Firing order for a s10 1996 4.3 vortec engine?
Service Information
1996 Chevrolet S10 Pickup - 4WD | Blazer, Bravada, Jimmy, S10
Pickup, Sonoma (VIN S/T) Service Manual | Engine | Engine
Mechanical - 4.3L (VIN W) | Specifications | Document ID: 42489
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Engine Mechanical Specifications
{| ! align="middle" valign="bottom" | Application !
align="middle" valign="bottom" | Metric ! align="middle"
valign="bottom" | English | General Data Engine Type 90 Degree V6
-- -- RPO VIN Code L35 (W) -- -- Displacement 4.3L 262 CID Bore
101.60 mm 4.000 in Stroke 88.39 mm 3.480 in Compression Ratio --
9.2:1 Firing Order -- 1-6-5-4-3-2 Spark Plug Gap 1.24 mm 0.060 in
Oil Pressure (Minimum Hot) 41.4 kPa at 1,000 engine rpm (Minimum)
124.1 kPa at 2,000 engine rpm 165.4 kPa at 4,000 enigne rpm 6.0
psig at 1,000 engine rpm 18.0 psig at 2,000 engine rpm 24.0 psig at
4,000 enigne rpm Lubrication System Oil Capacity Without Filter
Change 3.75 Liters 4 (Qts.) Oil Capacity With Filter Change Add
0.398 Liters (0.42 Qts) Oil Pan Engine Block Clearance Tolerance
0.254 mm 0.010 in (Maximum) Cylinder Head Surface Flatness 0.1016
mm 0.004 in (Maximum) Exhaust Manifold Surface Flatness 0.254 mm
0.010 in (Maximum) Intake Manifold Surface Flatness 0.254 mm 0.010
in (Maximum) Cylinder Bore Diameter 101.618-101.643 mm
4.0007-4.0017 in Out-of-Round Production 0.02 mm (Maximum) 0.0001
in (Maximum) Out-of-Round Service Limit 0.05 mm (Maximum) 0.002 in
(Maximum) Taper Production Thrust Side 0.012 mm (Maximum) 0.0005 in
(Maximum) Taper Production Relief Side 0.025 mm (Maximum) 0.001 in
(Maximum) Taper Service Limit 0.025 mm (Maximum) 0.001 in (Maximum)
Piston Piston Bore Clearance-Production 0.0001-0.005 mm
0.0007-0.002 in Piston Bore Clearance-Service Limit 0.070 mm
(Maximum) 0.0024 mm (Maximum) Piston Rings (End Gap Measured in
Cylinder Bore) Piston Compression Ring Groove Clearance-Production
Top 0.050-0.15 mm 0.02-0.06 in Piston Compression Ring Groove
Clearance-Production 2nd 0.10-0.20 mm 0.04-0.08 in Piston
Compression Ring Groove Clearance-Service Limit 0.107 mm (Maximum)
0.0042 in (Maximum) Piston Compression Ring Gap-Production Top
0.25-0.40 mm 0.010-0.016 in Piston Compression Ring Gap-Production
2nd 0.46-0.66 mm (Maximum) 0.018-0.026 in (Maximum) Piston
Compression Ring Gap-Service Limit 0.25-0.88 (Maximum) 0.06-0.035
in (Maximum) Piston Oil Ring Groove Clearance-Production 0.051-0.20
mm 0.02-0.07 in Piston Oil Ring Groove Clearance-Service Limit
0.051-0.20 mm (Maximum) 0.02-0.08 in (Maximum) Piston Oil Ring
Gap-Production 0.003-0.0127 mm 0.015-0.050 in Piston Oil Ring
Gap-Service Limit 0.25-1.65 mm (Maximum) 0.009-0.065 in (Maximum)
Piston Pin Diameter 23.545-23.548 mm 0.9267-0.9271 in Clearance in
Piston-Production 0.009-0.0024 mm 0.0002-0.0007 in Clearance in
Piston-Service Limit 0.0025 mm (Maximum) 0.001 in (Maximum) Fit in
Connecting Rod 0.021-0.040 mm (Interference) 0.0008-0.0016 in
(Interference) Crankshaft Crankshaft Journal-Diameter #1
62.199-62.217 mm 2.4488-2.4495 in Crankshaft Journal-Diameter #2,
#3, #4 62.192-62.215 mm 2.4485-2.4494 in Crankshaft Journal
Taper-Production 0.00007 mm (Maximum) 0.0003 in (Maximum)
Crankshaft Journal Out-of-Round-Production 0.005 mm (Maximum)
0.0002 in (Maximum) Crankshaft Journal Out-of-Round-Service Limit
0.025 mm (Maximum) 0.001 in (Maximum) Crankshaft Bearing
Clearance-Production #1 0.0043-0.000508 mm 0.0008-0.0020 in
Crankshaft Bearing Clearance-Service Limit #2, #3, #4 0.025-0.064
mm 0.0010-0.025 in Crankshaft End Play 0.050-0.20 mm 0.002-0.008 in
Crankshaft Runout 0.025 mm 0.001 in Connecting Rod Connecting Rod
Journal Diameter 57.117-57.142 mm 2.2487-2.2497 in Connecting Rod
Journal Taper-Production 0.007 mm (Maximum) 0.0003 in (Maximum)
Connecting Rod Journal Taper-Service Limit 0.025 mm (Maximum) 0.001
in (Maximum) Connecting Rod Journal Out-of-Round-Production 0.007
mm (Maximum) 0.0002 in (Maximum) Connecting Rod Journal
Out-of-Round-Service Limit 0.025 mm (Maximum) 0.001 in (Maximum)
Rod Bearing Clearance-Production 0.033-0.088 mm 0.0013-0.0035 in
Rod Bearing Clearance-Service Limit 0.025-0.076 mm 0.0010-0.0030 in
Rod Side Clearance 0.16-0.43 mm 0.006-0.017 in Camshaft Journal
Diameter 47.452-47.478 mm 1.8682-1.8692 in End Play 0.0254-0.2286
mm 0.001-0.009 in Lobe Lift Intake 0.0726-0.0736 mm 0.286-0290 in
Lobe Lift Exhaust 0.0741-0.0751 mm 0.292-0.296 in Balance Shaft
Front Bearing Journal Diameter 55.985-55.001 mm 2.1648-2.1654 in
Rear Bearing Journal Diameter 38.084-38100 mm 1.4994-1.500 in Rear
Bearing Journal Clearance 0.0254-0.09144 mm 0.001-0.0036 in Valve
System Valve Lifter -- Hydraulic Roller Type Valve Rocker Arm Ratio
-- 1.50:1 Valve Lash Net Lash No Adjustment Face Angle 45 degrees
Seat Angle 46 degrees Seat Runout 0.05 mm (Maximum) 0.002 in
(Maximum) Seat Width Intake 0.88-1.52 mm 0.035-0.060 in Seat Width
Exhaust 1.575-2.362 mm 0.062-0.093 in Stem Clearance Production
Intake 0.025-0.069 mm 0.0011-0.0027 in Stem Clearance Production
Exhaust 0.025-0.069 mm 0.0011-0.0027 in Stem Clearance Service
Limit Intake 0.0257 mm (Maximum) 0.001 in (Maximum) Stem Clearance
Service Limit Exhaust 0.0508 mm (Maximum) 0.002 in (Maximum) Valve
Spring Free Length 52 mm 2.03 in Valve Spring Pressure Closed
338-374 N at 43 mm 76-84 lb at 1.70 in Valve Spring Pressure Open
832-903 N at 32 mm 187-203 lb at 1.27 in Valve Spring Installed
Height 42.92-43.43 mm 1.690-1.710 in Valve Lift Intake 10.51 mm
0.414 in Valve Lift Exhaust 10.87 mm 0.428 in |}
© 2009 General Motors Corporation. All rights reserved.
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Service Information
1996 Chevrolet S10 Pickup - 4WD | Blazer, Bravada, Jimmy, S10
Pickup, Sonoma (VIN S/T) Service Manual | Engine | Engine Controls
- 4.3L (VIN W) | Description and Operation | Document ID: 21238
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Enhanced Ignition System (General Description)
The Enhanced Ignition system used on all of the OBD II engines
somewhat resembles the current Distributor Ignition (DI) system
described in the Ignition Systems. However, the system has been
greatly enhanced in order to be compatible with the new OBD II
regulations. The Enhanced Ignition system provides a spark at
precisely the correct time in order to ignite the air and the fuel
mixture for optimum performance and fuel economy. The system
consists of the following components: • The VCM
• The Distributor
• The Ignition Coil Driver Module
• The Ignition Coil
• The Crankshaft Position Sensor
This system does not use the ignition module used on the DI
systems in the past. The VCM controller now controls the Ignition
Control (IC) and Bypass functions. The crankshaft sensor, located
in the front engine cover, is perpendicular to a target wheel
attached to the crankshaft. The target wheel is equipped with slots
situated 60° apart. As the crankshaft rotates, the target wheel
rotates past the crankshaft position sensor. The rising and falling
edges created by the slots cause a signal to be sent back to the
VCM. This signal occurs three times per crankshaft revolution and
is referred to the 3x signal. The VCM then utilizes this 3x signal
in order to provide the correct spark to the engine by way of the
single coil driver module. The single coil driver module is
basically an electronic switch that when commanded by the VCM,
causes the primary coil voltage to breakdown, energizing the
secondary coil and providing a spark via the coil wire to the
Distributor cap. The Distributor consists of the following
components: # The Cap and Rotor # The Camshaft Position Sensor #
The gear drive and shaft The camshaft drives the Distributor shaft
which rotates, providing a spark to the correct cylinder by way of
the cap and rotor. The camshaft position sensor functions much like
the crankshaft sensor previously described but provides only a 1x
signal to the VCM. That is, for every 2 rotations of the
crankshaft, there is 1 rotation of the camshaft. Note that the
camshaft position sensor will not affect the driveability. The sole
purpose of the camshaft position sensor is to provide the VCM with
the necessary information for the misfire DTCs. The vehicle control
module (VCM) software controls all of the ignition control (IC) and
bypass functions. This reduces the number of circuits outside of
the controller and ultimately reduces the possibility for shorts or
opens in those circuits that could result in driveability
complaints or diagnostic trouble codes (DTCs).
The Crankshaft Position Sensor (CKP Sensor) is located in the
front engine cover and is perpendicular to the crankshaft target
wheel. The air gap between the sensor and the wheel is preset and
not adjustable. The target wheel has three slots 60° apart and is
keyed to the crankshaft. As the target wheel rotates, the slots
passing by the sensor create a change in the magnetic field of the
sensor which results in an induced voltage pulse. One revolution of
the crankshaft results in three pulses (3x signal). Based on these
pulses, the VCM is able to determine crankshaft position and the
engine speed. The VCM then activates the fuel injector and provides
a spark to the Distributor. The relationship between the crankshaft
position sensor and the target wheel is crucial. The sensor must be
exactly perpendicular to the target wheel with the correct air
gap.
The Distributor is actually an assembly that contains the
Camshaft Position (CKP Sensor), the cap, the rotor and the shaft.
The Distributor is splined by a helical gear to the camshaft and
rotates providing a spark to each spark plug wire. When servicing
the Distributor, it is critical to ensure proper cap sealing to the
Distributor body and correct installation to the camshaft. If the
Distributor is installed a tooth off in relation to the camshaft, a
DTC sets. The Distributor is not repairable and must be replaced as
an assembly.
The Camshaft Position (CMP) sensor is located within the
Distributor. The operation of the CMP is very similar to the
Crankshaft Position (CKP Sensor) however, the CMP provides one
pulse per camshaft revolution (1x signal). This signal is not
detrimental to the driveability of the vehicle. The VCM utilizes
this signal in conjunction with the crankshaft position to
determine which cylinders are misfiring.
The Ignition Coil Driver Module (3, 4 - ICM Bolt) is mounted on
a bracket (5, 6, 1-Bracket Attachment Rivet) next to the coil. The
VCM signals the ICD to turn ON the primary current to the ignition
coil (2) by pulling the IC line high (4 volts). The ICD turns the
primary current ON and OFF by applying and removing the ground to
the primary winding at the appropriate time. This module is of
minimum function. The module does not contain backup calibrations
that allows the engine to continue to run if the IC signal is
lost.
