1991 LEXUS SC300 oil type

The 1 UZ±FE engine has 8±cylinders in a V±arrangement at a bank an\
gle of 905. From the front of the RH
bank cylinders are numbered 2±4±6±8, and from the front of the LH b\
ank cylinders are numbered 1 ±3±5±7.
The crankshaft is supported by 5 bearings specified by the inside of the cr\
ankcase. These bearings are made
of a copper and lead alloy. The crankshaft is integrated with 8 weights which are cast along with it\
for balancing. Oil holes are built
into the center of the crankshaft for supplying oil to the connecting ro\
ds, pistons and other components. The ignition order is 1±8±4±3±6±5±7±2. The cylinder\
head is made of aluminum alloy, with a cross flow
type intake and exhaust layout and with pent±roof type combustion chambers. The spark plugs are loca\
ted in
the center of the combustion chambers.
At the front and rear of the intake manifold, a water passage has been p\
rovided which connects the RH
and LH cylinder heads. Exhaust and intake valves are equipped with irregular pitch springs made\
of special valve spring carbon
steel which are capable of following no matter what the engine speed.
The RH and LH intake camshafts are driven by a single timing belt, and a ge\
ar on the intake camshaft en-
gages with a gear on the exhaust camshaft to drive it. The camshaft jour\
nal is supported at 5 (intake) or 4 (ex-
haust) places between the valve lifters of each cylinder and on the front end of the cylinder \
head. Lubrication
of the cam journal gear is accomplished by oil being supplied through the \
oiler port in the center of the camshaft. Adjustment of the valve clearance is done by means of an outer shim type\
system, in which valve adjusting
shims are located above the valve lifters. This permits replacement of the sh\
ims without removal of the cam-
shafts. Pistons are made of high temperature±resistant aluminum alloy, and a depression is built into the piston
head to prevent interference with valves.
Piston pins are the full±floating type, with the pins fastened to neither the piston boss nor the connecting
rods. Instead, snap rings are fitted on both ends of the pins, preventing the\
pins from falling out. The No.1 compression ring is made of steel and the No.2 compression ring\
is made of cast iron. The oil
ring is m ade of a combination of steel and stainless steel. The outer diameter of\
each piston ring is slightly larger
than the diameter of the piston and the flexibility of the rings allows them\
to hug the cylinder walls when they
are mounted on the piston. Compression rings No.1 and No.2 work to prevent \
the leakage of gas from the cylin-
der and the oil ring works to scrape oil off the cylinder walls to prevent it from entering the combustion chamber. The cylinder block is made of aluminum alloy with a bank angle of 90 5. Cast iron cylinders are installed
inside the cylinder block. It has 8 cylinders which are approximately twice the length of th\
e piston stroke. The
top of each cylinder is closed off by the cylinder heads and the lower end of the cylinders becomes the crank-
case, in which the crankshaft is installed. In addition, the cylinder bl\
ock contains a water jacket, through which
coolant is pumped to cool the cylinders. The No.1 and No.2 oil pans are bolted onto the bottom of the cylinder block\
. The No.1 oil pan is made of
aluminum alloy. The No.2 oil pan is an oil reservoir made of pressed steel sheet. An o\
il level sensor is installed
in the No.1 oil pan (If the oil level drops below a set level, a warnin\
g light lights up.). A oil pan baffle plate keeps
sufficient oil in the bottom of the No.2 oil pan even when the vehicle is tilted. \
This dividing plate also prevents
the oil from making waves when the vehicle is stopped suddenly and the oil \
shifts away from the oil pump suction
pipe. Plastic region tightening bolts are used for the cylinder head, main bearing ca\
p and connecting rod.
EM±4
±
ENGINE MECHANICAL Operation
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REAR DIFFERENTIAL
 Rear
diff ti l
 Drive pinion oil seal drive in depth  0 + 0.5 mm differential Drive pinion shaft run out Maximum 0.08 mm (0.0031 in.)  Ring gear runout Maximum 0.05 mm (0.0020 in.)
  Ring gear backlash  0.08 ± 0.18 mm (0.0031 ± 0.0051 in.)
 


 


Drive pinion preload 


 


0.5±0.8 NVm (5±8 kgfVcm, 4.3±6.9
in.Vlbf)
  Total preload (add drive pinion preload  0.5±0.8 NVm (5±8 kgfVcm, 4.3±6.9
in.Vlbf)
 \
 \
Pinion gear backlash (Conventional type) 0.05±0.20 mm (0.0020±0.0079 in.)
 \
 \
Pinion gear backlash adjusting thrust washer
  1.6 mm (0.063 in.) 1.7 mm (0.067 in.) 1.8 mm (0.071 in.)
 \
 \
Ring gear backlash adjusting washer
  No. Thickness mm (in.) No. Thickness mm (in.) No. Thickness mm (in.)
022.02 (0.0795)322.32 (0.0913)622.62 (0.1031)  04 2.04 (0.0803) 34 2.34 (0.0921) 64 2.64 (0.1039)  06 2.06 (0.0811) 36 2.36 (0.0929) 66 2.66 (0.1047)  08 2.08 (0.0819) 38 2.33 (0.0937) 68 2.68 (0.1055)
  10 2.10 (0.0827) 40 2.40 (0.0945) 70 2.70 (0.1063)
  12 2.12 (0.0835) 42 2.42 (0.0953) 72 2.72 (0.1071)
  14 2.14 (0.0843) 44 2.44 (0.0961) 74 2.74 (0.1079)
  16 2.16 (0.0850) 46 2.46 (0.0969) 76 2.76 (0.1087)
182.18 (0.0858)482.48 (0.0976)782.78 (0.1094)  20 2.20 (0.0866) 50 2.50 (0.0984) 80 2.80 (0.1102)  22 2.22 (0.0974) 52 2.52 (0.0992) 82 2.82 (0.1110)  24 2.24 (0.0882) 54 2.54 (0.1000) 84 2.84 (0.1118)
  26 2.26 (0.0890) 56 2.56 (0.1008) 86 2.86 (0.1126)
  28 2.28 (0.0898) 58 2.58 (0.1016)  
  30 2.30 (0.0906) 60 2.60 (0.1024)  
 \
 \
Tooth contact pattern adjusting washer
No.Thickness mm (in.)No.Thickness mm (in.)No.Thickness mm (in.)  87 1.87 (0.0736) 02 2.02 (0.0795) 17 2.17 (0.0854)  88 1.88 (0.0740) 03 2.03 (0.0799) 18 2.18 (0.0858)  89 1.89 (0.0744) 04 2.04 (0.0803) 19 2.19 (0.0862)
  90 1.90 (0.0748) 05 2.05 (0.0807) 20 2.20 (0.0866)
  91 1.91 (0.0752) 06 2.06 (0.0811) 21 2.21 (0.0870)
  92 1.92 (0.0756) 07 2.07 (0.0815) 22 2.22 (0.0874)
  93 1.93 (0.0760) 08 2.08 (0.0819) 23 2.23 (0.0878)
941.94 (0.0764)092.09 (0.0823)242.24 (0.0882)  95 1.95 (0.0768) 10 2.10 (0.0827) 25 2.25 (0.0886)  96 1.96 (0.0772) 11 2.11 (0.0831) 26 2.26 (0.0890)  97 1.97 (0.0776) 12 2.12 (0.0835) 27 2.27 (0.0894)
  98 1.98 (0.0780) 13 2.13 (0.0839) 28 2.28 (0.0898)
  99 1.99 (0.0783) 14 2.14 (0.0843)  
  00 2.00 (0.0787) 15 2.15 (0.0846)  
012.01 (0.0791)162.16 (0.0850)
SA±128±
SUSPENSION AND AXLE SERVICE SPECIFICATIONS
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A/C COMPRESSOR OIL APPLICATIONSPage 1 of 1
Care must be taken to use only refrigerant oil which is compatible to the vehicle's system.
Following are A/C oil application charts for both R±12 and HFC±134\
a systems:
R±12 SYSTEMS
MODEL OIL TYPE PART NUMBER QUANTITY
All Models ND±Oil 6 P/N (88899±28040) 60 cc (or Equivalent) P/N (07117±68040) 500 cc
HFC±134A SYSTEMS MODEL OIL TYPE PART NUMBER QUANTITY
All Models ND±Oil 8 P/N (08885±09109) 40 cc P/N (08885±09107) 250 cc
HEATING & AIR CONDITIONING
AC93±004
OCTOBER 22, 1993
ALL MODELS
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SERVICE HINTS FOR REFRIGERANT LEAK DETECTIONPage 1 of 3
Use of electronic leak detectors for checking A/C systems refrigerant leaka\
ge is the only
method approved by TMS. This type of leak detector is sensitive not onl\
y to refrigerant, but
also sensitive to numerous petrochemical substances (motor oil, gasolin\
e, solvents, etc.)
commonly found in a repair shop environment. Because this sensitivity c\
ould diminish the leak
detector 's capacity for accurate leak detection, some service hints have been pro\
vided to help
increase the accuracy of your diagnosis.
SERVICE HINTS:
1. Visual Inspection: Do a quick visual inspection under the hood for signs of refrigerant
leakage. Check for areas of heavy oil leakage at block and piping joint\
s. Many times
these areas have accumulated road dust and dirt.
2. Inspection with leak detector: NOTE: Make sure the system is fully charged. Operate
the system to increase refrigerant pressure. Shut the system off before inspecting with
leak detector.
A. Checking for leakage at a joint:
Wipe the oil/dirt accumulation off the joint with a
clean rag. Do not use solvents to clean the joint. Refrigerant is heavi\
er than air so
start checking for leaks with the detector wand about 1/4 in. below the \
joint. Move the
wand slowly across and around each joint (see illustration below).
Piping Joint Move detector wand slowly across
and around each joint.
Block Joint
HEATING &
AIR CONDITIONING
AC95±001
MARCH 03, 1995
ALL MODELS
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SUSPENSION BALL JOINT INSPECTION ± PG012-02 October 11, 2002
Page 4 of 5
B. Move the lower arm by hand (All
models with strut type suspension
and some models with wish±bone
type suspension):
a. Lift up the vehicle.
b. Inspect the free play while moving the lower arm up and
down at a force of 67 lbf
(294 N, 30 kgf).
2. Inspect Upper Ball Joint Play Move the upper arm by hand (Models
where the LOWER control arm are
linked by a torsion bar, and all models
using a coil spring.
A. Remove the front tire.
B. Inspect the free play while moving the upper arm up and down at a
force of 67 lbf (294 N, 30 kgf).
3. Inspect the Suspension Arm Ball Joint Free Play
A. Lift up the vehicle.
B. Inspect the free play while moving the control arm by hand.
(Reference)
Free Play Inspection Method
(Gauge Installation) Position the dial gauge between the
arm (upper or lower) and the knuckle,
and measure free play.
(This illustration shows how to
measure free play for vehicles with
double wishbone type suspension
with coil spring).
Inspect Ball Joint Dust Cover
Check for cracks and grease leaks on the
dust cover (boots).Free Play
Inspection
(Continued)
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