALVE SYSTEM
Lifter - hydraulic
Rocker arm ratio - 1.5:1
Valve lash - 1-1/2 turns from zero lash
Face angle - 45 deg
Seat angle - 46 deg
Seat runout - .05 deg
Seat width intake - 1.25-1.50
Seat width exhaust - 1.60-1.90
Stem clearance - .026-.068
Valve spring:
Free length - 48.5
Pressure N • m closed - 391 @ 40
Pressure N • m open - 867 @ 30
Installed height - 40
Damper:
Free length - 47.2
Approx. # of coils - 4
FLUID CAPACITIES
Fuel tank - 16.4 GalEngine oil - 3.8 Liters (4 Qts.)
Power Steering - .610 Liter (1.28 Pts.)
Automatic Trans -
125C - 5.7 Liters (12Pts.)
440 - 9.9 Liters (20.4 Pts.)
Cooling System - 12 Liters (12.7 Qts.)
ELECTRONIC LEVEL CONTROL
The electronic level control (ELC)/ electronic ride control (ERC) system automatically adjusts the ride height with varying car loads. It is activated when weight is added to or removed from the rear of the car.SYSTEM COMPONENT DESCRIPTION
Compressor:
The compressor is a positive displacement single piston air pump powered by a 12 volt DC permanent magnet motor. The compressor head casting contains piston intake and exhaust valves, plus a solenoid operated exhaust valve which releases air from the system when energized. The compressor is located at the left rear of the vehicle and attaches to the underbody. The compressor is also coated with weather sealant and covered with a shield for protection.
Air Dryer:
The air dryer is attached externally to the compressor output and provides a dual function. 1. It contains a dry chemical that absorbs moisture from the air before it is delivered to the shocks and returns the moisture to the air when it is being exhausted. This action provides a long chemical life. 2. The air dryer also contians a valving arrangement that maintains 8 - 15 psi minimum air pressure in the shocks for maximum ride characteristics.
Exhaust Solenoid:
The exhaust solenoid is located in the compressor head assembly and provides two functions. 1. It exhausts air from the system when energized. The height sensor controls this function. 2. It acts as a blow off valve to limit maximum pressure output of the compressor.
Compressor Relay:
The compressor relay is a single-pole single-throw type that completes the 12V(+) circuit to the compressor when energized.
Height Sensor:
The height sensor is an electronic device that controls two basic circuits. 1. Compressor relay coil ground circuit. 2. Exhaust solenoid coil ground circuit. To prevent falsely actuating the compressor relay or exhaust solenoid circuits during normal ride motions, the sensor circuitry provides an 8 - 14 second delay before either circuit can be completed. In addition, the sensor electronically limits compressor run time or exhaust solenoid energized time to a maximum of 3 1/2 minutes. This time limit function is necessary to prevent continuous compressor operation in case of a solenoid malfunction or severe system leak. Turning the ignition off and on resets the electronic timer circuit to renew the 3 1/2 minute run time. The height sensor is mounted to the rear underbody sub assembly reinforcement. The sensor actuator arm is attached to the rear track bar control arm by a short link.
Air Adjustable Shocks:
The shocks consist of a pliable neoprene boot and air cylinder built around a hydraulic shock absorber. Ride height is changed by simply inflating or deflating the air cylinder.
Air Lines and Fittings:
Flexable 1/8" air lines are used with snap on fittings.
GROUND LOCATIONS
G100 - On transaxle stud, to left of starterG102 - On radiator support, behind LH headlamps
G103 - On radiator support, behind RH headlamps
G104 - LH side of engine, near coolant outlet
G105 - LH Front of engine, near coolant outlet
G106 - RH Front of dash, to right of blower motor
G112 - LH Side of engine, near coolant outlet
G202 - Behind I/P, right of steering column
G203 - Behind I/P below fuse panel
G205 - On RH shroud above center access hole
G302 - LH Front door, near forward access hole
G303 - Under LH front seat near door sill
G307 - On RH sail panel
G311 - In windshield heater
G312 - Behind RH side of I/P near door lock relay
G403 - Behind LH rear wheel well
G404 - On rear frame, behind gas tank
G405 - On rear frame, left of spare wheel well
G406 - In engine compartment behind RH wheel well
G409 - Center of rear tailgate header
G410 - In center of tailgate
G420 - Near rear wiper mount