Toyota Timing Chain

Technician Handbook
TIC201A Engine Repair
TIC201A Engine Repair 1
TIC201A: Engine Repair
The engine that will be used in this engine repair class is the A25A-FKS.
The online Pre-work that you recently completed has covered the basics of the four
stroke cycle, engine components and engine function.
In this class the emphasis is on:

• Hands on skill development in
− Engine disassembly and reassembly techniques
− Accurate precision measurements
• Repair Manual and Service information navigation

− Finding the correct documents for a specific application
− Using linked documents
− Repair Manual terminology
Technical Training 1
Technician Handbook
Pre-Test
*Pre-Test
Technician Handbook
Safety Recall J0M
Safety Recall J0M
The engines used in this class are used engines, recovered as a result of Safety Recall
J0M.
In Safety Recall J0M a limited number of 2018 Camrys may have had slightly oversize
pistons installed. When presented for the Safety Recall, top engine cleaner was used to
clean carbon deposits from the piston tops. A video borescope was used to submit
pictures of the piston tops as part of a TAS case.
Any piston showing a lot number that fell within the range, or an illegible lot number was
cause for engine replacement. The replaced engines were recovered and shipped to
Toyota and Lexus Training Centers for use in this class.
Technician Handbook
First TNGA Engine – A25A-FKS (2018 Camry)

A25A-FKS: 2.5 liter
• First TNGA Engine- Toyota New Global Architecture in USA
• Launched in the 2018 Camry
A25A-FXS: 2.5 liter

• Hybrid vehicles – biggest difference is Cam Timing to enable Atkinson Cycle
Current Vehicles
• 2020 Avalon HV: A25A-FXS
• 2020 Camry: A25A-FKS, Camry Hybrid: A25A-FXS
• 2020 RAV4: A25A-FKS, RAV4 HV: A25A-FXS
• 2020 Lexus ES300h: A25A-FXS
Similar Construction
• M20A-FKS: 2.0 liter, 2019 Corolla Hatchback, Lexus UX200
• M20A-FXS: Lexus UX250H
First TNGA Engine - A25A-FKS (2018 Camry)
The A25A-FKS is the first of the next generation TNGA (Toyota New Global Architecture)
engines introduced in North America.
This basic engine is used in two variants:

• A25A-FKS – used in non-hybrid vehicles
• A25A-FXS – used in hybrid vehicles
• The only functional difference the two versions is the cam lobe profile
The TNGA engine family also includes the M20A-FKS used in the Corolla Hatchback
and Lexus UX200. This 2.0 liter engine is effectively an 80% copy of the 2.5 liter A25A-
FKS.
Technician Handbook
Unit 1: Cyl. Head Disassembly, Inspection & Reassembly
Engine Unit
• Separate cylinder head and cylinder block
Cylinder Head
• Valve spring and valve removal
• Inspect valves and valve springs
• Measure valve to seat contact pattern
• Valve stem seal removal and installation
• Reassembly of cylinder head components
Unit 1: Cylinder Head Disassembly, Inspection, and Reassembly
• Engine Unit Disassembly
• Separate cylinder head and cylinder block
• Cylinder Head Disassembly
• Remove valve springs, intake and exhaust valves
• Remove valve stem seals
• Cylinder Head Inspection
• Inspect valve springs, intake and exhaust valves
• Inspect valve to seat contact
• Cylinder Head Reassembly
• Install valve springs, intake and exhaust valves
• Install valve stem seals
Technician Handbook
Location of Small-head Bolts
Location of Small-head Bolts
Many of the bolts used on the A25A-FKS are “small-head bolts”
The heads of these bolts are smaller, even though the thread diameter and pitch are
consistent with bolt sizes used in the past.
For example:
• An M6 x 1.25 bolt that would usually require a 10mm wrench has an 8mm wrench size
head
• An M8 x 1.25 bolt that would usually require a 12 mm wrench has a 10mm wrench
size head
Technician Handbook
Small-head Bolts Identification
Black-colored
Ring Mark
Notice:
• Installation torque is not changed.
• Do not judge the installation torque based on the size of the bolt head.
• Be sure to install with specified torque.
Small-head Bolts
Even though the wrench size is reduced, the installation torque is not changed because
the thread diameter and flange size are not different.
Do not judge the installation torque based on the size of the bolt head.
Be sure to install with specified torque.
As the force applied to the sides of the head of a small-head bolt is higher than that of a
standard bolt when the same tightening torque is used, the height of the bolt head has
been increased to ensure its strength.
For identification purposes, small-head bolts are black and the bolt head is marked with
a ring.
Technician Handbook
A25A-FKS Features – D-4S
Port Fuel
Injector Assembly
Direct Fuel
Injector Assembly
Port Injection
Port Injector Direct Injector
A25A-FKS Features – D-4S
The A25A-FKS uses the Toyota D-4S system with both port and direct fuel injectors. This
system uses the best properties of each type of injector for both horsepower and
emission control.
• Main components of D-4S
• Port Fuel and Direct Injection
• Goals of D-4S
• Obtain the desired engine power output (horsepower) and control emission
• Functions of D-4S based on Activation Range chart
• Low load (< 60%) at < 1000 RPM = Port injection only
• Low to medium load (25-70%) between 1000-4800 RPM = Both port and direct
injection
• High load (> 70%) at > 4800 RPM = Direct injection only
Technician Handbook
VVT-i and VVT-iE

Camshaft Timing Gear
(VVT-i Controller) Exhaust Camshaft
Hydraulic
Cam Timing Oil Intake Camshaft

Control Solenoid
Cam Timing Control

Motor with EDU
(Motor-drive)
Camshaft Timing Gear
(Camshaft Control Actuator)
VVT-i and VVT-iE
Hydraulic (conventional) VVT-i is used for the exhaust camshaft on this engine.
• VVT-i (Hydraulic / Conventional)

• For exhaust camshaft on A25A-FKS & A25A-FXS
• Oil pressure is directed by the ECM to control the cam timing solenoid
• Advances or retards valve timing
VVT-iE (Variable Valve Timing-intelligent by Electric motor) is newly adopted for the
intake camshaft. Intake valve timing is controlled by VVT-iE, performed via the cam
timing control motor with EDU (Electronic Driving Unit) and camshaft control actuator.
The camshaft control actuator rotates the intake camshaft to the advance side or retard
side, and consists of the cycloid reduction unit which reduces the rotation speed of the
cam timing control motor.
• VVT-iE (Variable Valve Timing-intelligent by electric motor)
• Uses the cam timing control motor with EDU (Electronic Driving Unit)
• Uses camshaft control actuator to control intake valve timing
• Advances or retards valve timing
Technician Handbook
VVT-iE
VVT-iE
The intake camshaft control actuator uses a 2-stage cycloid reduction unit for weight
reduction.
The rotation of the cam timing control motor with EDU assembly rotates the planetary
gear via the cycloid reduction unit.
By rotating the planetary gear, the intake camshaft fixed into the camshaft gear is
rotated to the advance side or retard side.
The electric motor can rotate both directions and the rotational speed is very precisely
controlled.
When the motor rotates faster than the camshaft the cam timing advances.
When the motor rotates slower than the camshaft the cam timing is retarded.
When the motor rotates at the same speed as the camshaft the cam timing is held
constant.
Technician Handbook
Camshaft Timing Exhaust Gear (No. 2)
Cam Timing Oil

Control Valve
Camshaft
Timing Exhaust
Gear Assembly
Cam Timing Oil

Control Solenoid
Camshaft Timing Exhaust (No. 2) Vane Type Actuator
The Camshaft Timing Exhaust Gear (No. 2) timing actuator is a conventional, hydraulic,
vane type actuator.
The control valve in the center of the actuator is moved fore and aft by the VVT-i
solenoid.
Engine oil pressure is routed to either the advance or retard side chambers in the
actuator. The camshaft rotates in relation to the timing chain and external gear,
advancing or retarding the exhaust cam timing.
Technician Handbook
Camshaft Timing Gear (Intake No. 1)
Camshaft Timing
Gear (Intake No. 1)
Cam Timing Control

Motor with EDU
Intake Camshaft Timing Gear (Cycloid Type) Actuator
The No. 1 (intake) camshaft timing actuator is a two stage, cycloid reduction unit.
The Cam Timing Control Motor rotates at near engine speed, driving the eccentric shaft
in this actuator.
The best description of this complex mechanism is located in the 2018 Camry New Car
Features, listed under:
• A25A-FKS ENGINE MECHANICAL: ENGINE UNIT; CAMSHAFT CONTROL
ACTUATOR; 2018 – 2019 MY Camry[03/2017 - ]
Technician Handbook
Oil Feed Hole and Oil Delivery Pipe
View from Bottom Side
Camshaft bearing cap

oil hole gasket from the
No. 1 camshaft bearing
cap
Oil Feed Hole from the No. 1 Oil Delivery Pipe

Camshaft Bearing Cap
Oil Feed Hole and Oil Delivery Pipe
The A25A-FKS uses an oil delivery pipe in the cylinder head cover sub-assembly to
provide lubrication for the No. 1 valve rocker arm sub-assemblies and the camshaft
lobes.
There is a gasket, located in the camshaft housing, that seals the connection between
the camshaft housing oil passage and the cylinder head cover sub-assembly.
This is a critical gasket and failure to install this gasket at reassembly could lead to
camshaft lobe and rocker arm wear, as well as reduced oil pressure.
Technician Handbook
Setting to TDC
Approx. 11.4° Approx. 23.7°
Set No. 1 Cylinder to TDC
(Compression)
• Temporarily install the
crankshaft pulley bolt.
Timing Mark Timing Mark
Approx.
Crankshaft 24.3°
Timing
Gear Key
Setting to TDC
One of the most important steps in both engine disassembly and reassembly is the
correct alignment of the Engine Timing Marks.
The diagrams in the Repair Manual require careful study to successfully interpret the
location of the crankshaft and camshaft timing marks.
It is recommended to carefully study the timing marks during disassembly. Be sure that
you understand the location of the timing marks and their relationship to each other
before removing the timing chain.
Technician Handbook
Job Aid: Set Timing
Camshaft Timing Camshaft Timing Gear

Exhaust Gear (No. 2) (Intake No. 1)
Crankshaft Pulley Timing Mark Front View Crankshaft Timing Gear Keys at 0°
Job Aid: Set Timing

Job Aid enhances the Repair Manual instructions.
Included with Worksheet 1 is a Job Aid. This Job Aid uses photographs to highlight the
location of the camshaft timing marks.
If available, the Job Aid is also located in the Job Aid section of the Instructor Course
Guide.
Technician Handbook
Proper Disassembly
Protective Tape on
Screwdriver Tip
Protective Tape on
Screwdriver Tip
:Pry point
Proper Disassembly
During disassembly, follow the Repair Manual instructions for pry points.
Formed In Place Gaskets (FIPG) is used at almost all of the sealing surfaces on the
A25A-FKS. Components sealed with FIPG can be difficult to remove.
The Repair Manual includes information about the pry points provided on the A25A-FKS.
Following the Repair Manual recommendations will prevent damage of distortion of the
sealed components and their gasket surfaces.
Gasket surface condition is critical to successful FIPG application. Nicks, scratches or

gouges in the sealing surfaces could lead to leaks and comebacks.
Pry points are provided for the timing covers, camshaft housing, and stiffening
crankcase assembly.
Technician Handbook
Oil Pan Seal Cutter
Oil Pan Seal Cutter
Removing Oil Pan No. 2 Sub-Assembly for the first time is greatly facilitated by the use
of an oil pan seal cutter.
Oil Pan No. 2 Sub-Assembly is a stamped sheet metal component and is easily
damaged.
Drive the blade of the oil pan seal cutter into the FIPG interface between Oil Pan No.2
and the Stiffening Crankcase Assembly and then drive the seal cutter along the pan rail
to remove the pan without damage.
Technician Handbook
Proper De-Torque Procedure
13 16 10 4
7 1
15 18 12 6
9 3
8 2
14 17 11 5
Proper De-Torque Procedures
Many components have a recommended de-torque sequence and procedures.
These components include:

• Camshaft Housing
• Camshaft Bearing Caps
• Cylinder Head
Failure to remove the bolts in the correct sequence may result in warping or cracking
components such as camshaft housing, cylinder head sub-assembly, camshafts, etc.
Technician Handbook
Component Removal and Location

Keep components in original locations.
Component Removal and Location
A hint used throughout the engine repair sections of the Repair Manual is:
Hint: Arrange the removed parts in such a way that they can be reinstalled to their
original locations.
Many engine components “wear in” to match each other. Disrupting these wear patterns
can result in abnormal noises and failure. It is always a good idea to reinstall any
components that will be reused to their original location.
Organizing trays, tins or bags help ensure that parts can be returned to their original
location and relationship.
Technician Handbook
Shop Safety
Use Exhaust Vents Use Safety Equipment
Observe All Lift Precautions

Keep Work Area Clean
:Vehicle Center of Gravity
Shop Safety
Safety is always the number one priority. Please observe all of the safety rules
applicable during your visit to the Toyota Training Center and those in place at your
dealership.
Safety glasses, steel toed shoes, and hearing protection rules are all in your best
interests.
Shop safety includes:

• Exhaust venting systems
• Vehicle lift and support equipment
• Good housekeeping as in keeping the work area clean and organized
Technician Handbook
Best Practices – Use Available Resources
• NO shortcuts
• NO hammers, locking pliers (vise grips), adjustable pliers (channel locks)
• NO unsafe work
Best Practices
Use all of the available resources – Repair Manual, EWD, Quick Training Guides,
Service Bulletins, and Tech Tips to Fix It Right The First Time.
Improper work practices like unauthorized short cuts, substituting hammers or locking
pliers instead of using the proper SST can lead to vehicle damage or personal injury.
Technician Handbook
Worksheet 1
Engine Unit Disassembly

In this worksheet you will:
• Disassemble an A25A-FKS engine on-stand
according to manufacturer's specifications.
Questions / Comments
Questions or Comments?
Please discuss any questions or comments you have with your Instructor before
proceeding to the shop for Worksheet 1.
Worksheet 1: Engine Unit Disassembly
In this worksheet, you will:
• Disassemble an A25A-FKS engine on-stand according to manufacturer’s

specifications
• Align timing marks correctly on an A25A-FKS engine
• Demonstrate proper detorque procedures
• Remove camshaft housing and cylinder head
• Perform organizational technique
• Observe and follow all safety rules
Technician Handbook
Cylinder Head Inspection
Bottom Side
Intake Manifold Side
Note: Clean surface areas

before performing inspection. Exhaust Manifold (TWC: Front Catalyst) Side
Cylinder Head Inspection
Cylinder head gasket surfaces need to be flat, clean, and smooth. Engine overheating or
poor maintenance can cause the cylinder head gasket surfaces to become warped or
pitted.
After cleaning, the cylinder head gasket surfaces must be inspected for warping, pitting
or any other type of damage.
Reusing a cylinder head with excessive warpage will lead to head gasket failure.
The cylinder head gasket surface, and the intake and exhaust manifold surfaces are all
critical gasket surfaces that must be flat and clean.
Technician Handbook
Beehive Valve Springs
Deviation
38 mm 38 mm
(1.50 in.) (1.50 in.)
Beehive Valve Springs
The A25A-FKS engines is equipped with beehive valve springs. These springs are called
“beehive” because the reduced diameter of the top coils of the spring resembles a
beehive.
The benefits of beehive valve springs are:

• Lower initial rate and seat pressure – reduces friction
• Progressive spring
• Lower inertia – higher RPM
• Faster valve acceleration
• Reduced valve train stress
However, beehive valve springs require a slightly different inspection procedure than
conventional valve springs. As shown in the picture above, the measurement point for
deviation inspection is not the top coil of the spring. Deviation is checked at a specific
height above the bottom of the spring, in this case 1.50 inches.
Technician Handbook
Cylinder Head Components Inspection
Overall Length Valve Stem Diameter Spring Length

(measure 6 places)
Deviation
Margin Thickness Guide Bush Diameter Spring Deviation

(measure 4 places)
Cylinder Head Components Inspection
Valves are checked for:

• Overall length
• Valve stem diameter
• Margin thickness
Valve springs are checked for:

• Spring length
• Spring deviation
Valve guides are checked for:

• Valve guide bush inside diameter
• Valve to valve guide oil clearance
Technician Handbook
Valve Seat Inspection
1. Apply a light coat of Prussian 2. Lightly press the valve face 3. Check to see if the Prussian
blue to the valve face. against the valve seat blue appears 360º around
the exhaust valve seat.
HINT: If the valve face is not concentric, replace the exhaust valve.
If the valve face is not concentric, resurface the exhaust valve seat.
Valve Seat Inspection
Another important factor in valve inspection is valve to seat contact.
To inspect valve to seat contact:

• Apply a light coat of Prussian Blue to the contact area of the valve
• Insert the valve into the guide and allow the valve to drop on to the seat
• Lightly press the head of the valve onto the seat. Do not rotate the valve
• Remove the valve and inspect both the valve and the seat for:
− Contact width
− Concentric contact around the periphery of the valve and seat
Technician Handbook
Valve Stem Seal Identification and Installation

• Install the valve spring seats to the cylinder head. Failure to use the SST correctly will
• Apply a light coat of engine oil to new oil seals cause the seal to be damaged or
and push in the oil seals using SST 09201-41020 improperly seated.
Intake Side Exhaust Side
Gray
Gold
Note: Installing the intake oil seal into the

exhaust side or installing the exhaust oil
seal into the intake side can cause
problems later. CORRECT INCORRECT
Valve Stem Seal Identification and Installation
Valve stem seals are an important part of overall engine oil control strategies.
The valve stem to valve guide bush interface requires lubrication. Valve stem seals are
designed to meter the correct amount of lubrication to the valve stem and guide area.
Worn or incorrectly installed valve stem seals can cause excessive oil consumption and
exhaust smoking concerns.
Valve stem seal construction differs between intake and exhaust valve stem seals.
Installing the correct seal, in the correct location using the correct tool to ensure proper
installation is an engine repair best practice.
Using the correct tool to ensure proper valve stem seal installation
• SST #09201-41020
Valve Stem Seals (on A25A-FKS and A25A-FXS engines)
• Intake – Gold color

• Exhaust – Gray color
Technician Handbook
Worksheet 2
Cylinder Head Disassembly,

Inspection, and Reassembly
• Disassemble, inspect, and reassemble valvetrain
components according to manufacturer’s specifications.
Worksheet 2: Cylinder Head Disassembly, Inspection, and Reassembly
• Disassemble an A25A-FKS cylinder head, inspect, and reassemble according to

manufacturer’s specifications
• Disassemble a cylinder head and remove valve assemblies

• Inspect cylinder head flatness using precision tools
• Inspect valvetrain components using precision tools
• Install valve train components
• Use the proper tools and equipment
• Follow proper de-torque procedure
• Perform organizational technique
Technician Handbook
Unit 2: Cylinder Block Disassembly and Inspection

Cylinder Block
• Connecting rod thrust clearance
• Plastigage for connecting rod oil clearance
• Piston and connecting rod removal
• Piston ring removal
• Measure and record
‐ Cylinder block warpage
‐ Cylinder bore
‐ Piston
‐ Calculate piston oil clearance
‐ Ring groove clearance
‐ Piston ring end gap
‐ Calculate replacement main bearing sizes
‐ Inspect connecting rod bolts
Unit 2: Cylinder Block Disassembly and Inspection
Cylinder block disassembly and Inspection includes:

• Measuring connecting rod thrust clearance
• Measuring connecting rod oil clearance using Plastigage®
• Piston and connecting rod removal
• Piston ring removal
• Measuring and recording:
− Cylinder block warpage
− Cylinder bore inside diameter
− Piston condition and diameter
− Calculate piston oil clearance
− Measure ring groove clearance and piston ring end gap
− Calculate replacement main bearing sizes
− Inspecting connecting rod bolts
Technician Handbook
Connecting Rod Thrust Clearance
• Also known as connecting rod side clearance
• Connecting rod thrust clearance can be checked

using either a dial indicator or a feeler gauge
Connecting Rod Thrust Clearance
The connecting rod journal on the crankshaft has a fillet radius at the outboard ends of
the journal. The connecting rod must be narrow enough to clear this radius.
When the connecting rod thrust clearance is within specification this ensures that the
connecting rod will not bind or wear on the fillet radius.
For the A25A-FKS this measurement has a relatively large tolerance – 0.0160 – 0.512
mm (0.00630 – 0.0202 in.). Connecting rod thrust clearance can be measured with a dial
indicator, as shown. Alternatively, a feeler gauge blade slid between the side of the
connecting rod and the crank will provide an acceptably accurate measurement.
Technician Handbook
Connecting Rod Alignment Mark
Connecting Rod Alignment Mark
There are several important alignment or size marks engraved on the side of the
connecting rod. The mark circled in red above is a connecting rod alignment mark.
The connecting rod and cap are a matched set. During repairs, rods and rod caps must
be kept as a matched set and in the proper alignment.
The A25A-FKS connecting rods have knock pins at the rod to cap interface to ensure
alignment. The connecting rod alignment mark also indicates the correct matching and
alignment of the rod and cap.
Technician Handbook
Bearing Oil Clearance
Plastigage®
1, 2 or 3 Mark
Bearing Oil Clearance
An important step in the cylinder block disassembly process is to determine the existing
bearing oil clearance.
Most of the critical engine bearings are “Select Fit”. That means that there are multiple
bearing sizes of replacement bearings available.
Select fit bearing assemblies are marked with the correct bearing size and bearings are
also marked with their size.
Checking bearing oil clearance with Plastigage® at disassembly ensures the correct
replacement bearings can be installed.
Technician Handbook
Using Plastigage®
Plastigage® techniques
• Remove bearing cap
• Clean oil and dirt off journal and bearing surface
• Lay a strip of Plastigage® on the crank pin
• Install and torque bearing cap
• Remove bearing cap
• Measure the Plastigage® at its widest point
• This measurement is: 0.038 mm (0.0015 in.)
Using Plastigage®
Modern Toyota engines use extremely tight oil clearance specifications. Verification of
these oil clearances is very important to maintain the integrity of the engine. Using
Plastigage® is a simple but effective way to measure crankshaft oil clearance. Be sure
to select the proper diameter Plastigage® for the range being measured.
Plastigage® is a precision sized plastic thread that is compressed by assembling and

torqueing a bearing assembly. When the bearing assembly is disassembled the width of
the compressed Plastigage® can be compared to a calibrated scale and the bearing oil
clearance determined.
Technician Handbook
Connecting Rod Bearing Size
Bearing Size
In addition to the alignment mark shown previously, the connecting rod bearing size is
marked on the connecting rod.
The number 2, circled in red in the picture above, is the bearing size for this particular
connecting rod. Bearing sizes are also marked on the back side of the bearing shell.
Technician Handbook
Crankshaft Thrust Clearance Measurement
A vise-gripped dial indicator can also be used
Crankshaft Thrust Clearance Measurement
Both manual transmission clutches and automatic transmission torque converters apply
longitudinal forces that push the crankshaft back and forth in the cylinder block.
Measuring and establishing the correct crankshaft thrust clearance is an important part
of engine repair.
Thrust clearance less than specification will not allow the required oil film to lubricate the
thrust bearings. The result will be crankshaft and cylinder block damage.
Excessive thrust clearance will also affect the thickness of the oil film and result in
premature engine failure.
Technician Handbook
Piston Ring Expander
*ILD: Piston pin removal
The Repair Manual specifies using a piston ring expander to remove the number 1 and
number 2 compression rings. Remove the oil ring expander and upper and lower side
rails by hand.
Modern Toyota engines use low tension piston rings. Piston ring friction can account for
about 20% of total engine rotational friction. Reducing ring tension contributes to better
engine fuel efficiency.
Technician Handbook
Block Warpage Inspection
Block Warpage Inspection
The gasket surface at the top of the cylinder block must be straight and flat. Excessive
warpage or pitting will cause head gasket failure.
Check for warpage using a straight edge and feeler gauge. Check across the ends of the
block, on the sides, and in an X pattern.
Technician Handbook
Cylinder Bore Inspection
Thrust Direction
Front of Engine
Axial Direction 10 mm (0.394 in.)
Center
Cylinder Bore Inspection
Cylinder bores must be the correct size, round and straight, without excessive taper or
out of round.
Cylinder bore measurements are made in at least four places in each cylinder. In the
example shown above the cylinder bore is measured:
• 10mm down from the top of the bore in both the axial (down the length of the block)
and the thrust (side to side) directions
• Axial and thrust measurements in the center of the bore
Technician Handbook
Cylinder Bore Measurement

When measuring cylinder diameter, be sure the measuring tool is
perpendicular to the cylinder wall, or the measurement will be inaccurate.
Cylinder Bore Gauge

T-Gauge
When using the cylinder

bore gauge, rock it back
and forth slightly.
Correct The tool is perpendicular

to the cylinder wall when
the reading is at its
minimum diameter.
Incorrect
If the T-Gauge binds when being removed, it

indicates the measurement was taken at an angle.
Cylinder Bore Measurement
Measuring cylinder bores can be done either with a dedicated Cylinder Bore Gauge or T-
Gauge.
In both cases, the minimum diameter measurement will occur when the contact portion
of the gauge is perpendicular to the cylinder wall.
T-Gauges, or snap gauges, are spring loaded to provide the proper contact pressure.
Compress the T-Gauge and tighten the lock screw. Insert the gauge into the bore and
loosen the lock screw. Rock the gauge to find the minimum (perpendicular)
measurement. Tighten the lock screw, remove the gauge and measure the gauge with
an outside micrometer.
Technician Handbook
Piston Cleaning Technique
NOTICE:
DO NOT use harsh or abrasive chemicals to clean the pistons as they would cause damage to the
coating on the piston’s thrust surface (skirt) which could lead to engine failure.
Piston Cleaning Technique
Pistons must be cleaned before they are reused. Remove carbon deposit with a scraper.
Clean ring groves with a ring groove cleaner or a broken piston ring. Wash with solvent
and a brush, but do not use a wire brush.
Current Toyota pistons have a resin (plastic) coating on the thrust surfaces to minimize
friction. Harsh chemicals or abrasive cleaning will damage the coating and could lead to
engine failure.
Technician Handbook
Piston Oil Clearance Inspection
10.5 mm (0.413 in.)
Subtract the piston diameter measurement from the cylinder bore diameter measurement
Cylinder Oil Clearance Inspection
Piston to cylinder wall oil clearance is a calculated value. Subtracting the piston diameter
from the cylinder bore measurements yields the piston to cylinder oil clearance.
Measure the piston diameter across the piston skirt at the specified point, in this
example 10.5 mm up from the bottom of the skirt. Modern engines have very small
clearance specifications. In the case of the A25A-FKS, the maximum oil clearance is
0.081 mm (0.00319 in.)
Technician Handbook
Piston Ring Groove Clearance Measurement
Item Specified Condition

0.020 to 0.065 mm
No. 1 Compression Ring
(0.000787 to 0.00256 in.)
0.020 to 0.055 mm
No. 2 Compression Ring
(0.000787 to 0.00217 in.)
0.060 to 0.110 mm
Oil Ring
(0.00236 to 0.00433 in.)
Piston Ring Groove Clearance Measurement
Another inspection item for used pistons is piston ring groove clearance. Piston ring seal
is dependent on gas pressure pushing the ring out against the cylinder bore.
Proper piston ring groove clearance allows gas pressure behind the ring to force the ring
against the cylinder bore.
Insert the ring into the appropriate groove and use a feeler gauge to measure piston ring
groove clearance.
Technician Handbook
Piston Ring End Gap Inspection
Piston Ring 70 mm (2.76 in.)
Item Specified Condition

No. 1 Compression Ring 0.21 to 0.24 mm (0.00827 to 0.00945 in.)
No. 2 Compression Ring 0.50 to 0.55 mm (0.0197 to 0.0217 in.)
Oil Ring 0.10 to 0.30 mm (0.00394 to 0.0118 in.)
Piston Ring End Gap Inspection
Conventional piston rings are manufactured with an end gap. This gap aids in piston ring
installation but creates some inspection and installation concerns.
When the end gap is too large it causes a compression loss and allows combustion
gases to enter the crankcase (blow-by gas). When the end gap is too small the ends of
the ring can butt together, locking the ring at a fixed diameter. This can lead to cylinder
wall scuffing or damage.
Piston ring end gap is checked by installing the ring in a cylinder and using a piston to
square it up at a specified depth. The end gap can then be checked with a feeler gauge.
Technician Handbook
Piston Pin Oil Clearance Mark
Piston Pin Oil Clearance Mark
The piston pin to connecting rod to piston oil clearance is one of the tightest tolerances
in the engine assembly. The specification for the A25A-FKS piston pin to connecting rod
bush oil clearance is 0.005 to 0.011 mm (0.000197 to 0.000433 in.) – approximately two
to four ten thousandths of an inch.
All three components are select fit and marked appropriately. When any of these
components are replaced it is vital that all three piston pin clearance marks are the
same.
In the pictures above:

• The piston size mark for the piston pin is circled in red.
• The size mark on the piston pin is circled in red.
• The connecting rod small end bush size mark is circled in red.
Technician Handbook
Journal Taper and Out-of-Round

Check main journal and crank pin diameter in several directions with a micrometer.
Taper Out-of-Round
Journal Taper and Out-of-Round
Crankshaft journals, the bearing surface for main and connecting rod bearings, must be
smooth, round and straight. Crank journals should be measured with a micrometer at
multiple places.
Journals are measured at:

• At least 2 locations at 90° apart to check for Out-of-Round
• At least 2 locations at either end of the journal to check for Taper
The A25A-FKS specification for maximum taper or out-of-round is slightly more than one
ten thousandth of an inch.
Technician Handbook
Crankshaft Main Bearing Selection

No. 4 No. 2
No. 5 No.1
No.3
No. 2 No. 1
No. 3
No. 5 No. 4
Crankshaft Main Bearing Selection
Crankshaft main bearings are also “Select Fit”. To determine the correct replacement
bearings record the cylinder block marks (example shown upper left) and the crankshaft
marks (example lower right).
The procedure shown in the A25A-FKS Repair Manual states to add the block and crank
numbers together and then to reference the charts in the Repair Manual for the correct
replacement bearing.
Note that there are two different charts:

• One chart for No. 3 journal (the location of the crankshaft thrust bearings)
• One chart for all of the crankshaft bearings except No. 3
Technician Handbook
Connecting Rod Bolt Inspection
Baseline Measurement Location
5.0 mm from the end of the bolt
Multiple measurements in this area 10 mm from the end of the bolt
Connecting Rod Bolt Inspection
Critical engine fasteners such as Main cap bolts, connecting rod bolts and cylinder head
bolts must be inspected before being reused. These bolts are torqued to high tension
levels, which may result in bolt stretching or “necking down”.
The bolt diameter is measured in a specified area and compared to a minimum diameter
specification.
In the connecting rod bolt example shown above:

• The baseline measurement is taken at the point indicated by the large arrow (5 mm up
from the end of the bolt)
• Multiple measurements are taken in the area indicated by *a (starting 10 mm up from
the end of the bolt to the top of the threads)
• If any of the multiple measurements are 0.05 mm (0.00197 in.) smaller than the
baseline, replace the bolt
Technician Handbook
Priming Hydraulic Valve Lash Adjusters

Before inspecting, bleed air from
SST: 09276-75010 the high pressure chamber
• Open check ball with SST

• Immerse lash adjuster in clean oil
• Press and release SST and adjuster
SST 5 to 6 times to fill with oil
Correct Incorrect High pressure chamber
Priming Hydraulic Valve Lash Adjusters
Hydraulic Valve Lash Adjusters must be inspected before reuse and primed / bled before
reassembly.
Using the SST shown, the lash adjuster is immersed in oil and the SST is pressed and
released 5 or 6 times to fill the lash adjuster with oil. Then, the SST is removed and the
lash adjuster plunger is pushed by hand. The plunger should be very difficult to move. If
the plunger moves easily, replace the lash adjuster.
The A25A-FKS Engine Unit Reassembly instructions in the Repair Manual require a
repeat of this process before the lash adjusters are installed in the engine.
Technician Handbook
Hydraulic Valve Lash Adjusters Inspection
Press the plunger several times

to test the operation of the
check ball.
If the plunger can be compressed

more than 3 times, replace the
adjuster.
Hydraulic Valve Lash Adjusters Inspection
After priming
After priming / bleeding, the plunger should be very difficult to move. If the plunger
moves easily, replace the lash adjuster.
Technician Handbook
Oil Pump Drive Sprocket Inspection
Minimum Gear Diameter

51.23 mm (2.02 in.)
(with Oil Pump Drive Chain Sub-assembly)
Oil Pump Drive Sprocket Inspection
Timing chain, timing chain sprockets, oil pump drive and driven gears, and chain should
all be inspected before being reused.
Chains are inspected by pulling the chain with a specified force and measuring the
length of a specified number of links.
Sprockets are inspected by wrapping the chain around the sprocket and measuring the
outside diameter of the chain / sprocket combination.
Technician Handbook
Cylinder Head Bolt Inspection
Measurement Point
• 140 mm cylinder head set bolt: 105 mm (4.13 in.)

• 150 mm cylinder head set bolt: 115 mm (4.53 in.)
Cylinder Head Bolt Inspection
Cylinder head bolts must be inspected before reuse. In the A25A-FKS example shown
above, there are two different length and diameter cylinder head bolts used:
• The 4 bolts in the outboard corners of the cylinder head are 11.0 x 1.25 x 140mm
bolts
• The outside diameter of these bolts is measured 105 mm below the bearing surface of
the bolt head (the area of the first unengaged thread). The minimum diameter
specification is 10.6 mm (0.417 in.)
• The 6 bolts in the center of the head are 12.0 x 1.25 x 150mm bolts
• The outside diameter of these bolts is measured 115 mm below the bearing surface of
the bolt head (the area of the first unengaged thread). The minimum diameter
specification is 11.6 mm (0.457 in.)
Technician Handbook
Worksheet 3
Cylinder Block Disassembly and Inspection

• Disassemble and inspect an A25A-FKS cylinder
block and its internal components according to
manufacturer’s specifications.
Worksheet 3: Cylinder Block Disassembly and Inspection
• Disassemble an A25A-FKS cylinder block, inspect, and perform precision

measurements according to manufacturer’s specifications
• Remove pistons and connecting rods
• Measure cylinder block warpage
• Measure crankshaft and connecting rod thrust clearances, and rod side clearance
• Measure crankshaft rod journal taper and out of round
• Measure cylinder bore and piston diameters
• Measure rod bearing oil clearance using Plastigage™
• Use precision tools for measurements and inspections
Technician Handbook
Unit 3: Cylinder Block & Engine Unit Reassembly
Cylinder Block
• Cleaning techniques
• FIPG selection and application
• Bearing installation techniques
• Piston and ring installation technique
Engine Unit
• Balance shaft installation
• Cylinder head installation
• Camshaft, rocker arm, timing chain, and gear installation
• Torque sequence and technique
Unit 3: Cylinder Block & Engine Unit Reassembly
Engine reassembly includes:

• Cleaning techniques
• FIPG selection and application
• Bearing installation techniques
• Piston and ring installation techniques
• Balance shaft installation
• Installation of camshaft, rocker arm, timing chain, and gear
• Torque sequence and technique
Technician Handbook
Parts Washers
• All parts must be cleaned before reassembly
• Know what type of solvent the washer uses. Some types are harmful to aluminum
• Immersion cleaners may be most effective at cleaning a cylinder head’s oil galleys
and blind passages
Manual Parts Washer Automatic Parts Washer

Photo courtesy StingRay Parts Washers, St. Louis, MO
Parts Washers
Parts washers will use either a water-based solvent or a solvent-based solution. Be sure
you know which type is used because some solvents are harmful to aluminum parts.
• For water based solvent, be sure to blow parts dry and lightly oil them
• For a solvent-based washer, wash with water, then dry and lightly oil
• Use a wire wheel to clean bolts, if necessary, to remove rust corrosion, Loctite,
sealant, etc.
Cylinder Head Cleaning
Clean the entire cylinder head prior to disassembly if it has excessive residue.
• After the parts are removed, wash the cylinder head again separately
• Cleaning valves – Use a wire wheel to remove carbon buildup
• Immersion cleaners may be most effective at cleaning a cylinder head's oil galleys
and blind passages
Technician Handbook
Cylinder Block Cleaning

• Remove plugs from oil galleries and coolant passages
• Remove all gasket material and/or seal packing
• Do not hot tank aluminum parts as they will be damaged
• Spray with an appropriate water and solvent mixture following supplier's precautions
• Have a variety of wire brushes available to clean with. Use a rifle brush to clean oil
galleries
• Spray iron/ferrous components thoroughly with a rust inhibitor and dry immediately
• Dry thoroughly with compressed air and paper towels
Technician Handbook
Thread Cleaning
• Clean threads are necessary for proper torque.

• Before reassembly, use a finishing tap in all
bolt holes to be sure threads are clean (called
“chasing” the threads).
• Inspect bolt threads and clean with a die
or replace bolt as necessary.
• Do not use a starter tap to chase (clean)
bolt holes.
Starter Tap Finish Tap
Thread Cleaning
Bolt threads and threads in bolt holes must be free of FIPG and oily dirt in order to
achieve proper torque during reassembly.
A finishing tap should be used to “chase” (clean) bolt holes. Do not confuse a finishing
tap with a starter tap. A starter tap is tapered at the end to gradually begin the thread
cutting in a new hole. In a blind hole that is already threaded, the tapered end will not
clean the threads at the bottom of the hole.
Note: A finishing tap may not be included in every tap and die set. Use an appropriate
size die to clean bolt threads. Inspect threads for damage and replace as necessary.
Start all bolts by hand. If the bolt gets too tight to turn by hand, stop. Remove the bolt
and inspect it, and chase the bolt hole. Be careful that there is no coolant or oil in a blind
bolt hole. When the bolt reaches the uncompressible liquid, it cannot be tightened any
further.
Technician Handbook
FIPG Removal and Cleaning
FIPG Removal and Cleaning:

• Plastic scrapers
• Razor blades
• Remove residue and oil with brake cleaner
• No whiz wheels or wire wheels

‐ Sealing surface damage
‐ Debris thrown into engine
FIPG Removal and Cleaning
Carefully cleaning and preparing FIPG gasket surfaces is important for a “leak free”
engine repair.
Plastic scrapers and razor blades are the best tools for FIPG removal.
Whiz wheels or wire wheels are not appropriate because they cause:
• Sealing surface damage
• Debris thrown into engine components
Remove any oil residue and clean the gasket surface with brake clean prior to FIPG
application.
Technician Handbook
Engine Sealing
Solid Gaskets (non-moving parts): Dynamic Seals (moving parts):
• Paper • Silicone • Butyl rubber

• Plastic polymer • Metal • Neoprene*
• Rubber • Cork
* Lubricate neoprene seals before
• Fiberglass • Felt
installation to prevent damage
upon initial engine startup
Examples:
Intake Manifold Gasket
Examples:
• Front and rear crankshaft main seals
Cylinder Head • Intake and exhaust valve oil seals
Cover Gasket
• Oil pump seal
• Water pump seal
Cylinder Head Gasket
Engine Sealing
Automotive engines have dozens of mated surfaces and moving parts. For the engine to
function properly these surfaces, orifices, and moving parts need to be sealed off from
one another depending on their function or design.
Toyota uses various methods for engine sealing depending on application or function.
Solid gaskets are typically used to seal between non-moving parts. These gaskets can
be made of various material such as paper, cork, plastic polymer, and rubber. For
moving parts such as oil or water pumps a dynamic seal is used. These seals are often
made of rubber or neoprene.
Note: It is important to always clean mating surfaces before installing gaskets or seals.
Some dynamic seals may require a small amount of lubrication upon installation. See
the Repair Manual for proper installation procedure.
Technician Handbook
Seal Installation
Front Crankshaft Oil Seal Driver Rear Crankshaft Oil Seal Driver
*a 0 to 2 mm (0 to 0.0787 in.)
*a -0.9 to 1.1 mm (-0.0354 to 0.0433 in.)
SST: 09223-00010
SST: 09223-15030
Note:
SST: 09950-70010
• Keep the lip free of foreign matter
• Do not tap oil seal at an angle
Seal Installation
To ensure seals are not damaged during installation, special SSTs are available. It is
important to use these SSTs to ensure the seal is properly aligned, at the correct depth,
and not damaged during installation.
Note: Care must also be taken when removing seals so as not to scratch or otherwise
damage the contact surfaces. If using a screwdriver to pry out a seal, tape the
screwdriver tip to reduce the risk of scratching the contact surface.
Technician Handbook
Seal Packing
Form-in-place Gasket (FIPG)
For engine oil application: For engine coolant application:
• Toyota Formed-In-Place Gasket - Oil Pan • Toyota Genuine Seal Packing 1282B
(aka Toyota Seal Packaging 102) (or Three Bond 1282B, or equivalent)
• Replaces Toyota Genuine Seal Packing
Black (or Three Bond 1207B or equivalent)
Part No. 08826-00100
Part No. 00295-00103
Seal Packing
Form-in-place gasket (FIPG) is used to seal a multitude of surfaces on modern Toyota

engines. There are many different types of FIPG on the market for various applications.
It is important to use the proper sealer for each application.
For sealing against oil leaks, use Toyota Formed-In-Place Gasket - Oil Pan (part no.
00295-00103). Also known as Toyota Seal Packaging 102, this product replaces Toyota
Genuine Seal Packing Black, (or Three Bond 1207B, or equivalent) that is specified in
the Repair Manual.
For sealing against water leaks, use Toyota Genuine Seal Packing 1282B (part no.
08826-00100). The Repair Manual specifies Three Bond 1282B or equivalent as
alternatives.
Technician Handbook
Seal Packing Application

• Replace any oil from the contact surface
• Apply seal packing in a continuous line as specified in the Repair Manual
• Install the camshaft housing within 3 minutes
• Tighten the bolts within 10 minutes after applying seal packing
Seal Packing Application

• Remove any oil from the contact surface
• Apply seal packing in a continuous line as specified in the Repair Manual
• Install the component within 3 minutes
• Tighten the bolts within 10 minutes after applying seal packing
• Do not add engine oil or coolant for at least 2 hours after installation
Technician Handbook
FIPG Application video (3:00)
Technician Handbook
FIPG Application
A B
Apply seal packing in a continuous
A B
line as shown in the illustration.
Seal Packing:
• Toyota Genuine Seal Packing Black,
Three Bond 1207B or equivalent
Standard Seal Packing Diameter: Seal

• 2.5 to 3.5 mm (0.0984 to 0.138 in) Packing
Notice:
4.5 mm (0.177 in.)
• Remove any oil from the contact surfaces. A-A B-B
• Install the No. 2 oil pan sub-assembly
within 3 minutes and tighten the bolts
and nuts within 10 minutes of applying
seal packing.
• Do not start the engine for at least 2 hours
after installation. 2.5 to 3.5 mm
(0.0984 to 0.138 in.)
FIPG Application
Read, understand, and follow the FIPG application instructions in the Repair Manual.
In the example shown above:

• The FIPG is applied in a continuous line
• The FIPG circles around the fluid side of the pan
• Section AA (around the bolt holes) shows a 2.5 to 3.5 mm (0.0984 to 0.138 in.) size
bead applied 4.5 mm (0.177 in.) outboard from the inner lip of the pan
• Section BB (between the bolt holes) shows a 2.5 to 3.5 mm (0.0984 to 0.138 in.) size
bead applied 4.5 mm (0.177 in.) outboard from the step in the pan rail
Technician Handbook
Torquing Fasteners
Torque: A twisting or wrenching effect exerted by a force acting at a distance
on a body, equal to the force multiplied by the perpendicular distance between
the line of action of the force and the center of rotation at which it is exerted.
Torque is expressed in both

length and weight units
1 ft. lb. = 12 in. lbs.
Units by which torque is measured can be

converted to other units without actually
changing the torque value
Length x Force = Torque
Torquing Fasteners
Critical fasteners must be torqued, using the correct sequence and steps.
Clean fasteners, lubricated with the recommended lubricant, and torqued using a
calibrated torque wrench are a key part of any engine repair.
Torque wrenches are precision instruments and must be treated appropriately. Store
torque wrenches in their case, don’t drop them, don’t use torque wrenches as breaker
bars or ratchets for every day use.
Torque wrenches should be calibrated periodically, per the manufacturer’s

recommendations.
Technician Handbook
Piston and Connecting Rod Front Mark
Cutout
Front Mark
Piston and Connecting Rod Front Mark
Pistons and connecting rods must be assembled in the correct orientation. Piston pins
are often offset from the centerline of the piston, to minimize piston slap and the
associated noises.
In the A25A-FKS example, shown above, the front side of the connecting rod is marked
with an extra notch in the cheek of the rod. The notch in the piston pin snap ring groove
on the piston is one of the front marks available on the piston. In addition, there are often
markings on the top of the piston to indicate the front facing direction.
Technician Handbook
Piston Ring Installation

No. 1 Compression Ring Upper Side Rail Paint Mark
Code
No. 1 Mark
Front Mark Compression
Ring
Oil Ring
Expander No. 2
Compression
Ring
No. 2 Compression Ring Lower Side Rail No. 1 No. 2

Compression Ring Compression Ring
Piston Ring Installation
Piston rings are installed with the ring end gaps located in specified positions.
In the A25A-FKS example shown above:

• The oil ring expander and side rails are installed first
• The oil ring expander is installed with the gap facing forward. Make sure that the ends
of the expander do not overlap. The end gap on the lower side rail faces to the left,
the gap on the upper side rail faces to the right.
• The end gap on the No. 2 compression ring faces to the left
• The end gap on the No. 1 compression ring faces to the right
Technician Handbook
Connecting Rod Bearing Installation
Vernier Caliper
A25A-FKS Specification:
A B Difference between (A) and (B):
0 to 0.7 mm (0 to 0.0276 in.)
Connecting Rod Bearing Installation
Traditionally, engine main bearings and connecting rod bearings had a “tang”, a section
at the corner of the bearing that was notched and bent outward. This tang matched up
with a small groove in the bearing cap and centered the bearing in the bearing cap.
Recent practice, however, is to make bearings without a tang. This style of bearing must
be centered in the connecting rod and cap when they are installed.
The process, shown in the graphic above, is to install the bearing and then take a
measurement on both sides of the bearing. A perfect installation would result in equal
measurements on both sides of the bearing.
The A25A-FKS specification denotes that the two measurements should be equal, within
a tolerance of 0 to 0.7 mm (0 to 0.0276 in.).
Technician Handbook
Piston Installation
Piston Installation
Installing the piston and ring combination into the cylinder block necessitates using some
form of piston ring compressor. There are many different types of piston ring
compressors, but the most convenient and reliable is the tapered sleeve ring
compressor.
Tapered sleeve ring compressors are bore size specific and the compressor must match
the bore size exactly. There are also many styles of adjustable ring compressors
available.
The piston installation procedure is similar, regardless of the style of ring compressor
used:
• Lubricate the piston and the inside of the ring compressor with engine oil
• Double check to ensure that all of the rings are compressed
• Hold the ring compressor down firmly on the top of the cylinder block
• Press the piston and rings into the cylinder bore
Technician Handbook
Balance Shaft Installation
Cutouts
270°
Crankshaft Timing Gear Key
Balance Shaft Installation
The A25A-FKS uses a pair of balance shafts that rotate at twice crankshaft speed,
driven by a gear on the crankshaft. Effective cancellation of the vibrations inherent in a
2.5 liter, four cylinder engine requires that the balanced shaft be timed correctly.
With the engine mounted upside down in an engine stand, rotate the crankshaft until the
crankshaft keyway is aligned with the cylinder block / No. 1 main bearing cap parting
line.
Rotate the balance shafts until the flat portions at the rear of the balance shaft assembly
align with each other.
Technician Handbook
Engine Balancer Alignment Marks

Cutouts
Engine Balancer Alignment Marks
The photo above show the correct alignment of the balance shafts prior to installation.
Note that the flat sections at the rear of the balance shafts are aligned.
Also note that the plugged hole on the right hand balance shaft matches up with the
ridge in the balance shaft assembly casting.
Technician Handbook
Cylinder Head Bolt Torque

A B B B A 7, 17 5, 15 2, 12 4, 14 10, 20
A B B B A 9, 19 3, 13 1, 11 6, 16 8, 18
Item Length
Bolt (A) 139.1 to 140.9 mm (5.48 to 5.55 in.) 90° 90°
Bolt (B) 149.1 to 150.9 mm (5.87 to 5.94 in.)
Torque: 90 N•m (918 kgf•cm, 66 ft•lbf)
Notice: Be careful not to drop the

plate washers into the cylinder Mark each cylinder head set bold head
head sub-assembly. with paint as show in the illustration.
Cylinder Head Bolt Torque
Cylinder head bolts, like all other critical engine fasteners, must be tightened to the
correct level of tension, in the correct sequence.
The procedure for the A25A-FKS is similar to most other precision tensioning
procedures:
• Lubricate the threads and the underside of the heads of the bolts with a light coat of
clean engine oil
• Install the bolts and tighten them, in several steps, to the specified torque
• Mark the heads of the bolts, tighten the bolts, in sequence, by turning the bolts 90°
• Again, in sequence, turn the bolts another 90°
Torque angle tightening is the most accurate, accessible method to ensure correct
tensioning of critical assembly bolts.
Technician Handbook
Proper Installation
INCORRECT CORRECT
No. 1 Valve No. 1 Valve
Rocker Arm Rocker Arm
Sub-assembly Sub-assembly
Valve Valve
Stem Cap Valve Lash Stem Cap Valve Lash
Adjuster Adjuster
Assembly Assembly
6 3, 21 9 15
12 18
7
4
10 16
1, 19 13
11 17
5 2, 20 8 14
Proper Installation
Install the valvetrain components back to their original positions:

• Valve stem caps
• Valve lash adjusters (after testing and priming)
• Rocker arms
Visually check each valve stem cap, lash adjuster, and rocker arm combination to
ensure that they are installed correctly.
Example *a in the picture at the top left shows a common installation error. Make sure
that each combination is assembled as shown in picture *b.
Technician Handbook
Camshaft and Knock Pin Alignment
Knock Pin Hole

28° to 58° Knock Pin
43° to 73° Knock Pin Hole
Knock Pin
Camshaft and Knock Pin Alignment
Inspect the camshafts and timing gear assemblies to locate the camshaft knock pins and
their corresponding knock pin holes in the timing gear assemblies.
Before installing the camshaft housing sub assembly rotate the camshafts to position the
knock pins in the proper orientation.
Technician Handbook
Position of Knock Pins for Camshaft Housing Installation
Position of Knock Pins for Camshaft Housing Installation
The photograph shown above highlights the correct knock pin position prior to camshaft
housing installation.
Note that the knock pin for the No. 2 (exhaust) camshaft on the left aligns with the line
cast into the camshaft housing bearing cap.
The knock pin for the No. 1 (intake) camshaft also aligns with a line cast into the
camshaft housing bearing cap.
Technician Handbook
Timing Chain Installation
Timing Mark
Timing Mark
Timing Chain Installation
After installing the camshaft housing and the camshaft timing exhaust gear assembly,
check the timing marks shown in the graphic above.
Technician Handbook
Worksheet 4
Cylinder Block and Engine Reassembly

• Reassemble an A25A-FKS engine on-stand
according to manufacturer's specifications.
Worksheet 4: Cylinder Block and Engine Reassembly

• Reassemble an A25A-FKS engine unit according to manufacturer’s specifications
• Install piston rings, connecting rod bearings, pistons, and balancer assembly
• Set the #1 cylinder to TDC
• Install cylinder head and torque cylinder head bolts
• Install camshaft housing, timing gears, timing chain, timing cover, and crankshaft
pulley
• Follow proper torque procedure
• Use the proper tools and equipment
Technician Handbook
Mechanical Valve Lash
• Mechanical Valve Lash Inspection

• Mechanical Valve Lash Adjustment
• Valve Lifter Selection Chart
Technician Handbook
Mechanical Valve Lash Inspection

1. With camshaft and valves fully 2. If clearance exceeds specification,
assembled, measure clearance measure lifter thickness.
between cam lobe and lifter
(valve lash).
Insert Feeler
Gauge
3. Determine new lifter size needed.
Current valve clearance

+ Current lifter thickness
= Lobe-to-stem distance
- Specified valve clearance
= New lifter thickness
1GR-FE
Mechanical Valve Lash Inspection (1GR-FE)
Always follow manufacturer’s recommended procedures when performing mechanical

valve lash inspection.
• To inspect mechanical valve lash, insert a feeler gauge into the space between the
heel of the cam lobe and the valve.
• If the clearance is out of the specified range for that vehicle, then adjustment is
necessary.
• In some vehicles, valve lash is adjusted by replacing the lifter with another one of a
specified thickness.
• The correct thickness can be calculated or looked up in a chart from the Repair
Manual.
Technician Handbook
Mechanical Valve Lash Adjusters

Some models use valve lash adjustment shims
available in a wide selection of thicknesses.
Select fit valve lifter fits

on top of the valve stem
Adjustment shim
fits on top of lifter
3MZ-FE 2UZ-FE
Mechanical Valve Lash Adjusters
• There are several different styles of mechanical valve lash adjusters.
• These are examples of replacing shims instead of lifters to change valve lash
clearance.
• In one example, the shim is placed on top of the lifer. In the other example, the shim is
placed on top of the valve stem.
• Refer to the Repair Manual for specific adjustment procedures for each vehicle.
Technician Handbook
Valve Lifter Selection Chart

Example:
Instead of calculating the valve lifter
thickness needed, you can look it up A = Measured clearance 0.365 mm
in this chart from the Repair Manual.
B = Measured thickness 5.075 mm
0.391 – 0.410 mm
0.371 – 0.390 mm
0.351 – 0.370 mm
0.331 – 0.350 mm
0.311 – 0.330 mm
0.291 – 0.310 mm
0.271 – 0.290 mm
0.251 – 0.270 mm
0.141 – 0.149 mm
0.121 – 0.140 mm
0.101 – 0.120 mm
0.081 – 0.100 mm
0.061 – 0.080 mm
0.041 – 0.060 mm
0.021 – 0.040 mm
0.000 – 0.020 mm
A
26 24 22 20 18 16 14 12 5.060 mm
28 26 24 22 20 18 16 14 5.080 mm
30 28 26 24 22 20 18 16 5.100 mm
Table continues
New Lifter: Current lifter thickness 5.075 mm
5.240 mm + Current valve clearance +0.365 mm
- Specified valve clearance - 0.200 mm
2007 Tundra 1GR-FE = New lifter thickness =5.240 mm
Valve Lifter Selection Chart
This is an example of how to use the Valve Lifter Selection Chart from the Repair
Manual. (See the complete chart on the next page.)
Using the same measurements for the lifter and valve clearance as in the previous
example:
• Look in column B of the chart (right side) to find the row with the value closest to the
measured lifter thickness.
• Then in row A (top of the chart) find the column that matches the measured valve
clearance.
• Where the column and row meet, you will find the optimum size for the replacement
lifter (No. 24, which is 5.240 mm thick according to the chart – not shown).
Technician Handbook
Worksheet 5
Valve Lash Adjustment

• Inspect valve lash and perform adjustments as
necessary on a 1GR-FE cylinder head according
to manufacturer's specifications.
Worksheet 5: Valve Lash Adjustment
• Inspect and adjust a mechanical valve lash on a 1GR-FE engine according to

manufacturer’s specifications
• Inspect a mechanical valve lash on a 1GR-FE engine
• Adjust a mechanical valve lash on a 1GR-FE engine
• Use the precision tools
Technician Handbook
General Engine Mechanical Diagnosis
• Consumption Issues
• Leak Inspection
• Exhaust Discoloration
• Noise and Vibration
• Compression Loss
• Diagnostic Tests
Technician Handbook
Consumption Issues
Excessive oil consumption or coolant loss:
External leaks
– Drips
Internal leaks
– Between lubrication system

and cooling system
(contaminated oil or coolant)
– Combustion chamber
(smoky exhaust)
Consumption Issues
Operating a vehicle while it’s low on oil or coolant can result in serious engine damage.
With extended oil change intervals and low viscosity oils, consumption issues or leaks
can turn into very costly repairs if not identified and corrected in time. Therefore, it’s
important to always check the level of all fluids every time the vehicle is serviced and
document low levels on the RO.
Complete the maintenance service interval as directed by the Repair Manual. Return the
vehicle to the customer and have the customer return to the dealership at a
predetermined mileage interval. Advise the customer not to adjust oil level during this
process. When the customer returns, verify the oil level by checking the dipstick. It may
be necessary to add oil to determine the quantity of oil consumed. Refer to the Warranty
Manual for the allowable consumption rate and document your findings on the repair
order.
Technician Handbook
Leak Inspection
Inspect for:
• Drips under vehicle
• Streaks or puddles on the engine
• Loose fittings or connections
• Leaking gaskets or seals
Use UV dye if necessary:

• Clean the engine
• Let engine run (or have customer bring vehicle back)
• Examine with ultraviolet light Oil
Inspect oil and coolant:

Coolant
• Oil and/or coolant cross contamination
Leak Inspection
When fluid levels are low, the first check should be for an external leak. External leaks
can typically be diagnosed by visual inspection.
First, place the vehicle on a lift. Watch for leaks when the engine is cold and after it has
reached operating temperature. If a leak is visible, but the source is unclear, thoroughly
clean the area where fluid is observed and recheck.
If you’re having difficulty pinpointing the source of an oil leak, it may be necessary to use
a UV dye. Add the dye to the engine oil per the manufacturer’s directions, then run the
engine or return it to the customer and have the customer bring it back. Inspect the
engine with an ultraviolet light to trace the source of the oil leak.
Technician Handbook
Exhaust Discoloration
Oil or coolant leaking into the combustion chamber

can cause exhaust discoloration:
Fluid Exhaust Discoloration Possible Problem Area

Oil Grayish-blue smoke Rings, head gasket, valve
guides or oil seals
Coolant White smoke (sometimes Head gasket
with a sweet smell)
Note: Black smoke indicates an excessively rich fuel mixture
Hint: To find the cylinder that is smoking, examine the spark plugs:
• Oily deposit indicates oil leaking into the combustion chamber
• Grayish-white deposit indicates coolant leaking into the combustion chamber
Exhaust Discoloration
Normal exhaust gases go unnoticed most of the time and for good reason. Seasoned
technicians, however, know that the condition of the engine can often be evaluated by
the color of the exhaust.
Smoky or discolored exhaust gases are clear indicators of failures in combustion
chamber sealing. If anything other than air or fuel enter the combustion chamber,
exhaust gases typically are the tell-tale sign there’s something wrong.
When burned in the combustion chamber, oil typically produces a grayish-blue exhaust
smoke. Often, technicians mistakenly confuse black smoke for oil but this is an indication
of a rich fuel mixture, which can be considered normal under certain operating
conditions.
When coolant is burned, it creates a white smoke that sometimes smells sweet. Don’t
confuse this with exhaust condensation, which is normal when the vehicle has not
reached normal operating conditions.
When investigating exhaust discoloration complaints it is a good idea to look at the spark
plug to identify which cylinders are involved. The spark plug is the only component that
resides in the combustion chamber that can be easily removed for inspection. Signs of
black oily residues on the spark plug indicate oil is entering the combustion chamber.
Gray-white deposits indicate coolant is being burned.
Technician Handbook
Noise and Vibration
Eliminate accessory noises by removing belts

Use a mechanic’s stethoscope to determine where the noise is loudest.
• Top end vs. bottom end
• Bank 1 vs. bank 2
• Front vs. rear of engine
What type of noise is it?
• Lifter
• VVT-I
• Piston slap
• Rod knock
• Spark knock
Engine Noise Examples
Noise and Vibration
In modern Toyota engines, noise or vibration concerns are slightly more difficult to
pinpoint due to the materials used and the greater number of parts. Noise diagnosis is a
skill that only comes with experience and seasoned technicians take great pride in this
fact.
When diagnosing engine noises, you can follow these basic steps until you fine tune
your own diagnostic ear.
Component removal:
• Remove accessory equipment temporarily, if the noise is no longer present it is
possible the noise is not in the engine.
• Remember to remove components one at a time (if possible).
• Only remove equipment that will not cause damage to the engine.
Pinpoint noise location:

• Aluminum engines are very good at transferring noises originating in one part of the
engine to a different area.
• Use a stethoscope (or use a long screwdriver as a stethoscope) to isolate the loudest
area
• Load or unload the engine to make the noise more pronounced.
Technician Handbook
Compression Loss
Diagnostic Tests
Causes
• Cylinder Balance Test
Loss of combustion chamber seal: • Cylinder Compression Test
• Rings • Cylinder Leakage Test
• Valve timing
• Bent or broken valve
• Burn hole in a piston or valve
• Head gasket
Restricted airflow:
• Clogged intake
• Restricted exhaust
Compression Loss
Diagnosing a misfire or no-start concern should start with checking the ability of the
engine to pump and compress the air/fuel charge. Since the combustion chamber is
hard to visually inspect we must rely on several static and dynamic tests to evaluate the
components involved in sealing the combustion chamber. The tests described in the
following pages are relatively easy to perform and can quickly evaluate the efficiency of
the engine.
Technician Handbook
Cylinder Balance Test
How It Works
• Engine RPM changes when one cylinder is disabled
• If one cylinder is not providing power, RPM will not change when it is disabled
Test Procedure
• Warm up the engine
• Use active test to cut fuel to each cylinder one at a time and record RPM
• Let engine run on all cylinders for 1 minute between each cylinder test
Cylinder Balance Test
One way to find a cylinder that is losing compression or has some other issue that
prevents it from contributing power is to perform a cylinder balance test.
In this test, you disable each cylinder one at a time while observing RPM. When a good
cylinder is disabled, the RPM will change. If any cylinder is already not working,
disabling it will have little effect on the RPM.
Ideally, the decrease in RPM should be roughly the same for all cylinders. If the RPM
drop is noticeably less for any cylinder, then that cylinder is contributing less power than
the others and should be diagnosed.
The cylinder balance test is not very effective in late model Toyota engines, however,
because the ECM is programmed to adjust idle to compensate for a weak cylinder.
Therefore the change in RPM may not be significant enough to tell you much about each
cylinder’s performance.
Technician Handbook
Techstream Compression Test
• Techstream can determine relative cylinder compression without

a cylinder compression pressure gauge.
• Techstream measures the engine RPM during each cylinder’s
compression stroke.
• The piston moves faster during the compression stroke when
the compression is low.
Note: The Techstream Compression Test procedure is in the Repair

Manual under SFI System > Data List / Active Test.
Techstream Compression Test
When you’re set up to perform this Techstream Active Test, display the Data List for
engine compression as shown above. The list will initially display 51199 RPM for each
cylinder indicating Techstream has not yet calculated an actual value.
Next, begin cranking the engine for 20 to 45 seconds. (Techstream will keep the engine
from starting.) When Techstream has calculated the RPM values, they will display as
shown above.
When cranking stops, the RPM values will revert to 51199, so you will have to take a
snapshot as soon as the RPM values appear in order to preserve and analyze them.
If any cylinder has a noticeably higher RPM than all the others, it means its compression
is low and requires further diagnosis.
Technician Handbook
Compression Gauge Test
Basic Procedure
• Disable the engine so it will not start
• Remove the spark plug from the cylinder to be tested and attach a cylinder
pressure test gauge
• Crank for 10 seconds and record the highest pressure reading
• All cylinders should be approximately equal and within Repair Manual

specifications*
*Specifications can range from 140 to 210 psi
Standard Compression Test
Before Techstream, a cylinder compression test was performed with a compression

gauge.
In this type of test, the cylinder’s actual compression pressure is measured by installing
a pressure gauge in place of the spark plug. After disabling the engine so it will not start,
crank the engine for 10 seconds, and then record the highest pressure reading displayed
on the gauge.
Compare the pressure readings between the cylinders. They should all be approximately
equal. Also compare the pressure readings to the Repair Manual specifications.
Technician Handbook
Wet Compression Test
If one cylinder’s compression is lower than the others, perform a

Wet Compression Test:
• Remove the spark plug and squirt a few drops of engine oil in the cylinder
• Repeat the compression test
• If the cylinder’s compression improves, the problem is the piston rings.
• If the compression does not improve, the problem is with the valves.
Note: This test is not in the Repair Manual but is recognized

as an industry standard test.
Wet Compression Test
If the conventional compression test determines that one or more cylinders are below
specification, then further investigation will narrow your list of potential causes and aid in
your consult with the ASM.
One way to determine the cause for low compression is a wet compression test. The wet
compression test is similar to a conventional compression test except you squirt a small
amount of oil into the combustion chamber first. This oil forms a temporary seal around
the piston to cylinder wall.
• If compression pressure increases with the addition of the oil, the most likely cause
for low compression is worn rings.
• If compression pressures remains low, the cause may be related to valves and
further testing will be required.
CAUTION
Only use a small amount of oil. Too much oil may potentially cause damage.
Technician Handbook
Cylinder Leakage Test
How it Works Problem Identification

To determine the problem, find
• Identifies poorly sealed combustion chamber by measuring
where you can hear air escaping.
pressure loss
Location of Possible Faulty
• The cylinder is set at TDC on the compression stroke so
Escaping Air Component
that both valves are closed
Exhaust pipe Exhaust valve
• A leak-down tester is connected to the spark plug hole Throttle body Intake valve
• Pressure loss is shown on the gauge Cylinder head, Cracked block,
radiator head gasket
PCV, oil filler cap Rings
Note: This test is not in the Repair Manual but

is recognized as an industry standard test.
Although conventional compression gauges can determine cylinders with lower than
normal sealing, they cannot determine which internal component has failed inside the
combustion chamber. When diagnosing a mechanical failure, you as technicians may
save yourself a great deal of work if you know how to isolate the root cause without
tearing an engine down for visual inspection. One method is by using a cylinder leakage
tester.
A cylinder leakage tester regulates air pressure into the combustion chamber (while at
TDC compression) as the technician listens for leaks. If significant leakage is evident,
escaping air from the combustion chamber can be heard leaking from the defective
component. If air is found to be leaking into the exhaust system this would indicate a
possible burnt or bent exhaust valve. If air bubbles are found in the coolant system this
might indicate a possible head gasket failure or cracked water jacket.
By using a cylinder leakage tester to narrow the potential type of engine repair needed,
you can improve management of customer expectations and speed up the pinpoint
diagnosis and repair.
Technician Handbook
Diagnostic Worksheet 1
Compression Test
• Use Techstream to perform a relative
compression test
• Perform engine cylinder compression test;
determine necessary action
Technician Handbook

In this worksheet you will demonstrate :
• How to perform a cylinder leakage test
• How to isolate a cylinder leak
Technician Handbook
Diagnosis Theory
• Demonstrate your understanding of general
engine mechanical diagnosis principles.
Technician Handbook
Final Assessment
*Hands-on Skills Assessment
*Post-Test

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Technician Handbook

TIC201A Engine Repair

TIC201A Engine Repair

TIC201A Engine Repair 1

TIC201A: Engine Repair

In this class the emphasis is on:

• Repair Manual and Service information navigation

TIC201A Engine Repair 2

Safety Recall J0M

TIC201A Engine Repair 3

Safety Recall J0M

First TNGA Engine – A25A-FKS (2018 Camry)

A25A-FXS: 2.5 liter

TIC201A Engine Repair 4

First TNGA Engine - A25A-FKS (2018 Camry)

This basic engine is used in two variants:

Unit 1: Cyl. Head Disassembly, Inspection & Reassembly

TIC201A Engine Repair 5

Unit 1: Cylinder Head Disassembly, Inspection, and Reassembly

• Engine Unit Disassembly

• Separate cylinder head and cylinder block

• Cylinder Head Disassembly

• Remove valve springs, intake and exhaust valves

• Remove valve stem seals

• Cylinder Head Inspection

• Inspect valve springs, intake and exhaust valves

• Inspect valve to seat contact

• Cylinder Head Reassembly

• Install valve springs, intake and exhaust valves

• Install valve stem seals

Location of Small-head Bolts

TIC201A Engine Repair 6

Location of Small-head Bolts

Many of the bolts used on the A25A-FKS are “small-head bolts”

Small-head Bolts Identification

TIC201A Engine Repair 7

Be sure to install with specified torque.

A25A-FKS Features – D-4S

TIC201A Engine Repair 8

A25A-FKS Features – D-4S

• Main components of D-4S

• Port Fuel and Direct Injection

• Functions of D-4S based on Activation Range chart

VVT-i and VVT-iE

Cam Timing Oil Intake Camshaft

Cam Timing Control

TIC201A Engine Repair 9

VVT-i and VVT-iE

• VVT-i (Hydraulic / Conventional)

• VVT-iE (Variable Valve Timing-intelligent by electric motor)

TIC201A Engine Repair 10

Camshaft Timing Exhaust Gear (No. 2)

Cam Timing Oil

Cam Timing Oil

TIC201A Engine Repair 11

Camshaft Timing Exhaust (No. 2) Vane Type Actuator

Camshaft Timing Gear (Intake No. 1)

Cam Timing Control

TIC201A Engine Repair 12

Intake Camshaft Timing Gear (Cycloid Type) Actuator