The LX5 V6, is a 3.5 L (213.5 cu in) engine incorporating two intake and two exhaust valves per
cylinder with individual cylinder head mounted camshafts for intake and exhaust functions (DOHC).
The cylinder bore diameter is 89.5 mm (3.52 in) and the piston stroke is 92 mm (3.62 in). The
cylinders are arranged in two banks of three with a 90 degree included angle. The left (front) bank of
cylinders are number 2-4-6 and the right (rear) bank cylinders are 1-3-5. Engine firing order is
1-2-3-4-5-6. The crankshaft throws are split to provide even firing pulses 120 degrees apart.

The cylinder block is constructed of aluminum alloy by the die casting method and is constructed of
two sections, an upper and a lower crankcase, split at the crankshaft center line. The grey cast iron
cylinder liners are cast with the upper crankcase. The upper and lower crankcase sections are held
in alignment by four dowel pins. Once machined, the sections must be kept together as a set. Sealing
between the crankcase halves consists of a silicone rubber seal and a bead of anaerobic sealant
along each side. Since the lower crankcase contains the lower main bearings, this casting adds to
the structural rigidity of the engine assembly. Both upper and lower crankcases incorporate oil drain
back passages isolated from the crankcase. These passages provide a direct path from the cylinder
heads to the oil pan in order to prevent the needless aeration of the oil through contact with the
rotating components.

The crankshaft is a cast nodular iron design with four 70 mm (2.75 in) diameter main bearings.
Crankshaft thrust is taken by the number three main bearing. The position sensor, also known as the
reluctor wheel, is cast integrally with the crankshaft. The crankshaft is internally balanced and
incorporates a two piece modular rear seal. The connecting rod journals are 55.455 mm (2.18 in)
diameter. A rolled fillet radius is incorporated on all bearing journals to improve fatigue strength.

Connecting Rods and Pistons
The connecting rods are forged powdered metal with 59.144 mm (2.32 in) journals and have full
floating piston pins. The connecting rod's crankpin end incorporates fractured joint technology which
means the rod cap is "cracked" away from the once one-piece connecting rod. The cap then
becomes perfectly matched at the cap to rod joint which significantly increases the strength of this
joint and the rod itself. The piston pins are slip fit in the bronze bushed rods and are retained in the
piston by round wire retainers. The cast aluminum pistons use two low tension compression rings and
one multi-piece oil ring. The top compression ring is steel and the second compression ring is coated
cast iron. The oil ring is a three piece side seal type ring which incorporates a steel expander and
two chrome plated steel rails. To provide a non-scuffing surface when the engine is new, the pistons
are tin plated and the top land is anodized.

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3.5L Engine Mechanical Operation
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Camshaft Drive System
The four overhead camshafts are driven by three separate 8 mm (0.315 in), single-row,
fine pitch chains. The primary drive chain connects the crankshaft with both large
intake camshaft sprockets, the balance shaft sprocket and the intermediate shaft
sprocket. The exhaust camshafts are driven by short chains from the intake camshafts.
Primary timing chain tension is held by a tensioner that hydraulically applies pressure
to a pivoting tensioner shoe/chain guide. The hydraulic tensioner minimizes chain noise
and provides accurate valve action by keeping slack out of the chain and continuously
adjusting for chain wear. As the chain stretches from wear, a ratchet mechanism inside
the tensioner prevents the nylon pad from retracting when the engine is turned off and
engine oil pressure ceases. The intake to exhaust camshaft chain tensioner contains
an internal spring that provides a constant load on the secondary timing chains.

Cylinder Heads
The cylinder heads are semi-permanent mold cast aluminum with powdered metal valve
seat inserts and valve guides. Two 31 mm (1.220 in) intake valves and two 29 mm
(1.142 in) exhaust valves are actuated by roller finger followers pivoting on a stationary
hydraulic lash adjuster (SHLA). Separate intake and exhaust camshafts are supported
by four bearings machined into the cylinder head with camshaft thrust taken by the first
bearing. The combustion chamber is roughly in the shape of a clover leaf with a
nominal volume of 56.0 cc and a centrally located spark plug.

Engine Cooling System
The coolant pump is bolted to the engine front cover and is driven by the serpentine
belt via a drive pulley. The water outlet collects coolant from the cylinder head for
delivery to the radiator. The water crossover also provides important functions for the
EGR System. The coolant pump and its housing form an assembly which is inseparable
and serviced as one unit.

Induction System
The induction manifold is a plastic, lost core casting with a removable plastic sight
shield cover. The manifold is sealed to the cylinder heads via imbedded silicone rubber
around the intake ports. These gaskets are integral to the manifold and are designed
to last the life of the engine.

Right and Left Bank Designation
Right hand (RH) and Left hand (LH) designations through the engine mechanical
On-Vehicle Service section are viewed from the rear of the engine (left side of the
vehicle). In certain cases where a location with respect to the vehicle is required, it will
be referred to as right side or left side as viewed from inside the vehicle.