Toyota Advanced Technical Seminar

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TOYOTA
ADVANCED TECHNICAL SEMINAR
[ TEXT BOOK Ⅲ-１ ]
A Basic of Diagnosis Technician
B Gasoline Engine
C Diesel Engine & Injection

Pump
D Gasoline Engine Control

System
E Diesel Engine Control System
TOYOTA MOTOR ASIA PACIFIC LTD

INDEX
A Basic of Diagnosis Technician
1. Fundamentals of Electricity ……………………………… 1-27
2. Fundamentals of Electronic ……………………………… 28-48
3. EWD (Electrical Wiring Diagram) ……………………… 49-70
4. Hand-held tester ……………………………………………… 71-93
B Gasoline Engine
1. Gasoline Engine ………………………………………………… 94-133
2. Ignition System ………………………………………………… 134-158
3. Emission Control ……………………………………………… 159-176
4. Turbo Charger …………………………………………………… 177-191
C Diesel Engine & Injection Pump

1. Diesel Engine ……………………………………………………… 192-222
2. Diesel Injection Pump ……………………………………… 223-245
D Gasoline Engine Control System

1. Outline of Engine Control System …………………… 246-248
2. Electronic Control System ………………………………… 249- 275
3．EFI (Electronic Fuel Injection) …………………………… 275-295
4. ESA(Electronic Spark Advance) ………………………… 296-306
5．ISC (Idle Speed Control) …………………………………… 307-316
6. Other Devices ……………………………………………………… 317-333
7.Diagnosis ……………………………………………………………… 334-342
E Diesel Engine Control System

1. General ……………………………………………………………… 343-359
2. Conventional EFI-diesel …………………………………… 360-374
3. Common-rail EFI -diesel ……………………………… 375 - 389
4. Control System ………………………………………………… 390-426
5．Other Devices ………………………………………………… 427-431
Description Electrical Circuit
Electrical devices are used in numerous
1 3 areas of an automobile, and provide var-
ious functions.
As electricity passes through a resistor,
it affects the resistor and can provide a
number of functions.
Electrical devices utilize those functions
according to purpose by converting elec-
tricity into work.
2
Functions of electricity
1. Heat-generation function Heat is
generated as electricity passes
through a resistor, such as a
cigarette lighter, fuse.
2. Light-emitting function
Light is emitted as electricity passes
through a resistor, such as a light
bulb.
3. Magnetic function
A magnetic force is generated as
electricity passes through a conduc-
tor or coil, such as an ignition coil,
alternator, injector.
(1/2)
-1-
All substances are comprised of atoms,
which consist of nuclei and electrons. A
metallic atom contains free electrons.
Free electrons are electrons that can
move freely from the atoms.
The transfer of these free electrons
among metallic atoms generates elec-
tricity.
Therefore, the electricity flow through an
electrical circuit is the electrons moving
in a conductor.
When a voltage is applied to both ends
of a metal (conductor), the electrons flow
from the negative pole to the positive
pole. This flow is the opposite of the flow
Current of an electrical current.
Resistance
Three elements of electricity
Atomic nucleus Electricity consists of three basic ele-
ments:
Voltage
Free electron 1. Current
This is the current flow through an
electrical circuit.
Unit: A (ampere)
2. Voltage
This is the force of electricity that
moves current through an electrical
circuit. The higher the voltage, the
greater the amount of current that will
flow through the circuit.
Unit: V (volt)
3. Resistance
This is the opposition to the current
flow.
Unit: Ω (ohm)
(2/2)
-2-
Basic Voltage Current and Resistance
The relationship between voltage, cur-
rent, and resistance can be substituted
E (Voltage) with the water flow as illustrated.
R (Resistance)
I (Current)
Voltage and current

The device in the illustration shows how
the speed of the waterwheel changes by
changing the water volume in the left
tank. This means that the speed of the
water flowing to the waterwheel changes
with the change in the water pressure in
the tank.
When this phenomenon of water is sub-
stituted with electricity, the water volume
(water pressure) is the voltage, and the
water flow is the electrical current.
Current and resistance

The force of the water flow changes with
the height of the gate that is located
between the tank and the waterwheel.
As a result, the speed of the waterwheel
changes.
This gate is equivalent to the resistance
in an electrical circuit.
-3-
Current, voltage, and resistance
Increasing the water volume in the tank
increases the speed of the waterwheel.
On the other hand, lowering the gate to
oppose the water flow decreases the
speed of the waterwheel. Thus, it is pos-
sible to operate the waterwheel at a
desired speed by adjusting the water
pressure and the height of the gate.
Similarly, in an electrical circuit, the
desired amount of work is allocated to
various devices by changing the value of
the resistance or voltage.
(1/1)
Ohm's Law
The following relationship exists between current, volt-
age, and resistance:
• Increasing voltage increases the amount of current.
• Decreasing resistance increases the amount of cur-
rent.
This relationship can be summarized as follows: the
amount of current increases in direct proportion to the
amount of voltage, and decreases in inverse proportion to
the amount of resistance.
This relationship between voltage, current, and resistance
is defined by Ohm's law, which is represented by the fol-
lowing formula:
E=RxI
• E: Voltage(V)
• R: Resistance(Ω)
• I: Current(A)
HINT:
By visualizing Ohm's law as shown in the diagram,
you will be able to instantly recall this relationship.
In the diagram, the vertical relationship represents
division and the horizontal relationship represents
multiplication.
To obtain E, "R x I"
To obtain R, "E / I"
To obtain I, "E / R"
(1/1)
-4-
Electric Power
Electric power is represented by the amount of work per-
formed by an electrical device in one second.
It is measured in watts (W), and 1W is the amount of
power that is obtained when a voltage of 1 V is applied to
a load resistance of 1É¹, and a current of 1 A flows for
one second.
The amount of power is calculated with the following for-
mula:
P=IxV
• P: Amount of power, unit: W
• I: Current, unit: A
• V: Voltage, unit: V
Example:
If 5A of current is applied in one second using a voltage of
12 V, the electrical device performs 60W of work. (5 x 12
= 60)
(1/1)
Direct Current and Alternating Current

A current of constant direction with a magnitude that does
not vary is called direct current. On the other hand, a cur-
rent that reverses direction and has a variable magnitude
0
Time is called alternating current.
Time 1. Direct Current (DC)
This is a type of current that flows in a constant direc-
tion, from the positive pole to the negative pole, as in
an automotive battery or a dry cell.
2. Alternating Current (AC)
This is a type of current that reverses direction at reg-
ular intervals. The electricity in the household outlets
or industrial three-phase power supply used in facto-
ries is some examples.
0 (1/1)
Time
-5-
Parallel Connection & Series Connection Description
An electric circuit can be divided into a
series connection or parallel connection,
depending on how the electrical devices
are connected.
1. Series connection
With this method, multiple electric
devices are connected serially with a
single electric wire.
Figure 1 represents a series con-
nection in the form of a water flow.
The uniqueness of this water flow is
that an equal volume of water flows
through each of these waterfalls,
which is also equal to the volume of
water that flows from the source.
(I0 = I1 = I2 = I3)
Moreover, the sum of the height of
the three individual waterfalls equals
the height of the entire waterfall.
(V0 = V1 + V2 + V3)
2. Parallel connection
With this method, multiple electric
devices are connected to a single
electric wire.
Figure 2 represents a parallel con-
nection in the form of water flowing.
All the waterfalls have the same
height.
(V0 = V1 = V2 = V3)
Moreover, the sum of the volume of
the water that flows through the
waterfalls is equal to the total volume
of water.
(I0 = I1 + I2 + I3)
(1/1)
Resistance
1. Resistance of a series circuit
The combined resistance of the entire circuit is equal
R1 R2 R3 R0 to the sum of the resistors in the circuit.
R0= R1 + R2 + R3
-6-
2. Resistance of a parallel circuit
R1 The combined resistance of the entire circuit can be
calculated with the following formula:
R0 R0 = 1 / (1 / R1 + 1 / R2 + 1 / R3)
R2 R0 is smaller than the smallest one between R1, R2,
and R3.
R3 (1/1)
Current
1. Amperage of a series circuit
I1 I2 I3 The amperage that flows through each of the electri-
cal devices in the circuit is the same as for any other
electrical device in the entire circuit.
I0 = I1 = I2 =I3
I0
2. Amperage of a parallel circuit

I3
The sum of the amperage that flows through the elec-
trical devices in the circuit is equal to the amperage of
the power supply.
I2
I0 = I1+ I2 + I3
(1/1)
I0
I1
Voltage
1. Voltage of a series circuit
V1 V2 V3 The sum of the voltage drops that occur with each of
the electrical devices in the circuit is equal to the volt-
age of the power supply.
V0 = V1 + V2 + V3
V0
-7-
REFERENCE
Voltage drop
While a current flows through a circuit,
its voltage decreases each time it
passes a resistor.
This decrease is called a voltage drop.
In the series circuit shown on the left, the
power source has 12 V. The voltage that
2V drops each time the current passes
4V through a resistor can be calculated with
12V the following formula:
6V • Voltage drop when the current flows
0V 0V through 2 Ω resistor:
12 V x 2 Ω / ( 2 Ω + 4 Ω + 6 Ω) = 2V
• Voltage drop when the current flows
through 4 É¹ resistor:
12 V x 4 Ω / ( 2 Ω+ 4 Ω+ 6 Ω) = 4V
• Voltage drop when the current flows
through 6 É¹ resistor:
12 V x 6 Ω / ( 2 Ω+ 4 Ω+ 6 Ω) = 6V
(1/1)
2. Voltage of a parallel circuit

The voltage drop that occurs at each electrical device
V3 in the circuit is the same as any other electrical
device, as well as the voltage of the entire circuit.
V0 = V1 = V2 = V3
V2 (1/1)
V1
V0
-8-
Electrical Circuit Relay and Fuse
If the electrical circuit for devices requir-
ing a high amperage consists of a power
source, a switch, and a light bulb that
are directly connected, the switch and
the wiring harness must be of a high
Moving contact
capacity that can withstand the high
1 3 Spring amperage. However, through the use of
Battery
a low-amperage current, a switch can
Coil Fuse
turn a relay ON and OFF, which in turn,
can apply the high amperage that flows
to turn the light bulb ON and OFF.
2 4 Light bulb The diagram on the left describes the
mechanism of a relay. When the switch
Switch closes, the current flows between points
1 and 2, thus magnetizing the coil. The
magnetic force of the coil attracts the
moving contact between points 3 and 4.
As a result, points 3 and 4 close and
allow the current to flow to the light bulb.
Thus, through the use of a relay, the
switch and the wiring harness to the
switch can be of a low capacity.
(1/3)
Fuse
A thin metal strip which burns out when
too much current flows through it,
thereby stopping current flow and pro-
tecting a circuit from damage.
Fusible link
A heavy-gauge wire placed in high
amperage circuits which burns out on
overloads, thereby protecting the circuit.
Fuses in circuit diagrams appear as
shown in the right side in the illustration.
(2/3)
-9-
Types of relays
Relays are classified into the following
types, depending on how they open or
close:
(A) (B)
1. Normally open type:
This type normally opens, and closes
only when the coil is energized.
(A) and (B) in the diagram
2. Normally closed type:
This type normally closes, and opens
(C) (D)
only when the coil is energized.
(C) in the diagram
3. Double throw type:
This type switches between two con-
tacts, depending on the state of the
coil.
(D) in the diagram
(3/3)
Function of Capacitor Description

A capacitor contains electrodes, which consist of two
metal plates or metal films that face each other. An insula-
tor (or a dielectric substance), which can be made of vari-
ous materials, is placed between the electrodes. (In the
diagram, air acts as an insulator.)
When voltage is applied to both electrodes by connecting
the positive and negative terminals of a battery, the facing
electrodes will become positively and negatively charged.
The electric charges will remain even after the power
source has been disconnected, as the capacitor has a
charging effect. When the electrodes of a charged capac-
itor are shorted, there will be a momentary flow of current,
Electrode and the stored charge will become neutralized and disap-
pear. Thus, the capacitor is discharged.
In addition to the charge storage function described
above, a significant characteristic of a capacitor is that it
prevents a direct current from flowing through.
The following are examples of circuits that utilize the
Positively charged charge storage function of a capacitor: A regulator circuit
Negatively charged
for the power supply, a backup circuit for the microproces-
sor, and a timer circuit that utilizes the length of time
required for charging and discharging a capacitor. Also
the circuits that utilize the characteristic of a capacitor to
shut off a direct current are the filters that extract or elimi-
nate specific frequency elements.
Using of these characteristics, capacitors are used in
automotive electric circuits for many purposes, such as to
eliminate noise or substitute for a power source or a
switch.
REFERENCE:
A capacitor is also known as a condenser.
(1/1)
- 10 -
Charging Characteristics of Capacitor
When a direct current voltage is applied
to a completely discharged capacitor,
the current will initially flow at a rapid
rate. After the capacitor starts to store
electricity, the flow of the current dimin-
ishes. Ultimately, when the electrostatic
capacity (the ability of the capacitor to
E&I
store electricity) of the capacitor has
E (Voltage)
Direction I (Current)
been reached, the flow of the current will
of current V stop. The voltage of the capacitor at this
time is equal to the applied voltage.
(1/1)
A Time
Toyota Electrical Tester Names of Parts

The Toyota electrical tester can be used
Test lead insertion areas for measuring the current, voltage, and
resistance of an electrical circuit, as well
as to check the continuity of a circuit and
testing diodes.
(1/1)
Test leads
Display
Mode selector switch
Function selector switch
- 11 -
Selecting a Measurement Range
The following measurements can be
Alternating current voltage measurement performed by operating the function
Direct current voltage measurement selector switch:
Frequency measurement
Resistance measurement / Continuity check
Diode test
Direct current
amperage measurement
Alternating current voltage measure-

ment
Purpose:
For measuring the voltage of household
or factory power supply lines, alternating
current voltage circuits, and the tap volt-
ages of a power transformer.
Measurement method:
Set the function selector switch to the
alternating current voltage measurement
range and connect the test leads. The
polarities of the probes are interchange-
able.
- 12 -
Direct current voltage measurement
Purpose:
For measuring the voltage of various
types of batteries, electrical devices, and
transistor circuits, and the voltages and
voltage drops in circuits.
Measurement method:
direct current voltage measurement
range. Place the black, negative test
lead, to the ground potential, the red,
positive test lead on the area to be
tested, and take a reading.
Resistance measurement
Purpose:
For measuring the resistance of a resis-
tor, continuity of a circuit, short circuit (0
Ω), open circuit (infinity ∞ Ω).
Measurement method:
Set the function selector switch to resis-
tance/continuity. (If the display shows
" " at this time, the tester is in the con-
tinuity testing mode. Therefore, press
the blue Ω/ mode selector switch to
change the tester to resistance inspec-
tion mode.) Then, place a test lead on
If appears on the display
each end of a resistor or a coil to mea-
sure the resistance. Make sure that no
voltage is applied to the resistor at this
time. The diode cannot be measured in
this range because the used voltage is
low.
- 13 -
Continuity check
Purpose:
For checking the continuity of a circuit.
Measurement method:
continuity range. (Make sure that the
display shows " " at this time. If it does
not, press the Ω/ mode selector
switch to change the tester to continuity
mode.) Connect the test leads to the cir-
cuit to be tested. The buzzer will sound if
the circuit has continuity.
Diode test
Purpose:
For testing a diode.
Measurement method:
diode test mode. Check the continuity in
both directions. If the diode has continu-
ity in one direction and there is no conti-
nuity when the test leads are
interchanged, the diode is determined to
be normal.
If the diode has continuity in both direc-
tions, it is shorted. If it does not have
continuity in either direction, it has an
open circuit.
- 14 -
Direct current amperage measure-
ment
Purpose:
For measuring the amperage consump-
tion of devices that operate with a direct
current.
Measurement method:
amperage measurement range. Select
an area for inserting the positive test
lead with the proper range. To measure
Measurement ranges and test lead insertion areas the amperage of a circuit, the ammeter
must be connected in series to the cir-
cuit. Therefore, separate an area in the
circuit in which to connect the test leads.
Connect the positive test lead to the side
with the higher potential and the nega-
tive test lead to the side with the lower
potential, and take a reading.
(1/1)
Circuit Failures Open Circuit

An electrical device operates normally if
there are no malfunctions in its circuit.
The voltage at the connectors can be
measured as shown in the diagram.
However, if an electrical device does not
operate normally, its circuit may have
failed in some manner.
12V 12V 12V 0V 0V
A B C In this case, the area of a malfunction
can be identified by measuring the con-
nectors.
12V
- 15 -
Identifying the area of a malfunction
Suppose a light bulb does not illuminate
12V 0V 0V 0V 0V
(or an electrical device does not operate
A B C normally) as shown in the diagram.
By measuring the voltage in each area, it
becomes evident that there is no voltage
after connector A (or C).
This indicates that the conductor is dis-
rupted at connector A (or C), which
12V stops the flow of the current.
This type of failure is called an open cir-
cuit.
(1/1)
12V 12V 12V 12V 12V 0V
A B C
12V
Poor Circuit
If there are no problems in the circuit,
the light bulb in the circuit will illuminate
brightly.
A B However, if the light bulb illuminates
dimly, there may be a malfunction in this
circuit.
12V
- 16 -
A voltage check at each end of the light
bulb in the circuit has detected
9 V.
In this circuit, the normal voltage at each
A B end of the light bulb is 12 V.
Because this is a direct current circuit,
this symptom indicates the presence of
9V
a resistor other than the light bulb.
3V
A subsequent voltage check at each end
of the switch has detected 3 V.
12V
This indicates that the switch presents
resistance, possibly due to a poor con-
tact.
(1/1)
Short Circuit
Supposing that the fuse has blown in the
circuit shown in the diagram, check the
cause of the blown fuse.
A B
12V

The function of a fuse is to prevent wir-
ing or equipment from being damaged
by opening the circuit as a result of heat-
A B ing and melting when excessive amper-
age flows through it.
For this reason, it can be assumed that
excessive amperage has flowed through
this circuit.
Because this is a direct current circuit in
which the voltage remains constant,
12V there is the possibility of a short circuit
between the wiring harness and ground
that caused the excessive amperage to
flow.
Upon measuring the resistance between
each connector and ground, 0 Ω has
been detected at connector B.
This indicates that connector B has
shorted to ground, causing an excessive
amperage to flow through this circuit.
(1/1)
- 17 -
Principle of Electricity Generation Electromagnetic Induction
An electrical conductor that can be moved freely is placed
between the N and S (magnetic) poles of a magnet as
shown in the diagram. Then, a galvanometer is con-
nected to the conductor to complete a circuit.
When the conductor is moved between the magnetic
poles as shown in the diagram, the indicator of the galva-
nometer swings.
Thus, when the conductor is moved between the mag-
netic poles, the conductor crosses and cuts off the mag-
netic flux, which generates a current. For this reason, if
Galvanometer
the conductor is moved parallel to the magnetic flux, no
current will be generated.
A This phenomenon that generates current is called an
electromagnetic induction, and the current that flows
through the conductor is called an induction current.
N The induction current is generated by the electromotive
S force that is created in the conductor as a result of the
electromagnetic induction. This electromotive force is
therefore called an inductive electromotive force.
(1/1)
Conductor
Direction of Electromotive Force

The diagram shows the relationship
B
B between the direction of the magnetic
field, the direction of the inductive elec-
tromotive force, and the direction in
S which the conductor is moved. This rela-
B right-hand rule.
I I According to this rule, the following
applies when the thumb, index finger,
N F and middle finger of the right hand are
opened to form right angles:
Index finger: Direction of flux (B)
Middle finger: Direction of current (I)
Thumb: Direction of motion (F).
(1/1)
- 18 -
Amount of Electromotive Force
0 The amount of the inductive electromo-
1 12 11
tive force is directly proportionate to the
2 10 number of magnetic flux lines that the
conductor disrupts per unit of time.
N 3 O
9 S The inductive electromotive force of a
conductor, which moves at a constant
4 8
speed in one direction between mag-
5 7
6
netic flux lines of the same density, is the
same at any point.
However, if the movement direction of
the conductor is not the same, the elec-
tromotive force will vary even if the
Electromotive force
speed is constant and the magnetic flux

0 1 2 3 4 5 6 7 8 9 10 11 12 is of the same density.
In the diagram, the conductor rotates
counterclockwise around point 0,
between the magnetic poles.
1 A conductor that moves at a constant speed in one direction, between
When the conductor is in positions 0 and
magnetic flux lines having the same density 6, the direction of the magnetic flux and
2 A conductor that moves at a constant speed in the path of a circle the movement direction of the conductor
between magnetic flux lines having the same density are parallel to each other. Therefore, it
will not generate an electromotive force.
Conversely, when the conductor is in
positions 3 and 9, the direction of the
movement of the conductor crosses the
magnetic flux perpendicularly. This cre-
ates the greatest amount of electromo-
tive force.
The sine graph below represents the
relationship between the movement
direction of the conductor and the
amount of electromotive force.
(1/1)
Principle of the Generator

When a single conductor rotates in a
magnetic field as shown in the diagram,
N an inductive electromagnetic force will
S be generated through electromagnetic
induction.
When the conductor is bent and rotated
as shown in the diagram, twice the
N amount of inductive electromotive force
S will be generated.
When the conductor is formed into a coil
as shown in the diagram, greater
N amount of inductive electromotive force
S will be generated. In this manner, the
rotation of the conductor in the magnetic
field generates an inductive electromo-
tive force.
The greater the number of windings in
the conductor, the greater the amount of
inductive electromotive force that will be
generated.
(1/1)
- 19 -
Alternating-current Generator
The amount and direction of the induc-
tive electromotive force that is generated
by the rotation of a coil will vary depend-
ing on the position of the coil.
N N N
In diagram (1) on the left, the current
S S S
flows from brush A to the light bulb. In
A A A
diagram (2), the supply of current stops.
B B B In diagram (3), the current flows from
brush B to the light bulb.
Accordingly, the current that is gener-
(1) (2) (3)
ated by this device is an alternating cur-
rent. Therefore, this device is called an
alternating current generator.
Slip ring (1/1)
(1)
Electromotive force
Brush
(2)
(3)
Self-induction Effect
When the switch in diagram 1 is closed
or opened, the magnetic flux in the coil

changes. To create the same conditions
without allowing the current to flow
N S through the coil, it will become the same
as moving a magnet in and out of the
coil as shown in diagram 2 .
Moving a magnet in and out of a coil
causes an electromotive force to be gen-
Direction of current flow
erated in the coil. This electromotive
force is generated regardless of whether
a current flows in the coil.
Movement of magnet
Thus, the magnetic flux variances that
N result from the flow or stoppage of cur-
S N S rent through the coil cause the same coil
to generate an electromotive force.
Direction of current flow This phenomenon is called the self-
induction effect.
(1/1)
- 20 -
Mutual Induction Effect
Two coils are arranged in the diagram. When the current
that flows through one coil (primary coil) is changed, an
N electromotive force will be generated in the other coil
(secondary coil), in the direction that prevents the mag-
netic flux in the primary coil from changing. This phenom-
enon is called the mutual induction effect.
A voltage transformer utilizes this effect. A voltage trans-
Secondry
coil
former, which is contained in the ignition coil of a vehicle,
is used to apply a high voltage to the spark plugs.
Because the magnetic flux does not change if a constant
current flows through the primary coil, no electromotive
force will be generated in the secondary coil.
When the primary current is disrupted by turning the
switch from ON to OFF, the magnetic flux that was gener-
ated by the primary current up to that point disappears
ON suddenly. Thus, an electromotive force will be created in
Primary the secondary coil in the direction that will prevent the
coil elimination of the magnetic flux.
Thus, a voltage transformer allows current to flow to the
primary coil, and when the current is cut off, the high volt-
age that is generated by the self-induction effect of the
S primary coil is further increased between the primary and
secondary coils through the mutual induction effect.
The amount of inductive electromotive force that is gener-
ated by this device changes with the following conditions:
• The changing speed of the magnetic flux:
With a given amount of change in the magnetic flux, a
change that occurs within a shorter time generates a
greater amount of electromotive force.
• The amount of magnetic flux:
The greater the amount of change of magnetic flux,
the greater the electromotive force will be.
• The number of windings of the secondary coil: With a
given amount of change in magnetic flux, the greater
the number of windings, the greater the amount of
electromotive force will be.
Thus, in order to generate a high secondary voltage, the
current that flows to the primary coil should be as great as
possible, and then the current should be cut off suddenly.
(1/1)
- 21 -
Question- 1
Each part in the following illustration utilizes each electric function.
From the following word group, select the appropriate function that each part utilizes.
a) A. Light-emitting function b) B. Heat-generation function c) C. Magnetic function
Answer: 1. 2. 3.
Question- 2
The following illustrations and statements pertain to the amperage, voltage and resistance of a series circuit and
parallel circuit.
From the word group, select the words that correspond to each illustration and statement.
1 2
I3
R1 R2 R3 R0
I2
I0
I1
R1
3 V3 4
R0
R2
V2
R3
V1
V0
a) A. Amperage of a parallel circuit b) B. Voltage of a parallel circuit c) C. Resistance of a series circuit

d) D. Resistance of a parallel circuit
Answer: 1. 2. 3. 4.
- 22 -
Question- 3
The following statements pertain to how to use the Toyota electrical tester.
Select the statement that is False.
1. For direct current voltage measurement, set the function selector switch to <3>.
2. For alternating current voltage measurement, set the function selector switch to <2>.
3. For resistance measurement, set the function selector switch to <5>.
4. For continuity check, set the function selector switch to <5>.
5. When measuring voltage or resistance, connect the red (positive) of the test lead to <C>, and the black
(negative) to <D>.
6. For direct current amperage measurement, connect the black (negative) of the test lead to <C> and the
red (positive) to <A> or <B> according to the measurement range.
Question- 4
When measuring the voltage of each connector to check the cause that the bulb is not turned on in the following cir-
cuit, the following results can be obtained.
a) A. Poor circuit b) B. Open circuit c) C. Short circuit
Answer: 1. 2.
- 23 -
Name
Diagnosis Technician Work Sheet 1
Basic Diagnosis Technician>>Fundamentals of Electricity
Toyota Electrical Tester
1. Measure the battery voltage.

(1) Connect the test lead to the specified location.
(2) Set the selector switch to the direct current voltage measurement.
(3) Write the measured value.
When the engine is stopped V
When the engine is running V
- 24 -
Name
2. Measurement of resistance value

(1) Set the selector switch to the resistance measurement/continuity check.
(2) Check the display shows the resistance measurement mode.
If the display does not show the mode, push the resistance/continuity changeover switch and change the mode
to the resistance measurement mode.
(3) Remove the bulb of the stoplight or taillight from the vehicle and write the watt listed in the bulb.
Measure the resistance value of the bulb.
Portion of removed bulb V W
(4) Remove the water temperature sensor from the vehicle and measure the resistance value of the water temperature.
(If you do not know the location or method, ask the senior.)
3. Test the EFI fuse continuity.

(1) Set the selector switch to the resistance measurement/continuity check.
(2) Check the display shows the continuity test mode.

If the display does not show the mode, push the resistance/continuity changeover switch and change the mode to
the continuity test mode.
(3) Put the test lead to the terminal portion of the fuse. And check whether there is a continuity and buzzer.
Continuity
No continuity
- 25 -
Name
4. Measure the current flowed into the taillight fuse.
NOTICE
· Basically perform the operations with two people here.
· Do not insert the test lead into the terminal of J/B (or R/B).
(There is an apprehension that the terminal is widened and the fuse cannot be fixed.)
(1) Remove the fuse from the J/B (or R/B) and write the amperage listed in the taillight fuse.
(2) Set the selector switch to 20 A of direct current amperage measurement and connect the test lead (red) to the
insertion area.
(3) Put the test lead on the terminal of the J/B (or R/B) side lightly.
(4) Ask the other worker to turn the light on. And measure the current value that flows at this time.
- 26 -
Question- 5
The following statements pertain to the mutual induction effect in the voltage transformer in the illustration. Mark
each of the following statements True or False.
Secondry
coil
OFF
Primary
coil
No. Question True or False Correct Answers

A change in the magnetic flux that occurs within a shorter time gen- True False
1
erates a greater amount of electromotive force.
The larger the amount of change in the magnetic flux is, the amount
2
True False
of electromotive force becomes smaller.
With a given amount of change in the magnetic flux, the greater the
3 number of windings, the greater the amount of electromotive force True False
will be.
The amount of the electromotive force is not influenced by the

4 True False
speed of change in the magnetic flux.
- 27
-
Description Description
Electrons are extremely small, negatively charged parti-
cles that circle around a nucleus. The protons in the
nucleus are positively charged.
Electronics is the science or technology that deals with
the functions of electrons, as well as the development
and application of parts, circuits, and devices involving
Electron
this technology. (Transistors, diodes, ICs (Integrated Cir-
cuits), and microprocessors are some examples of appli-
cations.)
ICs and microprocessors are comprised of electronic
parts such as transistors and diodes. Nucleus
Proton Nucleus
These electronic devices have replaced many of the
mechanical devices of the past.
Electronic devices can be designed with more functions
and more compactness than mechanical devices.
ECU (1/1)
Semiconductors Description
A semiconductor is a material with an electrical resistance
higher than that of good conductors such as copper or
iron, but lower than that of insulators such as rubber or
10-6 Silver, copper,
iron, nickel
glass.
Good conductors The two most commonly used semiconductor materials
10-4 are germanium (Ge) and silicon (Si). However, in their
Carbon
10-2 pure state, these are not suitable for practical use as
semiconductors. For this reason, they must be doped;
100 that is, slight amounts of impurities must be added to
Germanium
enhance their practical use.
102
Semiconductors Characteristics of a semiconductor:
104
Copper oxide,
• As its temperature increases, its electrical resistance
silicon decreases.
106
• Its electrical conductivity increases when mixed with
108 certain other substances.
• Its electrical resistance changes when exposed to
1010 Bakelite
light, magnetism, or mechanical stress.
1012 Diamond
• It emits light when voltage is applied to it. etc.
Insulators Semiconductors can be divided into two types: N- type
1014 and P-type.
Glass,
1016 rubber
Resistance
- 28
-
• N-type semiconductors:
N-type semiconductor An n-type semiconductor consists of a silicon (Si) or
Free electron
germanium (Ge) base or substrate, which has been
doped with a slight amount of arsenic (As) or phos-
Si or Ge phorus (P) in order to provide it with many free elec-
trons, which can easily move through the silicon or
germanium to provide electrical current.
The "n" of an n-type semiconductor stands for "nega-
As or P
tive".
P-type semiconductor
Si or Ge
Hole
Ga or In
• P-type semiconductors:
A p-type semiconductor, on the other hand, consists of
a silicon (Si) or germanium (Ge) substrate that has
10-6 Silver, copper,
iron, nickel
been doped with gallium (Ga) or indium (In) to provide
Good conductors "holes", which can be thought of as "missing" elec-
10-4 trons, and hence as positive charges flowing in a
Carbon
10-2 direction opposite that of free electrons.
The "p" of a p-type semiconductor stands for "posi-
100 tive".
Germanium (1/1)
102
Semiconductors
104
Copper oxide,
silicon
106
108
1010 Bakelite
1012 Diamond
Insulators
1014
Glass,
1016 rubber
Resistance
- 29
-
Diodes Description
Semiconductor diodes are joined with a n-type and p-type
semiconductors.
There are several types of diodes:
• Ordinary rectifying diode
• Zener diode
• LED (Light-Emitting Diode)
• Photodiode
The diagrams show how an electrical current flows
(1) through a diode.
(1) When the positive pole (+) of the battery is connected
to the p-side and the negative pole (-) to the n-side,
the positive holes of a p-type semiconductor and the
positive pole of the battery repel each other. And the
free electrons of an n-type semiconductor and the
negative pole of the battery repel each other, thus
pushing them towards the p-n joining area. As a
(2)
result, the free electrons and the positive holes attract
each other, thus allowing the current to flow across the
p-n joining area.
(2) When the connections at the battery are reversed, the
positive holes of the p-type semiconductor and the
negative pole of the battery attract each other, and the
free electrons of the n-type semiconductor and the
positive pole of the battery attract each other, thus
pulling away from the p-n joining area. As a result, a
layer that contains neither free electrons nor positive
holes is created at the p-n joining area, thus prevent-
ing the current from flowing.
(1/1)
- 30
-
Ordinary Diode
1. Description
P N
An ordinary diode allows a current to
flow only in one direction: from the p-
side to the n-side.
+A 2. Characteristics
A B
current to flow from the p-side to the

100V
+V n-side.
-V 1V
N P requirements:
-A Silicon diode (A): About 0.3V
Germanium diode (B): About 0.7V
The current will not flow if a voltage is
applied in the opposite direction
(from the n-side to the p-side).
Although an extremely small current
practically flows, called the reverse
leakage current, it is treated as non-
flowing because it does not affect the
operation of the actual circuit.
However, if this reverse leakage volt-
age is sufficiently increased, the
amperage of the current allowed
through by the diode will suddenly
increase.
This phenomenon is called diode
breakdown, and the voltage that is
applied is called the breakdown volt-
age.
(1/3)
- 31
-
3. Rectification function
(1 ) Conducting
(1) Half-wave rectification
Input A Output Voltage from an AC generator is
Blocking applied to a diode.
(b) (b)
0 0 Since the voltage shown between (a)
(a) (c) (a) (c)
and (b) is applied to the diode toward
to the forward direction, the current
B
passes through the diode.
(2 ) Input Output However, because the voltage
shown between (b) and (c) is applied
A
to the diode toward to the reverse
0 0 direction, the current is not allowed to
pass through the diode.
B R Since only one half of the current
which is generated by the generator
is allowed to pass through the diode.
Input Output
(2) Full-wave rectification
A When terminal A of the generator is
0 0
positive, terminal B is negative, and
the current flows as shown in the
B R upper diagram of illustration (2).
When the polarity of the terminals is
reversed, the current flows as shown
in the lower diagram of illustration
(2).
This means that output current
always flows in only one direction
through resistor R.
(2/3)
4. Application example
Ordinary rectifying diodes are used
as rectifiers for alternators.
(3/3)
- 32
-
Zener Diode
1. Description
While a Zener diode allows current to
flow in the forward direction in the
Symbol for Zener diode same way as an ordinary diode, it
also allows current to flow in the
Forward current reverse direction under certain condi-
tions.
2. Characteristics
In the forward direction, current flows
+A from the p-side to the n-side through
Zener voltage a Zener diode in the same way as an
ordinary diode.
Reverse current
(Battery voltage < Zener voltage) In the reverse direction, a current
—V 1V +V
exceeding a predetermined voltage
flows through a Zener diode.
-A This is called a Zener voltage, which
remains practically constant regard-
less of the amperage of the current.
A Zener diode can be assigned with
Reverse current different Zener voltages depending
(Battery voltage > Zener voltage)
on its application or purpose.
(1/2)
Zener diodes are used for various
purposes, one of the most important
of these being the voltage regulator
for an alternator.
The output voltage is controlled con-
stantly, by incorporating the Zener
diode into an electrical circuit.
(2/2)
- 33
-
LED (Light-Emitting Diode)
Symbol for LED 1. Description
The LED is a p-n joining diode, which
is the same as an ordinary diode. It
emits light when a current passes
through it in the forward direction.
LEDs can emit light in various colors,
such as red, yellow, and green.
2. Characteristics
LEDs have the following characteris-
tics:
• Smaller heat generation and longer
life than ordinary light bulbs.
• Emit bright light with low power
consumption.
• React with low voltage (quick reac-
tion speed).
(1/2)
LEDs are used in high-mount stop
lights and indicator lights, etc.
(2/2)
- 34
-
Photodiode
1. Description
The photodiode is a p-n joining diode
that consists of a semiconductor and
a lens.
If a reverse direction voltage is
applied to a photodiode that is
exposed to light, a reverse current
will flow.
The amperage of this current will
vary in proportion to the amount of
light that falls on the photodiode.
In other words, the photodiode can
determine the amount of the light by
detecting the amperage of the
reverse current when the reverse
voltage is applied.
(1/2)
Photodiodes are used in the solar
sensors for air conditioners, etc.
(2/2)
- 35
-
Transistors Ordinary Transistors
1. Description
NPN PNP A transistor contains three layers consisting of a p-
type semiconductor sandwiched between two n-type
C E
semiconductors, or an n-type semiconductor sand-
wiched between two p-type semiconductors. An elec-
trode is attached to each substrate layer: B (base), E
B B
(emitter), and C (collector).
Ordinary transistors come in two varieties, npn and
E C pnp, depending on how the semiconductors are
arranged.
C E
A transistor performs the following functions:
B B • Amplification
• Switching
E C 2. Basic operation
In an npn transistor, when current IB flows from B to E,
current IC flows from C to E.
C In a pnp transistor, when current IB flows from E (emit-
B
ter) to B (base), current IC flows from E to C.
E IB
E The current IB is called the base current, and current
B IC is called the collector current.
IB IC C IC
Therefore the current IC will not flow unless the current
IB flows.
(1/4)
3. Characteristics
In an ordinary transistor, the collector current (IC) and
A B
the base current (IB) have the relationship shown in
IC the diagram.
(A)
Ordinary transistors have two basic functions or uses:
As shown in the graph on the left, portion "A" can be
used as a signal amplifier and portion "B" can be used
as a switch.
4. Signal amplification
In range "A" of the graph, the collector current is 10 to
1,000 times the base current. Thus, the signal that the
IB (mA)
input signal is enlarged is output from the output termi-
nal when the electrical signal “B” (base) of the transis-
tor is applied as the input.
(2/4)
C
B
IB
IC
- 36
-
5. Switching function
In a transistor, the collector current (IC) will not flow
unless the base current (IB) flows. Therefore, the col-
lector current can be turned ON and OFF by turning
the base current (I B) ON and OFF.
C
B This characteristic of a transistor can be utilized as a
E
relay switch.
(3/4)
IC
IB
NPN transsistor application example PNP transsistor application example
Transistors are used in numerous cir-
cuits.
There is no functional difference
between npn and pnp transistors.
Injector ECU 5V (4/4)
ECU
Vehicle
speed
sensor
- 37
-
Phototransistor
1. Characteristics
When the phototransistor receives
light while power (+) is applied to its
collector and ground (-) is applied to
its emitter, a current flows through
the circuit.
The amperage of the current that
flows through the circuit varies by the
amount of light that shines on the
phototransistor.
Therefore, the light that shines on the
phototransistor has the same func-
tion as that of the base current of an
ordinary transistor.
(1/2)
In automobiles, phototransistors are
used in deceleration sensors, etc.
(2/2)
+B
LED
- 38
-
Thermistor
1. Description
A thermistor is a type of semiconduc-
tor whose electrical resistance
changes with changes in tempera-
ture.
In other words, a thermistor can
determine the temperature by detect-
ing resistance.
In the most common type of ther-
mistor, a negative temperature coeffi-
cient thermistor, the resistance
decreases as the temperature
increases. There is also a positive
temperature coefficient thermistor, in
which the resistance increases as
the temperature increases.
(1/2)
In automobiles, thermistors are used
in the water temperature sensor and
intake air temperature sensor, etc.
(2/2)
- 39
-
Other Elements Other Elements
1. Piezoelectric element
1
The electrical resistance of a piezo-
electric element varies when it is
subjected to pressure or tension.
Also, there are some piezoelectric
elements that produce a voltage.
2. Magnetic resistance element
The electric resistance of a magnetic
resistance element varies when a
magnetic field is applied to it.
2 HINT:
Because the changes in the resis-
tance in these elements are small,
ICs (Integrated Circuits) are ampli-
fied. The resistance is then con-
verted into pulse or analog signals in
order to use them as sensor signals.
(1/1)
: line of magnetic force
IC (Integrated Circuit) Description

An IC is a combination of several to several thousand
electrical circuits containing transistors, diodes, capaci-
tors, resistors, etc. These are built into or onto a several-
millimeter-square silicon chip, and placed in a ceramic or
Lines connecting chip with electrodes plastic package.
A single IC can have several special abilities and func-
This chip
contains tions, including the ability to logically compare two signals
from
several or numerical values, the ability to amplify an input voltage,
to
Electrodes
several etc.
thousand
circuits. ICs have several advantages over non-integrated circuits:
• Since many elements can be built into or onto a single
silicon chip, contact junctions can be reduced consid-
IC chip erably, resulting in reduced failures.
• They are much smaller and lighter.
• Production costs are much lower.
REFERENCE:
An IC containing a large number of elements, i.e.
1,000 to 100,000, is called an LSI (Large Scale Inte-
gration). An IC containing more than 100,000 ele-
ments is called a VLSI (Very Large Scale Integration).
(1/1)
Analog and Digital Signals
Electrical signals can be divided into two
types: analog and digital.
1. Analog signal
Analog signals change continuously
Outout
and smoothly over time.
Thus, the general characteristic of an
analog signal is that its output
changes in proportion to its input.
(1/2)
0
Inputs
Analog signal Analog circuit characteristic
2. Digital signal
Digital circuit characteristic
Digital signals change (ON and OFF) intermittently
over time. The general characteristic of a digital circuit
is that its output changes suddenly when its input
increases to a certain level.
Outout
Digital signal For example, while the input increases from 0 V to 5 V,

the output remains at 0 V until the input reaches 5 V.
However the output jumps suddenly to 5 V at the
0 instant the input reaches 5 V.
Inputs
ON and OFF indicate whether a signal is being sent or
not. Normally, ON is represented as 1 and OFF as 0.
1 1 1 When a voltage is used as an input signal it is neces-
ON
sary to make a certain voltage as standard.
Then, all voltages above the standard voltage are 1
0 0 0
OFF signals, and those below it are 0 signals.
For example, if the standard voltage of 5 V is set, the
computer will determine that 9 V, 7 V, and 6 V signals
9V
Actual voltage 7V 6V are 1, and that each of these represents an input sig-
0V 0V
2V 5V nal.
Signals of 2 V and 0 V, on the other hand, will be con-
Standard voltage
sidered “0” and no input signal will be considered to
Digital output
1 1 1 exist.
(2/2)
0 0 0
- 41
-
Logic Circuits
1. Description
Digital ICs contain several different elements.
The circuits in a digital IC are called logic circuits or
digital circuits, and are made up of combinations of
different types of socalled gates, such as NOT, OR,
NOR, AND, and NAND gates.
Because these gates have the special ability to logi-
cally process two or more signals, they are also called
logic gates.
A certain logical relationship is established between
digital signal inputs and outputs.
A truth table represents the relationship between digi-
tal signal inputs and outputs in a table format.
Logic circuit In a truth table, 1 represents the presence of a volt-
(made up of AND gates, OR gates, NOT gates, age, and 0, its absence.
NAND gates, NOR gates, etc.)
(1/7)
2. NOT gate
A NOT gate outputs a signal that is
the opposite of the input signal.
When a voltage is applied to input
terminal A, no voltage is output at
output terminal Y.
Transpose this function on a electri-
cal circuit that has the same function
as a NOT gate. When switch A
closes (ON), it opens (OFF) the con-
tact points in the relay, which causes
the lamp to turn off.
(2/7)
- 42
-
3. OR gate
In an OR gate, the output will be 1 as
long as either of the input signals is
1.
When a voltage is applied to either or
both input terminals A and B, there
will be a voltage at output terminal Y.
as an OR gate. When either or both
switches A or B are closed (ON), the
lamp turns on.
(3/7)
4. NOR gate
A NOR gate is a combination of an
OR gate and a NOT gate.
A
Y The signal at output terminal Y will be
B 1 only when both input terminals A
and B are 0.
The signal at output terminal Y will be
0 if either or both input terminals A
and B are 1.
A (4/7)
Y
B
Input Output
A B Y
0 0 1
0 1 0
1 0 0
1 1 0
- 43
-
5. AND gate
In an AND gate, the output will be 1
when all input signals are 1.
There will be a voltage at output ter-
minal Y when a voltage is applied to
both input terminals A and B.
as an AND gate. The lamp will not
turn on unless both switches A and B
are closed (ON).
(5/7)
6. NAND gate
A NAND gate is a combination of an
AND gate and a NOT gate.
A
Y
B 1 when either or both input terminals
A and B are 0.
0 if both input terminals A and B
are 1.
A (6/7)
Y
B
Input Output
A B Y
0 0 1
0 1 1
1 0 1
1 1 0
- 44
-
7. Comparator
A comparator compares the voltage
of a positive (+) input with a negative
(-) input.
If the voltage of the positive input ter-
minal A is higher than the voltage of
the negative input terminal B, the
output terminal Y will be 1.
If the voltage of the positive input ter-
minal A is lower than the voltage of
the negative input terminal B, the
output terminal Y will be 0.
(7/7)
- 45
-
Microcomputer Description and Construction
1. Description
A microcomputer receives signals from input devices,
processes those signals, and controls output devices.
At Toyota, a microcomputer is called an ECU (Elec-
Microcomputer tronic Control Unit).
In common on-vehicle systems, input devices are sen-
sors, and output devices are actuators.
Memory
2. Construction
A microcomputer consists of a CPU (Central Process-
ing Unit), various memory devices, and an I/O (input/
Central
output) interface.
Processing • Memory
Unit
(CPU) Memory is comprised electric circuits that store pro-
grams to be operated or data to be exchanged.
There are two types of memory: ROM (Read-Only
Memory), and RAM (Random Access Memory).
The ROM cannot be changed or deleted. Thus, the
I/O interface
Input Output stored data will not disappear even if the power is
device(s) device(s)
turned off. For this reason, the ROM is used for stor-
ing programs that do not need to be changed or
deleted.
The RAM is a type of memory in which data can be
changed or deleted. Any data that is stored disap-
pears when the power is turned off. Therefore, the
RAM is used for storing data that can be changed or
deleted through calculations performed by a CPU.
• CPU
The CPU is the functional center of a computer that
consists of a control device and a computing device.
It executes the commands that are ordered by a pro-
gram accoding to the signals from the input devices,
and controls the output devices.
• I/O interface
An I/O interface converts the data from input devices
into signals that can be identified by the CPU and
memory.
In addition, it reconverts the CPU-processed data
into signals that can be identified by the output
devices.
Because the data transfer speeds of the I/O devices,
CPU, and memory devices are different, one of the
functions of an I/O interface is to adjust those
speeds.
(1/1)
- 46
-
Question- 1
The following statements pertain to the types of diode.
From the following word group, select the words that correspond to each statement.
A. Photo diode B. Zener diode
C. Light - emitting diode (LED) D. Ordinary rectifying diode
1. This diode allows current to flow in the forward direc- 2. This diode consists of a semiconductor and a lens. It
tion. When a voltage applied in the reverse direction allows current to flow in the reverse direction by
exceeds the predetermined value, it also allows cur- being exposed to light under a reverse voltage is
rent to flow in the reverse direction. applied to this diode.
3. This diode emits light when a current flows in the for-

4. This diode is used for rectification.
ward direction.
a) Photo diode b) Zener diode c) Light-emitting diode (LED) d) Ordinary rectifying diode
Answer: 1. 2. 3. 4.
Question- 2
From the following word group, select the electronic parts that is used in each parts in the illustration.
1. Voltage regulator of alternator 2. High-mounted stop light
3. Solar sensor of air conditioner 4. Water temperature sensor
Answer: 1. 2. 3. 4.
- 47
-
Question- 3
Using the following circuit diagram, mark each of the following statements True or False.
1 2
A B
IC C
(A) B
C
B
E
A
E
IB IB
IB (mA) IC

The bulb is turned on in the circuit 1 because the base current flows True False
1
when the switch A is turned ON.
The bulb is turned on in the circuit 1 because the collector current

2
True False
flows even when the switch A is not turned ON.
In the graph 2, the range "A" is used as amplification function of the True False
3
transistor.
4 In the graph 2, the range "A" is used as switching function. True False
Question- 4
From the following word group, select the word that corresponds to each of the following symbol.
1. 2.
1 2
A A
Y Y
B B
3. 4.
3 4
A
A Y Y
B
a) AND gate b) NOT gate c) OR gate d) NOR gate
Answer: 1. 2. 3. 4.
- 48
-
In order to understand the system circuit diagram and be
able to detect trouble, you must know where the compo-
nents are installed in the vehicle and how they are con-
nected.
The EWD is prepared for each vehicle model.
The drawing that shows all of this is called the EWD
(Electrical Wiring Diagram).
(1/1)
EWD Contents
COROLLA The EWD is as shown at left.

ELECTRICAL WIRING DIAGRAM (1/1)
Section Code Page
INTRODUCTION A 2
HOW TO USE THIS MANUAL B

3
TROUBLESHOOTING C
12
ABBREVIATIONS D 17
GLOSSARY OF TERMS AND SYMBOLS E 18
RELAY LOCATIONS F
20
ELECTRICAL WIRING ROUTING G
34
SYSTEM CIRCUITS H 91
GROUND POINT I 294
POWER SOURCE (Current Flow Chart) J
302
CONNECTOR LIST K
308
PART NUMBER OF CONNECTORS L 320
OVERALL ELECTRICAL WIRING DIAGRAM M 324
- 49 -
Abbreviations
ABBREVIATIONS D Abbreviations are used for components,
etc., that are often used in the EWD.
ABBREVIATIONS
The following abbreviations are used in this manual.
A list of these abbreviations is given in
A/C = Air Conditioner the "ABBREVIATIONS" section.
A/T = Automatic Transaxle
ABS = Anti-Lock Brake System When using an EWD, refer to this sec-
COMB. = Combination
DLC3 = Data Link Connector 3 tion to look up the terms thought to be
ECT = Electronic Control Transmission abbreviations.
ECU = Electronic Control Unit
EFI = Electronic Fuel Injection
EMPS = Electric Motor Power Steering
(1/1)
ESA = Electronic Spark Advance
EVAP = Evaporative Emission
G.C.C. = Gulf Cooperation Council
H/B = Hatchback Type
ISC = Idle Speed Control
J/B = Junction Block
LED = Light Emitting Diode
LH = Left-Hand
LHD = Left-Hand Drive
M/T = Manual Transaxle
O/D = Overdrive
R/B = Relay Block
RH = Right-Hand
RHD = Right-Hand Drive
S/D = Sedan Type
SRS = Supplemental Restraint System
SW = Switch
TEMP. = Temperature
TVSS = TOYOTA Vehicle Security System
VSV = Vacuum Switching Valve
VVT- i = Variable Valve Timing-intelligent
W/G = Wagon Type
w/ = With
w/o = Without
E GLOSSARY OF TERMS AND SYMBOLS Glossary of Terms and Symbols
BATTERY GROUND FUSE RESISTOR, TAPPED SWITCH, IGNITION An EWD uses symbols to express vari-
ous components, such as battery and
(for Medium Current Fuse)
semiconductors.
CAPASITOR RESISTOR,
(Condenser)
HORN
FUSIBLE LINK VARIABLE or RHEOSTAT These symbols are listed in the "GLOS-
SARY OF TERMS AND SYMBOLS"
CIGARETTE LIGHTER IGNITION COIL
(for High Current Fuse or
Fusible link) SENSOR (Thermistor) SWITCH, WIPER PARK
section.
HEADLIGHTS (1/1)
CIRCUIT BREAKER 1. SINGLE FILAMENT SENSOR, SPEED TRANSISTOR

LIGHT
(Reed Switch Type)

2. DOUBLE FILAMENT
DIODE RELAY SHORT PIN WIRES
LED (LIGHT EMITTING
DIODE) (1) NOT
1. NORMALLY
CONNECTED
CLOSED
DIODE, ZENER SOLENOID

MOTOR
2. NORMALLY (2) SPLICED
M OPEN
PHOTODIODE RELAY, DOUBLE THROW SPEAKER SWITCH, MANUAL

METER, ANALOG
1. NORMALLY
CLOSED
DISTRIBUTOR, IIA METER, DIGITAL RESISTOR SWITCH, DOUBLE THROW
2. NORMALLY
FUEL
OPEN
- 50 -
Introduction to using EWD System Circuits
The contents page lists all systems in alphabetical order.
SYSTEM CIRCUITS H An explanation of each system circuit item will be given
COROLLA starting on the next page.
ELECTRICAL WIRING DIAGRAM (1/2)
SYSTEM CIRCUITS
page
ABS 228
AIR CONDITIONER (AUTOMATIC A/C) 276
AIR CONDITIONER (MANUAL A/C) 282
BACK-UP LIGHT 162
CHARGING 100
CIGARETTE LIGHTER 168
CLOCK 170
COMBINATION METER 260
CONDENSER FAN (EXCEPT 2C) 268
CONDENSER FAN (2C) 272
COOLER 288
DOOR LOCK CONTROL (LHD) 180
DOOR LOCK CONTROL (RHD) 186
ECT AND A/T INDICATOR (1NZ-FE,2NZ-FE) 220
ECT AND A/T INDICATOR (1ZZ-FE,3ZZ-FE) 214
EMPS 238
ENGINE CONTOROL (1NZ-FE,2NZ-FE) 114
ENGINE CONTOROL (1ZZ-FE,3ZZ-FE) 102
ENGINE IMMOBILIZER SYSTEM 130
FRONT FOG LIGHT 138
FRONT WIPER AND WASHER 172
GLOW PLUG (2C) 126
HEADLIGHT (AUSTRALIA) 136
HEADLIGHT (EXCEPT AUSTRALIA) 134
HEATER 292
HORN 240
ILLUMINATION 146
INTERIOR LIGHT 140
KEY REMINDER 164
LIGHT REMINDER BUZZER 164
MOON ROOF 248
POWER SOURCE 92
POWER WINDOW 206
RADIATOR FAN (EXCEPT 2C) 268
RADIATOR FAN (2C) 272
RADIO AND PLAYER 252
REAR WINDOW DEFOGGER 256
REAR WIPER AND WASHER 176
REMOTE CONTROL MIRROR 250
SEAT BELT WARNING 242
SHIFT LOCK 246
SRS 233
STARTING AND IGNITION 96
STOP LIGHT 158
TAILLIGHT 154
TURN SIGNAL AND HAZARD WARNING LIGHT 150
TVSS (AUSTRALIA) 210
WIRELESS DOOR LOCK CONTROL (LHD) 192
WIRELESS DOOR LOCK CONTROL (RHD) 198
91
In the "SYSTEM CIRCUITS" section, the drawings show

1 1 1
the relationship between all of the electrical parts, wire
10A
HEAD LH
10A
HEAD RH
15A
DOME harnesses, connectors, relays, etc., from the power sup-
2 2 2 ply to the ground point for each system.
1 2H 1 1 1
Each connector and pin is given a code and number.

L-Y
R-B
R-B
R-L
R-L
Searching for the code and number during troubleshoot-

B
4 2H
HEADLIGHT
HEADLIGHT
HEADLIGHT
HEADLIGHT
RH(HIGH)
1 2 1 2
LH(HIGH)
RH(LOW)
LH(LOW)
ing will allow you to find the connector and pin position.
H11
H12
H13
H14
2 1 2 1 4 2P
SB(L-Y)
23
(2/2)
CONNECTOR
JUNCTION
R-G
R-G
54
J3
R-Y
SB(L-Y)
R-Y
14
8 2H 9 2H 14 2H 12 2H
COMBINATION METER
HIGH BEAM
4 2F 10 2F 10 2N
R-Y
C7
R-G
13
W(R-G)
9 11
CONTROL SW
OFF LOW
TAIL HIGH
LIGHT
HEAD FLASH
DIMMER SW
B
FL MAIN
2.0L
C8 10
COMBINATION SW
BATTERY
W-B
A
J2
JUNCTION
CONNECTOR
IE
- 51 -
Parts
1 1 1 The highlighted areas show the parts.
10A
HEAD LH
10A
HEAD RH
15A
DOME The parts are shown with a sky blue.
2 2 2
(1/6)
L-Y
1 2H 1 1 1
R-L
R-B
R-B
R-L
B
HEADLIGHT
HEADLIGHT
HEADLIGHT
4 2H
1 2 1 2
LH(HIGH)
RH(LOW)
LH(LOW)
H12
H13
H14
HEADLIGHT
RH(HIGH)
H11
2 1 2 1 4 2P
SB(L-Y)
CONNECTOR
23
JUNCTION
R-G
R-Y
54
J3
R-G
SB(L-Y)
R-Y
14
8 2H 9 2H 14 2H 12 2H
COMBINATION METER
HIGH BEAM
4 2F 10 2F 10 2N
R-Y
C7
R-G
13
W(R-G)
9 11
CONTROL SW
OFF LOW
TAIL HIGH
LIGHT
HEAD FLASH
DIMMER SW
B
FL MAIN
2.0L
C8 10
COMBINATION SW
BATTERY
W-B
A
J2
JUNCTION
CONNECTOR
IE
"C8" shows the connector code, and

"COMBINATION SW" shows the part
9 11
name.
(2/6)
OFF LOW
CONTROL SW
DIMMER SW
TAIL HIGH
LIGHT
HEAD FLASH
C8 10
COMBINATION SW
W-B
- 52 -
These numbers (9, 10, 11) show the
connector pin numbers.
9 11 (3/6)
OFF LOW
CONTROL SW
DIMMER SW
TAIL HIGH
LIGHT
HEAD FLASH
C8 10
COMBINATION SW
W-B
1. How to read the connector pin

number
Pins consist of male pins that are
inserted and female pins in which the
male pins are inserted. Connectors
with male pins are called male con-
Locking portion
nectors, and connectors with female
pins are called female connectors.
Connectors have locks to ensure the
connectors are securely connected.
(4/6)
Female Male
connector connector ( )
Female pin Male pin
- 53 -
The connector's locking portion is ori-
ented facing up so that when reading the
pin numbers on the connection surface,
the numbers are read from top left for
the female connector as shown in the
left in the illustration.
For the male connector, the numbers are
read from top right like the mirror image
of the female connector as shown in the
right in the illustration.
(5/6)
Up Up
1 2 3 2 1 3
4 5 6 7 8 7 6 5 4 8
Female connector Male connector
When using a tester to check the volt-

age, use a probe as shown in the figure
to check the voltage.
However, at this time the pin number is
read from the back of the connector.
Therefore, this is the reverse of when
reading from the connecting surface, so
be careful when reading the pin num-
bers.
(6/6)
Male connector
- 54 -
Juncton Connector
1 1 1 The highlighted areas show the junction connectors.
10A 10A 15A
2
HEAD LH
2
HEAD RH
2
DOME
(1/3)
L-Y
1 2H
R-L
R-B
R-B
R-L
1 1 1
B
HEADLIGHT
HEADLIGHT
HEADLIGHT
4 2H
1 2 1 2
LH(HIGH)
RH(LOW)
LH(LOW)
H12
H13
H14
HEADLIGHT
RH(HIGH)
H11
2 1 2 1 4 2P
SB(L-Y)
CONNECTOR
23
JUNCTION
R-G
54
J3
R-G
R-Y
SB(L-Y)
R-Y
14
8 2H 9 2H 14 2H 12 2H
COMBINATION METER
HIGH BEAM
4 2F 10 2F 10 2N
R-Y
C7
R-G
13
W(R-G)
9 11
CONTROL SW
OFF LOW
TAIL HIGH
LIGHT
HEAD FLASH
DIMMER SW
B
FL MAIN
2.0L
C8 10
COMBINATION SW
BATTERY
W-B
A
J2
JUNCTION
CONNECTOR
IE
The junction connectors bundle multiple

wires into a wire harness.
"J2" shows the junction connector code,
and "JUNCTION CONNECTOR" shows
A that this part is a junction connector.
(2/3)
J2
JUNCTION
CONNECTOR
- 55 -
1. Junction connector construction
As shown in the figure, the junction
connector construction consists of
short terminals to which multiple wire
Junction connector harnesses of the same color are con-
nected.
(3/3)
Same color
Short terminal
Junction Block and Relay Block

The highlighted area shows the junction
W-R block. The junction block has the func-
1
tion of grouping and connecting electri-
W-R
1 IB1 (LHD)
10A
GAUGE
30A
POWER
25
P/W
1 IG3 (RHD) P8
POWER WINDOW MASTER SW 7 cal circuits inside the block and
2 combining relays, fuses, circuit break-
3 2G
W(W-R)
ers, etc., to circuit boards.
(*1) Some parts of the junction block do not
1 5 W-R
P/W
(*2) contain relays, fuses, etc., but only
RELAY
serves as a connector.
2 3
The relay block has a construction
B E E SGND PLS LMT DU DD
2 2G 9 2G 2 2K 10 2G 8 2G 6 3 1 2 14 17 4 nearly identical to that of the junction

block, but it does not group and connect
electrical circuits inside the block.
Relay block The EWD is divided and expressed as
follows. Junction block: gray background
B-W
1 1 Relay block: colorless background
5 1
EFI
RELAY
3 2
1 1
- 56 -
1. Junction block number and con-
nector code
The number in the ellipse (2) shows
the junction block number, and the
2G letter (G) shows the connector code.
1 5
P/W
RELAY
2 3
2 2G 9 2G 2 2K 10 2G
2. Connector pin number

These numbers (2, 9) show the con-
2G nector pin numbers.
2
9
1 5
P/W
RELAY
2 3
2 2G 9 2G 2 2K 10 2G
- 57 -
3. Pin number
These numbers (1, 2, 3, 5) show the
P/W relay pin numbers.
1 5
P/W
RELAY
2 3
2 2G 9 2G 2 2K 10 2G
4. Internal wiring
Wiring inside the junction block
These lines show the junction block
internal wiring.
(1/1)
1 5
P/W
RELAY
2 3
2 2G 9 2G 2 2K 10 2G
- 58 -
Connector Joining Wire Harness and
Wire Harness
The highlighted area shows the symbols
R9 R8
for the connectors that join the wire har-
REAR DOOR SPEAKER REAR DOOR SPEAKER
RH LH
nesses.
(1/2)
(*1)
(*1)
(*1)
(*1)
W
W
R
R
11 BB1 10 BB1 11 BA1 10 BA1
(*1)
BB1 (*1)
Y
B
The alphanumeric characters in the rect-

angle (BB1) show the connector code,
and the number outside the rectangle
(11) shows the pin number.
Also, the symbol ( ) indicates a male
connector side.
(2/2)
11 BB1
Male
Female
- 59 -
Splice Points and Ground Point
The hexagonal symbol in the highlighted
area shows the splice point, and the tri-
angle symbol shows the ground point.
The splice point connects directly to the
wire without passing through a connec-
tor. (B7) and (E1) are splice point codes.
The ground point connects the wire to
W-B
W-B
W-B
the body or engine, etc.

(BH) and (EB) are ground point codes.
(1/1)
B7 E1
Splice point
BH EB
Ground point
Wiring Color
2 2
The alphanumeric characters in the
1 1
highlighted area show the wiring color.
The wiring colors also include striped
colors. These are expressed as L-Y with
R-B
R-L
R-L
R-B
the first letter standing for the wire base

color and the second letter standing for
HEADLIGHT
HEADLIGHT
HEADLIGHT
HEADLIGHT
1 2 1 2 the stripe color.

RH(HIGH)
LH(HIGH)
RH(LOW)
LH(LOW)
HINT:
H11
H12
H13
H14
2 1 2 1 Some EWD show the actual colors

for the wiring colors, and other EWD
show the wires in black and white.
R-G
R-G
R-Y R-
Y
- 60 -
• Meanings of all alphanumeric
characters
(1/1)
B ¥ ¥ BLACK BR ¥ ¥ BROWN
G ¥ ¥ GREEN GR ¥ ¥ GRAY
L ¥ ¥ BLUE LG ¥ ¥ LIGHT
GREEN
O ¥ ¥ ORANGE
R ¥ ¥ RED P ¥ ¥ PINK
W ¥ ¥ WHITE V ¥ ¥ VIOLET
SB ¥ ¥ SKY B
BLLU
UE Y ¥ ¥ YELLOW
Ex. Stripe type

L-Y
Power Source
J POWER SOURCE (Current Flow Chart) In this section, you will learn which sys-
tems are covered by each fuse.
Engine Room R/B (See page 24 (Gasoline), 26 (Diesel)) For example, the diagram indicates that
Fuse System Page the "10A, HORN" fuse covers only the
5A ALT-S Charging 100
"HORN".
10A HAZARD Turn Signal and Hazard Warning Light 150
Headlight (Australia) 136
Also, the "15A, DOME" fuse covers mul-
10A HEAD LH
Headlight (Except Australia) 134 tiple systems, including the "Interior
10A HEAD RH
Headlight (Australia) 136 Light", "Air Conditioner (Automatic A/C)",
Headlight (Except Australia) 134 "Clock", "Combination Meter", and other
10A HORN Horn 240
systems.
Air Conditioner (Automatic A/C) 276
Clock 170
The page numbers in the diagram refer
Combination Meter 260 to the system circuits.
Engine Control (1NZ-FE, 2NZ-FE) 114 (1/1)
Engine Control (1ZZ-FE, 3ZZ-FE) 102
Headlight (Australia) 136
Headlight (Except Australia) 134
15A DOME
Interior Light 140
Key Reminder and Light Reminder Buzzer 164
Radio and Player 250
Seat Belt Warning 242
TVSS (Australia) 210
Wireless Door Lock Control (LHD) 192
Wireless Door Lock Control (RHD) 198
ECT and A/T Indicator (1NZ-FE, 2NZ-FE) 220
- 61 -
Information of System Circuit
R3 (A) RADIO AND PLAYER When the area to be repaired or
(A) 4-GROUND : Always approx. 12 volts
(A) 3-GROUND : Approx. 12 volts with the ignition SW at ACC or ON position
inspected is found in the system circuit
(A) 7-GROUND : Always continuity diagram, refer to the next pages follow-
ing the diagram.
:PARTS LOCATION This page gives an overview of and hints
Code See Page Code See Page Code See Page
A30 52 (RHD)
J3
41 (LHD) 43 (LHD S/D) for the system.
42 (LHD S/D) 53 (RHD) 45 (LHD W/G)
It also gives the reference for the
44 (LHD W/G) 41 (LHD) R9 55 (RHD S/D)
R3 A
53 (RHD) 57 (RHD W/G)
F9 54 (RHD S/D)
56 (RHD W/G) 41 (LHD) 59 (RHD H/B) "ELECTRICAL WIRING ROUTING" that
R4 B
58 (RHD H/B)
42 (LHD S/D)
53 (RHD)
43 (LHD S/D) T5
55 (RHD S/D)
57 (RHD W/G)
shows where the parts are located in the
45 (LHD W/G) 59 (RHD H/B) vehicle.
RHD S/D) 55 (RHD S/D)
T6 57 (RHD W/G) (1/1)
:CONNECTOR JOINING WIR

Code See Page Joining Wire Harness and Wire Harness (Connector Location)
66 (LHD)
IA1 Instrument Panel Wire and Floor Wire (Left Kick Panel)
80 (RHD)
IB2 80 (RHD)
Front Door LH Wire and Instrument Panel Wire (Left Kick Panel)
IB3 66 (LHD)
IF1 68 (LHD)
Front Door RH Wire and Instrument Panel Wire (Right Kick Panel)
IG2 82 (RHD)
70 (LHD S/D)
72 (LHD W/G)
BA1 84 (RHD S/D) Rear Door LH Wire and Floor Wire (Left Side of the Center Pillar)
86 (RHD W/G)
88 (RHD H/B)
70 (LHD S/D)
72 (LHD W/G)
BB1 84 (RHD S/D) Rear Door RH Wire and Floor Wire (Right Side of the Center Pillar)
86 (RHD W/G)
88 (RHD H/B)
To Find the Desired Location

RADIO AND PLAYER
FROM POWER SOURCE SYSTEM (SEE PAGE 92) *1
*2
: W/REAR SPEAKER
: W/TWEETER
As an example, let's find "pin 11 of con-
*3 : W/O TWEETER
1
15A
*4
*5
*7
*8
: W/ POWER WINDOW OR W/ DOOR LOCK CONTROL
: EXCEPT 4
: FROM OCT. 2001 PRODUCTION
: BEFORE OCT. 2001 PRODUCTION
nector BB1" of the RADIO AND PLAYER
DOME 15A
CIG
2
1 A30
ANTENNA
R9
REAR DOOR SPEAKER
R8
REAR DOOR SPEAKER
and the REAR DOOR SPEAKER as well
RH LH
as the location of the "REAR DOOR

1 AMPLIFIER
SB(GR)
SPEAKER RH".
30
L-Y
J3
(*1)
(*1)
(*1)
(*1)
W
W
R
JUNCTI 1
CONNE
79 ON
(W/REAR WINDOW ANTENNA TYPE)
4 2H
(*1)
(*1)
B
BB1
CTOR
(The subject vehicle is a left-hand drive
B
8 2F 11 BB1 10 BB1 11 BA1 10 BA1
sedan type.)
3 IA1 9 IA1
L-Y
(*1)
(*1)
(*1)
(*1)
SB(GR)
Y
R
4 A 3 A
R3 A , R4 B
RADIO AND PLAYER
8 A (*7)
9 A (*8)
(1/8)
1 B 3 B 2 B 6 B
BU +B ACC+B ANT+B RR+ RR- RL+ RL-
GND FR+ FR- FL+ FL-
7 A 1 A 5 A 2 A 6 A
LG
(*4)
(*4)
BR
V
L
(*5)
(*5)
P
4 IF1 3 IF1 4 IB3 3 IB3 4 IB3 3 IB3 (LHD)

4 IG2 3 IG2 4 IB2 3 IB2 4 IB2 3 IB2 (RHD)
BR
IF
- 62 -
First, let's find the position of "pin 11 of
RADIO AND PLAYER
the connector joining wire harness and
FROM POWER SOURCE SYSTEM (SEE PAGE 92) *1 : W/REAR SPEAKER
1
15A
DOME
15A
CIG
*2 : W/TWEETER
*8 ::W/O
*3 BEFORE OCT. 2001 PRODUCTION
TWEETER
*4 : W/ POWER WINDOW OR W/ DOOR LOCK CONTROL
R9 4
*5 : EXCEPT R8
wire harness called BB1".
A30
1
ANTENNA
AMPLIFIER
*7 : FROMREAR
RH
OCT.DOOR
2001 PRODUCTION
SPEAKER REAR DOOR SPEAKER
LH
(The subject vehicle is a left-hand drive
sedan type.)
2
SB(GR)
1 R W R W
(*1) (*1) (*1)
1 (*1)
30 J3
JUNCTION
L-Y
79 11 BB1 10 BB1 11 BA1 10 BA1

TYPE)
11 BB1 CONNE CTOR

10 BB1 11 BA1 10 BA1 (2/8)
4 2H
(*1)
BB1 B (*1)
ANTENNA
Y (*1) B
(*1)
8 2F
Y
3 IA1 9 IA1
WINDOW
R W B
(W/REAR (*1) (*1) (*1)
L-Y
Y (*1) SB(GR)
BB1
R3 A , R4 B 8 A (*7)
3 A RADIO AND PLAYER 9 A (*8) 1 B 3 B 2 B 6 B
ACC+B ANT+B RR+ RR- RL+ RL-
4 A FR+ FR- FL+ FL-

BU +B 1 A 5 A 2 A 6 A
GND
7 A
LG L P (*4) V (*4) 3 IA1 9 IA1
BR
P V
(*5) (*5)

BR
IF
F10 54 (RHD S/D) R8 55 (RHD S/D) 55 (RHD S/D) Looking at the information page of the
56 (RHD W/G) 57 (RHD W/G) T6 57 (RHD W/G)
58 (RHD H/B) 59 (RHD H/B) 59 (RHD H/B) system circuit, the item under "CON-
NECTOR JOINING WIRE HARNESS
:RELAY BLOCKS
Code See Page Relay Blocks (Relay Blocks Location)
AND WIRE HARNESS" refers us to
1
24 (Gasoline)
Engine Room R/B (Engine Compartment Left) page 70 for BB1 connector (LHD S/D).
26 (Diesel)
(3/8)
:JUNCTION BLOCK AND WIRE HARNESS CONNECTOR
Code See Page Junction Block and Wire Harness (Connector Location)
29 (LHD) Instrument Panel Wire and Instrument Panel J/B (Lower Finish Panel)
2F
29 (RHD) Instrument Panel Wire and Instrument Panel J/B (Left Side of the Instrument Panel)
29 (LHD) Engine Room Main Wire and Instrument Panel J/B (Lower Finish Panel)
2H
29 (RHD) Engine Room Main Wire and Instrument Panel J/B (Left Side of the Instrument Panel)
2P
:CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS

Code See Page Joining Wire Harness and Wire Harness (Connector Location)
66 (LHD)
IA1 Instrument Panel Wire and Floor Wire (Left Kick Panel)
80 (RHD)
IB2 80 (RHD)
Front Door LH Wire and Instrument Panel Wire (Left Kick Panel)
IB3 66 (LHD)
IF1 68 (LHD)
Front Door RH Wire and Instrument Panel Wire (Right Kick Panel)
IG2 82 (RHD)
70 (LHD S/D)
72 (LHD W/G)
BA1 84 (RHD S/D) Rear Door LH Wire and Floor Wire (Left Side of the Center Pillar)
86 (RHD W/G)
88 (RHD H/B)
70 (LHD S/D)
72 (LHD W/G)
BB1 84 (RHD S/D) Rear Door RH Wire and Floor Wire (Right Side of the Center Pillar)
86 (RHD W/G)
88 (RHD H/B)
- 63 -
Opening to page 70 we see the heading
"Location of Connector Joining Wire
Harness and Wire Harness".
G ELECTRICAL WIRING ROUTING This shows us where connector BB1 is
: Location of Connector Joining Wire Harness and Wire Harness
located in the vehicle.
: Location of Ground Point (4/8)
[LHD : S/D] Roof Wire Front Door Instrument BB1 Rear Door
RH Wire Panel Wire RH Wire
BK
Front Door
LH Wire
Rear Window
No.2 Wire
BA1
Rear Door Instrument Panel BI BJ

70 Floor Wire LH Wire No.3 Wire
Then, turning to the next page we can

find the BB1 pin number diagram.
This shows us the shape of the connec-
tor and the position of pin 11 of connec-
tor BB1.
Connector Joining Wire Harness and Wire Harness
We can also find the position of this pin
by searching for the connector code in
BA1 BB1
the section titled "CONNECTOR LIST".
(5/8)
1 2 3 1 2 3
3 2 1 3 2 1
4 5 6 7 8 4 5 6 7 8
8 7 6 5 4 8 7 6 5 4
9 10 11 12 13 9 10 11 12 13
13 12 11 10 9 13 12 11 10 9
Code Joining Wire Harness and Wire Harness (Connector Locarion)

BA1 Rear Door LH Wire and Floor Wire (Left Side of the Center Pillar)
BB1 Rear Door RH Wire and Instrument Panel Wire (Right Side of the Center Pillar)
- 64 -
Next, let's look for the location of the
RADIO AND PLAYER
connector code R9 "REAR DOOR
*2 : W/TWEETER
*3 : W/O TWEETER
*4 : W/ POWER WINDOW OR W/ DOOR LOCK CONTROL
FROM POWER SOURCE SYSTEM (SEE PAGE 92) *1
*5 :: W/REAR
EXCEPT SPEAKER
4
1
*7
*8
: FROM OCT. 2001 PRODUCTION
: BEFORE OCT. 2001 PRODUCTION SPEAKER RH".
R9 R8
15A
DOME
A30
ANTENNA
AMPLIFIER
R9
REAR DOOR SPEAKER
RH
REAR DOOR SPEAKER
LH
R8 (6/8)
R (*1) W (*1) R (*1) W (*1)
15A 1
CIG
2
1 REAR DOOR SPEAKER

11 BB1 10 BB1 11 BA1 10 BA1
REAR DOOR S
SB(GR) TYPE)
1
RH BB1
LH
L-Y
B (*1)
ANTENNA
Y (*1) B
30
4 2H J3 3 IA1 9 IA1
WINDOW
JUNCTI
CONNE
79 ON
R W B Y
CTOR (W/REAR (*1) (*1) (*1) (*1)
8 2F
, R4 B 8 A (*7)
(*1)
AND PLAYER 9 A (*8) 1 B 3 B 2 B 6 B
ANT+B RR+ RR- RL+ RL-
L-Y
W
SB(GR)
R
R3 A
4 A 3 A RADIO
FL+ FL-
BU +B ACC+B
(*1)
(*1)
2 A 6 A
R
P V
(*4) (*4)
GND FR+ FR-

7 A 1 A 5 A
11 BB1 10 BB1 11 BA1 10

BR
LG
(*5)
(*5)
P

BR
IF
Turn to the system circuit information

R3 (A) RADIO AND PLAYER
(A) 4-GROUND : Always approx. 12 volts "REAR DOOR SPEAKER RH" is R9.
(A) 3-GROUND : Approx. 12 volts with the ignition SW at ACC or ON position
(A) 7-GROUND : Always continuity The item under "PARTS LOCATION"
refers us to page 43 for R9 (LHD S/D).
:PARTS LOCATION (7/8)
Code See Page Code See Page Code See Page

A30 52 (RHD) 41 (LHD) 43 (LHD S/D)
J3
42 (LHD S/D) 53 (RHD) 45 (LHD W/G)
44 (LHD W/G) 41 (LHD) R9 55 (RHD S/D)
R3 A
F9 54 (RHD S/D) 53 (RHD) 57 (RHD W/G)
56 (RHD W/G) 41 (LHD) 59 (RHD H/B)
R4 B
58 (RHD H/B) 53 (RHD) 55 (RHD S/D)
42 (LHD S/D) 43 (LHD S/D) T5 57 (RHD W/G)
44 (LHD W/G) 45 (LHD W/G) 59 (RHD H/B)
F10 54 (RHD S/D) R8 55 (RHD S/D) 55 (RHD S/D)
56 (RHD W/G) 57 (RHD W/G) T6 57 (RHD W/G)
58 (RHD H/B) 59 (RHD H/B) 59 (RHD H/B)
:RELAY BLOCKS
Code See Page Relay Blocks (Relay Blocks Location)
24 (Gasoline)
1 Engine Room R/B (Engine Compartment Left)
26 (Diesel)
:JUNCTION BLOCK AND WIRE HARNESS CONNECTOR

Code See Page Junction Block and Wire Harness (Connector Location)
2F
29 (LHD) Engine Room Main Wire and Instrument Panel J/B (Lower Finish Panel)
2H
29 (RHD) Engine Room Main Wire and Instrument Panel J/B (Left Side of the Instrument Panel)
2P
:CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS
- 65 -
Page 43 is titled "Position of Parts in
G Body".
Position of Parts in Body This shows us where the part corre-
[LHD : S/D] sponding to the connector code R9
R13 P10 P4 M2 M1 R14 P5 P14 R9 P12 P7

REAR DOOR SPEAKER RH is located
on the vehicle.
The parts location of purpose can be
found by looking as follows.
System circuit
↓
P9
Information page
P8 R11
↓
R7
Reference page
(8/8)
P13 P11 R8 P6 R10 R6
M 1 Moon Roof Control SW and Relay R 6 Rear Combination Light LH

M 2 Moon Roof Monitor and Limit SW R 7 Rear Combination Light RH
R 8 Rear Door Speaker LH
P 4 Personal Light R 9 Rear Door Speaker RH
P 5 Power Window Control SW (Front Passenger’s Side) R10 Rear Window Defogger
- 66 -
Question- 1
The following statements pertain to the recent EWD. Mark each of the following statements True or False.
1 In the "SYSTEM CIRCUIT", the connector shape can be checked. True False
In the "ELECTRICAL WIRING ROUTING", parts location in the vehi-

2 True False
cle can be checked.
In the contents of "SYSTEM CIRCUIT", the system names are listed True False
3
alphabetically.
In the "CONNECTOR LIST", the connector code location in the

4
True False
vehicle can be checked.
Question- 2
In the illustration, locate the locking portion of the connector in the top, and read the pin number from the connecting
side.
The "X" portion of the connector in the following illustration indicates the same pin number.
From the following word group, select the appropriate pin number.
1. Pin number 1
2. Pin number 2
3. Pin number 3
4. Pin number 4
X
X
Femaie connector
Maie connector
Question- 3
When the color code of the wire is L-B, select the appropriate one that the wire is indicated in the EWD.
1. 2.
Black Blue
Green Black
Black Blue
3. 4.
Green Black
Black Blue
Green Black
Answer: 1. 2. 3. 4.
- 67 -
Toyota Technician Course Guide
Toyota Technician>>Purpose of Periodic Maintenance
PPT Ref. Time
Group Unit Instruction Points
No. (page) Needed
Understand the goals of periodic maintenance.

- The purpose of the periodic maintenance is to prevent major problems from occurring in the future.
To maintain the vehicle in a condition that complies with various regulations.
To extend the life of the vehicle.
To enable the customers to enjoy a safe and economical automobile experience.
- The maintenance schedule varies by country and region, and also by local regulations. Trainees should understand the maintenance
schedule for the country they work in.
[Purpose of Purpose of Periodic Maintenance Purpose of Periodic Maintenance 1 1/1 10min.

Periodic
Maintenance] Maintenance Schedule Maintenance Schedule 2 1/3
Service Intervals 3 2/3
Toyota Technician>>Periodic Maintenance>>Description

PPT Ref. Time
No. (page) Needed
[Description] Description Explain methods for periodic maintenance. 1 1/1 20min.
Operations Efficiency Explain points for achieving efficient operations. 2 1/1
Lift Position and the Path Explain the position, operations, or path of each lift position. 3-12 1/10
- 68 -
Name
Basic Diagnosis Technician>>Electrical Wiring Diagram
Use the EWD to check the followings.

Vehicle name and Pub. No. of EWD for use
Vehicle name Pub. No.
1. Check the name, capacity and location in the vehicle of the fuse connected to HEADLIGHT RH LOW.
(1) Open the page "HEADLIGHT " in the SYSTEM CIRCUIT section.
(2) Look for the part "HEADLIGHT RH (LOW)" in the EWD.
(3) Check and write the name and the code (connector code) of R/B (or J/B) and the capacity of fuse which is
connected to "HEADLIGHT RH (LOW)".
Connector code of
R/B (J/B)
Fuse name: capacity : A
(4) Check the See Page that this fuse is listed based on the connector code of R/B (or J/B) from "RELAY BLOCKS" or
"JUNCTION BLOCK AND WIRE HARNESS CONNECTOR" section in the information page.
(5) Check the fuse location in the R/B (or J/B) with the "RELAY LOCATIONS".
(6) Check the See Page listed in the "RELAY LOCATIONS" and open the page.
(7) Check the location in the diagram where the R/B (or J/B) is in the vehicle in the diagram.
(8) In case it is possible to prepare the vehicle used in the EWD, check the fuse location with the actual vehicle.
2. Check the location of water temperature sensor (engine coolant temperature switch) used in "ENGINE CONTROL" in the
vehicle.
(1) Open the page "ENGINE CONTROL" in the SYSTEM CIRCUIT section.
(2) Look for the part "Water temp. sensor" in the EWD to check the connector code.
Connector code
(3) Check the See Page that the water temp. sensor is listed based on the connector code from "PARTS LOCATION"
item in the information page.
(4) Check the location of the water temp. sensor in the "ELECTRICAL WIRING ROUTING".
(5) In case it is possible to prepare the vehicle used in the EWD, check the location of the "water temp. sensor" with the
actual vehicle.
- 69 -
Name
3. Check the location in the vehicle of the connector that connects the wire harness from "REAR SPEAKER RH" with the wire
harness from "RADIO AND PLAYER".
Also, check which pin in the connector is used in "REAR SPEAKER RH PLUS SIDE"
(1) Open the page "RADIO AND PLAYER" page in the SYSTEM CIRCUIT section.
(2) Look for the part "REAR SPEAKER RH" and "RADIO AND PLAYER" in the EWD.
Look for the connector to connect these wire harnesses and write the connector code and pin number.
Connector code
Pin number
(3) Check the See Page that this connector is listed from "CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS"
(4) Check the connector location in the vehicle with the diagram by "Location of Connector Joining Wire Harness and
Wire Harness" item in the "ELECTRICAL WIRING ROUTING".
(5) Check the connector shape and pin location in the diagram with "Connector Joining Wire Harness and Wire Harness"
in the "ELECTRICAL WIRING ROUTING".
(6) In case it is possible to prepare the vehicle used in the EWD, check the connector shape and location and pin location
with the actual vehicle.
4. Check the ground location of "TAILLIGHT RH" in the vehicle.
(1) Open the page "TAILLIGHT" in the SYSTEM CIRCUIT section.
(2) Look for the "TAILLIGHT RH" and the ground connected to it in the EWD.
Code
(3) Check the See Page that the ground is listed from "GROUND POINTS" item in the information page.
(4) Check the ground point location in the vehicle with the diagram by "Location of Ground Points" item in the "ELECTRICAL
WIRING ROUTING".
(5) In case it is possible to prepare the vehicle used in the EWD, check the ground point location with the actual vehicle.
- 70 -
Principal of OBD (On-Board Diagnosis) What Is Diagnosis?
The on-board diagnostic system is the vehicle's self-diag-
nosis function that is provided by the ECU (Electronic
Wire harness Wire harness Control Unit).
Upon receiving the signals from the sensors that detect
ECU the conditions of the vehicle, the ECU transmits signals to
the actuators optimally for the current conditions.
The ECU receives signals from the sensors in the form of
voltage.
Sensor The ECU can determine the conditions of the system by
Actuator
detecting the changes in the voltage of the signals that
are output by the sensors.
Thus, the ECU constantly monitors the input signals (volt-
age), compares them to the standard values that are
stored in the ECU's memory, and determines any abnor-
(V) Abnormal range mal conditions.
5
Normal range The graph on the left shows the characteristics of a water
for diagnostic system temperature sensor.
4
THW voltage
Normal range for engine

3 should vary between 0.1V and 4.8V. If a voltage within
Normal range this range is input, the ECU determines that the condition
2 for diagnostic system is normal. If it is a short circuit (the input voltage is less
THW
than 0.1V) or an open circuit (the input voltage is more
Abnormal range than 4.8V), the ECU determines that it is abnormal.
0 If the ECU determines the input signal to be abnormal,
-50 0 50 100 150 (ßC)
the ECU illuminates the MIL (Malfunction Indicator Light)
-58 32 122 212 302 (ßF)
Temperature to alert the driver and stores a DTC (Diagnostic Trouble
Code) in its memory.
(1/1)
Reading DTCs
Displaying the DTCs on the tester Displaying the DTCs through
the blinking of the MIL The DTCs can be displayed on the
tester's display in the form of 5-digit
P0115 22 codes by connecting a hand-held tester
ON to DLC3 (Data Link Connector 3).
OFF 2 2 2 2 2-digit DTCs can be output through the

blinking of the MIL by shorting the termi-
E1
DLC3 YES
HEL P
NO
F1
1
F2
EN TE R
2
F3
3
nals TE1 and E1 (or TC and CG) of DLC

F4 F5 F6
RC V 4 5 6
F7 F8 F9
SE ND 7 8 9
F0 ON
EXIT 0 #
1, 2, or 3.
OFF
HINT:
Note that for some vehicles with Die-
DLC1
TE1 sel EFI, only 2-digit DTCs are dis-
TC
played.
Example :
TE1 DLC3 CG
E1 DTC 22: Water temperature sensor cir-
DLC2
cuit malfunction
DTC 24 (1): Intake air temp. sensor cir-
cuit malfunction
DTC24 (2): Atmospheric temp. sensor
circuit malfunction
(1/1)
- 71 -
Outline of Hand-held Tester What Is Hand-held Tester?
The DTCs that are stored in the ECU can be displayed on
a handheld tester by establishing communication directly
I/O cartridge with the ECU.
(for CARB OBD II)
In addition, the hand-held tester can clear the DTCs from
Display the ECU's memory.
The hand-held tester provides other functions such as
LEDs
displaying the information data by communicating with
the ECU by various sensors, or serving as a voltmeter or
an oscilloscope.
HINT:
Keyboard • The hand-held tester is also called an intelligent
Program card tester or an OBD-II scan tool.
• An I/O cartridge, which supports CARB OBD-II, is
Screen contrast control available either as a cartridge type or a substrate
type.
(1/1)
Power connector
Nicad battery pack
RS232 port
Instrumentation port
DLC (Data Link Connector)
REFERENCE
Touch Panel Type Tester
The touch panel type tester is the next
generation of the hand-held tester.
It is possible to operate it by only touch-
ing the keys that are displayed on the
screen, without operating the keyboard
as with the conventional type.
1. Functions
Basic operation and functions are the
same as the conventional type.
2. Characteristics
The screen is easier to see than that
of the conventional type, and the
communication speed with the ECU
is faster.
(1/1)
- 72 -
Keyboard
A menu item can be selected and information can be
entered by operating the keys on the keyboard.
Tester key function
Besides those shown above, there are other ways to
operate the keys. See the Diagnostic Toolset OperatorÅfs
Manuals for details.
ON Turn the tester on.

YES NO ENTER # and EXIT Turn the tester off.
Move the cursor (highlight) on the display up or down
and left or right.
F1 F2 F3 Answer questions asked on the Tester display.
HELP 1 2 3 YES and NO
Display and select data parameters to monitor.
Confiirm information on the display.
Terminate a numeric entry.
ENTER
F4 F5 F6 Move ahead in procedures.
RCV 4 5 6 Select a highlighted menu entry.
HELP Display a summary of the active keys.
Display information about the highlighted item.
and HELP
F7 F8 F9 (Not available in all modes.)
SEND 7 8 9 Send information (data only) to an external device
SEND
such as printer.
Return to a previous step in procedures.
F0 ON EXIT Return to normal operation after the HELP key
EXIT 0 # has been pressed.
Used to select and control modes.
0-9 / F0-F9 Input data to the Tester.
OFF Used as "Hot Keys" for displays.
(1/1)
Display
F1 key : Data list F2 key : LED / list
To change the data display on the dis-
·········
······················ ·············· ··· 2 . 3 ms
INJECTOR INJECTOR ·············· ·········
2 . 1 ms
·····························
IGN ADVANCE · ····· ····6 . 5 d e g ···············
ING ADVANCE · ······ 8.0deg play, press keys F1 through F4.
································ ·
IAC DUTY RATIO ······ 3 7 . 9 % IAC DUTY RATIO ···· 3 7 . 1 % To change the font size, press key F9.
························ ······
CALC LOAD ··············· 1 8 % CALC LOAD ················· 1 7 %
·········· ························
MAF ···························· · 2 g m / s MAF ··························· · ··· 2 g m / s 1. F1 Key: Data list
························· · ····································································
··················· ·
·······················
·················· ······· ····
ENGINE SPD ······· 8 7 1 r p m ENGINE 8 74 rp m
SPD···· ········
CTP FC MIL ············ STARTE
········
································
COOLANT TEMP · ······ 8 3 ˚ C SW ·························
COOLANT IDLTEMP SIG8 4 ˚ C
· ······· ······ F2 Key:
This 2. LEDwhich
display, (Light-Emitting
lists data numeri-
························
INTAKE AIR · ·············· 2 5 ˚ C INTAKE ···················
AIR ·············· 25˚C
······
································· ·
ON OFF ON OFF
····································································· ···· ···· Diode)/ list
THROT TLE POS ····· 1 0 % ·······················
THROT TLE POS ······· 1 0 % cally, is the default
This display showsdisplay.
the ON/OFF sta-
················ · ···
CTP S W ······················ ON tus of the detected switch signals by
····························· ·
VEHI CL E S P D ······ 0 k m / h ······
···················
O2S B1 S1 ··················· · 0 . 0 8 V
illuminating the LEDs.

F3 key : Bar graph F4 key : Line graph
A green LED illuminates when a sig-
···················· ·
·················· ··············· ······2 . 0 ms
INJECTOR OxL SIGNAL ············
·········RI CH nal is ON, and a red LED illuminates
0 10 20 30 32 ··············· · ··············
IGNITION 4 5 ˚ CA
···························
ING ADVANCE ····· ·······
7.5deg
when a signal is OFF.
–64 –32 0 32 64
IAC·····························
DUTY RATIO · ··· ······
36.7%
3. F3 Key: Bar graph
00 25 50 75 100 This display shows the values of the

···················
CALC LOAD · ··················· 1 7 %
data in a bar graph format.
0 50 100
······· ··························· ·····
MAF 2gm/s
4. F4 Key: Line graph
0 200 400 600 700
- 73 -
This display shows data in a line graph format.
the values of the
(1/1)
- 74 -
Tester Cable Connections
To connect the hand-held tester to a vehicle, select and
enter the vehicle model and the system for checking the
data and the DTCs on the tester. Then, select and use a
cable that can be connected to the DLC (Data Link Con-
nector) that appears on the tester's display panel.
Autoprobe
1. DLC3 type
Use DLC and DLC3 cables. On vehicles for Europe
and General countries, connect a VIM (Vehicle Inter-
face Module) between the DLC and DLC3 cables.
DLC cable
2. DLC1 or DLC2 type
Use a DLC cable, VIM, and a DLC1 or DLC2 cable.
DC power cable
VIM
HINT:
Battery power is supplied automatically to the tester
when a DLC1 or DLC3 cable is connected.
(1/1)
DLC3 cable
for North American
(OBD II cable)
DLC1 cable
DLC2 cable
DLC3 cable
for Europe and General

(MOBD cable)
Initial Setup Outline of Initial Setup

The first step after connecting the hand-held tester to a
vehicle is the initial setup.
The initial setup must be performed to change the set-
tings because the data that is stored on the program card
varies by destination or for the peripheral devices such as
a printer.
Normally, the initial setup is performed only when the
tester is used for the first time, so this step is unnecessary
at other times.
The following appears on the display panel:
APPLICATION SELECT / 1: DIAGNOSIS
↓
MAIN MENU / 9: SETUP
And proceeds to the "SETUP" display.
(1/2)
- 75 -
Outline of Initial Setup
The following items can be set up on the hand-held
tester:
1. CLOCK/CALENDAR
Sets the date and time.
2. PRINTER BAUD
Sets the output speed to the printer.
3. PRINTER SELECT
S E TU P M EN U
Selects the type of printer to be connected.
1: C LO C K/ C A L EN D A R
2: PRIN TE R BAU D 4. UNIT CONVERSION
3: PRIN TE R SEL EC T
4: UN I T CON VER SIO N Changes the units.
5: BRAND SEL EC T
6: D ATA B A S E S E L E C T
7: BAC KL IGH T SET
8: ENH OBD II HELP
9: S E L F TE S T
5. BRAND SELECT
Selects the brand of the vehicle (Toyota, Lexus, or
BR AND SEL EC TIO N
Lexus & Toyota) on which the hand-held tester will be
used.
L e x us When a brand is selected, only the models for that
To y o t a brand will be displayed on the screen, in order to facil-
L e x us & To y o t a itate the selection of the desired model.
- 76 -
6. DATA BASE SELECT
Ve h i c l e S e l e c t i o n
Changes the selection of the database on the hand-
Ty p e held tester.
Usually, it is unnecessary to make a change here
N o r t h A me r ic a n
because the database for the destination is already
E ur o pe a n d G e n set as the default.
U s e D e f au l t When necessary, the database may be changed and
reverted to the original setting by selecting "Use
Default".
Make sure to use the database for the vehicle model
on which the hand-held tester will be used, because
using a database that does not match the vehicle
model can result in an improper normal/abnormal
judgment.
HINT:
It is necessary to return to the screen at the beginning
of turning the power ON or to turn the power ON again
when changing the database settings. The database
will not be updated if this operation is not activated.
Changing the database will also change the items in
the "FUNCTION SELECT" display.
(1/1)
7. BACKLIGHT SET
Turns the backlight on the hand-held tester ON/OFF.

8. ENH OBD II HELP
Changes the Enhanced OBD-II to use the "* + HELP"
function.
9. SELF TEST
Checks the hand-held tester for malfunctions.
(2/2)
S E TU P M EN U
1: C LO C K/ C A L EN D A R
2: PRIN TE R BAU D
3: PRIN TE R SEL EC T
4: UN I T CON VER SIO N
5: BRAND SEL EC T
6: D ATA B A S E S E L E C T
7: BAC KL IGH T SET
8: ENH OBD II HELP
9: S E L F TE S T
Type of OBD
History of OBD
As vehicle control systems evolved from the mechanically to the electronically controlled type, it became increas-
ingly difficult for the technicians to make the proper pass-fail judgment during troubleshooting. At this time, the OBD
system came into existence.
With advances in technology, a greater number of systems started operating under many ECUs, prompting the
appearance of new OBD systems, including OBD systems that comply with the regulations adopted by the regions
in which the vehicles are operated.
The chart below shows the chronology of the OBD systems.
- 77 -
Type of OBD 1980 1985 1990 1995 2000
1980
OBD
(On-Board Diagnostic)
1996
MOBD
(Multiplex On-Board Diagnostic)
1994
CARB OBD II
(California Air Resources Board)
1998
EURO OBD
- 77 -
Outline of OBD/MOBD
The MOBD (Multiplex On-Board Diagnostic) system enables a hand-held tester to directly communicate with the
ECU when the tester is connected to the DLC3 on the vehicle, in order to read DTCs and data.
1. Characteristics of MOBD:
Destinations: Europe and General Countries
5 digits: (P####), (B####), and (C####) *Each "#" indicates a number or an alphabet.
For some models with diesel EFI, only 2-digit DTCs will be displayed even when the tester directly communi-
cated.
However it is possible to read DTC in detail through using the sub-code (1) or (2) than MIL blinking pattern.
2. Principal functions of MOBD:
• Able to read DTCs
• Able to read the ECU data
• Able to perform active tests
(1/1)
REFERENCE
OBD DTC Display
• DTCs can be read through the blink-
ing of the MIL by shorting terminals
YES NO ENT ER
TE1 (or Tc) and E1 (or CG).
• On some models, 2-digit DTCs can

F1 F2 F3
HELP 1 2 3
F4 F5 F6
4 5 6
RCV
F7 F8 F9
7 8 9
SEND
F0 ON
0 #
EXIT
be displayed by connecting the hand-

OF F
held tester to a DLC1 or DLC2 con-

W
nector.
VIM E1 T E1 In this case, the hand-held tester does
not establish communication directly
with the ECU. Instead, the tester shorts
terminals TE1 and E1 through the VIM,
DLC1 or DLC2 thus causing the MIL to blink. Then, the
tester reads the blinking pattern of the
E1 TE1 W MIL and shows it on the display panel in
the form of a DTC.
With this method, it takes some time for
E1 TE1 W the tester to read the blinking pattern of
MIL +B
the MIL.
ECU ON (1/1)
OFF 2 2 2 2
- 78 -
Outline of CARB OBD-II EURO OBD and ENHANCED OBD-II
The CARB OBD-II (California Air Resources Board On-Board Diagnostic-II) and EURO OBD systems enable the
hand-held tester to read the DTCs and data when the tester is connected to the DLC3 on the vehicle. By using
these diagnostic systems, DTCs and data, which pertain to the powertrain for the emission system complied with
the regulations of the respective area. The CARB OBD-II and EURO OBD do not provide the active test function
found in the MOBD.
1. Characteristics of CARB OBD-II:
Destination: North America (U.S.A. and Canada)
DTC indication: 5 digits (P####) *Each "#" indicates a number or an alphabet.
2. Characteristics of EURO OBD:
Destination: Europe
DTC indication: 5 digits (P####) *Each "#" indicates a number or an alphabet.
3. Main functions of CARB OBD-II and EURO OBD:
• Able to read DTCs
• Able to read the ECU data
4. Differences between CARB OBD-II and EURO OBD:
The CARB OBD-II and EURO OBD are almost identical, except for the difference in the regulations adopted in
North America and Europe.
Some of the items that appear on the display panel or the values at which the engine ECU determines an abnor-
mal condition are affected by this difference.
HINT:
• The methods for operating the hand-held tester for the CARB OBD-II and EURO OBD are the same as for the
OBD/MOBD.
• Because these diagnostic systems comply with regulations, it is unnecessary to select the vehicle model.
• The items that appear on the "FUNCTION MENU" of the CARB OBD-II and EURO OBD are different.
5. Enhanced OBD-II
The Enhanced OBD-II system enables the hand-held tester to read the CARB OBD-II DTCs and data in compli-
ance with the regulations, as well as Toyota's own DTCs and data. In addition, this system enables the hand-
held tester to perform active tests.
(1/1)
Comparison of OBD Functions
The table below shows a comparison of the functions of the various OBD systems.
Type of OBD Reading data Reading DTCs Active test Vehicle select
OBD *1
MOBD
CARB OBD-II
EURO OBD
ENHANCED
OBD II *2
*1: It can only read the signals that are output by the ECU, as it does not establish communication
with the ECU.
*2: It may be necessary to select the vehicle model by selecting "ENH OBD-II HELP" in the "SETUP MENU".
- 79 -
OBD / MOBD Process for Selecting OBD/MOBD Functions
The procedure for operating the hand-held tester is pro-
vided below, using OBD/MOBD as an example.
The following is the procedure for displaying the data by
selecting the Engine & ECT ECU on the hand-held tester.
Proceed to the”DIAGNOSTIC MENU” as follows:
APPLICATION SELECT / 1: DIAGNOSIS
↓
MAIN MENU/1: OBD/MOBD
↓
VEHICLE SELECT (Model Selection) / Corolla
↓
VEHICLE SELECT (Model Code Selection) / NZE121
↓
VEHICLE SELECT (Vehicle Selected)
↓
OBD/MOBD MENU / 2: Engine and ECT
*Verify Connection*
↓
DIAGNOSTIC MENU
(1/1)
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Diagnostic Menu
Listed below are the data that can be read with the OBD/
MOBD:
1. DATA LIST
Details are explained in the following pages.
2. DTC INFO
Details are explained in the following pages.
D IAG N O S TI C M E N U
3. ACTIVE TEST
ENGIN E Details are explained in the following pages.
1: D ATA L I S T 4. SNAPSHOT
2: D T C I N FO
3: A C TI V E TE S T Details are explained in the following pages.
4: SNAPSHO T
5: S Y S T E M C H EC K 5. SYSTEM CHECK
6: RESET MEMORY
This function checks individual systems, such as the
8 : C H EC K MO D E Oxygen sensor system.
6. RESET MEMORY
This function is used for erasing the learning values
stored in the ECU's memory for times, such as after
replacing a component related to the system.
7. MONITOR STATUS (Only OBD-II is displayed.)
This function is used for determining the state of the
emissionrelated systems that are being monitored by
the engine ECU.
8. CHECK MODE
This mode raises the detection sensitivity of diagnosis
so as to detect even momentary abnormalities.
HINT:
When you select the “CHECK MODE”, the following
prompt message will appear on the display panel, if all
DTCs and freeze frame data are stored in the ECU:
“OK to clear?”
If you proceed in the “CHECK MODE” by clicking the
“YES” button, the freeze frame data will be cleared.
Therefore, make sure to check the freeze frame data
before selecting the “CHECK MODE” if the data is not
checked. Details of the freeze frame data will be
explained later.
Although this menu appears as a result of selecting
the engine & ECT ECU, the same menu will appear
even if other ECUs are selected.
(1/1)
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Data List
Various pieces of data in the ECU can be displayed and
checked by selecting the items that appear in the
“SELECT DATA” menu.
• ALL
This function displays all the data of the ECU that are
considered necessary for troubleshooting that can be
detected by sensors.
Press keys F1 through F4 to change the displays on
S E L E C T D ATA
the screen.
ALL • USER DATA
U S E R D ATA
EX T EN D D ATA With this function, data items can be selected as many
MISFIR E as you want to check.
AT M
O 2 S EN SO R Only the data for which the "NO" on the display has
FUEL SYS been changed to "YES" will appear on the display.
C ATA L Y T I C
E VA P • EXTEND DATA
This function displays all the data that are transmitted
from the ECU.
• MISFIRE
• ATM
• O2 SENSOR
• FUEL SYS
• CATALYTIC
• O2S HTR
The six data items indicated above enable you to
select and display the data that pertains to the respec-
tive systems.
(1/1)
DTC Info
Select the items shown in the “DTC INFO MENU” to dis-
play and check the DTCs that are stored in the ECU.
D TC I NF O
M EN U
E N G IN E
1: CURRENT CODES
2: H I S TO R Y C O D E S
3: PEN DING COD ES
4: C LEAR CODES
5: R E PA I R C O N F I R M
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1. CURRENT CODES
If the ECU has DTCs stored in its memory, this screen
will show the DTCs.
If the ECU does not have DTCs stored, the following
appears on the display:
"NO DTC CODES"
HINT:
For some models with Diesel EFI, 2-digit DTCs are
displayed. Some models with Diesel EFI cannot read
D IAG . TRO UB L E C O D E S
E C U : OBD/MOBD the DTCs by using the hand-held tester.
N u m b er o f D TCs : 2 Further, as the DTC display can vary slightly, please
P0100 Mass Air Flo w
C ircuit refer to the Repair Manual.
Malfunctio n
Example:
*P0110 Intak e Air
Temper atur e DTC22: Water temperature sensor circuit malfunction
C ircuit
Malfunctio n DTC24 (1): Intake air temp. sensor circuit malfunction
DTC24 (2): Atmospheric temp. sensor circuit malfunction
[Exit] to C on t inu e (1/2)
Freeze frame data

If the display panel shows a DTC preceded by a "*" mark,
the ECU will store the freeze frame data with the DTC.
The freeze frame data contains various pieces of data
that were stored at the time the ECU detected the mal-
function.
Only the predetermined data items become stored in the
ECU's memory as the freeze frame data.
Freeze frame data can be used to check the conditions
that were present at the time the malfunction occurred on
the vehicle.
(2/2)
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2. HISTORY CODES
Select this item to display the DTCs stored in the ECU
in the past.
3. PENDING CODES
If a pending code* has been stored, select this item to
check it.
D TC I NF O
M EN U
E N G IN E
1: CURRENT CODES
3: PEN DING COD ES
4: C LEAR CODES
5: R E PA I R C O N F I R M
4. CLEAR CODES
This function clears the DTCs from the ECU's mem-
ory.
A prompt message will appear on the display panel,
asking if you wish to continue with the clear.
Press "YES" to clear, or "NO" if you do not wish to
clear.
HINT:
C L E AR D T C s
Beware that if you clear the DTCs, you will clear the
freeze frame data at the same time.
T H I S O P E R AT I O N W I L L
CLEAR ALL DTC, This is because the freeze frame data is attached to
FREEZE FRAME, AND the DTCs.
R E A D I N E S S T E S T D A TA . Therefore, if you have not yet checked the freeze
frame data, press "NO" to cancel the clear.
(1/1)
DO YO U WISH T O
CONTINUE ?
PR ESS [Yes ] O R [N o]
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5. REPAIR CODES
After a problem has been repaired on the vehicle,
select this item to check if the repair has been com-
pleted. This function is applicable only to certain
DTCs.
*Pending code
When a DTC is detected for 2 driving cycle in row (1 driv-
ing cycle is the period from when the engine starts to
D TC I NF O ME N U when it stops), it is registered in the ECU as a DTC (2
E N G IN E
driving cycle detection logic code). However, if a DTC is
1: CURRENT CODES detected only in the 1st of 2 consecutive cycles, it is regis-
3: PEN DING COD ES tered as a pending code, and then cleared when it is not
4: C LEAR CODES detected in the next cycle.
5: R E PA I R C O N F I R M (1/1)
ACTIVE TEST
The ACTIVE TEST enables you to check the operation of
the actuator systems by forcing the actuators to activate.
Select and perform the item that you wish to active test on
the display.
• In the active test display, the item to be tested appears
at the bottom.
• To activate the actuator, press the right and left arrow
keys.
HINT:
To ensure safety and protect the vehicle, limits are
imposed on active tests.
Therefore, an active test is cancelled before the actu-
ator operates beyond its limits or restricted by time.
(1/1)
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REFERENCE
Using a Hand-held Tester for Troubleshooting
1- (1)
Input signal Output signal The following procedures are for using the hand-held
ECU ISCV (actuator)
tester to troubleshoot the systems that are controlled by
the ECU.
In this example, the problem is with an idle speed that
does not increase when the air conditioner switch is
A/C switch turned ON.
ECU data
A/C switch ON A/C switch signal ON
YES
HELP
3
2
1
F
NO
1 2
ENTER
3
1. Checking the data list
RCV 6
5
4
F
4 5 6
9
8
7
F
SEN D 7 8 9
N
O
0
F
EXIT 0 #
Turn ON the A/C switch in the vehicle, and use the

F
O
Normal area Abnormal area hand-held tester to check whether a normal air condi-
tioner switch signal (which is "ON" in this case) is
being output.
1- (2) (1) Normal air conditioner switch signal (ON)
Input signal Output signal Perform the active test to identify the problem area on
ECU ISCV (actuator) the output side.
(2) Abnormal air conditioner switch signal (OFF)
The problem is with the switch or with the input signals
reaching the ECU.
A/C switch
(1/2)
ECU data
A/C switch ON A/C switch signal OFF
YES NO ENTER
3
2
1
F
HELP 1 2 3
6
5
4
F
RCV 4 5 6
9
8
7
F
SEND 7 8 9
N
O
0
F
EXIT 0 #
F
O
Abnormal area Normal area
2. Active test
2- (1) If the input data is normal, perform the active test to
Output signal Idle up
confirm the operating conditions of the engine.
ECU ISCV (actuator) (1) Idling-up did increase with the active test
It is determined that the ISCV (Idle Speed Control
Valve) is operating normally. Therefore the ISCV
(which is the actuator) and the wiring harness are nor-
A/C switch mal, it can be determined that the problem is in the
Active test
YES NO
3
2
F
1
ENTER
A/C switch signal ON ECU.
HELP 1 2 3
6
5
4
F
RCV 4 5 6
9
8
F
7
SEN D 7 8 9
(2) Idling-up did not increase with an active test

N
O
0
F
EXIT 0 #
F
O
Abnormal area Normal area It is determined that the ISCV is not operating. There-
fore, there can be determined a problem with the
ISCV, wiring harness, or the ECU. (To identify the
source of the problem, it is necessary to inspect the
2- (2)
individual components.)
Output signal
As described above, the problem areas can be easily
ECU ISCV (actuator) identified by using the data list and active test func-
tions for troubleshooting the systems that are con-
trolled by the ECU.
(2/2)
A/C switch
Active test
YES
HELP
3
2
1
F
NO
1
ENTER
2 3
A/C switch signal ON
6
5
4
F
RCV 4 5 6
9
8
7
F
SEND 7 8 9
N
O
0
F
EXIT 0 #
F
O
Abnormal area
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SNAPSHOT
The snapshot function stores the data from the engine
ECU in the hand-held tester.
By storing the data at normal conditions, you will be able
to compare it to abnormal data when such a condition
occurs.
1. MANUAL SNAPSHOT
Press the “ENTER” key to manually take a snapshot
SNAPSH OT MEN U
of the data.
EN G IN E
2. CODES SNAPSHOT
1: M AN U AL SN APSH OT
2: CODES SNAPSHOT
A snapshot of the data is taken automatically when a
3: R EPL AY SNAPSHOT DTC is detected.
4: TRIGGER SNAPSHOT
5: U S E R D ATA 3. REPLAY SNAPSHOT
This function replays the snapshot data that has been
stored.
4. TRIGGER SNAPSHOT
This function is for setting up the trigger points.
5. USER DATA
This function is for setting up the display items of the
stored snapshot data.
(1/1)
Customize Outline of CUSTOMIZE

In the "CUSTOMIZE" display, vehicle convenience func-
tions, such as the door lock function that is controlled by
the ECU, can be set up or changed.
Various convenience functions can be set up by entering
the vehicle model information in accordance with the
instructions on the display panel of the hand-held tester.
"Changing the method for unlocking all the doors" is used
as an example in the following procedure for customizing
the functions:
APPLICATION MENU / 2: CUSTOMIZE
FUNCTION SELECT / 02: DOOR LOCK
FUNCTION SELECT / 01: UNLK/KEY TWICE
After proceeding in the sequence indicated above, you
can select the following methods for unlocking all the
doors: "Press switch once to unlock the doors" or "Press
switch twice to unlock the doors".
HINT:
The "APPLICATION MENU" and "FUNCTION
SELECT" will appear on the display for all vehicle
models. However, the subsequent steps to the
"FUNCTION SELECT" will appear only on the vehicle
models that can be customized.
(1/1)
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Autoprove Outline of AUTOPROBE
Values such as voltage can be measured by connecting
the autoprobe to the hand-held tester.
The following items can be measured with the autoprobe
function:
1. CALIBRATE
Calibrates the autoprobe function.
A U TO P R O B E M E N U
1: C A L I B R AT E
2: V O LTA G E
3: FREQUENCY
4: DUTY CYCLE
5: OSCIL LOSCOP E
2. VOLTAGE
V O LT M E T E R The hand-held tester can be used as a voltmeter.
Place the autoprobe on the area to be measured in
order to obtain a digital display of the voltage.
12.6 VDC
MIN MAX
0.0V 0.0V
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3. FREQUENCY
Checks the frequency.
4. DUTY CYCLE
Checks the duty cycle ratio.
A U TO P R O B E M E N U
1: C A L I B R AT E
2: V O LTA G E
3: FREQUENCY
4: DUTY CYCLE
5: OSCIL LOSCOP E
5. OSCILLOSCOPE
.2ms A:1V 1 . 0 0V a
The hand-held tester can be used as an oscilloscope.
It can display the waveforms of the electric signals.
(1/1)
1. TIME 2. VOLT 3. LVL 4. GND
5. 6. TRIG 7. HOLD 8. MENU
Print Out Outline of Printout

The data that appears on the display panel can be printed
by connecting a printer to the handheld tester.
Pressing the "SEND" key will print all the data even if it
does not appear on a single screen. Press the "# and
AC/DC power supply
SEND" keys to print only the characters or data that
appear on the screen.
(1/1)
Printer
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Question- 1
The following statements pertain to the 5-digit DTC display of the hand-held tester. Mark each of statements True or
False.

The hand-held tester displays the 5-digit DTCs by directly communi- True False
1
cating with the ECU.
The hand-held tester displays the 5-digit DTCs by communicating

2
True False
with the ECU via the DLC 3 (Data Link Connector 3).
The hand-held tester reads with the MIL (Malfunction Indicator
3 Lamp) blinking pattern and displays the 5-digit DTCs. True False
Question- 2
The following statements pertain to the function of the hand-held tester. From the word group, select the words that
correspond to each function.
1. Function to check the data that the ECU monitors. 2. Function to check the DTC that the ECU stores.
3. Function to force the actuator to drive. 4. Function to detect the momentary abnormal value by
raising the DTC sensitivity than normal.
a) Active test b) Snapshot c) Data list d) Autoprobe e) Check mode f) Clear codes
g) Current codes h) Freeze frame data
Answer: 1. 2. 3. 4.
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Toyota Technician Course Guide
Toyota Technician>>Purpose of Periodic Maintenance
PPT Ref. Time
No. (page) Needed
Understand the goals of periodic maintenance.

- The purpose of the periodic maintenance is to prevent major problems from occurring in the future.
To maintain the vehicle in a condition that complies with various regulations.
To extend the life of the vehicle.
To enable the customers to enjoy a safe and economical automobile experience.
- The maintenance schedule varies by country and region, and also by local regulations. Trainees should understand the maintenance
schedule for the country they work in.
[Purpose of Purpose of Periodic Maintenance Purpose of Periodic Maintenance 1 1/1 10min.

Periodic
Maintenance] Maintenance Schedule Maintenance Schedule 2 1/3
Service Intervals 3 2/3
Toyota Technician>>Periodic Maintenance>>Description

PPT Ref. Time
No. (page) Needed
[Description] Description Explain methods for periodic maintenance. 1 1/1 20min.
Operations Efficiency Explain points for achieving efficient operations. 2 1/1
Lift Position and the Path Explain the position, operations, or path of each lift position. 3-12 1/10
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Name
Use the EWD to check the followings.

Vehicle name and Pub. No. of EWD for use
Vehicle name Pub. No.
1. Check the name, capacity and location in the vehicle of the fuse connected to HEADLIGHT RH LOW.
(1) Open the page "HEADLIGHT " in the SYSTEM CIRCUIT section.
(2) Look for the part "HEADLIGHT RH (LOW)" in the EWD.
(3) Check and write the name and the code (connector code) of R/B (or J/B) and the capacity of fuse which is
connected to "HEADLIGHT RH (LOW)".
Connector code of
R/B (J/B)
Fuse name: capacity : A
(4) Check the See Page that this fuse is listed based on the connector code of R/B (or J/B) from "RELAY BLOCKS" or
"JUNCTION BLOCK AND WIRE HARNESS CONNECTOR" section in the information page.
(5) Check the fuse location in the R/B (or J/B) with the "RELAY LOCATIONS".
(6) Check the See Page listed in the "RELAY LOCATIONS" and open the page.
(7) Check the location in the diagram where the R/B (or J/B) is in the vehicle in the diagram.
(8) In case it is possible to prepare the vehicle used in the EWD, check the fuse location with the actual vehicle.
2. Check the location of water temperature sensor (engine coolant temperature switch) used in "ENGINE CONTROL" in the
vehicle.
(1) Open the page "ENGINE CONTROL" in the SYSTEM CIRCUIT section.
(2) Look for the part "Water temp. sensor" in the EWD to check the connector code.
Connector code
(3) Check the See Page that the water temp. sensor is listed based on the connector code from "PARTS LOCATION"
(4) Check the location of the water temp. sensor in the "ELECTRICAL WIRING ROUTING".
(5) In case it is possible to prepare the vehicle used in the EWD, check the location of the "water temp. sensor" with the
actual vehicle.
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Name
3. Check the location in the vehicle of the connector that connects the wire harness from "REAR SPEAKER RH" with the wire
harness from "RADIO AND PLAYER".
Also, check which pin in the connector is used in "REAR SPEAKER RH PLUS SIDE"
(1) Open the page "RADIO AND PLAYER" page in the SYSTEM CIRCUIT section.
(2) Look for the part "REAR SPEAKER RH" and "RADIO AND PLAYER" in the EWD.
Look for the connector to connect these wire harnesses and write the connector code and pin number.
Connector code
Pin number
(3) Check the See Page that this connector is listed from "CONNECTOR JOINING WIRE HARNESS AND WIRE HARNESS"
(4) Check the connector location in the vehicle with the diagram by "Location of Connector Joining Wire Harness and
Wire Harness" item in the "ELECTRICAL WIRING ROUTING".
(5) Check the connector shape and pin location in the diagram with "Connector Joining Wire Harness and Wire Harness"
in the "ELECTRICAL WIRING ROUTING".
(6) In case it is possible to prepare the vehicle used in the EWD, check the connector shape and location and pin location
with the actual vehicle.
4. Check the ground location of "TAILLIGHT RH" in the vehicle.
(1) Open the page "TAILLIGHT" in the SYSTEM CIRCUIT section.
(2) Look for the "TAILLIGHT RH" and the ground connected to it in the EWD.
Code
(3) Check the See Page that the ground is listed from "GROUND POINTS" item in the information page.
(4) Check the ground point location in the vehicle with the diagram by "Location of Ground Points" item in the "ELECTRICAL
WIRING ROUTING".
(5) In case it is possible to prepare the vehicle used in the EWD, check the ground point location with the actual vehicle.
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General Description General Description
All gasoline engines mounted on Toyota
automobiles are four-stroke engines.
Four-stroke engines operate by continu-
ous and regular repetition of the follow-
ing sequence:
1. Intake stroke
2. Compression stroke
3. Combustion stroke
4. Exhaust stroke
Basic principle of four-stroke engine
In order for an engine to operate
smoothly under a wide range of operat-
ing conditions, the following three condi-
tions must be satisfied:
• Good air-fuel mixture
• Good compression
• Good spark
(1/1)
Three Elements of Gasoline Engines Good Air-fuel Mixture

1. Good air-fuel mixture for automobiles
(1) Gasoline is vaporized and sufficiently mixed with air
In order for gasoline to completely burn, it must be
sufficiently vaporized and mixed with air.
Air (2) Proper air-fuel mixture
Automobiles are used under various operating condi-
tions and there is a change in the engine operating
condition, the required air-fuel mixture changes as
well.
15
• When the air temperature changes from high to low.
• When the driving surface changes from flat ground to
a steep incline and a heavy load is applied to the
engine.
Theoretical • When the engine speed changes widely from idling
air-fuel ratio
to high speed for acceleration.
Fuel 1
10 15 20 2. Air-fuel ratio
Richer Air-fuel ratio Leaner The air-fuel ratio is the ratio of the mass of air to fuel.
When the amount of air is too great or too small, the
gasoline does not burn well, resulting in incomplete
combustion. There is a minimum of 14.7 parts air
required to completely burn 1 part gasoline. This is
called the theoretical air-fuel ratio.
However, in actual gasoline engines, even though the
gasoline is injected to meet the theoretical air-fuel
ratio, not all the gasoline can be vaporized and mixed
with the air. For that reason, under some conditions a
richer air-fuel mixture is necessary.
(1/2)
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3. Air fuel ratio and driving conditions
(3) At starting:
At starting, the walls of the intake manifold, the cylin-
ders and the cylinder head are cold, causing the fuel
sprayed by the injectors to adhere to them. In this
Air
case, the air-fuel mixture in the combustion chamber
becomes lean. Therefore, the rich air-fuel mixture is
required.
(4) Warming-up:
15 The lower the coolant temperature is, the vaporized
condition of the gasoline becomes worse, causing
ignition worse. Therefore, the rich air-fuel mixture is
required.
Theoretical
air-fuel ratio (5) When accelerating:
Fuel 1
When the accelerator pedal is depressed, a fuel sup-
10 15 20 ply lag occurs by load change, resulting in a leaner
Richer Air-fuel ratio Leaner fuel mixture. Therefore, an additional amount of fuel is
injected to the mixture.
(6) When cruising (constant speed):
After the engine is completely warmed up, the fuel
mixture supplied to the engine is very close to the the-
oretical air-fuel ratio.
(7) Under heavy loads:
When a higher output of power is needed, a slightly
richer fuel mixture is supplied to the engine to lower
the burning temperature and ensure that all of the
intake air is used in combustion.
(8) When decelerating:
As engine output is not needed, fuel is cut-off in a part
of this driving condition in order to clean exhaust gas-
ses.
(2/2)
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Good Compression
1. Necessity of compressing the air-
Volume of combustion chamber (A) + Volume of cylinder (B)
fuel mixture
Compression
=
ratio Volume of combustion chamber (A) When an uncompressed air-fuel mixture
is ignited, it burns slowly due to the low
density of fuel and air. However, when
compressed air-fuel mixture is ignited,
A A the high density causes the mixture to
suddenly burn (explode).
B Even when the fuel mixture is the same,
a compressed mixture will release more
power than an uncompressed mixture
when ignited.
Furthermore, compressing the air-fuel
mixture causes the fuel and air to mix
more thoroughly, resulting in a higher
rate of vaporization of the gasoline and
higher temperature when ignited. The
compressed air-fuel mixture also burns
more easily than before.
The level of compression of the air-fuel
mixture is expressed in the compression
ratio. Generally, the greater explosive
pressure can be attained when the com-
pression pressure is higher. However
the knocking occurs if the pressure is
too high. Therefore, the compression
ratio of the gasoline engine is normally
designed to be between 9 to 11.
(1/1)
Good Spark
The gasoline engine converts the com-
1 Spark plug 2 bustion of the air-fuel mixture to motive
force.
In order for the air-fuel mixture to burn
well, it is important to have a powerful
enough spark with proper ignition timing.
1. Conditions for a good spark
Air-fuel
mixture (1) Ability to generate a powerful spark
enough for the air-fuel mixture to
burn (explode)
The spark plug in a gasoline engine
generates a spark to burn the air-fuel
mixture. If the spark is weak, there
will not be enough energy to ignite
the air-fuel mixture. For that reason,
a powerful spark is essential.
(2) Ability to keep the proper ignition tim-
ing for every engine condition
The ignition timing changes accord-
ing to engine speed or load to ensure
that there is always proper ignition
timing.
(1/1)
- 96
-
Engine Proper Description
The engine is made of many compo-
nents to help it convert heat energy into
mechanical energy efficiently when the
air-fuel mixture is burned.
1. Cylinder head
(1) Cylinder head
Cylinder head (2) Cylinder head gasket
Cylinder head gasket
2. Cylinder block
Cylinder block
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-
3. Crankshaft
(1) Crankshaft
(2) Bearing cap
Crankshaft
Bearing
cap
4. Connecting rods
(1) Connecting rod
(2) Bearing cap
Connecting
rod
Bearing
cap
5. Bearings
(1) Connecting rod bearing
(2) Crankshaft bearing
Crankshaft
bearing
(3) Thrust washer
Thrust
washer
Connecting
rod bearing
- 98
-
6. Pistons
(1) Piston
(2) Piston pin
Piston Piston (3) Piston rings
pin
Piston
rings
7. Valve mechanism etc.

(1) Exhaust camshaft (2) Intake camshaft
(1) Exhaust camshaft
(2) Intake camshaft
(3) Valve lifter
(4)
(5)
(10) Timing chain (4) Keeper
(6)
(7) (5) Valve spring retainer
(11) Chain (8)
tensioner
slipper (9) Valve (6) Valve spring
(7) Valve stem oil seal
(8) Spring seat
(12) Chain
vibration (9) Valve
damper
(10) Timing
chain
(13) Timing chain (11) Chain tensioner slipper
tensioner (14) Crankshaft timing sprocket
(12) Chain vibration damper
(13) Timing chain tensioner
(14) Crankshaft timing sprocket
When these components function cor-

rectly, motive force is produced.
(1/1)
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Cylinder Head
The cylinder head is located on top of
the cylinder block.
Cylinder head Spark plug The bottom of the cylinder head is
indented and combines with the piston
to form the combustion chamber. Inter-
nally, there are a oil hole and a water
jacket to cool the valves and the spark
plugs.
Intake Most gasoline engines have cylinder
Exhaust port port
Water jacket
heads made of aluminum alloy.
Aluminum alloy is lighter than cast iron,
and it has excellent heat conduction
Cylinder head gasket
properties.
Oil hole
Combustion
In between the cylinder block and the
chamber
cylinder head is the cylinder head gas-
ket, which acts to seal the junction of the
two parts in order to prevent leakage of
highly pressurized gasses, combustion
gasses, coolant and engine oil.
(1/1)
Plastic Region Bolt
Elastic region Plastic region Bolt’s rotational angle
The plastic region bolt is used in such
Smaller areas as the cylinder head or bearing
Bolt tension
Larger Fracture cap assembly to provide a steady bolt

point tension.
Yield
point Bolt Normally bolts are tightened to the elas-
tension
tic region. In this condition, the bolt is
tightened to the specified tightening
Bolt’s rotational angle torque.
Plastic region bolt In the elastic region, the bolt tightening
torque and bolt tension becomes greater
proportionally.
For tightening a bolt in the elastic region,
some tolerance will be created through
the bolt thread, flange or washer if the
bolt tension is controlled at the tighten-
Cylinder head
ing torque.
In the plastic region, there is almost no
change in bolt tension from tightening
torque. The plastic region tightening
method uses the material properties so
that the uneven bolt tension from fluctu-
ations in tightening torque is reduced.
Bolt tension is stabilized as bolt tension
itself becomes greater.
(1/1)
- 100
-
Cylinder Block
Cylinder block The cylinder block acts to maintain the compression pres-
sure with the piston and receive the combustion pressure.
Recent cylinder block consists of the aluminum cylinder
block and the cylinder liner. However, there are engines
without cylinder liners (2ZZ-GE engine).
Also there are cylinder blocks made of cast iron. The cyl-
inder bore is a cylindrical shape. However it becomes
inclined for the upper part of the cylinder, which becomes
high temperature and high pressure, and the piston thrust
side, which is pressurized with the thrust force of the pis-
ton to wear. For this reason, the cylind
Cylinder liner
er can become oval shaped or tapered due to partial
wear.
Combustion stroke Compression stroke
Various defective conditions resulting from cylinder wear:
• Extreme piston-side knocking
• Abnormal engine oil consumption
Ridge
• Compression leakage
etc.
HINT:
Abnormal wear and damage inside the cylinder and
Cylinder wear
damage mainly occur for the following reasons:
• Insufficient lubrication
Thrust force
• Improper maintenance of the engine oil or oil filter
• Dust being sucked into the engine
• Air-fuel mixture too rich
• Overheating
• Overcooling
(1/3)
1. Cylinder bore size
Location of cylinder bore STD size codes
(5VZ-FE engine)
Even when brand new, there may be some difference
in cylinder bore size due to unevenness in manufac-
turing precision. For that reason, there are three stan-
Front dard cylinder bore sizes.
The size code of each cylinder is inscribed on the top
of a cylinder block.
In order to increase the precision of piston clearance,
standard pistons that match the cylinder size are
used.
As the size code increases, bore size increases by
about 0.01 mm.
For some engines, there are four to five standard
sizes.
Further, there are engines where there is only one cyl-
inder bore size, in which case they do not have the
size code inscribed on the cylinder block.
(2/3)
Bore size code Cylinder bore size
1 Small
3 Large
- 101
-
2. Crankshaft main journal bore size
Location of main journal bore STD size codes The crankshaft main journal bore is machine-manu-
(1NZ-FE engine) factured along with the cylinder block and bearing
cap.
Differences in crankshaft main journal bore sizes
occur from unevenness in manufacturing precision.
For that reason, there are several standard crankshaft
main journal bore sizes.
This size code in inscribed on the bottom of the cylin-
der block.
Use this code when selecting bearings to improve the
crankshaft main journal oil clearance precision in
order to prevent abnormal noise and seizing and to
maintain good fuel economy.
As the size code increases, the bore size increases in
micron units.
Number of standard size, size coding and location of
Crankshaft main
Bore size code inscription differ according to the engine models.
journal bore size
(3/3)
0 Small
6 Large
Crankshaft
Crank pin The crankshaft acts to convert the linear
motion of the pistons into revolving
motion.
Crank journal Balance weight
In order to be able to receive great force
and revolve at high speed, it needs
enough strength and rigidity, along with
Crankshaft durability to wear, and to be statically
and dynamically balanced to rotate
Oil hole smoothly.
The crank pin and the crank journal are
attached by a hardening process in
order to make it enduring and durable
against wear.
The balance weight is installed to bal-
ance with the crankshaft rotation.
The crank pin and the crank journal
have an oil hole. The oil travels from the
cylinder block, enters into the oil hole of
the journal and goes through to the
crank pin.
(1/3)
- 102
-
REFERENCE
Crankshaft Offset
Combustion pressure Combustion pressure Offsetting the crankshaft center and the cylinder bore
center serves to raise engine efficiency.
• The maximum amount of combustion pressure that
the pistons receive can be efficiently transferred to the
crankshaft.
• By reducing the amount of force in the thrust direction
Piston
of the piston, friction loss is reduced.
HINT:
Connecting rod
Example: Amount of crankshaft offset
1NZ-FE and 2NZ-FE engines: 12 mm (0.472 in.)
Crankshaft
center 1SZ-FE and 2SZ-FE engines: 8 mm (0.315 in.)
(1/1)
Offset
Offset crankshaft Center crankshaft
The numbers for the journal installation

position and installation orientation are
inscribed on the crankshaft bearing cap.
Example: ZZ engine series.
Some bearing caps are single unit with
ladder-frame construction, which con-
sists of the bottom of the cylinder block.
(2/3)
Bearing cap
Bearing cap unit with ladder-frame construction
- 103
-
1. Main journal and crank pin size
Location of main journal and crank pin STD size codes Differences in the main journal and crank pin circum-
ference occur from unevenness in manufacturing pre-
cision. For that reason, there are several standard
Main journal STD sizes for the main journal and crank pin. This size
size codes
Main journal STD
(1NZ-FE engine) code is inscribed on the crankshaft.

size codes
(2JZ-GE engine) There are engines where there is only one size, in
which case they do not have the size code inscribed.
Use this code when selecting bearings to prevent the
crankshaft main journal oil clearance precision or con-
necting rod oil clearance precision in order to prevent
Crank pin STD abnormal noise and seizing and to maintain good fuel
size codes economy.
(2JZ-GE engine)
As the size code increases, the diameter of the main
journal and crank pin decreases in micron units.
Number of standard sizes, size coding and location of
inscription differ according to the engine models.
Main journal or crank pin Main journal or
size codes crank pin size (3/3)
1 Large
3
Small
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-
Crankshaft Bearing
When there is an appropriate oil film on the surface of the
Upper half-bearing bearing, it can absorb the heavy load and shock from the
Oil groove Oil hole
rotating parts in the combustion stroke. This oil film pre-
Thrust washer vents seizing and reduces output loss due to friction.
There is an oil hole and oil groove in the upper half-bear-
ing and it supplies oil to the bearing and main journal and
lubricates. There is a locking lip to keep the bearing from
rotating.
The thrust washer absorbs the force applied to the crank-
shaft in the axial direction. There is an oil groove on the
Bearing size code
Locking lip surface that touches the crankshaft. There is a tab on the
Oil groove
Lower half-bearing bottom side thrust washer to keep it from turning. There
are some engines that do not have the bottom side thrust
washer.
1. Bearing size
Bearing size code Bearing size
There are several standard sizes for crankshaft bear-
ings. This size code is inscribed on the back of the
1
bearing.
Thin
2 crankshaft main journal oil clearance precision in
Thick order to prevent abnormal noise and seizing and to
maintain good fuel economy.
As the size code increases, the bearing thickness
increases in micron units.
Number of standard sizes and size coding differ
according to the engine models.
2. Undersize bearing
When the crankshaft main journal is damaged or the
oil clearance becomes larger, the main journal is
ground and a thicker undersize bearing can be used.
There are some engines that cannot accept an under-
size bearing replacement. If this is the case, the
crankshaft must be replaced.
(1/1)
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-
Connecting Rod
The connecting rod takes the force, which the piston
receives, and transfers it to the crankshaft. Since it is con-
Bearing cap stantly affected by compressing and pulling force, it
Connecting rod
needs to be sufficiently strong and rigid.
There is an oil jet attached to the big end of the connect-
ing rod for lubrication and cooling. Engine oil is supplied
Oil jet through the crankshaft engine oil hole.
The connecting rod attaches to the bearing cap, so check
the front mark as not to make a mistake when assembling
the two parts.
1. Big end bore size
Front mark
Big end bore The big end bore is machine-manufactured with the
size code
connecting rod and bearing cap. Due to unevenness
Big end bore in machine manufacturing precision, differences in big
end bore size can occur.
Big end bore size
For that reason, there are several standard big end
Big end bore size
code bore sizes. The size code of each bore is inscribed on
a bearing cap.
1 Use this code when selecting bearings to improve the
Large
connecting rod oil clearance precision in order to pre-
2 vent abnormal noise and seizing and to maintain good
Small
fuel economy.
3 As the size code increases, the big end bore size
increases in micron units. Number of standard sizes
and size coding differ according to the engine models.
(1/1)
Connecting Rod Bearing

When there is an appropriate oil film on the surface of the
bearing, it can absorb the heavy load and shock from the
Oil hole
rotating parts in the combustion stroke. This oil film pre-
vents seizing and reduces output loss due to friction.
There is an oil hole in the upper half-bearing to channel
oil to the oil jet of the connecting rod. (There is also an oil
hole in the lower half-bearing as the same part is used for
the lower and the upper.)
1. Bearing Size
Bearing size code
There are several standard sizes for connecting rod
bearings. This size code is inscribed on the back of
the bearing.
connecting rod oil clearance precision in order to pre-
vent abnormal noise and seizing and to maintain good
Bearing size code Bearing size
fuel economy.
As the size code increases, the bearing thickness
1
increases in micron units.
Thin
Number of standard sizes, size coding and location of
2 inscription differ according to the engine models.
Thick 2. Undersize Bearing
When the crank pin of the crankshaft is damaged or
the oil clearance becomes larger, the crank pin is
ground and a thicker undersize bearing can be used.
There are some engines that cannot accept an under-
size bearing replacement. If this is the case, the
crankshaft must be replaced.
(1/1)
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-
Bearing Selection
The oil clearance for the crankshaft bearing and the con-
necting rod bearing is determined by the engine model.
Each bearing should be selected to obtain the proper oil
clearance with regard to the cylinder block main journal
bore size and crankshaft main journal diameter, or the
Bearing Oil film connecting rod big end bore size and crank pin diameter.
As the bore size increases or the journal or pin diameter
decreases, the thickness of the bearing to be used
increases.
Oil clearance
Oil clearance is the gap between the bearing and the
shaft. Oil covers the parts so that metal parts do not make
direct contact with other metal parts.
When the oil clearance becomes larger, abnormal sounds
occur and oil pressure decreases, leading to seizing.
(1/2)
Oil clearance
1. Bearing selection method

Use the following process to determine the correct
bearing (size code).
A+B=C
No.2
A: Cylinder block main journal bore size code (or con-
necting rod big end bore size code)
No.1 No.1 No.2 No.3 No.4 B: Crankshaft main journal size code (or crank pin
No.3 No.4 No.5 size code)
No.5
C: Total number
Example:
A: Cylinder block main journal bore size code: 4
B: Crankshaft main journal size code: 3
Bearing size cord
C: A+B=4+3=7
Select the bearing with a size code of 3 from the chart on

the left. In this case, the total number is used as is for the
Cylinder block main journal bearing size code from the chart.
bore size code (A) The selecting method varies by the engine model. And
+ 0-2 3-5 6-8 9 - 11
there are some engines where the total number becomes
Crankshaft main journal
size code (B) as it is for the bearing size code.
Example There are some engine models that do not have a rank
7
A = 4, B = 3, A + B = 7 for the crankshaft main journal or crank pin. In this case,
select a bearing with the same size code as the cylinder
Use bearing size code 1 2 3 4
block main journal bore size code or connecting rod big
end bore size code.
(2/2)
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-
Piston
1. Description
The piston consists of the lowest part of the combus-
B tion chamber. In order for the pis-ton to move, there
needs to be clearance between the piston and the cyl-
inder wall.
The construction is designed to maintain the proper
A clearance when the piston expands due to high tem-
peratures during combustion.
• As the piston boss part is thicker, it is easily affected
Oval
Circle by heat expansion. Therefore it is made to be slightly
Small oval than the direction of right angle for the piston pin
Piston pin boss (B) so that the diameter in the direction of the piston
pin (A) expands to make a circle during heat expan-
sion.
Piston • The piston head is exposed to high temperature dur-
skirt ing combustion, and it is not directly cooled by cool-
ant and air. For that reason, the piston head reaches
greater temperatures than the piston skirt. Taking
Large into account the heat expansion during combustion,
Truncated cone True cylinder the piston head is slightly tapered when compared to
the diameter of the piston skirt.
Cold Hot
HINT:
• For the piston diameter, measure the area specified
in the Repair Manual.
• Note that the location for measurement is not the
maximum diameter.
For that reason, keep in mind that the standard oil
clearance of the piston in the Repair Manual is not
the actual gap between the cylinder and the piston.
(1/4)
2. Thrust force
Combustion pressure Compression pressure When the pressure during compres-
sion or combustion acts on the pis-
ton, a part of that force acts on the
piston skirt and causes it to push
against the cylinder wall. This is
called thrust force.
Thrust force is divided into two types:
major thrust force and minor thrust
force.
The former occurs during the com-
bustion stroke and the later occurs
during the compression stroke.
(2/4)
Major thrust force Minor thrust force
(Combustion stroke) (Compression stroke)
- 108
-
3. Piston slap (Side knocking)
Piston slap Piston slap is the noise that occurs when the piston
hits against the cylinder wall. This is also called "side
knocking".
Piston slap occurs when the direction of the thrust
force changes from the compression to combustion
strokes. Piston slap is affected by the amount of pis-
ton clearance. When the piston clearance is large,
there is a greater piston slap. In some engines, the
centerline of the piston and the centerline of the piston
pin are slightly offset in order to reduce piston slap.
4. Operation of offset pistons
In engines with offset pistons, the direction of thrust of
the piston changes from the minor thrust direction to
the major thrust direction near the end of the compres-
Center of piston pin Center of piston because the piston's thrust direction changes before
the piston receives combustion pressure.
(3/4)
Piston
Offset
- 109
-
5. Piston size
Piston size code and front mark When the piston and cylinder wear beyond the allow-
(5VZ-FE engine)
able limit, it is necessary to replace the cylinder block
or piston, or to rebore the cylinder block or cylinder
liner and use oversize pistons. The piston and piston
pin are usually provided as a piston assembly.
Piston size code • The standard size, which indicates the piston diame-
ter, is inscribed.
• The piston must be installed facing the correct direc-
Front mark
tion.
• The direction is inscribed on the piston head.
• The side with the mark represents the front side.
• The exact location of the inscription differs according
to the engine model.
(1) Standard size piston
When the engine is assembled, each standard size
piston is set for each cylinder bore size to achieve pis-
ton clearance precision.
As the number gets larger, the piston diameter
increases incrementally by 0.01 mm (0.0004 in.) units.
Recently, engines have only one cylinder bore size
and one piston size.
(2) Oversize piston
The size of an oversize piston is determined by the
extent of wear on the cylinder.
Normally, only the 0.50 oversize piston is available as
supply parts.
The 0.50 value in the oversize piston means that it is
0.50 mm (0.020 in.) larger than the standard size pis-
ton.
Besides the oversize piston written above, there are
engines that require supply parts for 0.75 and 1.00
sizes.
For some engines, oversize pistons are not available
as supply parts.
(4/4)
REFERENCE
Striations on the Piston Skirt
The piston skirt has been striation fin-
ished to improve the lubrication proper-
ties.
The striations on the piston skirt are not
a poor finishing. In some engines, the
striated piston skirt has been coated with
a composite resin to reduce friction.
(1/1)
Striation finish
Resin coating
- 110
-
Piston Ring
Compression ring No.1 1. Description
The piston ring is designed to pre-
vent pressure from leaking out of the
gap between the piston and the cylin-
Compression ring No.2
der.
There are three piston rings that
function to keep the combustion
chamber airtight as the top two com-
pression rings serve to disperse the
heat from the pistons to the cylinder.
Also they act to scrape off excess oil
on the cylinder wall in order to create
Oil ring side rail (upper) the minimum film of oil necessary
while preventing excess oil from
Oil rings Oil ring expander
entering the combustion chamber.
Oil ring side rail (lower) (1/4)
2. Marks of ring
The name of the manufacturer and the oversize mark
Size
are inscribed on the piston ring.
Manufacturer
NOTICE:
Pay attention to the following when assembling:
• The surface with the mark should face up.
• Do not confuse the order of the compression rings.
No.1 code mark When the No. 1 compression ring does not have the
mark, it may be located on the side of the ring.
In the case that there are no marks in both locations,
No.2 code mark
consult the Repair Manual to judge the difference in
shape.
• In order to reduce pressure leakage as much as pos-
No.1 compression ring end
Oil ring side rail (lower) end gap
sible, assemble the piston ring end gap at the sepa-
gap and oil ring expander
end gap
rated position as in the illustration.
• Check the ring end gap when using a new piston ring.
(2/4)
Oil ring side rail (upper) end gap No.2 compression ring end gap
- 111
-
3. Ring end gap
The ring end gap must be from 0.2 -
0.5 mm when at room temperature.
If the piston ring end gap is too large,
pressurized gasses will leak out
through the gap.
If the ring end gap is too small, the
two ends of the piston ring will touch
each other due to heat expansion
and cause the ring to expand. This
1NZ-FE ngine : may result in scoring of the cylinder
e 4.33 in.)
110mm ( wall or the piston ring itself may
break.
NOTICE:
Ring end gap • When measuring the ring end gap,
insert the piston ring in the piston cyl-
inder at the place with the least
amount of wear.
• The position for measuring the ring
end gap differs according to the
engine models.
(3/4)
4. Ring pumping effect and ring flutter
(1) Ring pumping effect
The piston ring moves up and down inside the piston
Cylinder ring groove while the engine is running. This acts to
pump oil on the ring, helping to improve lubrication. If
the gap between a piston ring and piston ring groove
is too large, the pumping effect will also be large,
resulting in an increase in oil consumption.
(2) Ring flutter
When the piston ring vibrates up and down or side to
Engine oil
side in the piston ring groove, ring performance
decreases.
When this condition continues, the piston ring or pis-
ton ring groove will experience abnormal wear and
Piston
may eventually result in seizing.
(4/4)
Piston ring
- 112
-
Valve Mechanism
The valve mechanism opens or closes
the intake valve and exhaust valve at the
proper timing in order to draw the air-fuel
mixture into the cylinder and discharge
the combustion gas into the outside.
1. Valve opening and closing system
The rotation of the crankshaft is
transferred to the camshaft via the
timing chain (timing belt), rotating the
cam.
The number of teeth on the camshaft
sprocket (pulley) is double that of the
crankshaft so that the camshaft
rotates once for every two rotations
of the crankshaft.
As the camshaft rotates, the cam
forces the valve to open or close.
(1/1)
Valve and Related Parts
Camshaft
2. Valve
The intake valve opens during the
Valve stem
Valve guide intake stroke to draw the air-fuel mix-
bushing
ture.
The exhaust valve opens during the
Oil seal exhaust stroke to exhaust the com-
bustion gas.
Valve face Both valve closes during the com-
pression and combustion strokes to
keep the combustion chamber air-
44.5° tight.
Valve head or 45.5°
Since the valve is exposed to high
temperatures and high pressure, it is
Exhaust Intake made of a special metal.
valve valve Generally, in order to increase the
amount of the intake air, the valve
diameter of the intake valve is larger
than exhaust valve.
In order to keep the valve and the
valve sheet airtight, the angle of the
Exhaust valve Intake valve
Combustion chamber valve face is generally set at 44.5° or

45.5°.
Valves are pushed to the closing
direction by springs and cams opera-
tion cause the valve to move down
along the valve guide bushing inside
the cylinder head.
(1/4)
- 113
-
3. Valve spring
The valve spring is a coil spring that
Double spring
applies tension in the closing direc-
tion of the valve.
Uneven pitch spring Uneven pitch spring
(symmetrical) (asymmetrical) Most engines have one spring per
Top valve, however some engines use
two springs per valve.
a In order to prevent the valve from
d vibrating when the engine is running
at high speeds, uneven pitch springs
b Inner Outer
or double springs are used.
e HINT:
c
• Valve springs have the natural fre-
a=c<b d>e quency. When the number of the
valve opening and closing and the
natural frequency match to vibrate
together, the waviness vibration
may occur irrelevant to camshaft
operation. This condition is called
surging and it can be a cause of
abnormal engine noise as well as
damage to the valve spring or inter-
ference between the valve and pis-
ton.
• Asymmetrical type of uneven pitch
springs is installed with the wider
pitch toward the top.
(2/4)
4. Valve seat
The valve seat is press-fitted into the cylinder head.
When the valve closes, the valve face and valve seat
fit closely together to make the combustion chamber
airtight. The valve seat also transfers heat from the
valve to the cylinder head, serving to cool the valve as
well.
Since the valve seat is exposed to high temperature
combustion gas, and repeated contact with the valve,
it is constructed of a metal that excels in resistance to
heat and wear. When the valve seat wears, it can be
Valve contact face ground by the carbide cutter or replaced.
In recent years, lasers have been used to weld a
wear-resistant alloy valve seat layer directly to the cyl-
60°
45°
30°
inder head making the valve seat and the cylinder

head one unit on some engines. With this type of laser
clad valve seat, replacement is impossible.
REFERENCE:
Valve seats are generally shaped like a 45° cone in order
to fit with the valve face.
The valve seat contact width is generally from 1.0 mm to
1.4 mm.
The wider the contact area of the valve seat, the greater
the cooling effect will be, however air-tightness may suffer
since carbon intrusion is likely.
In contrast, the narrower the contact area of the valve
seat, the lesser the cooling effect and the lesser the likeli-
hood of carbon intrusion will be.
(3/4)
- 114
-
5. Valve guide bushing and oil seal
Oil seal The valve guide bushing is generally made of cast iron
Valve guide bushing
Valve stem and is press-fitted into the cylinder head. It acts to
guide the movement of the valve so that it closely fits
the valve seat and valve face.
The contact surfaces of the valve guide and valve
stem are lubricated with engine oil. To prevent excess
oil from entering the combustion chamber, a rubber oil
seal is fitted on the topside of the valve guide bushing.
SERVICE HINT:
"Valve sticking" occurs when the valve stem in the
valve bushing guide stops moving smoothly or stops
moving completely. This occurs when the amount of
clearance between the valve stem and the valve guide
bushing is too small or when they are not sufficiently
lubricated.
Engine oil If the valve stem oil seal is broken or hardens, engine
oil will enter the combustion chamber and be burned.
This can cause excessive oil consumption.
(4/4)
Valve Timing
Valve timing diagram
(2NZ-FE engine without VVT-i, leaded gasoline type) The valve timing is the timing of the
Compression stroke
TDC Valve
Intake stroke opening and closing of the intake valves
overlap
and exhaust valves expressed in terms
Intake valve 2° 2°
In. Ex.
opens
In. Ex.
of the crankshaft angle and it is called
"valve timing diagram".
Each valve does not alternately open
and close at TDC (Top Dead Center)
Exhaust
valve closes and BDC (Bottom Dead Center).
Combustion
Instead, the intake valve opens just
Exhaust
Exhaust stroke
valve opens
(power) stroke before TDC and closes after BDC and
the exhaust valve opens before BDC
In. Ex. In. Ex. and closes just after TDC.
Intake
valve Therefore the valve timing increase the
closes
intake and exhaust efficiency by inertia
43° 34°
so that it is set to the timing, which
BDC
opens and closes the valve early and
late with regards to piston position.
Recently in some engines, the valve tim-
ing can be changed such as the VVT-i
(Variable Valve Timing-intelligent) and
those that control not only valve timing,
but also the amount of lift such as the
VVTL-i (Variable Valve Timing and Lift-
intelligent).
The stability at idling, output improve-
ment or EGR efficiency of valve overlap
is utilized effectively by making the valve
timing changeable.
(1/2)
- 115
-
Valve overlap
From the end of the exhaust stroke to the beginning of the intake stroke, the intake valve and the exhaust valve
have a moment when they are simultaneously open. This is called valve overlap. Generally, a larger valve overlap
gives better high-speed performance, but causes unstable idling.
NOTICE:
The optimal valve timing is predetermined for each engine models.
If valve timing is not correct, engine idling will be unstable or there will be a drop in output.
If the timing belt is broken or cut off, the rotational movement of the camshaft is stopped, and the piston could inter-
fere with valves. Then pistons, valves and valve lifters etc., could be damaged.
For that reason, in engines with timing belts, they are replaced every 100,000 km (60,000 miles) or 150,000 km
(90,000 miles).
In some engines, however, even if the timing belt is cut off, the top surface of the piston is constructed with a valve
cut-out to prevent the piston from making contact with the valves. This type of engine requires that the timing belt be
replaced when it breaks and is not set as a periodic maintenance item.
HINT:
Timing chains are "maintenance-free" meaning that they do not need periodic replacement
(2/2)
Valve Clearance
Since each engine part (cylinder head, cylinder block and
valves, etc.) is subject to heat expansion, there must be
clearance between the cam and valve lifter (shim) so that
the valves can still smoothly operate even when affected
by heat expansion. This clearance is called valve clear-
ance.
SERVICE HINT:
• Excessive valve clearance can be a cause of abnor-
mal engine noise and valve mistiming.
• Insufficient valve clearance can cause the piston to
thrust up into the valve up.
HINT:
There are two types of valve clearance, depending on
the construction and materials of the engine. One type
increases as the engine heats up while the other type
decreases as the engine heats up.
(1/1)
- 116
-
Adjustment of Valve Clearance
1 2-(1) 1. Type requiring replacement of the
valve lifter when adjusting valve
Adjusting shim
Valve lifter
clearance
Valve lifter
With this type, valve clearance is
adjusted by replacing the valve lifter.
2. Type requiring replacement of
shim when adjusting valve clear-
ance
2-(2) 2-(3)
With this type, valve clearance is
Adjusting shim
Rocker arm
adjusted by replacing the adjusting
Valve lifter shim.
Within this type, there are several
Adjusting shim kinds:
(1) Shim is on the inside.
(Remove the camshaft and replace
the shim.)
(2) Shim is on the outside.
(Replace the shim using SST.)
(3) Shim is under rocker arm.
(Replace the shim using SST.)
HINT:
As sizes of valve lifter and shim vary
according to the engine, please
select the appropriate one.
(1/2)
3. Type requiring adjustment of the

Rocker arm
adjusting screw when adjusting
Adjusting screw valve clearance
This type is for engines using a
rocker arm. Adjust the valve clear-
ance by turning the adjusting screw,
which is mounted in the rocker arm.
(2/2)
Valve lifter
- 117
-
Scissors Gear Mechanism (Sub-gear
Mechanism)
Driven gear Drive gear
Sub gear There is a scissors gear (sub-gear) on
Sub gear
the driven gear of the camshaft for the
Driven gear compact DOHC which serves to reduce
gear noise associated with changes in
torque.
The sub-gear is pushed toward the rota-
tional direction by the spring at all times
and the scissors gear reduces the back-
lash of the gear by meshing with the
Drive gear drive gear, in order to prevent the noise.
Backlash
Backlash is the gap between the gear
Drive gear
contact surfaces and due to this toler-
ance in the design and assembly, wear
and seizure are prevented.
(1/1)
Driven gear
Scissors spring
Sub gear
Balance Shaft
va,vb : Crankshaft rotational speed Balance shafts are included in large dis-
Va,Vb : Piston movable speed
La,Lb : Piston movable distance placement in-line engines to reduce
va = vb engine vibration.
Va < Vb
La < Lb The balance shaft is equipped with a
counter weight, and revolves at two
Inertial forces
times the speed of the crankshaft. The
vibration of the balance shaft serves to
Lb Vb cancel out the vibration of the crankshaft
by causing vibrations in the opposite
direction.
La Va
The rotational speed of the crankshaft
below (va) center line (O) and above
(vb) center line (O) are the same.
vb However, with the center line (O) as a
O Balance
shaft
base, the distance the piston travels for
va
(Lb) and (La) is different. Since both (Lb)
Counterweight
and (La) use the same amount of time
A B for one full trip, the travel speeds (Vb)
and (Va) are different.
Since the piston travel speed is different
above the center line (O) and below the
center line (O), a gap in inertia occurs,
thus causing engine vibrations.
With the in-line four cylinder engine,
when cyl-inders 2 and 3 are at BDC and
cylinders 1 and 4 are at TDC, there is a
180° difference in position causing vibra-
tory movement two times when the
crankshaft revolves.
(1/1)
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-
Timing Chain Auto-tensioner
Chain auto-tensioner (1NZ-FE engine) The timing chain auto-tensioner uses a spring and engine
oil pressure to maintain proper tension at all times. It also
suppresses noise from the timing chain.
Using an internal ratchet device, the tensioner applies
tension with a spring when there is no oil pressure at such
times as engine starting.
(1/1)
Chain damper
Plunger
Spring
Check ball
Engine
oil
Timing chain
auto-tensioner
Chain
Chain slipper
Spring Cam
Timing Belt Auto-tensioner

Timing belt auto-tensioner (2JZ-GE engine)
The timing belt auto-tensioner uses a spring force and
sealed silicone oil pressure to maintain proper belt ten-
sion at all times.
(1/1)
Timing belt Piston rod
Idler pulley
Spring
Check ball
Timing belt auto-tensioner Spring
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-
Lubrication System Description
The lubrication system supplies engine
oil to each engine part, creating a film of
Camshaft timing oil control valve engine oil, which reduces the effects of
friction and wear by allowing engine
parts to slide smoothly and perform opti-
mally.
There are many rotating and sliding
parts in an engine. As the engine oper-
Main oil gallery ates at high engine speed, if these parts
were not lubricated, a great amount of
Oil return hole friction would occur, resulting in wear
and seizure. To keep the engine rotating
smoothly, the friction on each part needs
to be minimized.
(1/2)
Oil pressure switch
Oil filter
Oil strainer
Oil pump
Oil flow circuit for 1NZ-FE engine
Main oil gallery

Crankshaft Oil jet Chain Cylinder head
journal tensioner
Oil filter
Timing Camshaft timing Intake Exhaust
Connecting
chain oil control camshaft camshaft
rod
valve filter journal journal
Oil cooler
Oil jet
Camshaft timing
oil control valve
Piston
Oil pump
VVT-i
controller
Oil strainer
Oil pan
The oil cooler, outlined with a dotted line, basically is not used on the 1NZ-FE engine.
Here is listed to understand the position of the oil cooler in the oil flow.
- 120
-
Oil Pump
The oil pump draws the engine oil from
the oil pan and pumps it to each part of
Drive roter
the engine.
The driven rotor rotates along with the
drive rotor, however because the driven
Driven roter
rotor is eccentricity, the spacing between
both rotors changes with rotation. This
change of spacing is used to draw and
pump the oil.
There is a relief valve built into the oil
pump, which releases at the specified
pressure controlling the maximum oil
pressure.
Relief valve
SERVICE HINT:
When the relief valve sticks, the oil
pressure will fail to rise or rise abnor-
mally causing lubricated parts to sei-
zure or oil leaks to occur.
Also, when the sliding parts inside
the pump wear out, or the gasket or
O-ring is damaged, this causes the
oil pressure to drop.
(1/1)
Oil Filter
All of the oil pumped up by the oil pump passes through
the oil filter where metallic particles from wear and carbon
sludge are filtered out.
The oil pushes open the check valve and enters the outer
Check valve
circumference of the element, where is filtered, and then
is discharged from the center of the element.
The check valve at the opening of the oil filter is designed
to prevent contaminants, which have collected in the
outer circumference of the element, from flowing back
into the engine when the engine stops.
If the filter element becomes clogged, the pressure differ-
ence occurs between the outer and inner circumference
of the element and increases. When the pressure differ-
ence becomes the prescribed amount, the relief valve
Element opens so that the oil does not pass through the element
and is sent to the lubrication part.
Relief valve This prevents insufficient lubrication from occurring when
the element is clogged. However the oil filter is required
Oil flow (in) to be replaced periodically because the dirt oil is sent.
(1/1)
Oil flow (out)
Oil flow if the relief valve open
- 121
-
Oil Pressure Warning Lamp
Oil pressure warning lamp The oil pressure warning lamp warns the driver when it
detects abnormally low engine oil pressure.
Warning lamp
The oil pressure switch is mounted in the oil pan or the
cylinder block and detects the pressure in the main oil
gallery.
Oil pressure switch 1. When the oil pressure is low
[19.6 ± 4.9 kPa (0.2 ± 0.05 kgf/cm2) or lower]
When the engine is stopped or the pressure is lower
than the specified amount, the point inside the oil
Oil pressure pressure switch closes and the oil pressure warning
(Normal) lamp turns on.
2. When the oil pressure is high
Low engine oil level warning lamp
[19.6 ± 4.9 kPa (0.2 ± 0.05 kgf/cm2) or higher]
When the engine is started and the oil pressure sur-
ECU passes the specified amount, the oil pressure pushes
the diaphragm inside the oil pressure switch.
Warning lamp
As a result, the point opens and the oil pressure warn-
ing lamp turns off.
Oil level
(Normal)
Oil HINT:
Oil temp. switch
Oil pan Normal oil pressure is between 0.5 and 5 kgf/cm2 . If
Oil level sensor
the oil pressure goes below 0.2 kgf/ cm2 , the oil pres-
sure warning lamp will turn on.
If this lamp turns on, it means that there is some kind
of abnormality in the lubrication system. Furthermore,
just because the lamp is off, it is no guarantee that
the engine has correct oil pressure at high engine
speed. For that reason, some engines use an oil
pressure gauge to display the oil pressure.
REFERENCE:
The low engine oil level warning lamp turns on when
the amount of oil is extremely low.
(1/1)
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-
Oil Cooler
It is best if the temperature of the engine oil does not rise
above 100°C. If the temperature rises above 125°C how-
ever, engine oil lubrication properties will deteriorate sud-
denly.
Water bypass hose
Therefore, to maintain lubrication properties, some
engines are equipped with an oil cooler.
Oil cooler Normally, all of the oil flows into the oil cooler and then
flows to each engine part after it is cooled.
Oil filter At lower temperatures, oil has a higher viscosity and
tends to create a higher oil pressure. When the pressure
difference between the inlet side and the outlet side of the
oil cooler rises above the specified value, the relief valve
opens and the oil flowing from the oil pump bypasses the
Engine coolant oil cooler and flows on to the other parts of the engine,
thus preventing damage from occurring.
Oil cooler (1/1)
Oil filter
from Oil pump
to Main
oil gallery
Relief valve
Oil Consumption
Even when the engine is not leaking oil
on the outside, some engine oil is con-
sumed as it enters the combustion
chamber and is burned up.
The routes by which oil is lost, are listed
below.
1 The gap between the cylinder and
the piston
2 The gap between the valve guide
bushing and valve stem
3 Loss due to oil contained in blow-by
gas
(1/1)
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-
Cooling System Description
1. Cooling system
to Radiator When the engine heats up, the cooling system trans-
from Heater core fers that heat to the surrounding air lowering the tem-
perature of the engine. Conversely, when the engine
is cold, the cooling system makes it easier for the
engine to warm up.
In this way, the cooling system serves to maintain an
to Heater core appropriate engine temperature. There are air-cooled
to Throttle body
and water-cooled types, however the water-cooled
type cooling system is mainly used for automobile
engines.
from Radiator
(1) Water-cooled type cooling system
In the water-cooled type cooling system, coolant is cir-
Bypass passage Cylinder head culated to the water jacket, absorbing the heat gener-
ated by the engine and thus maintaining an
appropriate engine temperature.
The absorbed heat is released through the radiator
Water pump
and the cooled coolant is recirculated to cool the
Heater core engine. Also the heat of the coolant can be used by
the heater.
The two types of cooling systems, differentiated by the
Thermostat position of the thermostat are listed below:
Cylinder block
Throttle body <1> Thermostat in water pump inlet side
Radiator
<2> Thermostat in water pump outlet side
Cooling system can also differ in whether or not a

bypass valve that controls the bypass circuit is
present. In recent years, almost all engine cooling
systems are equipped with a thermostat that has a
bypass valve.
(1/1)
- 124
-
Flow of Engine Coolant
1. Thermostat in water inlet type (With bypass valve)
This type features a thermostat mounted in the water
pump inlet. The thermostat is equipped with a bypass
valve and regulates the coolant that passes through
the main route and bypass route by opening and clos-
ing the thermostat according to changes in coolant
temperature.
(1) When the coolant is cold:
When the coolant temperature is low, the thermostat
closes and the bypass valve opens.
The coolant then circulates through the bypass circuit
without passing through the radiator.
This helps the water temperature rise so that the
appropriate engine temperature can be obtained more
quickly.
(2) When the coolant is hot:
When the coolant temperature is high, the thermostat
opens and the bypass valve closes.
All heated coolant flows to the radiator where it is
cooled and passes through the thermostat to return to
the water pump.
In this way the appropriate engine temperature is
maintained
Compared to engines with no bypass valve, when the
coolant temperature is high, it is not circulated to the
bypass valve, so the cooling effect is higher. This also
serves to sensitively operate the thermostat so that
coolant temperature change is lessened, allowing the
engine can run at a stable temperature.
NOTICE:
An engine equipped with a thermostat with bypass valve
should not be run with the thermostat removed. The
bypass circuit is wider in engines with a bypass valve. If
the engine is run while the bypass valve (thermostat) is
removed, more coolant will flow through the bypass cir-
cuit, making it easier for the engine to overheat.
(1/1)
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-
Thermostat
There are two types of thermostats, one
With bypass valve Without bypass valve that includes a bypass valve, and the
other without a bypass valve.
The cylinder in the thermostat is moved
Main valve Jiggle valve by the thermal expansion of the wax in
Main valve the valve
Jiggle cylinder. This causes the main valve
to open, regulating the amount of cool-
ant flowing to the radiator, so that it is
maintained at a proper temperature.
The bypass valve operates along with
the main valve. (When the main valve
opens, the bypass valve closes.)
Cylinder
Wax
After
engine thecannot
coolant
beisreleased
drained,easily
air from
andthe
Cylinder Wax
Bypass valve the coolant cannot enter easily because
the thermostat is closed when refilling.
Therefore, air is released from the jiggle
valve, simplifying the coolant refilling
process.
When the engine is running, the jiggle
valve is kept closed by the water pres-
sure from the water pump.
(1/1)
Water Pump
The water pump is driven by a V-belt (V-ribbed belt) and
V-ribbed belt Bearing Mechanical seal circulates coolant through the cooling system and the
Cylinder heater. The rotor and water pump body use a mechanical
block seal to prevent coolant leakage. If this seal is defective
and coolant leaks out, coolant leakage or stem is dis-
charged through a drain hole in the pump body so that
coolant does not leak onto the bearing.
Therefore, when there is coolant leaking or leakage
traces from the drain hole, it is likely that a defective
Swirl
mechanical seal or bearing is the cause.
chamber
HINT:
• Ordinarily, the water pump cannot be repaired by dis-
assembling it and requires a full assembly replace-
ment. There are some models, however, where the
pump can be disassembled and repaired.
Rotor • There are water pumps that are driven by the
teethed side of the V-ribbed belt or water pumps that
are driven by the backside of the belt.
(1/1)
Water pump pully Water drain hole
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-
Electric Motor-driven Cooling Fan
Cooling fan 1. Outline
It is necessary for a large volume of air to pass
through the radiator for it to release the heat.
Ordinary driving provides an adequate air flow for
cooling, however when the vehicle is stopped or is
driving at low speeds the volume of air becomes inad-
equate. Therefore the engine is equipped with a cool-
ing fan to force airflow to the radiator.
The electric fan system senses the coolant tempera-
Water temperature ture, and supplies an adequate amount of air only
switch
when the temperature is high. At normal temperature,
Fan motor
the fan is stopped, which allows the engine to warm
up and decreases fuel consumption and noise.
Electric fan rotation speed can be switched between
three stages or to stageless so that cooling perfor-
mance can be adjusted to synchronize with the cool-
ant temperature and AC operation.
(1/2)
2. Operation
Fan relay
Ignition switch (1) Low coolant temperature:
The coolant temperature switch goes on and the fan
relay is grounded. The magnetic force of the relay coil
keeps the points off, stopping electrical current from
reaching the fan motor.
(2) High coolant temperature:
Coolant The coolant switch goes off and the fan relay circuit is
temp.switch
interrupted. Then, the points go on, supplying current
Coolant temperature to the fan motor and causing the fan to revolve at high
Low High speed.

HINT:
Recently, there are some models where the on/off
points operation of the coolant temperature switch and
the fan relay are reversed.
CAUTION:
Always be sure that the ignition switch is turned off when
working near the engine cooling fan or radiator grille.
The electrical cooling fan is temperature controlled, so if
the ignition switch is turned on, there is the danger of the
fan automatically starting to operate when the coolant
temperature rises.
(2/2)
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-
Temperature-controlled Fluid Coupling
1. Overview
The V-belt driven cooling fan increases in fan speed in
proportion to the increase in engine speed.
For this reason, the fan speed of the cooling fan with
the temperature control fluid coupling control the fan
speed by sensing the temperature of the air flowing
through the radiator.
The temperature control fluid coupling contains a fluid
Pulley clutch with silicone oil. The transfer of revolution to the
Fluid coupling fan via the V-belt is controlled by the adjustment of the
amount of oil in the operating chamber.
Cooling fan
When the temperature is low, the rate of fan revolution
is decreased helping with engine warm-up and pre-
venting noise. When engine temperature is high, the
Air hot Air warm Air cold
fan revolution rate is increased to supply an adequate
Bimetal volume of air to the radiator, thereby increasing the
spring cooling effect.
Bimetal
plate (1/2)
Silicone oil
Front operating
chamber
Rear operating
chamber
2. Operation
Without coupling a1 Air Temperature (HOT) during low speed driving
The fluid coupling shaft revolution is transferred to the fan
a2 Air hot as is.
Fan speed
b a2 Air temperature (HOT) during high speed driving

Fan revolution resistance increases and the fluid coupling
a1 c
Air cold slips to make the fan revolve at a rate slightly slower than
the fluid coupling shaft.
0
Fluid coupling shaft speed b Air temperature(WARM) during high speed driving
The bimetal plate switches the oil route and decreases
a1 b the operation oil amount. This increases slippage of the
operating chamber, resulting in an even further
decreased rate of revolution.
c Air temperature (COLD) during high speed driving
The oil route is switched and operation oil level further
a2 c decreases. At this time slippage is greatest and the fan
revolution rate is the least.
(2/2)
- 128
-
Electronically Controlled Hydraulic Cool-
ing Fan System
The electronically controlled hydraulic
cooling fan system uses a hydraulic
Solenoid
valve ECU motor to turn the fan. The computer
adjusts the amount of oil flowing to the
Hydraulic Hydraulic hydraulic motor, so the fan revolves
motor pump without stages and the fan speed can
always be adjusted to achieve the most
Oil cooler
Reservoir
appropriate air volume.
Water temp. sensor signal , Compared to the electric fan, the motor
Air conditioner signal ,
is smaller and lighter in weight, and has
Cooling fan
the ability to supply a greater air volume.
Radiator However, the oil pump and the control
system are more complicated.
(1/1)
Inspection Compression Pressure

1. Check compression pressure
Allow the engine to warm up and stop.
Remove all spark plugs and crank the engine with the
throttle valve fully opened in order to measure the
compression pressure of all cylinders.
HINT:
• Disconnect connectors of all injectors so that fuel can-
not be injected.
• Remove the igniter or disconnect connectors of the
igniter so that a spark is not generated.
• The fully charged battery should be used to obtain an
engine speed of over 250 rpm.
NOTICE:
This inspection must be performed in as short a time as
possible.
Example: 1NZ-FE engine (NZE12#)
Compression pressure: 1,471 kPa ( 15.0 kgf/cm2)
Minimum pressure: 1,079 kPa ( 11.0 kgf/cm2)
Difference between each cylinder: 98 kPa ( 1.0 kgf/
cm2) or less
SERVICE HINT:
If the compression pressure is low, pour a small amount
of engine oil in the spark plug hole. Measure the com-
pression pressure again.
• When the compression pressure rises: A piston ring or
cylinder bore may be worn or damaged.
• When the compression pressure stays low: A valve
may be sticking, a valve seat may be improper, or
there may be leakage from the gasket.
(1/1)
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-
Question- 1
The following statements pertain to the parts of the gasoline engine.
From the following word group, select the word that corresponds to each of the following statements.
c
d a
e
b
g
f
1. This bottom is indented and forms the combustion 2. This receives the combustion pressure with the pis-
chamber with the piston. ton.
3. This converts the reciprocating motion of the pistons 4. This transfers the force that the piston is received to
into revolving motion. the crankshaft.
a) Connecting rod b) Valve mechanism c) Bearing d) Cylinder head e) Piton ring f) Crankshaft
g) Cylinder block
Answer: 1. 2. 3. 4.
Question- 2
The following statements pertain to three essential elements of gasoline engine. Mark each of the following state-
ments True or False.

Three essential elements of gasoline engine are "good air-fuel mix- True False
1
ture," "good compression," and "good preheating system".
The compression ratio can be calculated in the formula: (Volume of

2 combustion chamber + Volume of cylinder) / Volume of combustion True False
chamber.
When the air-fuel ratio is 14.7, it means that the air-fuel volume is
3 True False
14.7 against 1 of the gasoline volume.
To burn the compressed air-fuel mixture efficiently, it requires good

4
True False
sparks.
- 130
-
Question- 3
The following statements pertain to the plastic region bolt. Mark each of the following statements True or False.

A stable bolt tension can be obtained by the plastic region tightening True False
1
method.
All bolts used in the vehicle are tightened by the plastic region tight-
2
True False
ening method.
Normally, the bolt tightened to the specified torque is tightened in True False
3
the elastic region.
The plastic region tightening method is used for assembly of parts

4
True False
such as cylinder head or bearing cap.
Question- 4
The following statements pertain to the piston. Mark each of the following statements True or False.

The piston is oval, which the diameter of the major axis and minor
1 axis is different, in consideration of the heat expansion at high tem- True False
perature.
The diameter of the piston head is tapered smaller than that of the
2 piston skirt in consideration of the heat expansion at high tempera- True False
ture.
Piston slap is the noise that occurs by the clearance between the True False
3
connecting rod and the crankshaft.
When the piston is damaged, replace the piston or rebore the cylin-
4
True False
der block or cylinder liner and use the oversize piston.
Question- 5
The following statements pertain to the piston ring. Mark each of the following statements True or False.
1 The piston ring normally consists of three compression rings. True False
An extra oil on the cylinder is removed and the minimum oil film is
2 True False
created.
The compression ring keeps the airtight of the combustion chamber True False
3
and discharge the piston heat to the cylinder.
When the ring flutter phenomenon is hard, it causes the engine sei-
4
True False
zure.
- 131
-
Question- 6
The following statements pertain to the valve mechanism. Mark each of the following statements True or False.

The rotation speed of the intake or exhaust camshaft is same as True False
1
that of the crankshaft.
The intake valve opens before TDC (Top Dead Center) and closes
2 after BDC (Bottom Dead Center), while the exhaust valve opens True False
before BDC and opens after TDC.
The valve overlap is the period that the intake and exhaust valves True False
3
open simultaneously.
If there is a malfunction in the valve clearance, generally replace the

4
True False
cam to ensure the normal clearance.
Question- 7
The following statements pertain to the lubrication system. Mark each of the following statements True or False.

If the relief valve of the oil pump sticks with opened, it causes the True False
1
seizure in the lubrication portion.
The relief valve of the oil filter is released so that the oil is circulated
2 even if the filter portion of the oil filter is clogged. True False
Therefore, the oil filter does not require the replacement.
The oil pressure warning lamp is turned on when the oil pressure is True False
3
abnormally high or low.
4 If there is no engine oil leakage, the oil volume never decrease. True False
- 132
-
Question- 8
The following illustration shows the oil flow. From the following word group, select the word that corresponds to the
numbers in the illustration.
Main oil gallery

Crankshaft Oil jet Chain 4
journal tensioner
1
Connecting Timing Camshaft timing Intake Exhaust
rod chain oil control camshaft camshaft
valve filter journal journal
Oil cooler Oil jet
Camshaft timing
oil control valve
3
Oil pump
VVT-i
controller
2
Oil pan
a) Cylinder head b) Oil filter c) Piston d) Oil strainer
Answer: 1. 2. 3. 4.
Question- 9
The following statements pertain to the cooling system. Mark each of the following statements True or False.

The radiator with electric motor-driven cooling fan is cooled by the
1 True False
cooling fan at all times.
If there is a trace that the coolant leaks out from the drain hole, it is
2
True False
likely that a defective mechanical seal or bearing is the cause.
When repairing the water pump, normally replace the assembly True False
3
except some models.
Heat expansion of the spring in the thermostat opens and closes the
4
True False
thermostat.
- 133
-
Ignition System Description
The three essential elements of a gasoline engine are:
good air-fuel mixture, good compression, and good spark.
The ignition system generates a powerful spark through
proper ignition timing in order to ignite the air-fuel mixture.
1. Powerful sparks
In the ignition system, sparks are generated between
the electrodes of the spark plugs to burn the air-fuel
mixture. Because even air has electrical resistance,
when it is compressed highly, tens of thousands of
volts must be generated to ensure the generation of
powerful sparks that can ignite the air-fuel mixture.
2. Proper ignition timing
The ignition system must provide proper ignition tim-
ing at all times to accommodate the changes in engine
speed and load.
3. Sufficient durability
The ignition system must be able to provide sufficient
reliability to withstand the vibrations and heat that are
generated by the engine.
(1/2)
The ignition system uses the high volt-

age that is generated by the ignition coil
Ignition switch
to produce sparks, which ignite the air-
fuel mixture that has been compressed.
The air-fuel mixture is compressed and
burns in the cylinder. This combustion
Igniter
generates the motive force of the
Primary coil Ignition coil engine.
ECU (with igniter)
Through self-induction and mutual
induction, the coil generates the high
Secondary coil
voltage that is necessary for ignition.
The primary coil generates several hun-
dred volts and the secondary coil gener-
ates tens of thousands of volts.
(2/2)
Spark plug
Sensors
: Primary circuit
: Secondary circuit
- 134
-
Changes in Ignition Systems
The types of ignition systems are as fol-
High-tension cord
lows:
High-tension cord
1. Breaker points type
This type of ignition system has the
Ignition switch most basic construction.
ST Distributor With this type, the primary current
IG and ignition timing are mechanically
Governor
advancer
controlled.
The primary current of the ignition
Ignition Spark
plug
coil is controlled to flow intermittently
coil Capasitor
through the breaker points.
The governor advancer and the vac-
Cam Breaker uum advancer control the ignition
points
timing.
Resistor Vacuum advancer The distributor distributes the high
voltage that is generated by the sec-
ondary coil to the spark plugs.
HINT:
In this type, the breaker points must
be regularly adjusted or replaced.
An external resistor is used for

reducing the number of windings of
the primary coil, improving the rise of
the primary current, and minimizing
the reduction in the secondary volt-
age at high speeds.
Reducing the number of windings of
the primary coil reduces resistance,
increases the primary current, and
increases the generation of heat. For
this reason, an external resistor is
provided to prevent the primary cur-
rent from increasing excessively.
(1/4)
2. Transistorized type
High-tension cord In this type, the transistor controls
High-tension cord
the primary current so that it flows
intermittently in accordance with the
electric signals that are generated by
the signal generator.
Ignition switch
Distributor Timing advance is controlled
mechanically in the same way as in
Governor
advancer Igniter Transistor the breaker points type system.
(2/4)
Spark
Ignition plug
coil
Signal
generator
Vacuum advancer
- 135
-
3. Transistorized type with ESA
(Electronic Spark Advance)
High-tension cord
The use of the mechanical vacuum
High-tension cord
advancer and the governor advancer
has been discontinued in this type.
Instead, the ESA function of the
Ignition switch
Distributor
engine ECU controls the ignition tim-
ing.
Igniter
(3/4)
Transistor
Spark
Ignition ECU plug
coil
Sensors
4. DIS (Direct Ignition System)

Type1 Type2
Sensors Sensors Instead of a distributor, this type
employs multiple ignition coils to sup-
ECU ECU ply high voltage directly to the spark
IGT1 IGT2 IGT3 IGT 4
plugs. The ignition timing is con-
IGT1 IGT2
trolled by the ESA function of the
Igniter
engine ECU. This system is predomi-
Igniter
nant in recent gasoline engines.
Ignition
coil HINT:
Ignition coil High-tension
code
Type 2 ignites two cylinders simulta-
(with igniter)
neously.
One spark occurs in the compression
stroke and the other in the exhaust
Spark Spark stroke.
plug
plug (4/4)
Ignition coil
- 136
-
Necessity of Ignition Timing Control
In a gasoline engine, the air-fuel mixture is ignited to
TDC
cause combustion, and the force that is generated by the
ATDC10 explosion causes the piston to push downward.
Ignition
timing
The thermal energy can be most efficiently converted into
a motive force when the maximum combustion force is
generated at a crankshaft position of 10° ATDC (After Top
Dead Center).
An engine does not produce the maximum combustion
force simultaneously with ignition; instead, it generates
the maximum combustion force slightly after ignition has
occurred.
Therefore, ignition takes place in advance so that the
maximum combustion force is generated at 10° ATDC.
The ignition timing that enables the engine to generate
the maximum combustion force at 10° ATDC changes
every moment, depending on the operating conditions of
the engine.
Therefore, the ignition system must be able to ignite the
air-fuel mixture at a timing that enables the engine to gen-
erate an explosive force in the most efficient manner in
Rotational direction accordance with the operating conditions.
of crankshaft
ATDC10
1. Ignition delay period
C Combustion of the air-fuel mixture does not occur
TDC instantly after ignition. Instead, a small area (flame
nucleus) in the immediate vicinity of the spark starts to
burn, and this process eventually expands to the sur-
MPa
rounding area.
The period from the time when the air-fuel mixture is
ignited until it is burned is called the ignition delay
B period (between A and B in the diagram).
A
The ignition delay period is practically constant, and is
not affected by the changes in the conditions of the
BTDC ATDC engine.
- 137
-
2. Flame propagation period
ATDC10
C After the flame nucleus is formed, the flame gradually
TDC expands outward. The speed at which the flame
expands is called the flame propagation speed, and its
D period is called the flame propagation period (B~C~D
MPa
in the diagram).
When there is a large amount of the intake air, the air-
fuel mixture becomes denser. For this reason, the dis-
B tance between the particles in the air-fuel mixture
A
decreases, thus accelerating the flame propagation.
Also, the stronger the swirl of the air-fuel mixture, the
BTDC ATDC
faster the flame propagation speed will be.
When the flame propagation speed is fast, it is neces-
sary to advance the ignition timing. Therefore, it is
necessary to control the ignition timing according to
the engine condition.
(1/3)
• Ignition timing control

The ignition system controls the igni-
tion timing in accordance with the
engine speed and load so that the
maximum combustion force occurs
at 10 °ATDC.
HINT:
In the past, ignition systems used a
governor advancer and vacuum
advancer to control timing advancing
and retarding. However, most ignition
systems today use the ESA system.
- 138
-
1. Engine speed control
(1) BTDC10 t ATDC10 (2) BTDC10 ATDC10 (3) BTDC10 ATDC10
(1) It is considered an engine to output
power most efficiently when the max-
imum combustion force occurs at 10°
ATDC, on which the optimal ignition
timing is set to 10° BTDC (Before
Top Dead Center) at a speed of
1,000 rpm.
1000rpm 2000rpm 2000rpm
(2) It is supposed that the engine speed
is increased to 2,000 rpm. The dura-
tion for the ignition delay is practically
Spark adavance
constant regardless of the engine

Ideal ignition timing speed. Therefore, the crankshaft
ESA rotational angle increases, as com-
Governor advancer pared to when the engine is running
Engine speed High at 1,000 rpm. If the same ignition tim-
ing described in (1) is used at 2,000
t : Duration for ignition delay rpm, the timing at which the engine
1 produces the maximum combustion
Ignition timing
force will be retarded more than 10°
2 Timing that produces the maximum combustion force ATDC.
3 Boundary between the ignition delay period and flame propagation
(3) Therefore, to produce the maximum
speed
combustion force at 10° ATDC while
A Ignition delay period the engine is running at 2,000 rpm,
B Flame propagation period the ignition timing must be advanced
C Timing retard in order to compensate for the crank-
shaft rotational angle that was
D Crankshaft rotational angle retarded in (2). This process for
advancing the ignition timing is called
timing advance, and for retarding the
ignition timing is called timing retard.
- 139
-
2. Engine load control
(1) BTDC20 ATDC10 (2) BTDC20 ATDC10 (3) BTDC20 ATDC10
(1) It is considered when the maximum
combustion force occurs at 10°
ATDC, on which the optimal ignition
timing is set to 20° BTDC when the
engine load is low.
(2) As the engine load increases, the air
Engine load Engine load Engine load
density increases and the flame
Low High High propagation period decreases.
Therefore, if the same ignition timing
described in (1) is used when the
Spark adavance
engine load is high, the timing at

which the engine produces the maxi-
Ideal ignition timing
ESA
mum combustion force will be more
Vacuum advancer advanced than 10° ATDC.
Manifold vacuum High (3) To produce the maximum combus-
Engine load Low
tion force at 10° ATDC when the
1 Ignition timing engine load is high, the ignition tim-
ing must be retarded in order to com-
2 Timing that produces the maximum combustion force pensate for the crankshaft rotational
3 Boundary between the ignition delay period and flame propagation angle that was advanced in (2).
speed Conversely, when the engine load is
A Ignition delay period low, the timing must be advanced.
(When the engine is idling, however,
B Flame propagation period
the amount of timing advance must
C Timing retard be kept small or zero, to prevent
unstable combustion.)
D Crankshaft rotational angle (2/3)
• Knocking control
Optimal ignition timing
Knocking in the engine is caused by spontaneous
Small Large
Knocking combustion that occurs when the air-fuel mixture self-
ignites in the combustion chamber. An engine
Large
Fuel consumption becomes more susceptible to knocking as its ignition

rate
timing is advanced.
Excessive knocking negatively affects the perfor-
Engine power mance of the engine, such as by causing poor fuel
output
economy or reduced power output. On the other hand,
slight knocking has the opposite effect of improving
Small
both fuel economy and power output.

Retard Ignition timing Advance Recent ignition systems effect ignition timing control to
(Engine load and engine speed are constant) retard the timing when a knock sensor detects knock-
ing, and advance the timing when the knocking is no
longer detected. By preventing the engine from knock-
ing in this manner, these systems improve the power
output and fuel economy.
(3/3)
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-
Ignition Coil Description
The ignition coil generates a high voltage that is sufficient
for arcing sparks between the electrodes of a spark plug.
The primary and secondary coils are wound around the
core. The secondary coil is wound approximately 100
times more than the primary coil.
One end of the primary coil is connected to the igniter,
Secondary coil Core Primary coil
and one end of the secondary coil is connected to the
spark plug. The other end of each coil is connected to the
S N battery.
(1/1)
Spark plug ON
Igniter
Operation of Ignition Coil

1. Current flowing to the primary coil
When the engine is running, the current from the bat-
Igniter tery flows via the igniter to the primary coil, in accor-
dance with the ignition timing signal (IGT) that is
output by the engine ECU.
As a result, lines of magnetic force are generated
around the coil, which contains a core in the center.
(1/2)
IGT
Secondary coil
ECU
Primary coil
Core
S N
ON
Spark
plug
Igniter
Ignition coil (with igniter)
- 141
-
2. Current stopped to the primary coil
As the engine continues to run, the igniter rapidly
stops the current to the primary coil, in accordance
Igniter
ECU.
As a result, the magnetic flux of the primary coil starts
to decrease.
IGT
Thus, an EMF (Electromotive Force) is generated in a

direction that impedes the loss of the existing mag-
Secondary coil
ECU and the mutual induction of the secondary coil.
Primary coil
V of EMF in the primary coil, and the accompanying

Core
ates a high EMF voltage of approximately 30 kV.
S N This induces the spark plug to produce a spark.
The more abruptly the primary current stops and the
greater the primary current, the higher the corre-
OFF
sponding secondary voltage will be.
Spark (2/2)
plug
Igniter
Ignition coil (with igniter)
- 142
-
Igniter Operation
Outline
Low Engine speed High The igniter carries out the precise inter-
ON 5V
IGT signal ruption of the primary current that flows
OFF 0V
to the ignition coil in accordance with the
Constant current
ignition signal (IGT) that is output by the
control engine ECU.
Prescribed value
Dwell angle
IGT signal
Ignition coil control
with igniter When the IGT signal turns from off to on,
Primary current
the igniter starts the flow of the primary
current.
• Constant current control
When the primary current reaches a
Spark plug specified value, the igniter limits the
Primary voltage maximum amperage by regulating
the current.
Ignition • Dwell angle control
To ensure the proper duration of the
primary current, which decreases as
the engine speed rises, this control
regulates the length of time (dwell
angle) during which current flows.
(On some of the recent models, this
control is effected through the IGT
signal.)
When the IGT signal turns from on to off,
the igniter shuts off the primary current.
At the instant the primary current is shut
off, hundreds of volts are generated in
the primary coil and tens of thousands of
volts are generated in the secondary
coil, which cause the spark plug to
spark.
(1/2)
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-
IGF signal
The igniter carries out the precise inter-
ECU Igniter ruption of the primary current in the igni-
IGT
tion coil in accordance with the IGT
Constant voltage
circuit Driver signal of the engine ECU. Then, the
igniter transmits an ignition confirmation
G IGF signal signal (IGF) to the engine ECU in accor-
generation
Micro processor
NE
circuit dance with the amperage of the primary
IGF current.
The IGF is output when the primary cur-
rent that flows from the igniter reaches
the prescribed value IF1.
When the primary current exceeds the
IGT prescribed value IF2, the system deter-
mines that the required amount of cur-
rent has flowed, and allows the IGF
IF1 signal to return to its original voltage.
(The waveforms of the IGF signal vary
IF2
Primary current
from model to model.)
If the engine ECU does not receive an
IGF
IGF signal, it determines that a failure
has occurred in the ignition system. To
prevent the catalyst from overheating,
the engine ECU stops the fuel injection
and stores the failure in the diagnosis
function.
However, the engine ECU will be unable
to detect a failure in the secondary cur-
rent circuit because the engine ECU
monitors only the primary current circuit
for an IGF signal.
HINT:
On some models, an IGF signal is
determined through the primary volt-
age.
(2/2)
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-
Spark Plug Description
The high voltage generated in the secondary winding of
the ignition coil produces a spark between the center and
ground electrodes of the spark plug in order to ignite the
Terminal air-fuel mixture that is compressed in the cylinder.
(1/1)
Corrugations
Ceramic
insulator
Upper
stem
Casing
Glass seal
Resistor
Gasket
Copper core
Insulator nose
Center electrode
Ground electrode
- 145
-
Ignition Mechanism
The explosion of the air-fuel mixture by a spark from the
spark plug is generally called combustion.
Combustion, however, does not occur in an instant, but
Center electrode proceeds as described below.
Flame
Flame The spark travels through the air-fuel mixture from the
Arc propagation
nucleus
center electrode to the ground electrode. As a result, the
air-fuel mixture is activated along the path of the spark,
reacts chemically (through oxidation), and generates heat
Ground electrode to form a so-called flame nucleus.
The flame nucleus activates the surrounding air-fuel mix-
ture, which further activates the surrounding air-fuel mix-
ture. Thus, the heat of the flame nucleus expands
outward in a process known as flame propagation, to
burn the air-fuel mixture.
If the temperature of the electrodes is too low or the spark
plug gap is too small, the electrodes will absorb the heat
that was generated by the spark. As a result, the flame
nucleus is extinguished, causing a misfire.
This phenomenon is called electrode quenching. If the
quenching effect of the electrodes is great due to the heat
generated by the flame nucleus, the flame nucleus will be
extinguished. The smaller the electrode is, the lesser the
quenching function will be. And the squarer the electrode
is, the easier the discharge will be.
Some spark plugs have a U-shaped groove in the ground
electrode or a V-shaped groove in the center electrode in
order to improve ignitability.
Those spark plugs provide a smaller quenching effect
than the spark plugs without grooved electrodes, which
allows the flame to form a large nucleus. Also, there are
some spark plugs that reduce the quenching effect by
providing thinner electrodes.
(1/1)
- 146
-
Ignition Performance
1 The following factors affect the ignition performance of a
spark plug:
1. Electrode shape and discharge performance
Rounded electrodes make discharging difficult, while
squared-off or pointed electrodes facilitate discharg-
ing. As electrodes are rounded off through long use, it
becomes difficult for the spark plug to discharge
Easy discharge Difficult discharge
sparks. Therefore, the spark plugs must be replaced
regularly. It is easier for a spark plug with thin and
pointed electrodes to discharge sparks. However,
2 those electrodes wear faster and shorten the service
life of the spark plug. For this reason, some spark
plugs have platinum or iridium, which resist wear,
welded to their electrodes. They are usually called
platinum-tipped or iridium-tipped spark plugs.
Discharge voltage
HINT:
Spark plug replacement intervals
Conventional type: Every 10,000 to 60,000 km
Platinum- or iridium-tipped type: Every 100,000 to
240,000 km
The replacement intervals may vary by vehicle model,
Spark plug gap Large
engine specifications, and country of use.
2. Spark plug gap and required voltage
As the spark plug becomes worn and the gap between
its electrodes widens, the engine can misfire.
When the distance between the center electrode and
the ground electrode increases, it is more difficult for
the spark to jump across the electrodes. Thus, a
greater voltage will be required to generate a spark.
For this reason, the gap must be adjusted or the spark
plug must be replaced at regular intervals.
HINT:
• If the required voltage can be provided despite a
wide gap, the spark plug will be able to produce a
strong spark and facilitate ignition. For this reason,
there are many spark plugs on the market with a gap
as wide as 1.1 mm.
• The platinum- and iridium-tipped spark plugs do not
require gap adjustments because they are not sus-
ceptible to wear (they only need to be replaced).
(1/1)
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-
Heat Range
The amount of heat radiated by a spark plug varies by the
shape and the material of the spark plug. The amount of
DENSO radiated heat is called a heat range.
W EXR-U11 A spark plug that radiates more heat is called a cold type,
because the plug itself stays cooler. One that radiates
NGK
BPR EY11
Heat range less heat is called a hot type, because its heat is retained.
Spark plugs are printed (inscribed) with an alphanumeric
code, which describes their structure and characteristics.
Codes differ somewhat depending on the manufacturer.
Usually, the larger the number of the heat range, the cold
plug, because it radiates heat well. The smaller the num-
Pre-ignition temperature
1000 ber, the hot plug, because it does not radiate heat easily.
900
Spark plugs perform best when the minimum center elec-
Hot plug
trode temperature is between the self-cleaning
800
temperature of 450 °C (842 °F) and the pre-ignition
Center electrode
temperature ( C)
700 temperature of 950 °C (1,742 °F).

Cold plug
600 SERVICE HINT:
Self-cleaning
temperature
400 The most appropriate spark plug heat range for a par-
ticular vehicle is determined by the model. Installing a
400
spark plug of a different heat range will upset the self-
300 cleaning and pre-ignition temperatures. To prevent
Engine speed Range for
cold plug these problems, always use the specified type of
Range for
hot plug spark plugs for replacement.
Using a cold spark plug when the engine is operating
under low-speed and low-load conditions will reduce
the electrode temperature and cause the engine to
run poorly. Using a hot spark plug when the engine is
operating under high-speed and heavy-load condi-
tions will excessively increase the electrode tempera-
ture, causing the electrode to melt.
(1/2)
1. Self-cleaning temperature
When a spark plug reaches a certain temperature, it
burns off the carbon that has accumulated in the igni-
tion area during ignition, in order to maintain the
cleanliness of the ignition area of the plug. This tem-
perature is called the self-cleaning temperature. The
self-cleaning effect of the spark plug takes place when
the temperature of the electrodes exceeds 450 °C
(842 °F). If the self-cleaning temperature has not been
reached, meaning the temperature of the electrodes is
Normal Abnormal below 450 °C (842 °F), carbon accumulates in the
ignition area of the spark plug. This can cause the
spark plug to misfire.
Spark plug 2. Pre-ignition temperature
If the spark plug itself becomes a heat source and
ignites the air-fuel mixture without sparking, this is
called the pre-ignition temperature. Pre-ignition takes
place when the temperature of the electrodes is above
950 °C (1,742 °F). If it occurs, the engine output will
drop due to incorrect ignition timing, and the elec-
trodes or pistons may partially melt.
(2/2)
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-
Platinum/Iridium-tipped Plug
Conventional plug Platinum-tipped plug Iridium-tipped plug
On the platinum-tipped and iridium-
tipped spark plugs, the center electrode
and the opposing ground electrode are
covered with a thin platinum or iridium
tip. Therefore, these spark plugs provide
a longer service life than conventional
spark plugs.
Because platinum and iridium resist
wear, the center electrode of these spark
plugs can remain small and offer excel-
lent sparking performance.
1. Platinum-tipped spark plug
On the platinum-tipped spark plug,
Iridium-
tipped platinum is welded onto the tip of the
Platinum-tipped Platinum-
tipped center electrode and the ground
electrode.
The diameter of the center electrode
is smaller than in the conventional
spark plug.
2. Iridium-tipped spark plug
On the iridium-tipped spark plug, irid-
ium (which provides a higher wear
resistance than platinum) is welded
onto the tip of the center electrode,
and platinum is welded onto the
ground electrode.
The diameter of the center electrode
is smaller than in the platinum-tipped
spark plug.
HINT:
Some of these plugs do not have
platinum welded onto their ground
electrodes.
(1/2)
- 149
-
The platinum-tipped and iridium-tipped spark plugs must
be replaced at the specified intervals.
They do not require the plug gap adjustment or cleaning
between replacements if the engine is running properly.
HINT:
Platinum- and iridium-tipped spark plug replacement
intervals:
Every 100,000 to 240,000km
The replacement intervals may vary by vehicle model,
engine specifications, and area of use.
NOTICE:
To prevent the electrodes from being damaged, do not
clean platinum- or iridium-tipped spark plugs.
Cleaning will damage the electrodes and will inhibit
the full ability of the spark plugs.
However, if the electrodes are sooty or excessively
NOTICE HINWEIS dirty, they may be cleaned for a short period of time
(20 seconds maximum) in a spark plug cleaner.
USE IRIDIUM PLUGS DO NOT ADJUST GAP. The gap of these spark plugs does not require adjust-
UTILISEZ DES BOUGIES IRIDIUM.
NE PAS AJUSTER LECARTMENT DES ELECTRIDES. ment except when installing as new.
IRIDIUMKERZE VERWENDEN.
NICHT DEN ELEKTRODENABSTAND JUSTIEREN. The illustration on the left shows the type of caution label
that is affixed in the engine compartment of a vehicle
using platinum- or iridium-tipped spark plugs.
(2/2)
TDI (TOYOTA Direct Ignition System) Description

In the TDI system, the conventional dis-
Conventional type
tributor is no longer used as in the igni-
Ignition coil
tion system. Instead, it provides an
Igniter ignition coil with an independent inte-
grated igniter for each of the cylinders.
ECU
Because this system does not require
Distributor the use of a distributor or high-tension
cords, it can reduce energy loss in the
high-voltage area and improve durability.
At the same time, it minimizes electro-
magnetic interference because contact
DIS type ECU
points are no longer used in the high-
Ignition coil voltage area.
with igniter
The ignition timing control is performed
Camshaft
position through the use of the ESA.
sensor
Spark plug
Crankshaft position
sensor
- 150
-
• ESA (Electronic Spark Advance)
The engine ECU, which receives sig-
nals from various sensors, calculates
Ignition timing (timing advance) the ignition timing and transmits igni-
tion signals to the igniter. The ignition
timing is calculated continuously in
accordance with the conditions of the
engine, based on the optimal ignition
timing values that are stored in the
computer in the form of an ESA map.
Compared to the mechanical ignition
timing control of the conventional
High system, the control method with the
ESA provides higher precision, and
Amount of intake air
Engine speed the freedom to set the ignition timing.
(Engine load) As a result, this system offers
High improved fuel economy and power
ESA map output.
REFERENCE:
The TDI is also known as DIS (Direct
Ignition System) or DLI (Distributor-
Less Ignition).
(1/1)
- 151
-
Components
7. Ignition coil with igniter 8. Engine ECU The direct ignition system consists of the
6. Water temp.
sensor
following components:
9. Spark plug 1. Crankshaft position sensor (NE)
1. Crankshaft position
sensor Detects the crankshaft angle (Engine
speed).
2. Camshaft position sensor (G)
Identifies the cylinder and the stroke
and detects the camshaft timing.
3. Knock sensor (KNK)
Detects the knocking of the engine.
5. Air flow meter 4. Throttle position sensor (VTA)
Detects the opening angle of the
3. Knock sensor
throttle valve.
2. Camshaft position sensor
4. Throttle position sensor

5. Air flow meter (VG/PIM)
Detects the amount of the intake air.
(On some models, this detection is
performed by a manifold pressure
EC
EUCU
sensor)
4. Throttle position sensor
6. Water temperature sensor (THW)
5. Air flow Detects the engine coolant tempera-
meter
ture.
7. Ignition coil 7. Ignition coil with igniter
with igniter
Turns the primary coil current on and
off at the optimal timing.
9. Spark plug
Sends the IGF signal to the engine
ECU.
2. Camshaft position sensor
8. Engine ECU
3. Knock sensor 6. Water temp. sensor
Generates an IGT signal based on
1. Crankshaft position sensor the signals from various sensors and
sends the signal to the ignition coil
with igniter.
9. Spark plug
Generates electric sparks to ignite
the air-fuel mixture.
(1/2)
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-
1. Ignition coil united with igniter
This ignition device consists of an igniter and an igni-
tion coil that is integrated into a single unit.
Igniter
In the past, high-voltage current was sent to the cylin-
ders via high-tension cords. Now, an ignition coil can
be connected directly to the spark plug of each cylin-
der through the use of the ignition coil united with
igniter.
The distance that the high voltage flows will be short
Primary coil by directly connecting the ignition coil and spark plug,
Secondary coil causing the voltage-loss and electromagnetic interfer-
ence to be decreased. Thus, the reliability of the igni-
Core
tion system is improved.
(2/2)
Plug cap
Operation
+B
Crankshaft Here is an operation example based on
position sensor IGT1
the DIS of the 1NZ-FE engine, which
uses the ignition coil united with igniter.
Camshaft Spark plug #1
position sensor 1. The engine ECU receives signals
IGT2 from various sensors and calculates
Knock sensor
the optimal ignition timing.
ECU advance control).

IGT3
position sensor 2. The engine ECU sends the IGT sig-
nals to the ignition coil united with
Spark plug #3
igniters. The IGT signals are sent to
IGT4
each igniter according to the ignition
order (1-3-4-2).
IGF Spark plug #4
sensor 3. The ignition coil, to which the primary
current has been shut off rapidly,
generates a high-voltage current.
4. The IGF signal is sent to the engine
ECU when the primary current
exceeds a prescribed value.
5. High-voltage current, which is the
generated in the secondary coil,
flows to the spark plugs, causing
ignition.
(1/1)
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-
Reference Operation Principle of the Transistor-
ized Type
1. The signal generator generates an
ignition signal.
Ignition coil
nal and causes the primary current to

flow intermittently.
3. The ignition coil, to which the primary
current has been shut off abruptly,
Igniter
generates a high-voltage current.
Distributor 4. The distributor distributes the high-
voltage current generated by the sec-
Spark plug 5. The spark plugs receive the high-
Signal generator
mixture.
The timing advance is controlled through

the use of the governor advancer or vac-
uum advancer.
• Governor advancer
Governor weight The governor advancer controls the
timing advance in accordance with
Driving plate
the engine speed.
Ordinarily, the position of the gover-
Governor plate
nor weights is determined by their
Governor spring springs.
Distributor shaft As the speed of the distributor shaft
Signal rotor increases with the speed of the
engine, the centrifugal force over-
comes the force of the springs, allow-
ing the governor weights to expand
outward.
As a result, the position of the signal
rotor advances only to a specified
angle, which causes the ignition tim-
ing to advance.
Braker plate Signal generator • Vacuum advancer

The vacuum advancer controls the
Diaphragm
timing advance in accordance with
the engine load.
The diaphragm is connected to the
breaker plate via the rod or carbure-
tor.
Advance rod The diaphragm chamber connects
Diaphragm spring the advance port of the intake mani-
Advance angle fold.
When the throttle valve opens
slightly, the vacuum from the
advance port pulls on the diaphragm
in order to rotate the breaker plate.
As a result, the signal generator
moves and advances the ignition tim-
ing.
(1/1)
- 154
-
Operation Principle of the Transistor-
ized Type with ESA
Ignition coil
from various sensors, calculates the
optimal ignition timing, and sends an
ignition signal to the igniter. (The
engine ECU controls the timing
IGT advance.)
Igniter
IGF
2. The igniter receives the ignition sig-
Distributor nal and causes the primary current to
ECU 3. The ignition coil, to which the primary

current has been shut off abruptly,
Spark plug generates a high-voltage current.
4. The distributor distributes the high-
Sensor
voltage current generated by the sec-
5. The spark plugs receive the high-
voltage current and ignite the air-fuel
mixture.
(1/1)
Inspection Inspection
1. Check initial timing
DLC3 DLC1
TE1 (1) Allow the engine to warm up and short the terminals
TC
TE1 and E1 on DLC1, or TC and CG on DLC3.
16 15 14 13 12 11 10 9 (2) Connect the pick-up of the timing light to the power
source line of the ignition coil.
8 7 6 5 4 3 2 1
(3) Inspect the ignition timing with throttle valve fully
CG E1 closed.
HINT:
• The initial timing is set by shortening TE1 and E1 on
DLC1, or TC and CG on DLC3.
• There are two types of pick-up for the timing light:
Detection of the primary current ON/OFF or detec-
tion of the secondary voltage.
• Since the ignition timing is advanced when the throt-
tle valve is opened, the throttle valve should be
inspected while fully closed.
Incorrect initial timing may cause decreases in output,
worsened fuel consumption or knocking.
(1/3)
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-
2. Check spark plug
A spark will not be generated when there are cracks, a
dirty electrode, wear or too large of a gap. When the
plug gap is too small, quenching is possible. In this
case, the fuel does not ignite even if a spark is gener-
ated.
HINT:
If a spark plug of an improper heat range is used, it
may cause the spark plug to accumulate carbon on
the electrode or to melt.
Normal Carbon fouling
(2/3)
Oil fouling Overheating
3. Spark test
Ignition switch
(1) Disconnect all injector connecters so that fuel cannot
be injected.
START
(2) Remove the ignition coil (with igniter) and spark plug.
(3) Re-install the spark plug in the ignition coil.
(4) Connect the connectors with it, and ground the spark
plug. Check that the spark plug generates a spark
when cranking at this condition. This test determines
which cylinder does not have a spark.
NOTICE:
Do not crank for the spark test over 5 - 10 seconds.
(3/3)
Engine
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-
Question- 1
Mark each of statements True or False.

In the ignition system, high voltage which is necessary for ignition is True False
1
generated by use of the coil self-induction and mutual induction.
For DIS (Direct Ignition System), the engine ECU sends the ignition
2 signal (IGT) to the igniters of each cylinder in accordance with the True False
ignition order.
It is difficult for the knocking to be generated as the ignition timing is True False
3
advanced.
Platinum-tipped and iridium-tipped plugs are not required to adjust

4
True False
the gap or clean the electrode when the engine runs smoothly.
Question- 2
The following statements pertain to the components of the ignition system. From the following word group, select
the words that corresponds to each statement.
1. It generates high voltage that is necessary for igni- 2. It cuts the primary current off depending on the igni-
tion. tion signal (IGT) from the engine ECU.
3. It generates the electric spark to ignite the air-fuel 4. It sends the ignition signal (IGT) to the igniter based
mixture. on signals from sensors.
a) Igniter b) Distributor c) High-tension cord d) Engine ECU e) Spark plug f) Ignition coil
Answer: 1. 2. 3. 4.
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-
Question- 3
The following illustration shows the discharge of the spark plug. Select the appropriate illustration.
1. 2.
Easy discharge Difficult discharge Easy discharge Difficult discharge
3. 4.
Easy discharge Difficult discharge Easy discharge Difficult discharge
Answer: 1. 2. 3. 4.
Question- 4
The following statements pertain to each type of the ignition system. Select the statement that is False.
1. In the breaker points type, the primary current is controlled at the breaker points mechanically, and flows
intermittently.
2. In the transistorized type, the primary current flows intermittently by the transistor.
3. In the transistorized type with ESA, the engine ECU controls the ignition timing.
4. DIS (Direct Ignition System) controls the ignition timing mechanically.
Question- 5
The following statements pertain to the inspection of the initial timing of DIS with ESA. Select the statement that is
True.
1. The inspection of the initial timing must be performed after the engine warm-up.
2. Shorten the TE1 and E1 of DLC 1 or TC and CG of DLC 3 to inspect at idling.
3. The timing light clamps the pick-up of the timing light to the high-tension cord.
4. Perform the inspection with the throttle valve fully opened.
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Harmful Gases Produced by Automobiles Description
1. What is emission control system?
Evaporated fuel The emission control system reduces the emissions,
HC :20% which are harmful to the environment and human
beings produced by automobiles.
2. What are emissions?
The term emission gas means the evaporated fuel
from the fuel tank and the blow-by gas, which passes
between the piston and the cylinder wall, including the
exhaust gas.
Exhaust gas
Blow-by gas CO :100% The emission gas is harmful to the environment and
HC :25% HC : 55%
NOx :100% human beings because it includes such harmful sub-
stances as CO (carbon monoxide), HC (hydrocarbon)
and NOx (nitrous oxides).
Vehicles equipped with diesel engines emit not only
gases such as CO, HC, NOx but also carbon particles,
which also affect the environment and human beings.
(1) CO (crbon monoxide)
• CO is generated when an insufficient amount of oxy-
gen is taken the combustion chamber (incomplete
combustion).
2C (carbon) + O2 (oxygen) → 2CO (carbon monox-
ide)
• When CO is inhaled into the human body, it disolves in
the blood and the blood's ability to deliver oxygen is
hindered. Breathing in large amounts of CO will result
in death.
(2) HC (hydrocarbon)
• HC is generated during incomplete combustion in the
same way as CO. Also, HC is generated in the follow-
ing cases:
<1>When the temperature of the quenching zone is
low, it does not reach the combustion tempera-
ture.
<2>The intake gas blows through when the valve tim-
ing overlaps.
The richer the air-fuel mixture is, the more HC is
generated. The leaner it is, the less HC is gener-
ated.
The generated amounts of HC become greater
because it cannot burn when the air-fuel mixture
is too lean.
• When HC is inhaled into the human body, it becomes
cancer-causing agent. It also causes the photochemi-
cal smog.
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-
(3) NOx (nitrous oxides)
• NOx is generated by the nitrogen and oxygen in the
air of the air-fuel mixture when the temperature of the
combustion chamber rises above about 1,800 °C
(3,272 °F). The higher the combustion temperature
rises, the more NOx is generated.
When the air-fuel mixture is lean, more NOx is gener-
ated because the ratio of oxygen in the air-fuel mixture
is too high.
Therefore, NOx is generated according to the two fac-
tors of the combustion temperature and oxygen con-
centration.
N2 (nitrogen) + O2 (oxygen) → 2NO (NO, NO2 or
N2... NOx)
When NOx is inhaled into the human body, it irritates
the nose and throat. Also it causes the photochemical
smog.
(1/2)
1. Exhaust gas
Exhaust gas is emitted from the exhaust pipe.
In theory, only CO2 (carbon dioxide) and H2O (vapor)
are generated when burning gasoline.
However, all of the gasoline does not react according
CO to the chemical theory due to such factors as air-fuel
HC ratio, N2 (nitrogen) in the atmosphere, combustion
NOx
temperature, combustion duration, etc.
That is how harmful substances such as CO, HC or
NOx are generated.
2. Evaporated fuel
Gasoline tank
Evaporated fuel is emitted into the atmosphere after
the fuel evaporates from the fuel tank, carburetor, etc.
HC HC
Its main component is HC.
3. Blow-by gas
Blow-by gas blows from the gap between the piston
Gasoline and cylinder wall into the crankcase.
It consists of mostly fuel of unburned gas (HC).
(2/2)
Blow-by gas (HC)
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-
Principle of Production of Exhaust Gases Theoretical Air-fuel Ratio
The theoretical air-fuel ratio is the ratio of the minimum
Air amount of fuel and air (which contains oxygen) needed to
fully burn the fuel.
Gasoline is a mixture of several types of hydrocarbons of
which is the most predominant octane (C8H18).
15
2C8H18 + 25O2 → 16CO2 + 18H2O

Theoretical
air-fuel ratio In order for 1g of octane to produce water (H2O) and car-
bon dioxide (CO2) when burned, 15g of air is necessary.
Fuel 10 15
1
20
Richer Air-fuel ratio Leaner The actual fuel is not pure octane but octane and various
HCs. Therefore the theoretical air-fuel ratio is about 14.7.
(1/1)
Graph Showing the Generation of CO/HC/NOx

The graph on the left, shows the air-fuel ratio and the
amounts of CO/HC/NOx generated.
1. Richer
CO/HC: Increase
CO (%) HC NOx NOx: Decrease
(PPM) (PPM)
Theoretical 3000
air-fuel ratio
2. Leaner
12 600 CO: Decrease
HC: Decrease
HC
2000 However it increases because of the misfire when the
8 400 air-fuel ratio is too lean.
CO
NOx: The amount generated is greatest when the
actual air-fuel ratio is slightly leaner than the theoreti-
1000 cal air-fuel ratio.
4 200
When the ratio becomes even leaner, the amount
NOx decreases because the combustion temperature
decreases.
0 0
10 12 14 16 18 20 22 The generated amounts of CO/HC/NOx increase
Richer Air-fuel ratio Leaner under the following conditions, except for the graph on
the left.
3. While engine is cold
The generated amounts of CO/HC increase because
the rich air-fuel mixture is supplied.
4. At heavy load
The emission gas is increased because both the fuel
and the air are increased.
• The generated amounts of CO/HC increase because
the rich air-fuel mixture is supplied.
• The generated amounts of NOx increase because
the combustion temperature rises.
HINT:
PPM: Abbreviation for Parts Per Million. Used as a
unit to indicate concentration or content.
(1/1)
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Emission Standards Description
Emission control regulations
LA#4 mode
120
There are various regulations for most
100
countries around the world today to pre-
Speed (km/h)
80 vent the air pollutants by emission

60 gases. These are called emission regu-
40 lations. The measurement method or the
20 standard value varies by each country.
The differences of the representative
0 100 200 300 400 500 600 700 800 900 1,000 1,100 1,200 1,300 1,400 2,000 2,100 2,200 2,300 2,400
New EC mode
Time (sec) measurement modes are easily intro-
140 duced below.
120
• U.S.A (LA#4 mode)
Speed (km/h)
100
This simulates the complex driving
80
pattern of the suburbs in Los Ange-
60
40
les. This mode is close to the actual
20 vehicle driving conditions.
0 100 200 300 400 500 600 700 800 900 1,000 1,100 1,200
• EU (New EC mode)
10¥15 mode
Time (sec) This driving mode has been added to
80 the simulate highway driving for
Speed (km/h)
60
which NOx has the strictest regula-
40
tions.
20
• JAPAN (10.15 mode)
0 100 200 300 400 500 600
Time (sec) It is simulated the vehicle driving in
the city with traffic signals.
(1/2)
Measurement of the concentration

Dilution air and total weight
There are two methods to measure the
emission gas.
• Measuring concentration Measure
what percentages of CO/ HC/NOx
are included in the emission gas for
measuring concentration.
• Measuring total weight
For measuring total weight, simulate
actual driving as in the illustration
Chassis dynamometer and measure the amount of CO/HC/
NOx emitted during the test.
Discharge
In recent years, measuring the total
weight has become the major
80 method.
The amount of harmful gases that a
Speed (km/h)
60
vehicle generates is more important
40
than the percentages of harmful
20 gases.
(2/2)
0 100 200 300 400 500 600 Time (sec)
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Emission Control System Description
A high level of technology is necessary
Improvement of combustion chamber
to ensue that the total weight of these
three substances (CO, HC and NOx) in
Improvement of intake & exhaust system
Engine the emissions meets the emission regu-
Improvement of fuel system (EFI) lations.
Improvement of ignition system (ESA, DIS)
For actual vehicles, it is necessary not
Exhaust only to decrease these substances but
gas Catalytic converters (TWC)
also to meet standards as a whole for
Deceleration control system vehicle devices in terms of durability,
Dash Pot (DP) system
Devices Deceleration fuel cut-off system reliability, safety and fuel consumption.
Emission purification countermeasures
Exhaust Gas Recirculation (EGR) system
Internal EGR effect of VVT-i system are listed in the table on the left, but
devices vary by country and the emis-
Blow-by gas Positive Crankcase Ventilation (PCV) system
sion regulations vary by region.
(1/1)
Fuel evaporative Fuel Evaporative Emission Control (EVAP) system
gas
Improvement of Engine
1- (1)
The engine has been improved significantly to prevent
the engine output and fuel consumption rate from wors-
Squish area
ening over time, preventing harmful gas generation as
much as possible. The following items are not used on all
types of engines, however, the most appropriate item for
each engine is used.
1. Construction of combustion chamber and
improvement of air intake system
(1) Adoption of squish area
The squish area in the combustion chamber gener-
ates strong turbulence starting from the end of the
1- (2) compression stroke into the combustion stroke. This
turbulence increases the combustion speed and burns
the air-fuel mixture completely, and decreases the CO
and HC.
(2) Generation of swirl
The curved intake port causes the air-fuel mixture that
is drawn in during the intake stroke to form the appro-
priate swirl toward the outer edge of the combustion
chamber.
This swirl continues from the compression stroke to
the combustion stroke, and gives the same effect as
the squish.
2. Adoption of EFI, ESA and DIS
Burns the air-fuel mixture completely and decreases
the exhaust gas due to the adoption of EFI (Electronic
Fuel Injection), which always makes the proper air-
fuel mixture, and ESA (Electronic Spark Advance) and
DIS (Direct Ignition System), which finely regulates
the ignition timing depending on the driving condition.
(1/1)
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Catalytic Converters
1. Outline
The catalytic converter makes harmful substances
(CO, HC and NOx) react chemically with harmless
ones (H2O, CO2, N2) according to the exhaust gas
CO
HC H2O passed.
NOx CO2 Generally platinum, palladium, iridium and rhodium,
N2
TWC etc., are used as catalysts for automobiles.
(1) Types of catalyst
• Oxidation catalyst: Oxidize HC or CO and form non-
polluting H2O or CO2.
• Deoxidization catalyst: Remove oxygen from NOx and
form non-polluting N2.
• Oxidation/Deoxidization catalyst: Perform above two
functions at the same time.
(Oxidation/Deoxidization catalyst for automobiles is
called "Three-Way Catalytic Converter (TWC)"
because three harmful substances, CO/HC/NOx, are
transformed into non-polluting substances at the same
time. Oxidation/Deoxidization catalyst is used for most
automobiles nowadays.)
(2) Operating temperature catalyst

For the catalyst, the purification rate changes accord-
100% ing to the temperature.
As shown in the graph, the purification rate is close to
100% and purifies the exhaust gas effectively when
Purification rate
the catalyst temperature rises over 400 °C.

NOTICE:
Vehicles equipped with the catalytic converter need to
use unleaded gasoline, because lead adheres to the
surface of catalyst and the oxygen sensor (O2 sen-
0 300 C 400 C
Temperature of catalyst sor), and the appropriate effect cannot be attained if
leaded gasoline is used.
(1/3)
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-
(3) Three-Way Catalyst (TWC) system
Monolith converter The TWC is the system that oxidizes
Wire net CO and HC in the exhaust gas and
Outer shell deoxidizes NOx at the same time, to
purify them into CO2, H2O and N2.
Recently the monolithic type is used
as shown in the illustration.
Alumina or catalytic substances coat
the grated pattern of monolith which
has many holes. The harmful sub-
stances are purified by passing
Carriers through the holes.
There are two types of monolith;
ceramic type and metal type. The
thinner the grate is, the higher the
purification ability becomes.
(2/3)
Alumina and catalyst
Monolith substrata
The TWC can be most effective around

the theoretical air-fuel ratio. Therefore,
the air-fuel ratio feedback system is
NOx
High
needed to keep the air-fuel ratio around

the theoretical air-fuel ratio.
The air-fuel ratio feedback system
Purification rate
detects oxygen in the exhaust gas, using

the oxygen sensor attached in the
HC exhaust manifold. Then the fuel injection
volume is adjusted by the engine ECU to
heoretical control the air-fuel ratio at all times so
CO Operational ir-fuel
range of
converter
atio
r that the TWC performs properly.
ECU (3/3)
Low
Richer Leaner
Air-fuel ratio
Injector
Oxygen sensor
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-
Dash Pot (DP) System
Cruising
1. Necessity
When the throttle valve closes at
high engine speed, a strong vacuum
is generated inside the intake mani-
fold. Some of the fuel adhering to the
internal walls of the manifold evapo-
rates, causing the air- fuel mixture to
DP diaphragm become too rich temporarily. At the
VTV Filter
Deceleration
same time, since the intake air vol-
ume decreases, the incomplete com-
bustion or misfiring occurs, and a
great amount of incombustible gas is
emitted in the exhaust.
Dash pot
To prevent the incomplete combus-
tion or misfiring, the dash pot is used
to keep the throttle valve from closing
too suddenly.
2. Operation
During deceleration, the link of throt-
tle valve touches the dash pot.
Therefore the throttle valve closes
slowly according to the resistance of
air passing through.
When the throttle valve is opened,
the dash pot returns to its original
position.
(1/1)
Deceleration Fuel Cut-off System
1. Necessity
This system stops the fuel injection during the deceler-
Throttle valve
opening ation part of driving, and decreases the amounts of
CO and HC.
3
4
5 Also it prevents after-burning in the exhaust pipe, and
2 6
effectively decreases the amount of the fuel con-
1 7
x 1000
0 RPM
sumed during deceleration.
2. Operation
The engine ECU stops the fuel injection of the injector
ECU according to the engine speed and throttle valve
Stop opening.
(1/1)
Injector
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-
Exhaust Gas Recirculation (EGR) System
1. Necessity
The Exhaust Gas Recirculation (EGR) System recir-
culates some of the exhaust gases to the intake air
system.
The flame propagation becomes slow during the com-
EGR valve Intake manifold
vacuum bustion when the exhaust gases are mixed with the
air-fuel mixture because most of them are the inert
(incombustible) gases.
Also the combustion temperature drops to reduce the
NOx generation because the inert (incombustible) gas
absorbs the heat generated by burning.
2. Operation
• When the vacuum is applied to the EGR valve, the
valve opens and the exhaust gas recirculates.
• The vacuum, which operates on the EGR valve, is
controlled in accordance with the engine coolant tem-
perature or throttle valve opening to control the ratio of
the EGR.
• Engine cold
The BVSV opens toward the atmosphere side while
EGR port the engine is cold. Therefore the exhaust gas does not
recirculate because a vacuum is not applied to EGR
EGR "R" port valve.
EGR vacuum modulator
Throttle valve
Air
EGR valve
BVSV
Exhaust gas
- 167
-
• Idling
A vacuum is not applied to the EGR port. Therefore
EGR port the exhaust gas does not recirculate.
EGR "R" port
Throttle valve
EGR valve
BVSV
Exhaust gas
• Throttle valve between EGR&EGR "R" port

The vacuum of the EGR port is applied to the EGR
EGR port valve to open the valve. The vacuum is controlled by
the modulator and recirculates a constant ratio of the
EGR "R" port exhaust gas.

Air
Throttle valve
EGR valve
BVSV
Exhaust gas
- 168
-
• Throttle valve opening above EGR "R" port
The vacuum of the EGR port is applied to the EGR
EGR port valve to open the valve. As the vacuum of "R" port is
applied to the modulator, the vacuum applied to the
EGR valve becomes larger so that the EGR opening
EGR "R" port
becomes greater.
Throttle valve
EGR valve
BVSV
Exhaust gas
• Throttle valve fully open

The exhaust gas is not recirculated because the vac-
EGR port uum applied to the EGR valve with full load is less
than the vacuum required to operate the valve.
EGR "R" port
(1/2)
Throttle valve
EGR valve
BVSV
Exhaust gas
- 169
-
3. Internal EGR effect of VVT-i (Variable Valve Tim-
ing-intelligent) System
Part of the exhaust gas is drawn in during the intake
EX IN stroke by overlapping of the intake valve and exhaust
valve. The VVT-i system controls the valve timing to
control the internal EGR actively.
The VVT-i system opens the intake valve quickly and
lets some of the exhaust gas flow backwards to the
intake side when the end of the exhaust stroke over-
laps.
The EGR effect is attained by drawing the back-flow-
Exhaust stroke
ing gas and the air-fuel mixture into the cylinder at the
same time during the intake stroke.
The VVT-i system changes the timing of the valve
EX IN EX IN opening by the engine ECU. Refer to the engine con-
trol system for more details.
(2/2)
Compression stroke Intake stroke
Positive Crankcase Ventilation (PCV) System

1. Necessity
Blow-by gas includes a large amount of unburned
gas, which leaks out from the gap between the piston
ring and cylinder wall into the crankcase. The Positive
Crankcase Ventilation (PCV) system forces the blow-
PCV valve
by gas into the air intake system and re-burns it.
Using the vacuum of the intake manifold, blow-by gas
is drawn in.
Therefore, the PCV valve is installed between the
intake manifold and cylinder head cover. Generally the
Blow-by gas
generated volume of the blow-by gas becomes
Fresh air
greater when the engine load is large (the manifold
Intake manifold side
vacuum is small). On the other hand, it becomes less
when the engine load is small (the manifold vacuum is
large).
2. Operation
Vacuum passage narrow The valve passage becomes narrow because the gen-
erated volume of the blow-by gas is less when the
manifold vacuum is large.
PCV valve open

Cylinder head side
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-
(1) Engine stopped:
The valve closes by the spring force.
PCV valve
Valve
PCV valve closed

Cylinder head side
(2) Idling or decelerating:

The valve is drawn in further because of the strength
of the vacuum.
The vacuum passage is narrow and the amount of
blow-by gas flowing is small.
PCV valve
Blow-by gas
Fresh air
Vacuum passage narrow
PCV valve open

Cylinder head side
- 171
-
(3) Normal operation:
The vacuum passage is wider than at the time of idling
or decelerating because of the normal vacuum.
PCV valve
Blow-by gas
Fresh air
Vacuum passage wide
PCV valve open

Cylinder head side
(4) Acceleration or high load:

The valve is opened even with low vacuum to open
the passage to full width.
Some gas is drawn from the cylinder head cover into
the front of the throttle valve (air cleaner side) when
the actual amount of generated gas is larger than that
PCV valve
of the gas, which passes through the PCV valve.
(1/1)
Blow-by gas
Fresh air
Vacuum passage
fully open
PCV valve open

Cylinder head side
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-
Fuel Evaporative Emission Control (EVAP) System
1. Necessity
The Fuel Evaporative Emission Control (EVAP) Sys-
tem temporarily absorbs the evaporated gas in the
charcoal canister and channels it to the engine for
burning, in order to prevent the fuel, which is evapo-
rated from the fuel tank, from escaping into the atmo-
sphere.
2. Operation
The evaporated gas, which is generated in the fuel
tank, opens the check valve (1) and flows into the can-
ister.
The charcoal absorbs the evaporated gas in the can-
ister. The absorbed gas is drawn from the purge port
of throttle body into the cylinder to burn while the
engine is running. For some models, the engine ECU
controls the gas flow by controlling the opening of the
VSV (for EVAP).
The check valve (2) and the vacuum valve of the fuel
tank cap open to draw the outside air into the tanks
when the inside of tank becomes a vacuum (because
the outside temperature is low, etc).
REFERENCE
ORVR Tank valve assembly Fuel Evaporative Emission Control (EVAP) System
(On-board refueling vapor recovery) valve

Charcoal canister
for North American Models
North American models have a feature that keeps evapo-
Tank pressure valve rated fuel from escaping during refueling, by temporarily
Vapor pressure
absorbing it into the charcoal canister.
sensor There also is a diagnostic function.
Vacuum
check valve
VSV (for
pressure
switching
valve)
VSV (for EVAP)
Air inlet valve
VSV
(for Canister closed valve)
to Engine Air drain valve
Air valve assembly
- 173
-
Operation
• When opening fuel tank cap
The atmosphere is drawn into the chamber located in
the upper of the ORVR valve.
Atmosphere
• During refueling
The ORVR valve opens and the evaporated gas flows
into the canister when the pressure in the tank
increases by refueling.
(1/1)
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-
CO/HC Inspection and Adjustment CO/HC Inspection and Adjustment
1. Necessity
• Determination of engine condition.
CO meter or
By measuring CO/HC, it is possible to determine the
CO/HC meter engine condition, including the effectiveness of the air-
fuel ratio, and the operation of the emission control
system.
It can be determined that the engine and emission
control system are normal when the CO and HC are
within the standard value, and the engine operates
smoothly.
without
TWC/Oxygen sensor When the engine does not operate smoothly or HC
levels are high, engine misfire is a probable cause.
SST Causes of engine misfire are improper air-fuel ratio,
poor compression, ignition system trouble, or emis-
sion control system trouble, etc.
• For meeting regulations.
Idle mixture Variable
adjusting resistor
screw 2. With TWC/oxygen sensor
• It is not necessary to adjust the CO level because the
engine control system increases and decreases the
fuel injection volume coming out of the injector to
adjust the air-fuel ratio to more closely match the theo-
retical air-fuel ratio, using the oxygen sensor signal.
• Most of CO and HC are purified by the TWC even if
some misfiring occurs.
180 • When CO and HC are detected, the following are
probable causes: Poor or insufficient warm-up of
TWC, rich air-fuel mixture, a high rate of misfire.
3. Without TWC/oxygen sensor
• It is necessary to adjust the CO level within the stan-
dard value in order to meet the regulations and use
the engine in good condition.
• The air-fuel mixture is rich when CO/HC concentration
is high and the engine runs smoothly.
It is necessary to adjust the CO concentration in order
to keep emission gases clean, even though the
engine operates more smoothly when the CO concen-
tration is higher than the standard value.
• When the CO concentration is too low, the HC con-
centration is high and the engine does not operate
smoothly, causing misfires to occur.
(1/1)
- 175
-
Question- 1
Mark each of the following statements True or False.

The emission control system reduces the harmful gases emitted True False
1
from the automobile.
The squish area absorbs the turbulence generated in the cylinder so

2
True False
that the air-fuel mixture burns well.
The swirl port curves the intake port and generates turbulence in the
3 air-fuel mixture into the cylinder in order to burn the air-fuel mixture True False
well.
The charcoal canister temporarily absorbs the fuel evaporated and

4 True False
then sends it to the engine where it is burned.
Question- 2
Which chemical parts (CO, HC, NOx) in the graph below are referred to by A, B, and C? Select the letter in the table
below.
• A and B are generated by the incomplete combustion when the air-fuel ratio is rich.
• B increases due to misfiring when the air-fuel ratio is too lean.
• C reaches the maximum amount when the air-fuel ratio is slightly leaner than the theoretical air-fuel
mixture.
1. A: CO
B: HC
C: NOx
2. A: NOx
B: CO
C: HC
3. A: HC
B: NOx
C: CO
4. A: NOx
B: HC
C: CO
Theoretical
air-fuel ratio C
A (%) B (PPM)
(PPM) 3000
C
12 600
2000
8 400
B
4 200 1000
A
0 0
10 12 14 16 18 20 22
Richer Air-fuel ratio Leaner
- 176
-
Description Necessity of Turbocharger and Supercharger
The turbocharger and supercharger are devices that
Turbocharger force air into the cylinders creating a pressure that is
greater than the atmospheric pressure in order to
increase engine output.
Generally, the engine output is determined by the amount
of the air-fuel mixture, burned over a specified period of
time, and becomes greater as the amount of the air-fuel
mixture increases.
That means in order to increase the engine output, either
the engine displacement or engine speed must be
increased.
The problem is that as engine displacement increases,
engine weight also increases and factors such as friction
loss, vibration and noise of moving parts limit the increase
of the engine speed.
Supercharger
The super charger meets the opposing requirements of
increasing engine output while keeping it compact and
lightweight by supplying greater volumes of air and fuel
without changing engine size.
The devices are driven by two methods: The turbo-
charger is driven by exhaust gas and the supercharger is
driven by the engine.
Toyota adopted the turbocharger in 1980, and the super-
charger in 1985 in Japan. Presently in 2002, only the tur-
bocharger is used in overseas models.
(1/1)
Features of Turbocharger and Supercharger
kPa
(kgf/cm2 ) Both the turbocharger and supercharger are a kind of air
98 pump, which force the air into the cylinder to increase the
(1.0) Turbocharger mass of the intake air. The conventional engine draws air
in, using the vacuum generated when the piston goes
Boost pressure
down.
The pressure inside the intake manifold becomes higher
because the turbocharger or supercharger force the
Supercharger
intake air into the cylinders at a pressure (boost pressure)
higher than atmospheric pressure. Thus, the mass of the
Engine speed rpm intake air into the cylinder is increased.
TURBOCHARGER SUPERCHARGER
Type of charger Turbine Mechanical (roots type supercharger*

(turbine and compressor wheels) using one pair of cocoonshaped rotors)
Driving method Exhaust gas pressure Engine crankshaft drive
Small because turbocharger is driven by Large because supercharger is driven by

Power loss exhaust gas pressure. crankshaft.
Small in low-speed ranges and large in

high-speed ranges.
Charging effect (The causes are a small amount of exhaust Charging is possible in all speed ranges.
gases during low engine speed.)
Good response is obtained because

The response during low engine speed is
Response not as good as that of the supercharger. supercharger is directly driven by
crankshaft.
*The roots type supercharger is the most common type in use at present.
(1/1)
- 177
-
REFERENCE
Charging Efficiency
1. Charging efficiency
The engine's ability to draw air in is called charging efficiency.
The charging efficiency of a conventional engine is about 65-85% due to the resistance of the intake system and
the exhaust gas remaining in the exhaust system.
However the charging efficiency of an engine equipped with a turbocharger or supercharger can be more than
100%.
2. Compression ratio
The gasoline engine has a greater tendency of knocking as the compression pressure is increased.
Since air is compressed to a pressure greater than the atmosphere pressure and is fed to the cylinders of a tur-
bocharged or supercharged engine, the compression pressure becomes higher than that of the conventional
engine and knocking occurs more easily.
Therefore the compression ratio of a turbocharged or supercharged engine is set lower than that of a conven-
tional engine to prevent knocking.
Mass of air actually taken in
Charging efficiency(%) = X 100
Mass of air in cylinder under standard conditions*
*Standard conditions: Standard atmosphere pressure at 20 C(68 F)

(1/1)
Turbocharger Description
The turbocharger is a device which uses
Turbocharger
the energy of the exhaust gas to rotate
Turbine wheel the turbine wheel at high speeds. There
is a compressor wheel on the same
shaft as the turbine wheel which com-
Actuator
Compressor wheel presses air into the cylinders when it is
Air flow meter rotated.
Intercooler
In this way, engine output is increased.
Waste The waste gate valve and actuator pre-
gate
valve vent the boost pressure from rising too
high.
Turbo pressure sensor Some models are equipped with an
intercooler to lower the temperature of
the compressed intake air and improve
the charging efficiency ratio.
NOTICE:
Caution is necessary for handling vehi-
cles because the turbocharger becomes
extremely hot due to the exhaust gases.
Also, it is necessary to faithfully replace
the engine oil at the determined replace-
ment interval.
Refer to the “Precautions for Turbo-
charger” for more information.
(1/1)
- 178
-
Components
Full-floating bearings
Turbine wheel to Intake manifold The turbocharger consists of the turbine
Waste gate valve housing, compressor housing, center
housing, turbine wheel, compressor
wheel, full-floating bearings, waste gate
valve, actuator, etc.
from Air cleaner
Compressor wheel
to Exhaust pipe
Actuator
from Exhaust Turbine housing

manifold
Center housing
Compressor housing
Waste gate valve
Actuator
Turbine and compressor wheels

The turbine wheel and compressor
wheel are mounted on the same shaft.
When the turbine wheel rotates at high
speed due to the pressure of the
Turbine wheel exhaust gas from the exhaust manifold,
the compressor wheel on the same shaft
Compressor wheel
also rotates, compressing the intake air
into the cylinder.
to
Exhaust The turbine wheel must be heat resistant
pipe
and durable because it is directly
exposed to the exhaust gas and
from becomes extremely hot and rotates at
Air
cleaner
high speeds. Therefore it is made of an
ultra-heat resistant alloy or ceramic.
from Exhaust to Intake

manifold manifold
- 179
-
Center housing
The center housing supports the turbine
Oil channel wheel and compressor wheel via the
shaft.
There is an oil channel in the housing to
Coolant channel
Coolant channel supply engine oil to lubricate and cool
Oil channel
the shaft and bearings.
Also, engine coolant is circulated
through the coolant channel that is built
into the housing in order to prevent the
engine oil temperature from rising and
the engine oil from deteriorating prema-
turely.
Shaft
Bearing Bearing
Shaft
Full-floating bearings
Since the turbine and compressor
Shaft wheels turn at speeds of up to 100,000
rpm, the full-floating bearings are used
to ensure the absorption of vibrations
from the shaft and lubrication of the shaft
and bearings.
The full-floating bearings are lubricated
by the engine oil and rotate freely
between the shaft and housing to reduce
friction, thus allowing the shaft to rotate
at high speed.
Full-floating bearing
- 180
-
Waste gate valve and actuator
The waste gate valve is built into the tur-
bine housing.
Turbine housing The waste gate valve opens and
bypasses part of the exhaust gas to the
Turbine wheel exhaust pipe in order to stabilize the
boost pressure when the boost pressure
reaches the specified value, approx. 70
Waste gate valve
kPa (approx. 0.7 kg/cm2).
The opening and closing of the waste
gate valve are controlled by the actuator.
(1/1)
Compressor wheel
Actuator
REFERENCE
Exhaust gas control valve
Air cleaner
Two-way Twin Turbo
Two-way twin turbo features two turbo-
Waste gate valve chargers installed in one engine.
No.2 turbocharger
When the turbochargers are operated
No.1 turbocharger
efficiently under light loads or low speed,
Exhaust gas
bypass valve engine responsiveness such as acceler-
ation is improved. When the turbocharg-
ers are operated efficiently under heavy
load and high speed, high power output
can be attained.
Intercooler When there is only one turbocharger, it
is difficult to attain efficient operation for
Intake air control valve both heavy loads and light loads. In this
case it is only possible to attain effi-
ciency one way or the other.
However, the twin turbo controls the
exhaust gas control valve and exhaust
bypass valve. It operates one turbo-
charger under light loads, and two turbo-
chargers for high speeds and heavy
loads in order to improve engine
response in all speed ranges and attain
high power.
The illustration at left shows 2JZ-GTE
engine produced in 1993-1999.
(1/1)
- 181
-
1
How to Increase Fuel Injection Vol-
ume
An engine equipped with a turbocharger
or supercharger forces a greater volume
of air into the cylinder. The power output
does not increase until the intake air is
burned completely. For this reason, it is
necessary to increase the fuel volume to
burn the intake air completely. Thus, fuel
2
consumption will increase as the power
output is increased.
ECU
ECU
1. Mechanically controlled type

Turbine wheel With a diesel engine, the boost com-
Compressor wheel
pensator increases the maximum
to
Exhaust
fuel injection volume in accordance
from Air cleaner Boost compensator
pipe with the boost pressure. (Refer to the
Boost pressure
Waste
gate
(Compressed air) chapter of the diesel injection pump
valve in the book of diesel engine, for
details.)
Actuator
Exhaust gas
Diesel injection pump
2. Computer-controlled type
Turbine wheel The computer-controlled engine
Compressor wheel detects the intake air volume with the
Air flow meter
air flow meter and the intake mani-
to from
fold pressure with the turbo pressure
pipe cleaner
sensor, and increases the maximum
Waste Boost pressure
gate (Compressed air)
fuel injection volume with the engine
valve
ECU ECU. (The fuel injection volume is
determined by the injection duration.)
ECU
Although the illustration on the left
Actuator
shows the diesel engine, the fuel
injection volume is increased in pro-
Turbo pressure
sensor portion to the volume of the intake air
Exhaust gas Injector
in a gasoline engine.
(1/1)
Diesel injection pump
- 182
-
Lubrication and Cooling System
from Oil inlet pipe
1. Lubrication system
Coolant channel
Engine oil is supplied from the oil
inlet pipe to lubricate and cool the
Oil inlet
pipe
full-floating bearings inside the cen-
ter housing. After that, the oil passes
through the oil outlet pipe and returns
to the oil pan.
2. Cooling system
Oil outlet pipe
to Oil outlet Oil channel The turbocharger is cooled by the
pipe engine coolant. The engine coolant is
Coolant outlet pipe Coolant inlet pipe Coolant channel introduced into the coolant channel
from
Thermostat
inside the center housing via the
housing coolant inlet pipe.
to Water The engine coolant returns to the
pump
water pump via the coolant outlet
pipe after cooling the turbocharger
Oil channel system.
(1/1)
to Oil outlet from Oil inlet
pipe pipe
Boost Pressure Control

Turbine wheel Compressor wheel
The turbocharger attains a high output
by pumping compressed air into the cyl-
inders. However engine parts will be
unable to withstand the explosive force if
the boost pressure rises too high.
to Exhaust pipe Intake air In this case, the waste gate valve is acti-
(from air cleaner)
vated by the actuator, and controls the
Waste gate valve boost pressure so that the boost pres-
sure does not rise above the specified
value.
to Combustion
Exhaust gas
chamber
(from combustion chamber)
Actuator
- 183
-
1. Boost pressure control
(1) Control when the boost pressure is
below the specified value
When the boost pressure is below the
specified pressure, the actuator does
not operate. All the exhaust gas is there-
fore routed into the turbine wheel
because the waste gate valve remains
closed.
(2) Control when the boost pressure is

above the specified value
When the engine speed rises and the
boost pressure supplied by the turbo-
charger exceeds the specified value
(intercept point), the actuator dia-
phragm is depressed. This causes
the waste gate valve to open and
part of the exhaust gas bypasses the
turbine wheel.
By allowing part of the exhaust gas to
bypass the turbine wheel, the rota-
tional speed of the turbine wheel is
regulated so that the boost pressure
becomes within the specified value.
HINT:
With some gasoline engine, the
boost pressure is also controlled in
accordance with the octane rating of
the fuel used (premium or regular
gasoline).
(1/1)
- 184
-
REFERENCE
Relationship between Boost Pressure and Engine
Speed
The relationship between the boost pressure and engine
speed when the accelerator pedal is fully depressed, is
shown on the left.
The relationship between the boost pressure and engine
speed varies according to the load placed on the engine.
Waste gate valve opens
(1/1)
Intercept point
Boost pressure
Engine speed
REFERENCE
Turbocharging Indicator Lights (Some Models Only)
3 1. Turbocharging indicator lights
ENGINE The turbocharging indicator lights are built into the
2 4
1 0 0 0 r/m i n
1 5 combination meter, and inform the driver about oper-
ating condition of the turbocharger with green and
amber LEDs (Light-emitting diodes).
6
T URBO When the turbocharger operates the specified boost
pressure, the green LED is turned on. The amber LED
Turbocharging Over-charging is turned on when the turbocharger exceeds the spec-
indicator light warning light
(green) (amber)
ified boost pressure.
2. Pressure switches
Two switches are used to sense boost pressure: Low-
Spring Diaphragm pressure switch and high-pressure switch.
The difference between these two switches is the
strength of the springs.
When the boost pressure applied to the diaphragm
Boost
pressure
exceeds a certain level, the switch is turned on.
(1/1)
Moving point Fixed point
- 185
-
Variable Nozzle Vane
The variable nozzle vane changes the
Step motor flow speed and direction of the exhaust
gas to optimize boost pressure from low
speeds to high speeds using the engine
ECU to control the pitch of the nozzle
vane, which is mounted on the circum-
ference of the turbine.
Turbine wheel
Motor rod
Linkage
Unison ring
Nozzle vane
1. Operation
At low speed
Flow of the exhaust gas Step motor As the nozzle vane passage
becomes narrow (closes), the flow
speed of the exhaust gas flowing into
the turbine wheel becomes faster
and the turbine wheel operates more
efficiently. In this way, as the exhaust
gas pressure applied to the turbine
wheel is increased, the increase of
boost pressure becomes faster, and
engine output is increase even at low
Nozzle vane
Turbine wheel
speeds.
Motor rod
Unison ring
Linkage
At high speed/heavy load As the

nozzle vane passage becomes
wide (opens), the boost pressure is
Flow of the exhaust gas
Step motor controlled because the flow
direction of the exhaust gas
changes and the efficiency rate of
the exhaust gas, which is activated
on the turbine wheel, decreases.
However, the excess rotation of the
turbine wheel is prevented with
improvement of the fuel consumption
and engine output because the boost
Nozzle vane
pressure is controlled to the specified
Turbine wheel
pressure.
Unison ring Motor rod (1/1)
Linkage
- 186
-
Intercooler (Some Models Only)
The intercooler is mounted between the
Air-cooled type intercooler Air-cooled type intercooler
Vehicle wind stream
compressor wheel and engine, and
Intercooler operates to cool the intake air, which is
compressed by the turbocharger and
heated up.
Intercooler Air temperature rises when compressing
Compressor wheel the air in the turbocharger. The charging
Intercooler efficiency rate is lowered because the
Water-cooled type high-temperature air expands and it is
intercooler
lowered. The intercooler increases the
air density by lowering the air tempera-
ture and improves the charging effi-
Compressor wheel
ciency rate.
It also acts to control knocking.
Sub-radiator Coolant
Electric water pump There are two types of intercoolers: The

air-cooled type and water-cooled type.
Only the air-cooled type intercooler is
used at present.
The intercooler is in different locations
depending on the model.
1. Air-cooled type intercooler
The air-cooled type intercooler uti-
lizes the vehicle wind stream or an
engine cooling fan to cool the com-
pressed air.
(1/1)
REFERENCE
to Air intake chamber Water-cooled Type Intercooler
Intercooler The water-cooled type intercooler uti-
Coolant level sensor lizes coolant to cool the intake air.
Coolant reservoir Although it utilizes coolant, the inter-
cooler has its independent cooling sys-
tem, not introducing the coolant from the
engine cooling system. It consists of the
from Turbocharger intercooler, electric water pump, sub-
Intercooler computer radiator, and intercooler computer.
The illustration on the left shows the 3S-
GTE engine produced from 1989-1999.
(1/1)
Sub-radiator
Electric water pump
- 187
-
Precautions for Turbocharger
1.Precautions on handling
(1) The engine oil used for the engine equipped with the turbocharger is used for not only lubricating the engine but
for lubricating and cooling the turbocharger. As the engine oil is exposed to the heat of the turbocharger, its tem-
perature rises easily.
For this reason, the engine oil and engine oil filter maintenance should be carried out faithfully. Otherwise it
causes the turbocharger to damage.
If the recommended engine oil is not used, it causes the bearings of turbocharger to be damaged. Therefore, be
sure to use the recommended engine oil.
HINT:
Refer to the Owner's Manual or Maintenance Schedule as the replacement intervals of the engine oil and oil fil-
ter vary by the model or condition under which the vehicle is used.
(2) Since the bearings are not sufficiently lubricated just after starting a cold engine, racing or sudden acceleration
of the engine causes damage to the bearings.
(3) After the engine is placed under heavy loads, such as after high-speed driving or long distance driving, allow the
vehicle to idle for a few minutes before shutting it off.
NOTICE:
The turbocharger temperature does not rise too high while driving as the turbocharger is cooled by the oil and
coolant. When the engine is stopped immediately after high-speed driving, etc., circulation of the oil and coolant
stop. This causes the turbocharger to remain uncooled, leading to damage such as sticking. Thus, it is neces-
sary to idle and cool the turbocharger.
Driving condition Idling time

Normal city driving Not necessary
High speed driving About 80 km/h (50 mph)
-About 20 seconds
About 100 km/h (63 mph)
-About 1 minute
Steep mountain slopes About 2 minutes
or continue driving
above 100 km/h (63 mph)
(1/3)
- 188
-
2. Precautions on maintenance
(1)
(1) Do not start the engine with the air cleaner or air
cleaner case removed.
Otherwise it will allow foreign particles to enter caus-
ing damage to the compressor wheels and turbine.
(2) In the case that the turbocharger malfunctions and
must be replace, first check the following items for the
cause of the problem and remedy as necessary.
• Engine oil level and quality
• Conditions under which the turbocharger was used
• Oil lines leading to the turbocharger
(3) When removing the turbocharger, plug the intake and
exhaust ports and oil inlet to prevent dirt or other for-
(4) eign materials from entering the system.
(4) When removing and reinstalling the turbocharger, do
not drop it, bang it against anything, or grasp it by eas-
ily deformed parts, such as the actuator or rod.
(2/3)
(5) When replacing the turbocharger, check for the accu-

(5)
mulation of carbon sludge in the oil pipes, and if nec-
essary, clean out or replace the oil pipes, too.
(6) When replacing the turbocharger, put the oil into the
turbocharger oil inlet and turn the compressor wheel
by hand to spread oil on the bearings.
(7) When overhauling or replacing the engine, cut the fuel
supply after reassembly and crank the engine for 30
seconds to distribute oil throughout the engine. Then
idle the engine for 60 seconds.
(3/3)
(6)
- 189
-
Question- 1

The turbocharger and supercharger are devices that force air into
1 the cylinders at a pressure that is higher than the atmospheric pres- True False
sure to increase engine output.
2 A turbocharger is driven by the belt to increase engine output. True False
One of the functions of an intercooler is to cool the intake air that True False
3
has reached a high temperature by compression.
Question- 2
The following statements pertain to turbocharger control. Select the statement that is True.
1. The waste gate valve is slightly open when the boost pressure is within the specified pressure.
2. The waste gate valve is open when the boost pressure is above the specified pressure.
3. The intake air is bypassed when the waste gate valve opens, and this prevents the boost pressure from
increasing above the predetermined pressure.
4. The actuator opens the waste gate valve when its diaphragm is pushed by the exhaust gas.
Question- 3
The following statements pertain to the precautions for handling a turbocharger. Select the statement that is False.
1. Make sure to use the recommended type of engine oil.
2. Race the engine immediately after a cold engine starting in order to thoroughly lubricate the bearings
before driving the vehicle.
3. When stopping the engine after it has been driving at high load, idle the engine for a few minutes.
4. To prevent damage, do not operate the engine with its air cleaner removed.
- 190
-
Question- 4
The components of a turbocharger are illustrated below. From the following word group, select the words that corre-
spond to the numbers in the illustration.
3
2
a) Compressor wheel b) Turbine wheel c) Actuator d) Waste gate valve e) Variable nozzle vane
f) Full-floating bearings
Answer: 1. 2. 3. 4.
- 191
-
The diesel engine uses diesel fuel.
A four-stroke diesel engine operates
with the same cycle of four strokes as
the gasoline engine: Intake, compres-
sion, combustion and exhaust.
One merit of the diesel engine is that the
fuel consumption is better than that of
the gasoline engine because the pump-
ing loss is less and compression ratio is
high. On the contrary, there are demerits
such as the vibration and noise during
the operation are greater. Also, the
amount of harmful substances in the
exhaust gas is greater than that of the
gasoline engine.
1. Intake stroke
Air only is drawn into cylinder.
2. Compression stroke
The piston compresses the intake air
and increases the temperature
enough for the fuel to ignite.
The compression ratio of the diesel
engine is higher than that of the gas-
oline engine.
Compression ratio:
Gasoline engine: 9 - 11
Diesel engine: 14 - 23
- 192
-
3. Combustion stroke
Fuel is injected into the combustion
chamber. The fuel ignites by the
compressed air, which is high tem-
perature, and burns.
4. Exhaust stroke
The piston forces exhaust gases out
of cylinder.
(1/2)
- 193
-
A comparison of the gasoline engine and diesel engine during each stroke is shown in the table below.
Engine
Gasoline engine Diesel engine
Stroke
Intake Air-fuel mixture is drawn into cylinder. Air only is drawn into cylinder.
Compression Piston compresses air-fuel mixture. Piston compresses air to increase both pressure to
approx. 3 MPa (30 kgf/cm2,430 psi) and temperature
to approx. 500 - 800 C (930 -1,470 F).
Combustion Spark plug ignites compressed air-fuel mixture. Fuel is injected into heated,highly compressed air,
where it ignites due to heat of pressurized air.
Exhaust Piston forces exhaust gases out of cylinder. Piston forces exhaust gases out of cylinder.
(1/2)
Conditions to Operate Diesel Engine

Compression
Compression and the fuel system are
the most important factors for the effi-
Fuel system
cient operation of the diesel engine.
The preheating system heats the com-
pression air necessary for cold engine
starting.
Preheating system
- 194
-
1. Compression
The diesel engine compresses the
air to attain the heat necessary for
the fuel to self-ignite.
( C)
700 Therefore, compression in the diesel
600 engine performs the same role as
500 Compression temperature ignition in the gasoline engine.
(Initial temperature 60 C)
Also as with the gasoline engine, a
400
Temperature
great explosive pressure can be
300
attained by compressing the air.
200
Compression temperature
100 (Initial temperature 20 C)
100 500 1000 1500 2000 2500 3000 3500

(kPa)
1 5 10 15 20 25 30 35
(kgf/cm2 )
Pressure (Absolute pressure)
2. Fuel system
The diesel engine does not have a
throttle valve for controlling engine
output like the gasoline engine. The
output of the gasoline engine is con-
trolled by opening and closing the
throttle valve, thereby controlling the
amount of air-fuel mixture taken in.
However, the diesel engine controls
engine output by adjusting the fuel
injection volume.
Furthermore, as combustion starts
with fuel injection, it also adjusts fuel
injection timing. This corresponds to
the ignition timing of the gasoline
engine.
HINT:
For various purposes, some engines
are equipped with an intake shutter
for decreasing noise, engine stop-
ping, or decreasing engine vibrations
while engine stopped.
3. Preheating system
The preheating system is particular
Glow plug type Intake heater type to the diesel engine.
The preheating system heats the
compression air by electrically for
cold engine starting.
Glow plug
There are two types: The glow plug
type, which heats the air inside the
combustion chamber, and the intake
heater type, which directly heats the
air coming from the air cleaner.
Intake heater (1/1)
- 195
-
Diesel Engine Output Control
Diesel
Controlled by controlling amount
Gasoline
Controlled by controlling amount In a diesel engine, fuel is injected after
of fuel injected. (Amount of air en- of air-fuel mixture supplied to
engine
tering cylinder is not regulated.)
engine
cylinder using throttle valve. the air is compressed and becomes high
temperature and pressure.
To obtain a high compression pressure
Accelerator
pedal Accelerator
even at low engine speeds, a large
pedal
Injector
amount of air must be drawn into the cyl-
Injection ECU
nozzle
Spark plug inders.
Therefore, a throttle valve is not used
because of the intake resistance.
(Some engines use an intake shutter,
which shape is similar to the throttle
valve.)
In a diesel engine, engine output is con-
trolled by controlling the amount of fuel
Injection
pump injected.
Fuel injection volume small: Output
small
Fuel injection volume large: Output
large
REFERENCE:
• Gasoline engine output control
The output of a gasoline engine is
controlled by opening and closing the
throttle valve, thereby controlling the
amount of air-fuel mixture taken in.
Air-fuel mixture volume small:
Output small
Air-fuel mixture volume large: Out-
put large
(1/1)
Combustion Cycle
1. Combustibility of diesel fuel
Increasing the fuel temperature, causes the fuel to ignite spontaneously, even it is not exposed to a flame. The
minimum temperature that this occurs is called the autogenous ignition point (self-ignition temperature).
The fuel is injected into the combustion chamber and heated by the air of high temperature and pressure. Then,
the fuel self-ignites and burns.
In a diesel engine, the fuel ignitability is improved because as the compression ratio increases, the temperature
increases quickly.
Also, ignition performance is improved when using fuel with a high cetane number.
Cetane number
The cetane number of the diesel fuel corresponds to the octane number of gasoline and represents ignitability of the
fuel.
The higher the number is, the lower the ignition point and the better the fuel.
• For diesel engine fuel, a cetane number of at least 40 - 45 is usually required.
• Generally a cetane of 53 - 55 is used.
A high cetane number corresponds to the following effects.
• Good startability
• Clean exhaust gas
• Large output
• Improvement of fuel consumption
• Engine operates smoothly and there is less noise.
(1/3)
- 196
-
2. Relationship between compression ratio and com-
pression pressure or temperature
The diesel engine compresses the air inside the cylin-
der and raises the temperature for combustion.
(kgf/cm2) (MPa) ( C) The graph on the left shows the relationship between
130 13 1300 the compression ratio and compression pressure or
120 12 1200 temperature. It is assumed that no leakage of air and
110 11 1100 heat loss between the piston and the cylinder occurs.
100 10 1000 When the compression ratio is 16, for example, the
graph shows that the compression pressure and tem-
Compression pressure
90 9 900
80 8 800 perature can go as high as approx. 5 MPa (50 kgf/
Air temperature
70 7 700 cm2) and 560 °C (1,040 °F) respectively.
Air temperature
60 6 600 However, in an actual engine, the compression pres-
50 5 500
sure and air temperature values are usually somewhat
lower than the theoretical values shown in the graph
40 4 400
because the heat is released.
30 3 300
(2/3)
20 2 200
Compression pressure
10 1 100
0 0 0
4 8 12 16 20 24 28 32
Compression ratio
- 197
-
3. Diesel engine combustion process
For the combustion process that
occurs in the diesel engine, there is a
relationship between the pressure
(kgf/cm2) (MPa)
60 6 inside the combustion chamber and

D the crank angle as shown on the left.
Fuel injection
50 5 C
ends
This combustion process can be
divided into the following four stages.
40 4
Ignition (1) Ignition delay (A - B)
B In preparation for combustion fine
Pressure
30 3 Fuel injection
starts E particles of the injected fuel evapo-
rate and mix with the air in the cylin-
20 2 A Combustion
der to form an ignitable mixture.
Ignition delay
10 1 (2) Flame propagation (B - C)
Fuel injection
In this stage, ignition starts from the
0 0 areas within the air-fuel gas that
100 75 50 25 TDC 25 50 75 100 have reached the proper ratio, and
Crank angle then continues to burn outward.
From point B to C, the pressure rises
sharply.
The rise of pressure is affected by the
volume of fuel injected at ignition
delay, fuel spraying condition and air-
fuel mixture, etc.
(3) Direct combustion (C - D)
In this stage, the fuel is burned with
the flame in the combustion chamber
immediately after the injection.
The pressure from combustion rises
more gradually because the fuel
burns immediately after injection.
The pressure at this time can be
adjusted to a certain extent by
adjusting the fuel injection volume.
(4) After burning (D - E)
The fuel injection into the combustion
chamber ends at point D.
However, the remaining fuel, which
could not burn, burns during this
period.
As the after burning period gets
longer, the exhaust temperature rises
and the heat efficiency*1 lowers.
*1: With heat engines, the heat effi-
ciency means the ratio of heat
energy converted into the workload
and the heat energy of the supplied
fuel.
• Combustion process (A - E)
(3/3)
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Diesel Knock
The fuel accumulated during the ignition delay period is burned at one time during the flame propagation period.
Thus the pressure inside the combustion chamber rises sharply.
The pressure inside the combustion chamber rises sharply in proportion to the amount of the fuel injected during the
ignition delay. This pressure wave causes the engine to vibrate and make a noticeable noise.
This is called as diesel knock. The diesel engine uses a self-ignition combustion system, so to a certain extent, die-
sel knock is unavoidable.
Causes of diesel knock are as follows:
• Engine temperature is low.
• Intake air temperature is low.
• Fuel ignition temperature is high. (Cetane number is low.)
• Injection timing is early. (The fuel is injected when the compression temperature is still low.)
• Injection condition is not good. (The fuel does not mix well with the air.)
To prevent diesel knock, shortening the ignition delay, thus avoiding a sudden rise in pressure.
The following methods are employed:
• Using fuel with a high cetane number.
• Raising the compression pressure and the intake air temperature until the beginning of the fuel injection.
• Raising the combustion chamber temperature.
• Maintaining the proper coolant temperature.
• Maintaining the proper fuel injection timing, injection pressure and spraying condition.
(1/2)
1. Comparison between diesel knock

How to prevent knocking and gasoline knocking
Items Diesel engine Gasoline engine Diesel knock and gasoline knocking
Compression ratio Raise Lower
Air supply temperature Raise Lower
both have a sudden rise of compres-
Compression pressure Raise Lower sion pressure during the combustion
Cylinder temperature Raise Lower period. However they vary basically
Fuel ignition point Lower Raise
by timing, cause and condition.
Ignition delay Shorten Lengthen
(1) Diesel knock
Diesel knock occurs because of diffi-
P P
Knocking culties with self-ignition.
Knocking Normal
combustion Normal
combustion
Also, it occurs when the combustible
air-fuel mixture burns all at once and
Injection
explosively causing the pressure to
Compression only
Compression
Ignition
rise suddenly.
only
t
In a diesel engine, it is difficult to dis-
t
Diesel knock Gasoline knocking tinguish between normal combustion
and diesel knock. Therefore it can
only be distinguished by whether a
sudden rise in pressure knocking
noise is generated by or by which
portion of the engine is shocked.
(2) Gasoline knocking
Gasoline knocking occurs when self-
ignites. In a gasoline engine, normal
combustion and knocking are com-
pletely different.
(2/2)
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Engine Proper Piston
The piston of the diesel engine is made
to be strong because the compression
pressure, combustion temperature and
Heat dam
combustion pressure are higher than
No.1 piston ring groove that of the gasoline engine.
FRM In some models, a heat dam is built in
(Fiber - Reinforced metal)
above the No.1 piston ring groove or the
piston head up to the No.1 piston ring
Cooling channel
groove is cast of FRM (Fiber-Reinforced
Metal), which is a special alloy made of
aluminum and ceramic fibers.
Also, some pistons are made with a
cooling channel inside the piston head in
order to cool the No.1 piston ring
groove. The oil injected from the oil noz-
zle passes through this cooling channel
Oil jet
and cools the piston.
(1/1)
Piston Rings
1. Description
There are the following types of pis-
ton rings:
Semi-keystone ring Role of the semi-keystone ring
(No.1 compression ring) No.1 piston ring (No.1 compres-
sion ring)
Cylinder
Piston A. Semi-keystone ring
Sludge
No.2 piston ring (No.2 compres-
Tapered ring
sion ring)
Tapered under-cut ring
(No.2 compression ring) (No.2 compression ring) Semi-keystone
ring B. Tapered ring
C. Tapered under - cut ring
No.3 piston ring (Oil ring)
D. Solid ring with coil
E. Three piece type ring
Solid ring with coil Three piece type ring
(Oil ring) (Oil ring) 2. Role of the semi-keystone ring
The top surface of this piston ring is
tapered to prevent the piston ring
from sticking due to carbon sludge.
While the engine is running, the pis-
ton also moves slightly in the radial
direction, causing the clearance
between the piston ring groove and
the piston ring to change.
This causes the carbon sludge inside
the piston ring groove to be rubbed
off and pushed out of the piston ring
groove together with the oil.
(1/1)
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Combustion Chamber
1. Description
In a diesel engine, the fuel is injected as mist from the
Injection nozzle
injection nozzle and mixed with the air and is ignited
and burned.
To obtain good combustion, it is necessary for the
injected fuel and air to mix well in the combustion
chamber.
2. Direct injection type combustion chamber
In the direct injection type combustion chamber, the
Cylinder head main combustion chamber is formed between the cyl-
inder head and piston. This type causes ignition and
burning by injecting highly pressurized fuel into the
highly compressed, high temperature air.
As the construction is simple, the output is high, the
heat efficiency is high and the cooling loss is low, the
fuel consumption is small and the startability is supe-
Combustion rior.
chamber
Therefore, some engines use an intake heater or glow
Piston plug although some do not have a preheating system.
As the combustion pressure increases, noise and
vibration during driving also increase.
(1/3)
3. Swirl chamber type combustion chamber

This combustion chamber is formed with the spherical
swirl chamber including the main combustion cham-
ber. These chambers are connected through the
transfer passage.
A swirling air flow is produced in the swirl chamber
Glow plug
during the compression stroke and most of the fuel is
ignited and burned. Then the part of the fuel remaining
is burned in the main combustion chamber.
In this way, smooth driving can be obtained because
Injection nozzle the maximum engine speed or combustion pressure
can be higher and the engine speed range is wide.
Cylinder head
However the temperature of the high temperature air
inside the swirl chamber lowers as the cylinder head
Swirl chamber
absorbs the heat. Therefore the startability is worse
than that of the direct combustion type, which is why a
Transfer passage
glow plug is used as a preheating system.
(2/3)
Main
combustion
chamber
Piston
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-
4. Shape of piston head
The upper surface of the piston
makes up a part of the combustion
chamber, and is specially formed to
Troidal type Reentrant type Square type Spring leaf type make turbulence in order to improve
the mixture between the air and fuel.
The sunken shape of the upper sur-
face of the piston is deeper on the
direct injection type. Among them,
the troidal type is used the most. The
piston of the swirl chamber is shallow
because almost all of air-fuel mixture
is burned. Some of these types are
flat.
(3/3)
Cylinder Liner
Liner type 1. Description
Cylinder Cylinders are divided into two types: The linerless
liner type and the type in, which the cylinder liner is
inserted in the cylinder block.
(1) Liner type
There are two types of cylinder liner: The wet type in, in
which the coolant touches the backside directly, and the
(A) dry type, which the coolant does not touch directly. The
top of the cylinder liner is made to protrude
slightly above the top of block.
Cylinder block
This protrusion (A) prevents gas leaks by sufficiently
Cylinder block
Cylinder liner penetrating the cylinder gasket.
(A) = 0.01 — 0.1 mm ( ~ AUG.1998 B series engine) (2) Linerless type

Linerless type The linerless type uses a special alloy cast iron, which
is more resistant to wear. The engine is made com-
pact and lightweight by narrowing the bore pitch.
Cylinder block
HINT:
The cylinder block of most of diesel engines is made
of cast iron. Recently some engines use an aluminum
cylinder block, in which a cylinder liner is inserted.
(1/1)
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Cylinder Head Gasket
Cylinder head gasket (3L engine)

Mark B,D or F 1. Description
The cylinder head gasket is mounted
between the cylinder block and the
cylinder head.
Cutout It prevents combustion gasses, cool-
mark
ant and oil from leaking out between
the cylinder block and the cylinder
head. This requires resisting pres-
sure, heat resistance and proper
elasticity.
Piston
The steel laminate type cylinder head
A-A’ cross section
Piston gasket is used in order to improve
protrusion
the durability of the cylinder head
Cylinder block gasket so that combustion gas leak-
age is prevented.
The thickness of the cylinder head
gasket is selected to improve com-
pression ratio precision according to
the engine. The thickness of the cyl-
inder head gasket is determined by
the amount of protrusion of the pis-
ton.
Example: 3L engine
The 3L engine has three types of cylin-
der head gaskets.
Mark B: 1.40 - 1.50 mm (0.0551 -
0.0591 in.)
Mark D: 1.50 - 1.60 mm (0.0591 -
0.0630 in.)
Mark F: 1.60 - 1.70 mm (0.0630 -
0.0669 in.)
(1/1)
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Valve Mechanism
1. Four-valve mechanism
The valve mechanism of the diesel
engine is basically the same as the
one on the gasoline engine. How-
Valve bridge
ever, some valve mechanisms are
Valve rocker shaft
Guide pin distinctive to the engine.
Valve rocker arm Adjusting screw (1) The four-valve mechanism consists
Intake valve Exhaust valve
Roller
Adjusting screw (2) of the valve rocker arm and valve
Valve bridge bridge.
Camshaft
Guide pin When the rocker arm is pushed up by
the camshaft, the valve bridge slides
along the guide pin and pushes down
the two valves simultaneously to
Valve rocker arm open them.
In this way, a single camshaft is able
Adjusting screw (1)
to operate four valves per cylinder.
Through the use of four valves, not
only is the intake and exhaust effec-
Valve bridge tiveness improved, but also the injec-
Adjusting screw (2)
tion nozzle can be placed in the
Guide pin center of the combustion chamber.
HINT:
Valve clearance is adjusted using
two adjusting screws, (1) and (2).
(1/2)
2. Replacement interval of timing

Timing belt replacement warning light belt
The timing belt of the diesel engine
must be replaced every 100,000 km
(60,000 miles) or 150,000 km
(90,000 miles), depending on the
Example 2
Example 1 engine models. In some diesel
engine vehicles, a timing belt
replacement warning light is pro-
vided.
This light will come on at the speci-
fied timing belt replacement intervals.
The timing belt warning light must be
reset after replacing the timing belt.
The method for resetting varies by
the model.
Cancel switch
screw
Example 1:
Remove the grommet under the speed-
ometer and push the warning light reset
knob with a thin rod.
Example 2:
Remove the cancel switch screw and
reinstall it in the other installation hole.
(2/2)
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Lubrication System Description
The lubrication system of a diesel
Water-cooled type oil cooler engine is basically the same as that of a
gasoline engine. The diesel engine uses
Oil cooler
a specially-designed oil filter because it
generates more carbon particles during
combustion than a gasoline engine.
The diesel engine also has an oil cooler
to maintain the oil's lubrication perfor-
A A : from Oil pump
C B : to Oil pan
mance because the combustion temper-
C : to Main oil gallery ature and combustion pressure is higher
D D : to Oil pan
B than that of a gasoline engine.
1. Oil Cooler
Oil filter
Most oil coolers are the water-cooled
type, and are installed on the front or
Relief valve for oil pump
side of the engine, or under the radi-
ator.
Relief valve for oil cooler
The oil, which is drawn from the oil
pan through the oil filter by the oil
pump, is provided to each part where
friction occurs after being cooled at
the oil cooler.
To prevent oil cooler damage, a relief
valve is installed.
(1/2)
2. Oil Nozzle
In many diesel engines, oil nozzles are provided in the
cylinder block to cool the pistons.
Piston
Part of the lubrication oil pumping from the main oil
Cylinder block gallery in the cylinder block passes through the check
valve and is injected from the oil nozzle to cool the
inside of the piston.
The check ball closes the oil passage by the spring
force when the oil pressure drops below approx. 140
kPa (1.4 kgf/cm2).
This is to prevent the oil pressure in the lubrication cir-
cuitry from dropping too low by closing the oil pas-
sage.
Main oil gallery

Oil nozzle
Check ball
Check valve
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REFERENCE
1. 2. Two Types of Check Valve
Check valve There are two types of check valves
used for the diesel engine.
1.One type uses a single check valve for
all the oil nozzles.
2.The other type uses one check valve
for each individual oil nozzle.
(1/1)
Oil nozzle
Check valve
Spring
to Oil nozzles
from
Main oil
gallery
Check ball
Check ball
Spring
Cooling System Description

The cooling system of the diesel engine
Viscous type power heater (1HD-FTE engine)
is basically the same as that of the gaso-
Power heater line engine.
However as the heat efficiency rate is
Heater hose
better, the coolant temperature is slower
to rise.
Thus, some for the cold area specifica-
Coolant
tion engines have an auxiliary heater.
Engine Front Rear
1HD-FTE engine viscous type power
heater heater
Magnet clutch heater:
When the idle up switch is turned on, the
Magnet drive belt drives the power heater, and
clutch
Power heater the internal silicon oil is stirred up to gen-
Air conditioning erate the heat.
magnet clutch signal
Ignition switch
Power heater amp. Idle up switch This heat generation warms the coolant.
HINT:
Here are some other types of auxil-
iary heaters.
Example:
• Electrical type power heater
• Combustion type power heater
• PTC (Positive Temperature Coeffi-
cient) heater
etc.
(1/1)
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Fuel System Description
The fuel system delivers the fuel to the
engine. The injection pump is driven by
the timing belt or the timing gear of
engine.
Injection pump
HINT:
Fuel filter
The injection pump is driven by the
camshaft in accordance with the
engine.
The fuel, which is highly compressed
by the injection pump, is sent into the
injection nozzle of each cylinder in
order to be injected into the combus-
Injection
tion chamber.
nozzle Excess fuel is also returned to the
fuel tank.
(1/1)
Fuel tank
Priming Pump
1. Description
The priming pump is a manual pump used for bleed-
ing air when the fuel tank becomes empty, the fuel fil-
ter is replaced or the air is mixed into the fuel pipe.
Priming pump
If air enters the fuel line, it may cause the injection
pump to have difficulty in pumping the fuel up and the
engine may be difficult to start.
from Fuel tank to Injection pump
Therefore, it is necessary to bleed the air from the fuel
system, using the priming pump before starting the
engine.
Also it is used when bleeding the water in the sedi-
Fuel filter menter.
(1/2)
Water sedimenter
Fuel fiow
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-
2. Operation
Pump chamber
Pump handle
Diaphragm
Inlet check
valve
Outlet check
valve
Injection
pump
Fuel tank
Injection
nozzle
Fuel
(1) When pushing the pump handle:

Pump chamber When pushing the pump handle, the
Pump handle
fuel or air inside the pump chamber
Diaphragm opens the outlet check valve and
Inlet check
valve flows to the fuel filter and injection
Outlet check pump.
valve
At the same time, the inlet check
valve closes and reverse flow of fuel
is prevented.
Injection
The air that has entered into the
pump injection pump flows with the fuel
from the return pipe of the injection
pump to the fuel tank.
Fuel tank
Injection
nozzle
Fuel
(2) When releasing the pump handle:

Pump chamber When releasing the pump handle,
Pump handle
the force of the spring pushes the
Diaphragm diaphragm returning to its original
Inlet check
valve position. At this time, a vacuum is
Outlet check created in the pump chamber.
valve
The inlet check valve opens and
draws the fuel in with this vacuum.
At the same time, the outlet check
Injection
valve closes and reverse flow of fuel
pump is prevented.
(2/2)
Fuel tank
Injection
nozzle
Fuel
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-
Fuel Sedimenter
The fuel sedimenter separates the water
from the diesel fuel.
It uses the specific gravity difference
between the diesel fuel and water to
separate the water before the fuel enters
the injection pump.
The sliding portion inside the injection
pump is lubricated by the fuel. Therefore
it is necessary to drain the water from
the fuel because lubrication is insuffi-
cient if fuel is mixed with water, as seiz-
Fuel ing of the pump causes.
Loosen the drain plug of the fuel filter
and push the priming pump to drain the
Water water in the sedimenter.
(1/1)
Drain plug
Injection Nozzles
1. Description
The injection nozzle converts the
high-pressurized fuel, which is sent
from the injection pump, into a mist
by injecting the fuel into the combus-
tion chamber. The diesel engine
directly injects the fuel into the com-
bustion chamber, which is different
from the gasoline engine which
makes the air-fuel mixture in
advance. Thus, the time for mixing
with the air is much shorter.
Therefore, the fuel is injected at high
pressure and high speed to create a
mist that mixes easily with the air,
thus improving the ignition perfor-
mance.
(1/4)
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-
2. Necessity of adjusting nozzle opening pressure
For the injection nozzle, the nozzle opening timing
Nozzle holder varies according to the nozzle needle opening pres-
sure.
Overflow pipe
If the injection nozzle does not open or close correctly,
Adjusting shim it affects the timing and volume of the fuel injection.
Pressure spring Therefore, the nozzle opening pressure must always
Pressure pin be adjusted to be at the specified value.
Distance piece
Nozzle needle
Nozzle body
Retaining nut
Injection pump
discharge pressure
Correct nozzle Injection
opening pressure volume
Pressure
Time
Correct injection timing
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-
Nozzle opening pressure and injection timing volume
Nozzle holder Opening pressure Low High

Overflow pipe Injection timing Advanced Retarded
Adjusting shim
Injection volume Large Small
Pressure spring
Pressure pin The nozzle opening pressure is adjusted by changing the
Distance piece thickness of the adjusting shims and adjusting the force of
Nozzle needle
the pressure spring.
Nozzle body Reduce thickness of shim: Injection pressure is low
Retaining nut Increase thickness of shim: Injection pressure is high
(2/4)
Low
Pressure
Time
Advanced injection timing
Nozzle holder
Overflow pipe
Adjusting shim
Pressure spring
Pressure pin
Distance piece
Nozzle needle
Nozzle body
Retaining nut
High
Pressure
Time
Retarded injection timing
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-
3. Two-stage injection nozzle
Nozzle assembly No.2 pressure
spring seat In some diesel engines, the two-
No.3 pressure stage injection nozzles are used.

spring washer
Use of two-stage injection nozzles
Needle No.2 pressure
tip spring makes it possible to lower the nozzle
Nozzle
body Straight pin opening pressure. Therefore, injec-
Tip packing
retaining nut at idling is better than that of normal
injection nozzles. Also, diesel knock
that occurs with small injection vol-
No.1 pressure
spring umes is decreased.
No.1 pressure
spring seat
Nozzle holder body (1) Construction
Two pressure springs and two pres-
No.2 pressure spring washer
(adjusting shim) sure pins are built into the nozzle
Pressure pin holder body.
No.1 pressure spring washer Clearance is provided between the
(adjusting shim)
needle tip and the pressure pin
because of the two stages of the fuel
injection. This clearance is called
pre-lift.
In order to adjust the fuel injection
pressure at the 1st stage and 2nd
stage, replace each pressure spring
washer.
(3/4)
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-
(2) Operation
<1> 1st stage operation
When the fuel pressure of the injec-
Two-stage injection nozzle tion pump reaches approx. 18MPa
No.1 pressure spring
Normal injection nozzle (180 kgf/cm2), the needle tip pushes
the pressure pin up through the No.3
pressure spring washer, exceeding
mm Maximum lift
0.25 pressure pin the force of the No.1 spring pressure.
At this time, the fuel is injected.
Nozzle needle lift
No. 2 pressure spring

The amount of lift changes until the
No. 2 pressure needle tip makes contact with the
spring seat
0.04
Pre-lift
Tip packing No.2 pressure spring seat.
No.3 pressure After the No.3 pressure spring
spring washer
0 18 28 (MPa) washer makes contact with the No.2

(kgf/cm2 )
0 180 280 pressure spring seat, the amount of
Fuel pressure the needle tip lift does not change
Needle tip until the fuel pressure reaches
approx. 23 MPa (230 kgf/cm2).
Initial position (closed)
<2> 2nd stage operation
Pre-lift When the fuel pressure reaches
Maximum lift approx. 23 MPa (230 kgf/cm2), it
overcomes the force of both the No.1
and No.2 pressure springs. And the
needle tip pushes the No.2 pressure
spring seat through the No.3 pres-
sure spring washer.
The amount of the needle tip lift does
not change when it reaches the max-
imum amount of lift even if the fuel
pressure changes.
For this reason, when the engine is
running at low load, small amounts of
fuel are injected in the low-lift range
only. When a load is applied to the
engine, small amounts of fuel are
injected in the pre-lift range, and then
larger amounts are injected in the
high-lift range.
For this reason, when the engine is run-

ning at low load, small amounts of fuel
are injected in the low-lift range only.
When a load is applied to the engine,
small amounts of fuel are injected in the
pre-lift range, and then larger amounts
are injected in the high-lift range.
(4/4)
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-
Delivery Valves
1. Construction
The delivery valve is mounted on the
distributive head of injection pump.
The valve spring and delivery valve
Injection Injection
pump side nozzle side are mounted in the delivery valve
holder.
The surface of the delivery valve seat
Valve seat Valve spring is made with high precision.
Gasket Delivery valve Delivery valve holder
(1/2)
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-
2. Operation
The delivery valve closes the fuel line quickly at the
Injection pump Injection nozzle
side side end of fuel injection in order to keep the residual pres-
sure inside the injection pipe.
At the same time, the fuel is drawn back in allowing
the injection nozzle to snap shut, thus preventing fuel
"dribble (dripping)".
(1) Start of fuel injection
<1> The highly pressurized fuel from the injection
pump is sent to the delivery valve before injec-
tion.
<2> The highly pressurized fuel pushes the delivery
valve to open the fuel line.
Relief valve Valve face <3> The highly pressurized fuel is sent into the injec-
tion nozzle.
(2) End of fuel injection
<1> Pumping from the injection pump ends, and the
fuel pressure lowers.
<2> The delivery valve is pushed back by the valve
spring.
<3> The delivery valve returns until the valve face
adheres the valve seat.
<4> The above process ensure a sudden drop in
Operating stroke pressure inside the injection pipe. The nozzle
needle then draws back the fuel, which would
otherwise be fuel dribble.
(3) Keeping airtightness (keeping residual pressure and
preventing reverse flow)
Airtightness (for keeping residual pressure and pre-
venting reverse flow) is maintained by the valve seat
and the surface of the delivery valve.
If the pressure inside the injection pipe after the fuel
injection is low, the fuel volume is decreased.
Because the injection pressure does not reach quickly
if the pressure inside the pipe is low.
Therefore, it is necessary to keep the pressure con-
stant inside the injection pipe all the times.
- 215
-
• Fuel dribble (dripping) after injection
This occurs when the fuel supply is not precisely cut-
off at the end of fuel injection and fuel particles are
accumulated on the tip of the nozzle.
If fuel dribble occurs after fuel injection, the fuel in the
cylinder will not burn completely.
This will result in the emission of black or white smoke
Injection nozzle being exhausted.
To prevent fuel dribble, the relief valve of the delivery
valve is designed to draw back any fuel that may drip
out of the nozzle after injection.
Fuel dribble occurs if there is any failure in the delivery
valve or injection nozzle, as the residual pressure
remains in the injection pipe after fuel injection.
Faulty
(2/2)
Bleeding Air for the Fuel System

1. Bleeding the air between the fuel tank and the
injection pump (low pressure side)
(1) Repeatedly push down and release the pump handle.
(2) Gradually the pump handle resistance will become
Pump handle higher, and the pump will seize to operate. Then the
air flows with the fuel into the fuel tank via the return
Priming pump
pipe.
(3) Bleeding the air is completed when the pump handle
becomes hard to operate.
SERVICE HINT:
In following cases, bleed the air between the injection
pump and injection nozzle (high pressure side).
• When the engine does not operate properly after the
engine is warmed up
• When a part on the high pressure side of the fuel sys-
tem are replaced
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-
2. Bleeding the air between the injection pump and
the injection nozzle (high pressure side)
(1) Loosen all injection pipe union nuts on the nozzle
holder side.
(2) Crank the engine to force the fuel out of the injection
Union nut pipe and bleed the air.
(3) Tighten the injection pipe union nuts.
NOTICE:
In the case of the common-rail type, use the hand-held
tester and operate the injector to bleed the air. Do not
bleed the air with the injection pipe union nuts loosened.
(1/1)
Preheating System Description

1. Necessity of preheating system At
a cold engine starting, the com-
pression heat escapes from the com-
pression chamber even if there is
adequate compression. In some
Compression heat has difficult rising cases, the injected fuel does not rise
to the ignitable temperature.
Leakage of compression pressure
Therefore, the preheating system is
necessary to improve ignition perfor-
mance. By heating the air before a
cold engine starting, the preheating
system improves engine startability.
Also, diesel knock and white smoke
Cranking speed is low are reduced by heating the air for a
certain amount of time according to
the coolant temperature even after
starting.
(1/1)
Glow Plug
The latest Toyota vehicles feature glow
Thermal coil
plugs with self-controlling temperature.
A control coil is built into the glow plug,
in which the resistance increases as
Control coil temperature rises.
The increased resistance of the coil
1100 reduces the amount of current to the
1000 thermal coil, which is connected in
900 series to the control coil.
Glow plug 800 By reducing the amount of current, the
temperature
(° C ) 700
temperature of the glow plug does not
rise as much.
600
The temperature of glow plug rises to
500
approx. 900 °C (1,472 °F).
0 10 20 30 40 50 60
Duration of current flow (sec.) REFERENCE:
The previous glow plug, which did not
feature self-controlling temperature fea-
tured a system when the glow plug
resistors were set in series, reducing the
current flowing into the glow plug.
(1/1)
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Glow System
1. Glow indicator light description
The glow plug indicator light is
mounted inside the combination
meter.
When the light goes off, it informs the
driver the engine is ready to be
started.
HINT:
• The glow indicator light operates
independently from the glow plug.
Thus, it does not indicate whether
plug has actually heated up or not.
• The light lighting time is approx. 0-
10 seconds.
The light lighting time varies
according to the coolant tempera-
ture and according to the engine
models.
(1/2)
2. Operation of glow system (Super
glow type)
Timer 1 and 2 inside the preheating
S-REL
timer or the emission control ECU
G-IND
Glow plug relay Glow indicator are turned on after the ignition switch
Timer 2 Timer 1 ON
THW
STA
ST is turned to ON when the tempera-
Water
temperature
sensor Ignition switch ture of the engine coolant is low.
E2 Timer 3 Crankshaft
Timer 1 turns on the glow indicator
NE+
position sensor light in the combination meter.
Timer 2 turns on the glow plug relay
NE- to let the glow plug generate heat.
Glow plugs Preheating timer or emission control ECU Timer 1 and 2 are turned on during
the time in accordance with the tem-
perature of the coolant. Then, they
Time (sec.)
ON
Ignition OFF are turned off.
switch
Time (sec.)
ST t2 When timer 1 is turned off, the glow

OFF
indicator light is turned off.
NE signal ON t1 Coolant temp.
OFF When the ignition switch is turned to
Glow ON t1 Coolant temp. the START, the preheating timer or
Time (sec.)
indicator OFF
t3
emission control ECU turns the glow
Glow plug ON plug relay on, in order to prevent the

relay OFF t2 t3 temperature of glow plug dropping
Coolant temp.
during starting and improve startabil-
ity.
When timer 3 operates, it turns the
glow relay on for the time depending
on the coolant temperature and
effects after-glow when the engine is
started and the ignition switch is
returned to ON from START.
(2/2)
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-
REFERENCE:
Ignition switch Fixed-delay Type Circuit
AM1 IG1 For the preheating system of the fixed-
IG2
AM2 delay type, the preheating timer controls
ST2
Glow indicator
the glow indicator light lighting time and
light the time that the glow plug relay is
turned on (preheating time.)
Preheating timer
Indicator light lighting time: Approx. 5
Glow plug
relay seconds
to Voltege regulator
terminal L
Preheating time: Approx. 18 seconds
Glow plugs Both are controlled at the fixed time.
(1/1)
Variable-delay Type Circuit

Ignition switch
For the preheating system of the vari-
AM1 IG1
able-delay type, the preheating timer
AM2
IG2 controls the glow indicator light lighting
ST2
time and the time that the glow plug
Glow indicator
light relay is turned on (preheating time) in
accordance with the engine coolant tem-
Preheating timer
to Voltege regulator perature and alternator voltage (which

Glow plug terminal L
relay acts as the engine running signals).
Light lighting time:
Glow plugs Water Approx. 2 - 28 seconds
temperature
sensor Preheating time:
Approx. 2 - 55 seconds
Both vary according to the coolant.
(1/1)
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-
Other Equipment Intake Shutter
1. Description
Some diesel engines use an intake shutter.
The intake shutter has following functions.
Diaphragm
(1) Stops vibration immediately after engine is turned off.
Valve In diesel engines, air continues to be drawn into the
cylinder and compressed even after the ignition switch
is turned off.
To prevent vibration from occurring immediately after
engine is turned off, the intake shutter is closed imme-
diately after the ignition switch is turned off in order to
shut the intake air off and stop the engine smoothly.
(2) Reduces intake air noise.
During deceleration, or low speed and light load, the
amount of the intake air is reduced by the intake shut-
ter. The intake air noise is reduced without drawing
unnecessary air into the intake manifold.
(3) Improves EGR performance.
The intake shutter opening angle is controlled to attain
the proper EGR effect, depending on the engine run-
VSV ning condition.
HINT:
The intake shutter is also called throttle valve.
(1/1)
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-
Question- 1

In a diesel engine, the fuel ignitability is better as the compression True False
1
ratio increases.
The self-ignition temperature decreases as the cetane number of

2
True False
the diesel fuel is increases.
The fuel injection timing is delayed when the nozzle opening pres- True False
3
sure of the injection nozzle is low.
In a diesel engine, the fuel self-ignites by heat generated from com-

4
True False
pression of the intake air.
Question- 2
The following graph shows the relationship between the pressure inside the combustion chamber and crank angle
during the combustion stroke. From the following word group, select the words that correspond to each statement.
1. The injected fuel into the 2. The air-fuel mixture is ignited,
(kgf/cm2) (MPa) combustion chamber evapo- causing it to burn outward
60 6
D rates and an ignitable mixture and the pressure in the com-
50 5 C
is created. (A-B) bustion chamber to rise
40 4 sharply. (B-C)
Pressure
B
30 3 4. The remaining unburned fuel
E 3. The fuel is burned by the
20 2 A flame in the combustion that could not burn burns. (D-
10 1
chamber immediately after E)
injection. (C-D)
0 0
100 75 50 25 TDC 25 50 75 100
Crank angle
a) After burning b) Flame propagation c) Direct combustion d) Ignition delay
Answer: 1. 2. 3. 4.
Question- 3
From the word group, select the parts that correspond to each statement.
1. This part separates the water from the diesel fuel. 2. It heats the intake air up.
3. This part injects the high-pressurized fuel sent from 4. The fuel is pressurized and compressed into the
the injection pump into the combustion chamber. injection nozzles of each cylinder.
a) Injection pump b) Priming pump c) Fuel sedimenter d) Glow plug e) Injection nozzle
Answer: 1. 2. 3. 4.
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Question- 4
The following statements pertain to the glow indicator light. Select the statement that is True.
1. It informs the driver that the engine is ready to be started.
2. It informs the driver that the glow plug is actually heated up.
3. It informs the driver of a malfunction of the glow plug.
4. It informs the driver of the glow plug temperature.
Question- 5
The following statements pertain to the conditions in which the diesel knock occurs easily. Select the statement that
is True.
1. The diesel knock occurs easily when the engine and coolant temperature is high.
2. The diesel knock occurs easily when fuel of a high cetane number is used.
3. The diesel knock occurs easily when the injection timing is advanced.
4. The diesel knock occurs easily when the intake air temperature is high.
Question- 6
The following statements pertain to the diesel engine. Select the statement that is False.
1. A diesel engine goes through a 4-stroke-cycle (intake, compression, combustion and exhaust) the same
as a gasoline engine.
2. The compression temperature increases at higher compression ratio than that of the gasoline engine.
3. The fuel is ignited by the heat of compressed air.
4. The air-fuel mixture is drawn into the cylinder during the intake stroke.
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-
Injection Pump Description
The injection pump pumps the fuel to each injection noz-
zle. The injection pump functions to control the fuel injec-
tion volume and timing.
1. Fuel suction
Flyweight
The feed pump draws the fuel from the fuel tank, and
Governor lever
Adjusting lever compresses it into the pump housing.
Drive shaft
2. Fuel pumping
Fuel cut-off solenoid One plunger is used to send the highly pressurized
fuel to each injection nozzle by reciprocated move-
ment with rotating.
Plunger 3. Injection volume control
The governor controls the injection volume and the
Feed pump engine output. The governor functions to control the
maximum engine speed to prevent the engine from
Cam plate
overrunning and stabilize idling speed.
Timer
4. Injection timing control
Spill ring
Delivery The timer controls the injection timing in proportion to
valve
the engine speed.
Distribution passage
The internal parts of the injection pump are lubricated
Distributive head and cooled by the fuel.
(1/1)
Summary of Operation
Turning the ignition switch on causes the
fuel cut-off solenoid valve to be pulled in
and the passage between the pump
Regulating valve housing and the plunger to open. When
Water sedimenter and fuel filter
Fuel cut-off
the feed pump rotates, the fuel is drawn
solenoid up from the fuel tank, passes through
Pressure the sedimenter and the fuel filter, and
chamber enters the pump housing after the pres-
sure is regulated by the regulating valve.
The plunger draws the fuel from the
pump housing into the pressure cham-
ber during its downward movement
Injection (moves to the left), and compresses the
nozzle
Feed pump* fuel highly to distribute it to each delivery
Cam plate Plunger valve during the upward movement
Delivery valve
(moves to the right).
Timer*
Fuel tank After passing through the delivery valve,
the fuel is introduced into the nozzles via
the high-pressure pipes, from which the
fuel is injected into the cylinders.
At the same time, the internal parts of
the pump are lubricated and cooled by
the fuel. A portion of the fuel returns to
the fuel tank from the over flow screw, in
order to control the increase of the fuel
temperature in the pump.
(1/1)
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Feed Pump and Regulating Valve
1. Feed pump
The vane type feed pump consists of four blades and
from Fuel filter a rotor. The rotor is driven by the drive shaft, and the
blades push against the inner wall of the pressure
Regulating chamber due to centrifugal force. As the center of this
valve
Drive
shaft rotor is eccentric to the center of the pressure cham-
to Pump
housing
ber, the fuel between the blades is compressed and
Rotor pushed outward.
Pressure
Blade chamber 2. Regulating valve
The regulating valve adjusts the discharge pressure of
from Timer the feed pump according to the pump speed.
The fuel injection timing is controlled by the timer
which responds to the pressure inside the pump hous-
ing.
(kgf/cm2)
(1/1)
(kPa)
Fuel pressure
600 6
400 4
200 2
500 1000 1500 2000

Feed pump speed(rpm)
Fuel Delivery and Injection
Face-cam Plunger
1. The feed pump, cam plate and plunger are driven by
the drive shaft and rotate at the rate of half the engine
Cam plate speed.
Coupling
Suction port 2. Two plunger springs push the plunger and cam plate
Spill ring Distrbution against the rollers.
passage
3. The cam plate has the same number of the face cam
Distrbutive head
as that of the cylinder. (Four-cylinder engine has four
face cams.) The cam plate pushes the plunger in and
out rotating on the fixed roller. Therefore, the plunger
follows the face cam movement, and reciprocates in
sync with the face cam with rotating. With one turn of
the cam plate, the plunger makes one complete turn
Drive shaft Plunger spring Injection nozzle and reciprocates four times.
Roller Delivery valve
4. Fuel for one cylinder is delivered with each 1/4 turn
and one reciprocating motion of the plunger (Four-cyl-
inder engine).
(1/3)
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-
5. The plunger has four suction
grooves, a distribution port, a spill
Cam plate
Roller ring
Coupling port and a pressure equalizing
Plunger
Roller
Spring B groove. The spill port and distribution
Drive shaft A
Spill ring port are aligned with the access hole
of the plunger center.
Plunger spring
6. The fuel is drawn from the suction
View from A View from B groove of the plunger. Then the
highly compressed fuel is sent
Roller
through the delivery valve from the
Distribution port
distribution port, and pumped into the
Suction groove
Knock pin injection nozzle.
(2/3)
Distribution passage Suction port
Plunger Suction
groove
Spill
port
to Delivery Pressure
valve and equalizing groove
nozzle
Distribution port
Distribution port
- 225
-
1. Suction
When the plunger goes down (moves to the left), one
Face-cam Plunger of four suction grooves in the pump plunger will be
Cam plate
aligned with the suction port in the distributive head.
Coupling Effective
Thus, the fuel is drawn into the pressure chamber and
stroke Suction port from there into the interior of the plunger.
Spill ring Distrbution
passage
Distrbutive head
Drive shaft Plunger spring Injection nozzle
Roller Delivery valve
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-
2. Delivery
As the cam plate and plunger rotate, the suction port
of the distributive head is closed off and the distribu-
tion port of the plunger will be aligned with the distribu-
tion passage.
As the cam plate rides onto the rollers, the plunger
goes up (moves to the right) and compresses the fuel.
When the fuel pressure reaches the predetermined
value, the fuel is injected from the injection nozzle.
3. Termination
When the cam plate rotates further and the plunger
goes up (moves to the right), two spill ports of the
plunger are pushed out from end of the spill ring.
Then, the highly pressurized fuel is returned back to
the pump housing through the spill ports. As a result,
the fuel pressure drops suddenly and the fuel injection
is terminated.
- 227
-
• Effective stroke
The effective stroke is the distance that the plunger
moves from the start of the fuel compression till the
end.
Decrease As full pump strokes are constant, the spill ring loca-
tion is changed to increase or decrease the injection
Compression start
volume by the change of the effective stroke.
Compression end
Cam lift
When the effective stroke becomes longer, the com-
pression ends later and the injection volume will be
increased. Conversely the compression ends earlier
and the injection volume will be decreased when the
Rotational direction
effective stroke becomes shorter.
Spill ring
(3/3)
Compression start
Effective stroke
Compression end
Cam lift
Rotational direction
Spill ring
Fuel Cut-off Solenoid

The fuel cut-off solenoid valve opens and closes the fuel
ON passage leading to the suction port.
(The valve remains open while the ignition switch is on.)
1. Fuel cut-off solenoid on
The battery voltage is applied to the solenoid and the
Ignition switch
valve compresses the spring to be drawn upward. As
a result, the suction port is opened and the fuel is sup-
plied.
Fuel cut-off solenoid
Spring
Valve
Suction port
- 228
-
2. Fuel cut-off solenoid off
The current,which flows into the solenoid,is cut off,
allowing the valve to retract downward by the spring.
OFF
As the valve closes the suction port, the fuel supply to
the cylinder will stop, causing the engine to stop.
(1/1)
Ignition switch
Fuel cut-off solenoid

Spring
Valve
Suction port
Anti-reverse Rotation
The diesel engine generally rotates in reverse.
Suction port
If the fuel is injected where the air is drawn from the
opening exhaust side and compressed, the engine will rotate.
Distribution
However, the pump is designed to make reverse rotation
port opening for the engine impossible. If the pump rotates in reverse,
the fuel will be returned back to the pump housing as the
Cam lift pump plunger moves upward and the suction port is
opened.
Also, the fuel is not compressed because the pump
plunger moves downward, when the delivery port is
0 90
(for four cylinder opened.
engines) Therefore the fuel is not injected, making it impossible
Delivery Suction that the engine to rotate in reverse.
Pump plunger (1/1)

Reverse
rotation
Cam plate
Cam lift
Roller
Normal direction of rotation
- 229
-
Automatic Timer (Injection Timing
Drive shaft Control)
Roller ring
Roller As in the case of gasoline engine igni-
tion timing, diesel engine injection timing
must be advanced (or retarded) in
accordance with the engine speed in
Roller order to obtain optimum performance.
Roller ring
Advancing or retarding is controlled by
the automatic timer in response to the
Slide pin
Timer spring Timer piston

Timer piston
engine speed.
Slide pin
• Construction and operation
Fuel injection timing is controlled by
Timer spring
changing the position of the roller,
which touches the face cam. When
the injection pump is not rotating, the
Injection advance roller is in the maximum retarding
position. When the injection pump
Feed pump
starts rotating and speed is
discharge side increased, the timer piston moves to
Advance angle
Piston stroke the left pushing the timer spring, as
the fuel pressure inside the pump
Engine speed housing also increases. The slide pin
connected to the piston converts the
piston movement into the rotational
movement of the roller ring. When
the roller ring rotates in the opposite
direction of the drive shaft, the injec-
tion timing advances. When the roller
ring rotates in the same direction, the
injection timing retards.
(1/1)
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VE Pump Mechanical Governor Description
It is necessary to control the fuel injec-
tion volume in accordance with the effort
that the accelerator pedal is depressed
and engine load as the output of the die-
sel engine is controlled by the fuel injec-
tion volume. Because the injection
volume is determined by the spill ring
position, it is necessary for the governor
to control the spill ring position so that
the engine can operate stably.
1. Control according to accelerator
depression
Depressed:
The fuel injection volume is
Spill ring increased. (The engine speed is
increased.)
Released:
decreased. (The engine speed is
decreased.)
2. Control with constant accelerator
position and fluctuating engine load
Load increases:
increased.
Load decreases:
decreased.
The governor also plays these roles:
Prevents the engine from overrun-
ning by controlling the maximum
engine speed, and prevents engine
stalling by stabilizing the engine
speed at low speeds.
(1/1)
- 231
-
Construction and Function
All-speed governor
Control spring
Flyweight For the mechanical governor, the fly-
Adjusting lever Damper spring
weights, which rotate with the drive shaft
Gear
Idle spring
of the injection pump, expand outward
Governor shaft Start spring
due to centrifugal force in accordance
Tension lever with the increase of shaft speed.
Guide lever This movement is transmitted to the spill
Gear Control lever ring through the governor sleeve and
Spill ring
control lever to adjust the fuel injection
volume.
Drive shaft
Governor sleeve
There are two types of governors:
M-M (Minimum-Maximum) speed governor

Control spring
• All-speed governor
Spring holder
Partial load spring • M-M (Minimum-Maximum) speed
governor
(1/1)
All-speed Governor
The all-speed governor controls the fuel
injection volume at all engine speed
ranges. The spill ring is moved by the
governor, changing the effective stroke,
Injection resulting in an adjustment of the injec-
volume tion volume.
Pump speed
- 232
-
1. Starting
Adjusting lever Control spring
When the accelerator pedal is
Damper spring
depressed and the adjusting lever is
moved in full-load direction at the
time of starting, the control spring
pulls the tension lever until it contacts
Stopper Injection
volume
the stopper.
Start spring Starting
Because the pump speed is low at
Tension lever
starting and the centrifugal force of
the flyweights is extremely small,
even the start spring (a plate spring),
Governor which has a small tension, is able to
Flyweight Control lever
push the control lever against the
Fulcrum A Pump speed governor sleeve, thus causing the fly-
Lever supporting spring weights to close completely.
At this time, the control lever rotates
counter-clockwise around fulcrum A
Spill ring Effective stroke and moves the spill ring to the start
position (maximum injection volume)
in order provide the fuel injection vol-
ume that necessary during starting.
2. Idling
Adjusting lever Control spring After the engine is started and the
Damper spring
accelerator pedal is released, the
adjusting lever returns to the idle
position.
Idle spring Injection
volume spring at this time is practically zero,
the flyweights can expand outward
Tension lever
despite the low speed. As a result,
the governor sleeve compresses the
idle spring.
Governor At this time, the control lever rotates
sleeve Idling
Flyweight Control lever clockwise around fulcrum A, to move
Fulcrum A Pump speed the spill ring to the idle position.
In this manner, a smooth idling speed
can be realized when the centrifugal
Spill ring Effective stroke
force of the flyweights and the ten-
sion of the idle spring are balanced.
- 233
-
3. Full-load (accelerator pedal fully
Adjusting lever Control spring depressed)
Damper spring
When the accelerator pedal is fully
depressed, the adjusting lever
moves to the full-load position and
Injection
Fulcrum B
volume with the stopper, similar to the start-
Tension lever
ing.
In this situation, the control spring
Full-load has a high tension and the damper
spring is completely compressed and
Governor inactive.
Flyweight Control lever Unlike the starting, a strong centrifu-
Fulcrum A Pump speed gal force acts on the flyweights, and
the governor sleeve pushes the con-
trol lever to the right. Then the control
lever rotates clockwise around ful-
crum A, until fulcrum B comes in con-
tact with the tension lever, thus
moving the spill ring to the full-load
position.
Consequently, the injection volume
at this time will be less than during
starting.
Adjusting lever
4. Maximum speed (accelerator
Control spring
pedal fully depressed)
When the engine speed becomes
greater than the specified speed, the
centrifugal force of the flyweights
Injection
volume force that is applied to the governor
sleeve to become greater than the
Tension lever
tension in the control spring. Then
the control lever and the tension
lever move in unison, rotating clock-
Maximum wise around fulcrum A, in order to
speed
Control lever move the spill ring in the direction
Fulcrum A Pump speed that decreases injection volume. By
restricting the maximum speed in this
manner, the engine is prevented from
overrunning.
- 234
-
5. Partial load (medium speed)
Adjusting lever Control spring (accelerator pedal depressed half-
way)
When the adjusting lever is in the
intermediate position between full-
Injection
volume a weak tension, allowing the spill ring
Tension lever
to move in the direction that
decreases the injection volume at a
lower speed than during the maxi-
mum speed control. As a result, the
Partial load engine speed is controlled in accor-
Control lever dance with the level of depression of
Fulcrum A Pump speed the accelerator pedal.
The characteristic of the injection vol-
ume in this situation is the same as
Spill ring
during the full-load when the engine
speed is low (before the spill ring is
moved in the direction for decreasing
the injection volume). As the speed
increases thereafter, the injection
volume decreases in order to control
the speed.
(1/1)
M-M (Minimum-Maximum) Speed

Governor
Spring holder
injection volume in accordance with the
engine speed at minimum and maximum
Injection speeds. At other speed ranges, the fuel
volume
Starting volume in accordance with the level of
Full-load Maximum injected.

speed
(Except for the control spring, the con-
struction of the all-speed governor and
Idling
Partial load M-M speed governor are basically the
Pump speed
(1/1)
- 235
-
Adjusting Screws
Maximum speed adjusting screw

Idle speed adjusting screw
Maximum speed adjusting screw
Idle speed adjusting screw
Full-load setting screw Full-load setting screw
The injection pump has the following adjusting screws:

1. Maximum speed adjusting screw:
Controls the maximum engine speed.
2. Idle speed adjusting screw:
Adjusts the engine speed during idling.
3. Full-load setting screw:
Adjusts the maximum fuel injection volume.
HINT:
As the maximum speed adjusting screw and full-load setting screw are adjusted to the proper position and
sealed, normally they are not adjusted. However, if due to changes with the passing of time, adjustment
becomes necessary, break the seal and perform an adjustment. After an adjustment, the maximum speed
adjusting screw and full-load setting screw must be sealed.
(1/1)
LST (Load-Sensing Timer)

Governor sleeve Orifice
The LST changes the fuel injection timing in accordance
Governor shaft with the engine load, and obtain the characteristic of
advancing.
The fuel is released from the orifice on the governor
sleeve via the governor shaft passage to the inlet side of
the feed pump. Therefore, the pressure inside the pump
housing is lowered to retard the injection timing.
When the load on the engine increases (increased injec-
tion volume), the flyweights remain closed. The pressure
inside the pump housing is not lowered because the ori-
fice on the governor sleeve and the governor shaft pas-
sage are not aligned.
Advance
Timer piston On the contrary, when the load on the engine decreases
(decreased injection volume), the flyweights open. The
orifice on the governor sleeve and the governor shaft pas-
sage are aligned causing the pressure inside the pump
housing to be reduced and the timing to be retarded.
Injection advance
Full load
No load
Engine speed
- 236
-
• Operation
Governor sleeve
(1/1)
Orifice
Governor shaft
Timer piston
Injection advance
Full load
No load
Engine speed
- 237
-
TCV (Timing Control Valve)
The TCV renders the LST inactive if the
vehicle is operated with a cold engine
(coolant temperature below 60 °C (140
°F)) or at high altitudes (where the atmo-
spheric pressure is below 93 kPa (700
mmHg)). The purpose of providing a
TCV is to prevent misfiring. If the injec-
tion timing is allowed to keep advancing
at conditions where misfiring occurs
ECU TCV
easily (cold engine or high altitude), mis-
Close firing is prevented. Then, white smoke is
also prevented.
The emission control ECU determines
the conditions of the engine using sig-
nals from the water temperature sensor
and the atmospheric pressure sensor.
Then, the emission control ECU outputs
signals that cause the TCV to close the
fuel passage of the LST, thus rendering
the LST inactive.
• TCV on
Before the engine has warmed up
(coolant temperature below 60 °C
(140 °F)) or when the vehicle is
driven at high altitudes (where the
atmospheric pressure is below 93
kPa (700mmHg)), the emission con-
trol ECU outputs signals that cause
the TCV to turn on and close the fuel
passage. Therefore, even if the
accelerator pedal is released and the
engine load decreases, the LST
becomes inactivated and does not
retard the injection timing.
(1/1)
VE Pump Options ACSD (Automatically-controlled Cold

Starting Device)
1. Description
The ACSD uses the contractive and
expansive properties of thermo wax
Adjusting lever
and the tension of a spring to auto-
matically advance the injection timing
in response to the coolant tempera-
ture, causing the engine to idle-up
(fast idle). This improves the start-
ability at low temperatures and the
stability of idling.
(1/2)
Spring Thermo wax
- 238
-
2. Operation
Cold engine
(1) Cold engine
The thermo wax contracts and pulls
the plunger.
Adjusting lever Lever A rotates clockwise by the
Lever B
Roller ring spring tension.
Lever A This causes lever B to push the
adjusting lever toward the idle-up
position, resulting in a faster idle
Thermo wax speed. At the same time, the roller
Lever A
ring is rotated, advancing the injec-
Shaft Shaft Pin tion timing.
Timer spring
Plunger
Spring Timer piston
(2) Warm engine

Warm engine As the coolant temperature rises, the
thermo wax gradually expands to
push the plunger out. Lever A causes
Adjusting lever the plunger to rotate counter-clock-
Lever B
Roller ring wise, gradually decreasing the
Lever A advance angle of the injection timing
and lowering the idle speed.
When the coolant temperature
Thermo wax reaches about 50 °C (120 °F), both
Lever A
injection timing and idle speed return
Shaft Shaft Pin to normal.
HINT:
The adjusting method is different
Plunger Timer spring between the engine with the ACSD
Spring Timer piston and without the ACSD.
(2/2)
- 239
-
High-Altitude Compensator (HAC)
Atmosphere chamber
1. Description
Vacuum
bellows At high altitudes, the air density
decreases with the decrease in the
Push rod Spring
son, if the fuel is injected under the
Connecting pin
same conditions as at low altitudes,
Control arm the air-fuel mixture becomes too rich,
making the engine susceptible to
generating black smoke. Therefore,
the HAC automatically reduces the
maximum fuel injection volume in
accordance with the vehicle's
present altitude.
Guide lever
Tension lever
Spill ring The HAC, which is installed above
the pump governor, consists of vac-
uum bellows, a push rod, connecting
pin and control arm.
3. Operation
(1) Low altitude
As the bellows are contracted when
the atmospheric pressure is high, the
push rod is pulled upward by the
spring. The spill ring is kept at the
normal position.
(2) High altitude

Atmosphere chamber
When the atmospheric pressure is
Vacuum low, the bellows expand to push the
bellows
push rod downward. This movement
is transmitted via the connecting pin,
Push rod Spring the control arm and the tension lever,
Connecting pin
and serves to move the spill ring to
Control arm the left. In this way, the maximum
fuel injection volume is decreased.
(1/1)
Guide lever
Tension lever
Spill ring
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-
Turbocharger Boost Compensator
1. Description
When the intake air volume (boost pressure) is increased by the turbocharger, the boost compensator increases
the maximum fuel injection volume in accordance with the increased intake air volume, in order to maintain opti-
mal combustion conditions and increase the engine output at all times.
Boost compensator Boost pressure (compression air)
Boost compensator
Exhaust gas
from Air
cleaner
to Exhaust
pipe Compressor
wheel
Turbine
wheel
Boost pressure
2. Construction
Diaphragm
Increased injection
The boost compensator is installed
volume for boost
pressure compensation
above the governor of the injection
pump. The diaphragm and push rod
Injection volume
move up and down by the boost

Connecting pin
chamber Injection volume
without boost pressure
pressure. The push rod has a
Control arm Push rod at full load
tapered construction, by which, the
Injection pump speed
control arm is rotated via the con-
necting pin. This amount of move-
Control spring
Tension lever Boost D ment becomes tension lever
compensator
movement distance, and the spill ring
Injection volume
Control lever
B
C movement distance (injection vol-
Intercept point
ume).
Spill ring 0 Boost pressure
3. Operation
Boost pressure Increased injection (1) When the boost pressure is low:
volume for boost
pressure compensation The spring pushes the diaphragm
upward. The injection volume does
Injection volume
not increase because the connecting

Connecting pin
Injection volume
without boost pressure pin is in contact with the tapered bot-
tom portion of the push rod.
Injection pump speed
Control spring
Tension lever Boost D
compensator
Injection volume
B
C
Control lever
Intercept point
0 Boost pressure
Spill ring
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-
(2) When the boost pressure is high:
The diaphragm is pushed by the
Boost pressure Increased injection
volume for boost
boost pressure to move the push rod
downward. The tension lever is
pulled by the control spring. There-
Injection volume
Connecting pin Injection volume
fore, the connecting pin moves to the
right toward the tapered portion of
Injection pump speed the push rod, and the control arm
also rotates clockwise. The tension
Control spring lever and control lever rotate
Boost D
Tension lever
compensator counter-clockwise around fulcrum A
Injection volume
B and move the spill ring to increase
Control lever
C
the maximum fuel injection volume.
Intercept point
Fulcrum A
0 Boost pressure
Pump plunger
Spill ring
Increase
(3) When the boost pressure is too

high:
Boost pressure Increased injection
volume for boost
Normally it is controlled at the area
“C” and “D”. If the boost pressure
rises above the intercept point on the
Injection volume
Injection volume
graph, the connecting pin is pushed
B without boost pressure
at full load
back to the left by tapered portion “B”
D
C Injection pump speed of the push rod, reducing the maxi-
mum fuel injection volume. This pre-
vents the boost pressure from rising
Boost D
compensator too high in the case of a failure.
Injection volume
B (2/2)
C
0 Boost pressure
Pump plunger Intercept point
Decreases Spill ring
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-
BACS (Boost and Altitude Compensator System)
1. Description
Push rod The BACS is a device that provides both the functions
Diaphragm Constant pressure chamber of the turbocharger boost compensator and the HAC.
The HAC valve maintains the constant pressure in the
constant pressure chamber located below the dia-
phragm and thus has the function of the HAC.
Low-altitude driving 2. Construction
The basic construction is the same as that of the tur-
Atmospheric air
Connecting pin bochargerboost compensator.
from Vacuum pump
3. Operation
Filter (1) Low-altitude driving:
The air is introduced into the constant pressure cham-
HAC valve ber from the filter. Then, a vacuum is applied by the
vacuum pump to make the pressure lower than nor-
Gavernor lever
High-altitude driving mal atmospheric pressure at all times.
Spill ring (2) High-altitude driving:
The atmospheric pressure, of the air which is intro-
duced into the constant pressure chamber, is lower at
high altitude. When the atmospheric pressure is low,
the bellows expand to make the vacuum passage
from the vacuum pump narrow. As a result, the vac-
uum pressure, which is applied to the constant pres-
sure chamber, decreases. Thus, the pressure inside
the constant pressure chamber stays the same at both
the low-altitude and high-altitude driving.
The HAC functions to maintain the pressure in the
constant pressure chamber by moving the push rod in
accordance with the change in atmospheric pressure
on the top part of the diaphragm.
(1/1)
PCS (Power Control System)

The PCS is a device that reduces the maximum injection
volume when the vehicle is driven under a certain condi-
tions such as 1st or reverse gear.
Normally, the VSV is off and a vacuum from the vacuum
Power control valve pump is applied to the power control valve. Accordingly,
the power control lever rotates clockwise causing the gov-
from Vacuum pump ernor tension lever to separate.
When the VSV is on, the air is let into the power control
valve causing the power control lever to rotate counter-
Power control lever VSV clockwise.
Control arm
Thus, the power control lever causes the tension lever to
rotate clockwise and this reduces the maximum fuel injec-
tion volume.
Governor tension lever (1/1)
Vacuum (VSV OFF)

Air (VSV ON)
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-
Question- 1
The following statements pertain to the VE type injection pump. Mark each of statements True or False.
1 The injection pump compresses the fuel into each injection nozzle. True False
2 The injection pump controls the fuel injection timing. True False
3 The injection pump controls the fuel injection volume. True False
Cams and plunger inside the injection pump are lubricated by the
4 True False
engine oil.
Question- 2
The following statements pertain to operation of the VE type injection pump parts. Mark each of statements True or
False.
1 The feed pump consists of the drive rotor and driven rotor. True False
The automatic timer operates by the fuel pressure inside the injec-
2 True False
tion pump.
Fuel injection ends when the spill port of the plunger enters into the True False
3
spill ring.
The LST (Load-Sensing Timer) controls the fuel injection timing in

4
True False
accordance with the engine load.
Question- 3
From the following word group, select the words that correspond to the construction parts of the VE type injection
pump.
1. Draws the fuel from the fuel tank and sends it into
2. Controls the discharge pressure of the feed pump.
the pump housing.
3. Opens and closes the fuel passage leading to the 4. Controls the fuel injection timing depending on the
suction port. When it closes, the engine is stopped. engine speed.
a) Automatic timer b) Regulating valve c) Feed pump d) Fuel cut-off solenoid
Answer: 1. 2. 3. 4.
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-
Question- 4
From the following word group, select the words that correspond to each screw (1-3) in the following illustration.
a) Idle speed setting screw b) Full-load setting screw c) Maximum speed adjusting screw
Answer: 1. 2. 3.
Question- 5
The following illustrations show the injection strokes of the VE type injection pump. Select the appropriate statement
that explains each illustration.
1. 2.
3. 4.
a) The suction port of the distributive head closes, the fuel inside the plunger starts compressing, and the distribu-
tion port is aligned with the distribution passage.
b) Fuel is drawn into the pressure chamber and plunger.
c) As the fuel pressure in the plunger rises and reaches the predetermined value, the fuel is injected from the
injection nozzle.
d) Spill ports are pushed out from end of the spill ring, then the highly pressurized fuel is returned from the spill port
into the pump housing.
Answer: 1. 2. 3. 4.
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Outline of Engine Control System Computer Control of Gasoline Engine
A gasoline engine produces power
through the explosion of a mixture of
Three essential elements of gasoline engine
gasoline and air. The three essential ele-
ments for a gasoline engine to produce
1. Good air-fuel mixture 2. Good compression 3. Good spark power are the following:
1. Good air-fuel mixture
2. Good compression
3. Good spark
To achieve these three elements simul-
taneously, it is important to precisely
control the formation of the air-fuel mix-
ture and the timing of the sparks.
Before 1981, the only engine control
system in existence was the EFI (Elec-
tronic Fuel Injection), which used a com-
puter to control the fuel injection volume.
In addition to the EFI, there are now var-
ious computer-controlled systems,
including the ESA (Electronic Spark
Advance), ISC (Idle Speed Control),
diagnostic systems, etc.
REFERENCE:
Toyota uses a computer-controlled sys-
tem called the TCCS (Toyota Computer-
Controlled System) to optimally control
the fuel injection, ignition timing, driv-
etrain, brake system, and other systems
in accordance with the operating condi-
tions of the engine and the vehicle.
(1/1)
Process of Computer Control
Sensors Actuators For the computer to function properly, it
requires a comprehensive system com-
prised of various input and output
devices.
On an automobile, sensors such as a
water temperature sensor or an air flow
meter correspond to the input device.
And actuators such as injectors or ignit-
ers correspond to the output device. At
Toyota, the computer that controls a sys-
tem is called an ECU (Electronic Control
Wire harness
Unit). The computer that controls the
engine is called an engine ECU (or
ECM*: Engine Control Module).
The sensors, actuators, and the engine
ECU are connected with wiring har-
nesses. Only after the engine ECU pro-
cesses the input signals from the
sensors and outputs control signals to
the actuators can the entire system
operate as a computer-controlled sys-
tem.
*The ECM is SAE (Society of Automo-
tive Engineers) terminology.
(1/1)
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-
Outline of EFI (Electronic Fuel Injec-
tion) System
The EFI system uses various sensors to
detect the operating conditions of the
engine and the vehicle. In accordance
with the signals from these sensors, the
ECU calculates the optimal fuel injection
volume and operates the injectors in
order to inject the proper volume of fuel.
During ordinary driving, the engine ECU
determines the fuel injection volume for
achieving the theoretical air-fuel ratio, in
order to ensure the proper power, fuel
consumption, and exhaust emission lev-
els simultaneously.
Starting and Constant-speed High-load driving At other times, such as during warm-up,
warm-up driving
acceleration, deceleration, or high-load
driving conditions, the engine ECU
detect those conditions with the various
sensors and then corrects the fuel injec-
tion volume in order to ensure an opti-
mal air-fuel mixture at all times.
(1/1)
Outline of ESA (Electronic Spark

Advance) System
The ESA system detects the conditions
of the engine based on the signals pro-
vided by various sensors, and controls
the spark plugs to generate sparks at the
appropriate timing.
Based on engine speed and engine
load, the ESA precisely controls the igni-
tion timing so that the engine can gener-
ate improve power, purify exhaust
gases, and prevent knocking in an effec-
tive manner.
(1/1)
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-
Outline of ISC (Idle Speed Control)
System
The ISC system controls the idle speed
Fast idle
so that it is always appropriate under
varying conditions (warm-up, electrical
ON load, etc.).
To minimize fuel consumption and noise,
an engine must operate at a speed that
is as low as possible while maintaining a
stable idle. Moreover, the idle speed
Engine Idle-up must be increased to ensure the proper
speed warm-up and drivability when the engine
START Idle after is cold or the air conditioner is being
warm-up
used.
(1/1)
Outline of Diagnostic System

The engine ECU contains a diagnostic
system.
The ECU constantly monitors the signals
that are being input by various sensors.
CHECK If it detects a malfunction with an input
signal, the ECU records the malfunction
in the form of DTCs (Diagnostic Trouble
Codes) and illuminates the MIL (Mal-
function Indicator Lamp). If necessary,
the ECU can output the DTCs by blink-
ing the MIL or displaying the DTCs or
other data on the display panel of a
handheld tester.
The diagnostic functions that output the
DTCs and datas of a malfunction on a
hand-held tester are a highly advanced
and complex form of electronics system.
Because a diagnostic system must com-
ply with the regulations of each country,
its contents vary slightly by destination.
(1/1)
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-
The engine control system consists of three groups
including sensors (and sensor output signals), engine
ECU, and actuators. This chapter explains the sensors
(signals), power circuitry and ground circuitry, and sensor
Sensor Actuator
terminal voltages.
Sensor Engine ECU Actuator The engine ECU functions are divided into EFI control,
ESA control, ISC control, diagnosis function, fail-safe and
Sensor Actuator backup functions, and other functions. These functions
and the actuator functions are explained in separate
chapters.
(1/1)
Engine ECU
EFI ESA ISC
Other
function
Fail-safe
Diagnosis & backup
Other
function
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-
Preliminary Knowledge Power Circuitry
The power circuitry is the electrical circuits that supply
power to the engine ECU. These electric circuits include
the ignition switch, the EFI main relay, etc.
The power circuitry actually used by the vehicle consists
of the following two types.
(1/3)
Engine ECU
1. Control by ignition switch
EFI BATT As shown in the illustration, the diagrams show the
Ignition +B
switch
from the ignition switch.
+B1*
When the ignition switch is turned on, current flows to
the coil of the EFI main relay, causing the contacts to
EFI
main
E1 close. This supplies power to the +B and +B1 termi-
relay nals of the engine ECU.
Battery voltage is supplied at all times to the BATT ter-
minal of the engine ECU to prevent the diagnostic
codes and other data in its memory from being erased
when the ignition switch is turned off.
(2/3)
* Some models only
2. Control by engine ECU

The power circuitry in the illustration is the type where
operation of the EFI main relay is controlled by the
Ignition Engine ECU engine ECU.
switch
This type requires that power be supplied to the
IGSW
engine ECU for several seconds after the ignition
switch is turned OFF. Therefore, the turning ON and
EFI BATT
OFF of the EFI main relay is controlled by the engine
+B ECU.
M-REL
When the ignition switch is turned ON, battery voltage
A/F HTR relay is supplied to the IGSW terminal of the engine ECU,
E1
and the EFI main relay control circuitry in the engine
EFI main relay
Key
ECU sends a signal to the M-REL terminal of the
unlock engine ECU, turning on the EFI main relay. This signal
warning
switch
causes current to flow to the coil, closing the contacts
of the EFI main relay and supplying power to the +B
terminal of the engine ECU.
Battery voltage is always supplied to the BATT termi-
nal for the same reason as for the control by ignition
switch type.
Air-fuel ratio sensors In addition, some models include a special relay for
the air-fuel ratio sensor heater circuitry which is
required large amount of current.
REFERENCE:
In models where the engine ECU controls the engine
immobiliser system, the EFI main relay is also con-
trolled by the key unlock warning switch signal.
(3/3)
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-
Ground Circuitry
The engine ECU contains the following three basic
ground circuits.
Engine ECU 1. Ground for engine ECU operation (E1)
Sensors +B
The E1 terminal is the engine ECU unit ground termi-
nal, and is normally connected close to the air intake
chamber of the engine.
2. Sensor grounds (E2, E21)
Actuators
The E2 and E21 terminals are sensor ground termi-
+B
nals, and these are connected to the E1 terminal in
E2
the engine ECU.
These prevent the sensors from detecting erroneous
E21
+B
voltage values by keeping the sensor ground potential
E1 and engine ECU ground potential at the same level.
E01
3. Grounds for actuator operation (E01, E02)
The E01 and E02 terminals are actuator ground termi-
nals, such as for the actuators, ISC valve, and air-fuel
E02
ratio sensor heater, and, as with the E1 terminal, they
are connected close to the air intake chamber of the
Air intake chamber
engine.
(1/1)
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Sensor Terminal Voltage
ECU
BATT The sensors convert various information into voltage
Constant-voltage change that can be detected by the engine ECU. There
+B circuit
are many types of sensor signals, but there are five main
Throttle position
5V
types of methods for converting the information into volt-
sensor 5V age. Understanding the characteristics of these types
VC
makes it possible to determine during measurement if the
0~5V terminal voltage is correct or not.
Microprocessor
E2
E1
ECU
1. Using VC voltage (VTA, PIM)
BATT A5V constant voltage (VC voltage) for operating the
Constant-voltage microprocessor is created inside the engine ECU by
+B circuit
the battery voltage. This constant voltage, which is
Throttle position
5V
supplied as the sensor power source, is the VC termi-
sensor 5V
nal voltage.
VC
In this type of sensor, a voltage (5 V) is applied
0~5V between the VC and E2 terminals from the constant-
Microprocessor
voltage circuit in the engine ECU as shown in the illus-
tration. Then, this sensor substitutes the detected
E2
throttle valve opening or the intake manifold pressure
E1
for the voltage change between 0 and 5 V in order to
output.
SERVICE HINT:
If the constant-voltage circuit malfunctions or the VC cir-
cuit shorts, the power supply to the microprocessor will be
cut-off, causing the engine ECU to stop functioning and
the engine to stall.
2. Using a thermistor (THW, THA)

ECU
A thermistor's resistance value changes in accor-
Constant-voltage
dance with the temperature. For this reason, ther-
5V
circuit mistors are used in such devices as the water
temperature sensor and intake air temperature sen-
R
A sor, to detect changes in temperature.
Microprocessor
As shown in the illustration, voltage is supplied to the
sensor thermistor from the constant-voltage circuit (5
Sensor
(Thermistor) V) in the engine ECU via resistor R. The properties of
E2 the thermistor are used by the engine ECU to detect
the temperature using the change in voltage at point A
E1
in the illustration.
When the thermistor or wire harness circuit is open,
the voltage at point A becomes 5 V, and when there is
a short from point A to the sensor, the voltage
becomes 0 V. Therefore, the engine ECU will detect a
malfunction using the diagnosis function.
- 252
-
3. Using voltage ON/OFF
ECU (1) Devices using a switch (IDL, NSW)
When the voltage turns ON and OFF, it causes the
5V Constant-voltage
circuit
sensor to detect the switch ON/OFF condition.
Sensors
A voltage of 5 V is applied to the switch by the engine
(Transistor (Switch
used) used) ECU. The engine ECU terminal voltage is 5 V when
Microprocessor the switch is OFF, and 0 V when the switch is ON.
The engine ECU uses this change in voltage to detect
the sensor condition.
In addition, some devices use a battery voltage 12 V.
(2) Devices using a transistor (IGF, SPD)
This is a device that uses transistor switching instead
of a switch. As with the above device, the turning ON
and OFF of the voltage is used to detect the sensor
operation condition.
As with devices that use a switch, a voltage of 5 V is
applied to the sensor from the engine ECU, and the
engine ECU uses the change in terminal voltage when
the transistor turns ON or OFF to detect the condition
of the sensor.
In addition, some devices use a battery voltage 12 V.
4. Using a power supply other than from the engine

ECU ECU (STA, STP)
The engine ECU determines whether another device
Stop lamp
switch is operating by detecting the voltage that is applied
Microprocessor when another electrical device is operating.
The illustration shows a stop lamp circuit, and when
the switch is ON, a battery voltage 12 V is applied to
Stop
the engine ECU terminal, and when the switch is OFF,
lamp the voltage becomes 0 V.
5. Using voltage generated by the sensor (G, NE, OX,

ECU KNK)
As the sensor generates and outputs power itself, a
voltage does not need to be applied to the sensor.
The engine ECU determines the operation condition
Microprocessor by the voltage and frequency of the generated power.
HINT:
When inspecting the engine ECU terminal voltage, the
Pickup NE signal, KNK signal and etc. are output in an AC
coil
waveform. Therefore, highly accurate measurements
can be taken using an oscilloscope.
(1/1)
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-
Sensor and Signals Air Flow Meter
The air flow meter is one of the most
Hot-wire type Vane type
important sensors because it is used in
to Air intake
chamber L-type EFI to detect the intake air mass
or volume.
Signal of the intake air mass or volume
to Air intake is used to calculate the basic injection
chamber
duration and basic ignition advance
from Air cleaner
from Air cleaner
angle.
The air flow meter is largely classified
Optical Karman vortex type into two types, mass air flow meters that
detect the intake air mass, and volume
air flow meters,intake air mass, and vol-
ume air flow meters, respective types
from to Air
Air Karman intake include the following.
cleaner vortexes chamber
Air flow Mass air flow meter: Hot-wire type
Volume air flow meter: Vane type and
optical Karman vortex type
Currently, most models use the hot-wire
type of air flow meter because it has
superior measurement accuracy, lighter
weight, and better durability.
(1/5)
REFERENCE
Potentiometer
Potentiometer
E2 VS
Vane Type
VC
Compensation The vane type air flow meter is com-
Slider plate
posed of many components, as shown
Return spring Compensation Damping in the illustration.
plate chamber to Air intake
Intake air chamber When air passes through the air flow
temp.
sensor meter from the air cleaner, it pushes
to Air intake open the measuring plate until the force
chamber from Air
cleaner
Measuring plate
acting on the measuring plate is in equi-
Idle mixture
librium with the return spring.
VS signal
from Air cleaner
adjusting screw The potentiometer, which is connected
Bypass passage VC E2
5.0 coaxially with the measuring plate, con-
Measuring plate
Voltage (V) VS E2
verts the intake air volume to a voltage
signal (VS signal) which is sent to the
0
engine ECU.
Measuring plate opening angle
(Intake air volume) (1/1)
- 254
-
REFERENCE
Mirror LED Leaf spring Optical Karman Vortex Type
This type of air flow meter directly senses the intake air
volume optically.Compared to the vane type air flow
meter, it can be made smaller and lighter in weight. The
from to Air
Air Karman intake simplified construction of the air passage also reduces
cleaner vortexes chamber

Air flow intake air resistance.
A pillar (called the "vortex generator" placed in the middle
of a uniform flow of air generates a vortex called a "Kar-
Pressure directing Phototransistor
aperture
man vortex" down-stream of the pillar. As the generated
Vortex
Karman vortex frequency is proportional to the air flow
generator
speed, the air flow volume can be calculated by measur-
LED Phototransistor
ing the vortex frequency.
Vortexes are detected by subjecting the surface of a
Mirror piece of thin metal foil (called a "mirror") to the pressure
of the vortexes and optically detecting the vibrations of
Pressure the mirror by means of a photocoupler (an LED combined
Vortex aperture
generator
The intake air volume (KS) signal is a pulse signal like
that shown in the illustration. When the intake air volume
High is low, this signal has a low frequency. When the intake
Voltage air volume is high, this signal has a high frequency.
Low (1/1)
Low High
Intake air volume
1. Hot-wire type
(1) Construction
As shown in the illustration, the construction of the
hot-wire type of air flow meter is very simple.
The compact and lightweight mass air flow meter
shown in the illustration at left is a plug-in type that is
installed onto the air passage,and causes part of the
intake air to flow through the detection area. As shown
in the illustration, a hot-wire and thermistor,which are
used as a sensor, are installed in the detection area.
By directly measuring the intake air mass, detection
Intake air
precision is improved and there is almost no intake air
temp. sensor resistance. In addition, since there are no special
mechanisms, this meter has excellent durability.
Thermistor Air flow
The air flow meter shown in the illustration also has a
Platinum hot-wire built-in intake air temperature sensor.
(2/5)
- 255
-
(2) Operation and function
As shown in the illustration, current flows to the hot-
Current
wire (heater) causing it to be heated. When air flows
around the wire, the hotwire is cooled corresponding
Intake air to the intake air mass. By controlling the current flow-
ing to the hot-wire in order to keep the hot-wire tem-
Cool perature constant, that current becomes proportional
to intake air mass. Intake air mass can then be mea-
sured by detecting that current. In case of hot-wire
type air flow meters, this current is converted into a
Hot-wire (heater)*
voltage that is then output to the engine ECU from the
*Constant temperature VG terminal.
(3/5)
5V
Output voltage (VG)
0 Intake air mass (g/sec.)
(3) Inner Circuit

In an actual air flow meter, as shown in the illustration,
Engine ECU a hot-wire is incorporated into the bridge circuit. This
Air flow meter
bridge circuit has the characteristic of the potentials at
point A and B being equal when the product of resis-
Operational
amplifier
tance along the diagonal line is equal ([Ra+ R3]
R1=Rh R2).
Ra (thermistor) Rh (hot-wire; heater) When the hot-wire (Rh) is cooled by intake air, resis-
Air VG
tance decreases resulting in the formation of a differ-
ence between the potentials of points A and B. An
R3 operational amplifier detects this difference and
A B causes a rise in the voltage applied to the circuit
(increases the current flowing to the hot-wire (Rh)).
R2 R1 VG When this is done, the temperature of the hot-wire
(Rh) again rises resulting in a corresponding increase
in resistance until the potentials of points A and B
become equal (the voltages of points A and B become
higher).
By utilizing the properties of this type of bridge circuit,
the air flow meter is able to measure intake air mass
by detecting the voltage at point B.
(4/5)
- 256
-
In this system, the temperature of the hot-wire (Rh) is
continuously maintained at a constant temperature higher
than the temperature of the intake air by using the ther-
Air flow meter Engine ECU
mistor (Ra). Consequently, since intake air mass can be
measured accurately even if intake air temperature
Operational changes, it is not necessary for the engine ECU to correct
amplifier
the fuel injection duration for the intake air temperature.
Ra (thermistor) Rh (hot-wire; heater)
In addition, when air density decreases at high altitudes,
the cooling capacity of the air decreases in comparison
Air VG
with the same intake air volume at sea level. As a result,
R3 the amount of cooling for the hot-wire is reduced. Since
A B
the intake air mass detected will also decrease, the high-
altitude compensation correction is not necessary.
R2 R1 VG
HINT:
The voltage (V) required to raise the temperature of
the hot-wire (Rh) by the amount of É¢T from the intake
air temperature remains constant at all times even if
Hot-wire (Rh) temp. the intake air temperature changes. In addition, the
20ßC+϶T cooling capacity of the air is always proportional to the
0ßC+϶T
V intake air mass. Consequently, if the intake air mass
V Intake air temp. remains the same, the output of the air flow meter will
C
20ß not change even if there is a change in intake air tem-
0ßC perature.
(5/5)
Manifold Pressure Sensor (Vacuum Sensor)

Vacuum chamber The manifold pressure sensor is used with D-type EFI for
Silicon chip Manifold pressure
sensing the intake manifold pressure. This is one of the
Engine ECU
sensor most important sensors in D-type EFI.
VC
R
5V By means of an IC built into this sensor, the manifold
PIM pressure sensor senses the intake manifold pressure as a
IC PIM signal. The engine ECU then determines the basic
E2
E1
injection duration and basic ignition advance angle on the
basis of this PIM signal.
Filter to lntake manifold As shown in the illustration, a silicon chip combined with a
Silicon chip vacuum chamber maintained at a predetermined vacuum
Intake manifold pressure
is incorporated into the sensor unit. One side of the chip
is exposed to intake manifold pressure and the other side
(V) is exposed to the internal vacuum chamber.Therefore,
4
high-altitude compensation correction is not required
Output voltage (PIM)
because the intake manifold pressure can be measured

3
accurately even when the altitude changes.
2
A change in the intake manifold pressure causes the
shape of the silicon chip to change, and the resistance
1 value of the chip fluctuates in accordance with the degree
of deformation.
0 20 60 100 kPa The voltage signal into which this resistance value fluctu-
(760) (610) (310) (10) (mmHg ation is converted by the IC is the PIM signal.
Intak e manifold pressure [vacuum])
(absolute pressure)
SERVICE HINT:
If the vacuum hose connected to the sensor comes off,
the fuel injection volume will reach the maximum, and the
engine will not run properly. In addition, if the connector
comes off, the engine ECU will switch to the fail-safe
mode.
(1/1)
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-
Throttle Position Sensor
The throttle position sensor is installed on the throttle
body. The sensor converts the throttle opening angle to
Throttle body
voltage, which is sent to the engine ECU as the throttle
opening signal (VTA). In addition, some devices output an
Throttle
position individual IDL signal. Others determine it at idle when the
sensor
VTA voltage is below the standard value.
Currently, two types, the linear type and hall element
type, are used.In addition, 2-system output is used to
improve reliability.
(1/3)
Linear type Hall element type
Hall IC
Magnets
REFERENCE
On-Off Type
This type of throttle position sensor uses an idle (IDL)
PSW contact and power (PSW) contact to detect whether the
E engine is idling or is running under a heavy load.
IDL When the throttle valve is completely closed, the IDL con-
tact is ON and the PSW contact is OFF.
The engine ECU determines that the engine is idling.
Engine ECU When the accelerator pedal is depressed, the IDL contact
Throttle position
sensor
turns OFF, and when the throttle valve opens beyond a
IDL +B or 5V certain point, the PSW contact turns ON, at which time
the engine ECU determines that the engine is running
E under a heavy load.
(1/1)
PSW +B or 5V
On
IDL E
Off
On
Off
PSW E
Throttle valve Open
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-
1. Linear type
Slider (contact for
As shown in the illustration, this sensor consists of two
IDL signal) sliders and a resistor, and contacts for the IDL and
Closed
VTA signals are provided on the ends of each.
E2 When the contact slides along the resistor in sync with
IDL
the throttle valve opening angle, the voltage is applied
VTA
VC
to the VTA terminal proportionally to the throttle open-
ing angle.
Open
Throttle position Engine ECU When the throttle valve is completely closed, the IDL
Resistor sensor
VC
signal contact is connected to the IDL and E2 termi-
Slider (contact for (Open) 5V nals.
VTA signal) VTA
IDL HINT:
+B
E2 • Recent linear type throttle position sensors include
(Closed) E1 models without an IDL contact or models that have
an IDL contac but it is not connected to the engine
to other ECU(s)
5
ECU. These models use the VTA signal to perform
12 learned control and detect idling condition.
• Some models use two-system output (VTA1, VTA2)
Output voltage (V)
Output voltage (V)
5 5
IDL output
VTA2 to improve reliability.

(2/3)
VTA1
Idling Fully open Fully close Fully open
Closed Throttle valve Open Closed Throttle valve Open
2. Hall element type

The hall element type throttle position sensor consists
Throttle valve of a hall ICs made of hall elements and of magnets
that rotates around them. The magnets are installed
above the same axis as the throttle shaft and rotates
together with the throttle valve.
When the throttle valve opens, the magnets rotate at
the same time, and the magnets change their position.
Magnets
Hall IC netic flux caused by the change in the magnet's posi-
(for Throttle position sensor)
Throttle shaft
tion, and the resulting hall effect outputs voltage from
amount of change. This signal is sent to the engine

Throttle position
sensor Engine ECU as the throttle valve opening signal.
Output
Magnet ECU voltage (V) This sensor not only accurately detects the throttle
5 valve opening, but it also uses a non-contact method
VTA1 VTA2
Hall
E VC
IC down easily. In addition, to maintain the reliability of
Hall VTA2 5V VTA1
IC this sensor, it outputs signals from two systems with
0 different output characteristics.
Throttle valve Throttle valve (3/3)
Magnet fully close fully open
Throttle valve opening angle
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-
REFERENCE
Hall Effect
Magnetic field
(Magnetic flux density)
The hall effect is the electrical potential difference that
occurs perpendicular to the current and magnetic field
when a magnetic field is applied perpendicular to the cur-
rent flowing in a conductor. In addition, the voltage gener-
ated by this electrical potential difference changes
proportionally to the applied magnetic flux density.
The hall element type throttle position sensor utilizes this
principle to convert the change in throttle valve position
(opening) to a change in flux density to accurately mea-
sure the change in throttle valve position.
(1/1)
Output voltage
VH
(mA)
0 Magnetic flux density
Accelerator Pedal Position Sensor

Sensor
Accelerator pedal
Sensor
operational operational The accelerator pedal position sensor
Fully close range
position sensor range Fully o pen converts the amount that the accelerator
Pedal Pedal
operational operational pedal is depressed (angle) to an electri-
range range
cal signal that is sent to the engine ECU.
Fully Fully In addition, to ensure reliability, this sen-
close open
sor outputs signals from two systems
with differing output characteristics.
There are two types of accelerator pedal
EP2 VPA2 VCP2 EP1 VPA VCP1 position sensors, the linear type and the
5V
Output voltage
VPA2
1. Linear type
The construction and operation of
VPA
this sensor is basically the same as
0 Fully Fully the linear type throttle position sen-
close open
sor.
Accelerator pedal depressed angle
one is a VPA signal that linearly out-

puts the voltage within the entire
range of the accelerator pedal
depression. The other is the VPA2
signal, which outputs the offset volt-
age from the VPA signal.
SERVICE HINT:
Do not remove the sensor. Extremely
fine position adjustment is required
when installing the sensor. Therefore,
replace the accelerator pedal assembly
when the sensor malfunctions.
(1/2)
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-
2. Hall element type
The construction and operation of
this sensor is basically the same as
the hall element type throttle position
Magnet sensor.
To ensure better reliability, an inde-
pendent electrical circuit is provided
for each of the two systems.
Hall IC
(2/2)
Accelerator pedal arm
Accelerator pedal
position sensor
Magnet V
5
VPA
Output voltage
EPA VPA2
Hall VCPA
IC Engine VPA
Hall VPA2 ECU
IC 0
EPA2
Fully Fully
VCP2 close open
Magnet Accelerator pedal depressed angle
G and NE Signal Generators

The G signal and NE signal are gener-
ated by the pickup coil, in which the
Camshaft position sensor camshaft position sensor or crankshaft
position sensor, and the signal plate or
the timing rotor. The information from
these two signals is combined by the
engine ECU to comprehensively detect
Crankshaft position sensor the crankshaft angle and engine speed.
These two signals are not only very
important to the EFI systems but to the
ESA system as well.
(1/3)
Crankshaft position sensor Camshaft position sensor
- 261
-
REFERENCE
In-distributor Type
G signal timing rotor As shown in the illustration, this type has
NE signal timing rotor
a timing rotor and pickup coil built into
the distributor for G and NE signals
respectively.
NE pickup coil
The number of teeth on the rotor and the
G pickup coil
number of pickup coils differ depending
Distributor on the engine model.
shaft
NE pickup coil
The engine ECU is provided with the
G signal timing NE signal
crankshaft angle information, which
rotor timing rotor serves as the standard, by the G signal,
and with the engine speed information
by the NE signal.
G pickup coil
(1/1)
1/2 turn of timing rotor

1 turn of timing rotor
180ßCA (crankshaft angle)
NE signal
G signal
30ßCA
1. Camshaft position sensor (G signal generator)

On the camshaft opposite the camshaft position sen-
sor is a G signal plate with a protrusion(s). The num-
Engine ECU
bers of protrusions are 1, 3, or another number
G22 depending on the engine model. (There are 3 protru-
G G22 sions in the illustration.) When the camshaft rotates,
NE the air gap between the protrusions on the camshaft
NE NE and the sensor changes. This change in gap gener-
ates a voltage in the pickup coil built into the sensor,
E1 resulting in the G signal. This G signal is sent as the
information of the standard crankshaft angle to the
engine ECU, which combines it with the NE signal
from the crankshaft position sensor to determine the
compression TDC (Top Dead Center) of each cylinder
for ignition and detect the crankshaft angle. The
engine ECU uses this to determine the injection dura-
720ßCA
tion and the ignition timing.
G signal SERVICE HINT:

When a G signal from the sensor is not received by the
360ßCA
engine ECU, there are models where the engine keeps
NE signal
running, and a model where the engine stops.
10ßCA 30ßCA
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-
2. The crankshaft position sensor (NE signal genera-
tor)
NE signal is used by the engine ECU to detect the
crankshaft angle and engine speed. The engine ECU
Engine ECU
uses the NE signal and G signal to calculate the basic
G22
G G22
injection duration and basic ignition advance angle.
NE
As with the G signal, the NE signal is generated by the
NE NE air gap between the crankshaft position sensor and
E1 installed on the crankshaft.

The illustration shows a type of signal generator with
34 protrusions on the NE timing rotor periphery and an
area with two teeth missing. The area with two teeth
missing can be used to detect the crankshaft angle,
but it cannot determine whether it is at the TDC of the
720ßCA
compression cycle or the TDC of the exhaust cycle.
The engine ECU combines the NE signal and G signal
G signal to comprehensively and accurately determine the
crankshaft angle. In addition to this, some signal gen-
360ßCA erators have 12, 24, or another number of protrusions,
but the crankshaft angle detection accuracy varies
NE signal
10ßCA 30ßCA ple, types with 12 protrusions have a crankshaft angle

detection accuracy of 30°CA.
SERVICE HINT:
When the NE signal from the sensor is not received by
the engine ECU, the engine ECU determines that the
engine has stopped, causing the engine to stop.
(3/3)
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-
Water Temperature Sensor/ Intake Air
Water temperature sensor Intake air temperature sensor Temperature Sensor
Click on the bulb mark or the underlined
sentence.
The water temperature sensor and
Thermistor Intake air
intake air temperature sensor have built-
temp. sensor
40
in thermistors for which the lower the
20 Air flow temperature, the larger the resistance
10
8 value and, conversely, the higher the
6
4 Engine ECU temperature, the lower the resistance
Resistance (kɹ)
2 THW value. And this change of the thermistor

(THA) 5V
1
0.8
0.6 E2
resistance value is used to detect the
0.4 THW
(THA) E2 E1
changes in the coolant and intake air
0.2
temperatures.
As shown in the illustration, the built-in
-20 0 20 40 60 80 100 120 resistor in the engine ECU and the ther-
(-4) (32) (68)(104)(140)(176)(212)(248) Water temperature sensor
Temperature C˃ (˃F ) (Intake air temperature sensor) mistor in the sensor are in connected in
series in the electric circuit so that the
signal voltage detected by the engine
ECU changes in accordance with the
changes in the thermistor resis-
tance.When the temperature of the cool-
ant or intake air is low, the thermistor
resistance becomes large, creating a
high voltage in the THW and THA sig-
nals.
1. Water temperature sensor
The water temperature sensor mea-
sures the temperature of the engine
coolant. When the engine coolant
temperature is low, the idling must be
increased, the injection duration
increased, the ignition timing angle
advanced, etc., to improve drivability
and to warm up. For this reason, the
water temperature sensor is indis-
pensable for the engine control sys-
tem.
2. Intake air temperature sensor
The intake air temperature sensor
measures the temperature of the
intake air. The air amount and den-
sity changes according to the air
temperature. Therefore, even if the
air amount detected by the air flow
meter is the same, the amount of fuel
that is injected must be corrected.
However, hot-wire type air flow meter
directly measures the air mass.
Therefore, the correction is not
required.
(1/1)
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-
Oxygen Sensor (O2 Sensor)
To maximum the exhaust purification function of the
V
engine with TWC (Three-Way Catalytic Converter), the
Ambient air
air-fuel ratio must be kept within a narrow range around
the theoretical air-fuel ratio. The oxygen sensor detects
Flange
whether the oxygen concentration in the exhaust gas is
richer or leaner than the theoretical air-fuel ratio. The sen-
Platinum sor is mainly installed in the exhaust manifold, but the
Zirconia element location and number that are installed differ depending on
Platinum the engine.
The oxygen sensor contains an element made of zirco-
nium oxide (ZrO2), which is a type of ceramic. The inside
Exhaust gas and outside of this element is covered with a thin coating
Protective of platinum. The ambient air is guided into the inside of
cover the sensor and the outside of the sensor is exposed to the
Theoretical air-fuel ratio
ECU exhaust gas.
1
At high temperatures (400°C [752°F] and higher), the zir-
Output voltage (V)
0.45V 5V
conium element generates a voltage as a result of the
OX
No air Much air large difference between the oxygen concentrations on
into into
exhaust gas exhaust gas Oxygen R the inside and outside of the zirconium element.
sensor In addition, the platinum acts as a catalyst to cause a
E1 chemical reaction between the oxygen and carbon mon-
0 oxide (CO) in the exhaust gas. Therefore, this reduces
Richer Leaner the amount of oxygen and increases sensor sensitivity.
Air-fuel ratio
When the air-fuel mixture is lean, there is much oxygen in
the exhaust gas so that there is only a little difference in
the oxygen concentration between the inside and outside
of the zirconium element. Therefore, the zirconium ele-
ment will only generate a low voltage (nearly 0 V). Con-
versely, when the air-fuel mixture is rich, there is almost
no oxygen in the exhaust gas. For this reason, there is a
large difference in the oxygen concentration between the
inside and outside of the sensor so that the zirconium ele-
ment generates a relatively large voltage (approx. 1 V).
Based on the OX signal output by the sensor, the engine
ECU increases or decreases the fuel injection volume so
that the average air-fuel ratio is maintained at the theoret-
ical air-fuel ratio.
Some zirconium oxygen sensors have heaters to heat the
zirconia element. This heater is also controlled by the
engine ECU. When the amount of the intake air is low (in
other words, when the exhaust gas temperature is low),
current is sent to the heater to heat the sensor.
(1/1)
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-
Air-fuel (A/F) Ratio Sensor
As with the oxygen sensor, the air-fuel ratio sensor
(V) Air-fuel ratio sensor (V) Engine ECU detects the oxygen concentration in the exhaust gas.
4.2 1 Conventional oxygen sensors are such that the output
voltage tends to change drastically at the boundary of the
Oxygen sensor output

AF
A/F sensor data
3.3V
Oxygen theoretical air-fuel ratio. In comparison, the air-fuel ratio

sensor Air-fuel
ratio sensor sensor applies a constant voltage to obtain a voltage that
is nearly proportional to the oxygen concentration. This
2.2 0.1 improves the air-fuel ratio detection accuracy.
3.0V
AF
11 14.7 19 The output illustration shows an air-fuel ratio sensor dis-
Air-fuel ratio played in a hand-held tester. A circuit that maintains a

Output characteristics
constant voltage on the AF+ and AF- terminals of the
engine ECU is built in. Therefore, the output condition of
High
the air-fuel ratio sensor cannot be detected by a voltme-
(rich) ter. Please use the hand-held tester.
OX sensor The output characteristics of the air-fuel ratio sensor
output
make it possible to corrects as soon as there is a change
Low
(lean) in the air-fuel ratio, which makes the air-fuel ratio feed-
Hard Hard
acceleration deceleration
back correction faster and more accurate.
High
(lean) As with some oxygen sensors, the air-fuel ratio sensor
A/F sensor also has a heater for maintaining detection performance
data when the exhaust temperature is low. However, the air-
Low
(rich)
fuel ratio sensor heater requires much more current than
the heaters in the oxygen sensors.
(1/1)
Vehicle Speed Sensor

The speed sensor detects the actual speed at which the
Transmission vehicle is running.
output shaft The sensor outputs the SPD signal, and the engine ECU
uses this signal mainly to control the ISC system and the
air-fuel ratio during acceleration or deceleration as well as
other uses.
The MRE (Magnetic Resistance Element) types are the
main type of speed sensor used, but recently many mod-
els use the SPD signal from the ABS ECU.
1. MRE type
Driven gear (1) Construction
Speed sensor
This sensor is installed on the transaxle, transmission,
or transfer, and is driven by the drive gear of the out-
put shaft.
As shown in the illustration, the sensor is built-in and
HIC (with built-in MRE)
consists of a HIC (Hybrid Integrated Circuit) with a
MRE and magnetic rings.
(1/2)
Magnetic rings
- 266
-
REFERENCE
Reed switch type Photocoupler type
Other Type Speed Sensors
to 1. Reed switch type
Speedometer
cable This sensor is in the analog combination meter and
to Speedometer cable contains a magnet that is rotated by the speedometer
cable as shown in the illustration. The magnetic force
Magnet Reed switch
Slotted at the four locations, where the magnetÅfs N pole and
S wheel
S pole change places, opens and closes the reed
N N
S switch contacts in accordance with the rotation of the
magnet.In other words, the reed switch turns ON and
LED
Phototransistor OFF four times for each rotation of the speedometer
Photocoupler
cable.
Electromagnetic pickup type
2. Photocoupler type
Rotor Coil Core Speed sensor
Rotor
Magnet
This sensor is in the combination meter and contains
N S
a photocoupler consisting of a phototransistor and a
LED. The light emitted by the LED is repeatedly
Engine allowed to pass through and is blocked by the rotation
ECU
of a slotted wheel. There are 20 slots around the
wheel. This generates 20 pulse signals for each cable
rotation.
3. Electromagnetic pickup type
This sensor is attached to the transmission and
Speed sensor Output shaft detects the rotational speed of the transmission output
shaft.
When the transmission output shaft turns, the gap
between the coil core and the rotor is expanded and
contracted by the teeth on the rotor. This increases or
decreases the magnetic field that passes through the
core and generates an AC voltage in the coil.
(1/1)
(2) Operation
20-Pole type speed sensor Constant voltage circuit The MRE resistance changes depending on the direc-
+B tion of the magnetic force applied to the MRE. When
N the direction of the magnetic force changes according
1
to to the rotation of the magnet attached to the magnetic
Magnetic 2 MRE 4
S
Combination ring, the MRE output becomes an AC waveform as

ring 3
meter
Comparator shown in the illustration. The comparator in the sensor

converts this AC waveform into a digital signal and
outputs it.
The waveform frequency is determined by the number
Magnetic ring (rotating) N S N
of poles of the magnets attached to the magnetic ring.
2
MRE output There are two types of magnetic rings, 20-pole type
4
and 4-pole type, depending on the vehicle model. The
Comparator output 0 20-pole type generates a 20-cycle waveform (in other
Speed sensor output 12V words, twenty pulses for each rotation of the magnetic
0V
ring), and the 4-pole type generates a 4-cycle wave-
form.
Output voltage type Variable resistance type
In some models, the signal from the speed sensor
Combination ECU ECU
Speed meter Speed passes through the combination meter before arriving
sensor 5V sensor 5V
5V
at the engine ECU, and in the other models, the signal
or
12V SPD SPD from the speed sensor arrives directly at the engine
ECU.
The output circuits of the speed sensor consist of the
to other to other output voltage type and the variable resistance type.
ECU(s) ECU(s) (2/2)
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-
Knock Sensor
The knock sensor is attached to the cyl-
inder block, and sends a KNK signal to
the engine ECU when engine knocking
High
Knock sensor is detected. The engine ECU receives
the KNK signal and retards the ignition
to Engine ECU
timing to suppress the knocking.
Voltage
This sensor contains a piezoelectric ele-
ment, which generates an AC voltage
when knocking causes vibration in the
Low Frequency High
cylinder block and deforms the element.
Diaphragm The engine knock frequency is in the
range of 6 to 13 kHz depending on the
KNK signal waveforms
Piezoelectric 0.5V/Division
engine model. The proper knock sensor
element Engine ECU is used in accordance with the knocking
with Open/short circuit 5V generated by each engine.
detection type There are two types of knock sensors.
KNK1 0V or 2.5V
As can be seen from the graph, one type
generates a high voltage in a narrow
EKNK
vibration frequency range, and the other
generates a high voltage in a wide vibra-
5 msec./Division
Piezoelectric Resistor tion frequency range.
element 2.5V : with Open/short circuit detection type.
Recently some sensors that detect open
and short circuits, as shown in the illus-
tration, have come into use. In this type
of circuit, 2.5 V is constantly supplied so
the KNK signal is also output with a 2.5
V base frequency.
(1/1)
STA (Starter) Signal / NSW (Neutal
STA signal electrical circuitry Start Switch) Signal
(M/T) Engine ECU
Ignition
switch • STA (Starter) signal
STA The STA signal is used to detect
ST
whether or not the engine is crank-
Neutral
start
switch
ing.
(A/T) M The main role of the signal is to gain
Starter E1 approval from the engine ECU to
increase the fuel injection volume
during cranking.
As can be seen from the circuit dia-
gram, the STA signal detects in the
NSW signal electrical circuitry Engine ECU engine ECU the same voltage that is
+B supplied to the starter.
NSW • NSW (Neutral Start Switch) signal
Ignition This signal is only used in vehicles
switch Neutral start switch
STA
with an automatic transaxle, and is
ST used to detect the shift lever position.
The engine ECU uses this signal to
Circuit
opening M determine if the shift lever is in the
relay,
etc. Starter "P" or "N" position, or other position.
The NSW signal is mainly used to
control the ISC system.
(1/1)
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-
A/C (Air Conditioner) Signal / Electri-
A/C signal electrical circuitry cal Load Signal
Engine ECU
• A/C (Air Conditioner) signal
Electrical load signal electrical circuitry The A/C signal differs depending on
A/C Engine ECU the vehicle model, but it detects if the
Taillight
relay magnetic clutch of the air conditioner
to Taillight
A/C
control switch
or the air conditioner switch is ON.
magnetic
clutch The A/C signal is used by the ignition
Taillight timing control during idling, ISC sys-
Rear window
defogger SW tem control, fuel cut-off, and other
ELS
Engine ECU
functions.
A/C Rear window
defogger
• Electrical load signal
amplifier
The electrical load signal is used to
A/C A/C detect if the headlights, rear window
switch defogger, or other devices are ON.
As can be seen in the circuit dia-
gram, this signal circuit has several
electric load signals. Depending on
the vehicle model, these are com-
piled together and sent to the engine
ECU as a single signal, or each sig-
nal is sent individually to the engine
ECU.
Electric load signals are used to con-
trol the ISC system.
(1/1)
Variable Resistor
The variable resistor is used to change the air-fuel ratio
Idle mixture adjusting screw
during idling and to adjust the idling CO.
L : Lean side
The variable resistor is installed in models without an oxy-
L
R : Rich side
gen sensor or air fuel ratio sensor.

R
When the idle mixture adjusting screw is turned to the R

Idle mixture direction, the contact inside the resistor moves to
adjusting
Connector
screw increase the VAF terminal voltage. Conversely, when the
screw is turned to the L direction, the VAF terminal volt-
age is decreased.
When the VAF terminal voltage increases, the engine
Resistor ECU slightly increases the fuel injection volume to make
Connector
the air-fuel mixture a little richer.
Engine ECU HINT:
Variable
resistor As the vane type air flow meter has an idle mixture
VC 5V adjusting screw in its body, a variable resistor is not
Rich VAF required even if there is no oxygen sensor. (1/1)
Lean
E2
E1
Idle mixture
adjusting screw
- 269
-
Communication Signals
The communication signals are sent among different ECUs and are used to make operational adjustments for each
other.
1. TRC (Traction Control) system communication signal
The throttle opening (VTA1 and VTA2) signals are measured by the main and sub throttle position sensors and
sent to the skid control ECU from the engine ECU. Conversely the TR signal is sent to the engine ECU from the
skid control ECU to inform that the traction control is operating. When the skid control ECU outputs the TR sig-
nal, the engine ECU performs a variety of corrections related to the traction control, such as retarding the igni-
tion timing.
2. ABS (Anti-Lock Brake System) communication signal
This signal is output when the ABS system is operating. It is used for fuel cut-off control and, when necessary,
reduces the engine brake effect.
3. EHPS (Electro-Hydraulic Power Steering) system communication signal
When the engine coolant temperature or engine speed are extremely low, the EHPS vane pump motor operates,
which might cause an excessive alternator load. To avoid this, the power steering ECU sends this signal to the
engine ECU to have the ISC increase the idling speed.
4. Cruise control system communication signal
This signal is used to request the retarding of the ignition timing and is sent to the engine ECU from the cruise
control ECU.
5. Engine speed signal
The engine speed signal is the NE signal, and input in the engine ECU. Then, its waveform is rectified so that it
can be output to the skid control ECU and etc.
6. Engine immobiliser system communication signal
The engine ECU communicates with the transponder key ECU or the transponder key amplifier to ensure that
the engine can only be started by an ignition key having the same ID as that registered in the engine ECU or
transponder key ECU. When an attempt is made to start the engine using a key other than one with the regis-
tered ID, the engine ECU prohibits the fuel injection and ignition to prevent the engine from starting.
7. Throttle opening angle signal
The throttle opening (VTA) signal from the throttle position sensor is processed by the engine ECU, and then is
combined with the L1, L2, and L3 signals and sent to the ECT ECU, suspension control ECU, and other sys-
tems.
8. Multiplex communication system communication signals
For the communication signals from (1) to (8), only the signals required by the various communicating ECUs are
sent and received. In vehicles that use the multiplex communication system, the engine ECU, A/C ECU, theft
deterrent ECU, combination meter, and etc., construct around the gateway ECU and body ECU. This allows the
sensor signals required by the ECU to be received via another ECU not involved with the signal in the communi-
cation network. The engine ECU can also receive the required sensor signals from another ECU or can also
pass along signals required for other ECUs through its MPX1 and MPX2 terminals.
(1/1)
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-
Others
1. Stop lamp switch
1. Stop lamp switch 2. EGR gas temperature sensor
The signal from the stop lamp switch is used to detect
Engine ECU
+B Engine ECU brake operation. The STP signal voltage is the same
EGR gas
EGR valve temperature as the voltage supplied to the stop lamp as shown in
5V
Stop lamp sensor
switch the illustration.
THG
STP or BRK
Lamp failure
2. EGR gas temperature sensor
relay* E2 The EGR gas temperature sensor is installed inside
Stop lamps E1 the EGR valve and uses a thermistor to measure the
* Some vehicle models only
EGR gas temperature.
3. Fuel control switch or connector
The fuel control switch or connector notifies the
engine ECU of whether the gasoline that is being used
3. Fuel control switch or connector
is regular or premium.
Engine ECU
HINT:
Fuel control switch
or connector Some models use a fuel control connector in place of
R-P
+B a fuel control switch. This connector should be con-
nected when premium gasoline is used, and is discon-
nected when regular gasoline is used. In other
models, this is reversed.
Fuel control connector
For information regarding the connector position or
the regular/premium gasoline switching method, refer
to the Owner’s Manual.
(1/4)
4. Water temperature switch

The water temperature switch is attached to the cylin-
4. Water temperature switch 5. Clutch switch der block, and turns ON when the coolant temperature
become high.
Engine ECU Engine ECU
Water temperature 5. Clutch switch

switch Clutch switch
TSW N/C
The clutch switch is under the clutch pedal and
+B +B
detects whether or not the clutch pedal is being fully
depressed.
6. HAC (High-Altitude Compensation) sensor
The HAC sensor detects changes in the atmospheric
pressure. The construction and operation are the
same as those of the manifold pressure sensor.
6. HAC sensor This sensor is sometimes in the engine ECU and
HAC sensor Engine ECU sometimes outside of it.
VC When driving at high altitude, the atmospheric pres-
5V
sure decreases as does the air density. Thus, L-type
HAC
IC
EFI engines, except those with hot-wire type air flow
E2
meters, tend to make the air-fuel mixture rich. The
E1 HAC sensor compensates for this deviation in the air-
fuel ratio.
Atmospheric pressure
(2/4)
Silicon
chip
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-
7. Vapor pressure sensor
The vapor pressure sensor measures the pressure of
7. Vapor pressure sensor 8. Turbocharging pressure sensor the fuel vapor in the fuel tank. The basic construction
(V) (V)
5 5 and operation of the sensor are the same as those of
Output voltage
Output voltage
4 4 the manifold pressure sensor.
3 3 Unlike the output characteristic of that sensor, how-
2 2
ever, the vapor pressure sensor can detect slight
Atmospheric
1 pressure 1
changes in vapor pressure.
0 0 8. Turbocharging pressure sensor
ʵ3.5 0 ʴ1.5 kPa 13 100 200 kPa
(ʵ26) (0) (ʴ11) (mmHg) (100) (750) (1500) (mmHg) The turbocharging pressure sensor detects the intake
Pressure Turbocharging pressure manifold pressure that is charged by the turbocharger.

(absolute pressure)
The basic construction and operation of the sensor
are the same as those of the manifold pressure sen-
sor.
9. Oil pressure switch If the intake manifold pressure charged in the turbo-
Oil pressure Engine ECU charger becomes extremely high, the engine ECU will
warning lamp
cut the fuel supply to protect the engine.
ʴB
OIL 9. Oil pressure switch
The oil pressure switch signal is used to determine the
Oil pressure Oil pressure
sender switch used to control the ISC system.
When the oil pressure is low, the lubrication and cool-
ing of the engine components will be hindered. There-
fore, the engine ECU will increase idling speed, etc.,
to restore the oil pressure to the normal level.
(3/4)
10. Kick-down switch

Kick-down
Engine ECU The kick-down switch is also called the full-throttle
switch switch, and it is directly installed beneath the floor
KD +B panel of the accelerator pedal.
Accelerator
pedal
(4/4)
Kick-down
switch
Accelerator Kick-down
pedal switch
Accelerator
Item pedal
Throttle Fully Fully Fully

valve closed opened opened
Kick-down
OFF OFF ON
switch
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-
Diagnostic Terminal
When the engine ECU stores a DTC
(Diagnostic Trouble Code) in memory,
DLC1 Engine ECU
must be performed.
E1 The DLC contains a DLC3 SIL terminal,
which is required to display the DTC to
DLC3 communicate directly with the engine
ECU when the handheld tester is used,
DLC2
TE1, TE2, E1, TC and CG terminals
E1
TE1 (1/1)
TE2
E1
DLC1
TC TC
DLC3
CG
DLC2
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-
Question- 1
The following statements pertain to the electric circuit of the engine control system. Mark each of statement True or
False.

The constant power supply (BATT) of the power circuitry function True False
1
the backup when the power circuitry is abnormal.
Depending on models, the battery supplies the power to the enjgine

2
True False
ECU for a while even if the ignition switch is turned off.
Grounds of all sensors and actuators are grounded the body nearby True False
3
the parts.
The VC terminal supplies 5 V of constant voltage generated in the

4
True False
engine ECU for sensor's power source.
All sensors have a power circuit from the engine ECU or battery to
5 True False
operate.
Question- 2
The following statements pertain to the hot-wire type air flow meter. Mark each of statements True or False.

It has excellent durability since there are no special mechanical fea- True False
1
tures.
2 It has a simple construction and an optimal sensor. True False
3 It measures the intake air volume by use of the hot-wire. True False
4 It measures the intake air mass by use of the hot-wire. True False
Question- 3
The following statements pertain to the throttle position sensor. Select the statement that is True.
1. The throttle position sensor outputs the VTA signal step by step in accordance with the throttle opening
angle.
2. For the throttle position sensor without an IDL contact, the engine ECU uses the VTA signal to perform
learned control and detect idling condition.
3. For the throttle position sensor without an IDL contact, the engine ECU receives the IDL signal from other
ECUs to control.
4. For the throttle position sensor without an IDL contact, the engine ECU determines 0 V position of the
VTA signal as the idling condition.
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-
Question- 4
The following statements pertain to the G and NE signal generator. Mark each of statements True or False.

The G signal is sent to the engine ECU as the standard crankshaft True False
1
angle information.
The NE signal is sent to the engine ECU as the engine speed sig-
2
True False
nal.
The engine can continue running substituting the G signal even if True False
3
the NE signal stops.
When the G signal stops, there are models where the engine keeps
4
True False
running, and a model where the engine stops.
Question- 5
The following statements pertain to the water temperature sensor and intake air temperature sensor. Select the
statement that is True.
1. The water temperature sensor is turned on when the coolant temperature becomes high.
2. The intake air temperature sensor measures the density of the intake air.
3. When the circuit of the built-in thermistor opens, the sensor terminal voltage in the engine ECU becomes
0 V.
4. As the coolant or intake air temperature are low, the sensor terminal voltage in the engine ECU becomes
high. Conversely, the sensor terminal voltage becomes low as temperature are high.
Question- 6
The following statements pertain to the speed sensor. Select the statement that is True.
1. The speed sensor measures the crankshaft rotational speed of the engine.
2. In the MRE type speed sensor, the SPD signal is converted into the digital signal in the combination
meter.
3. Some vehicle models use the SPD signal of the ABS ECU as the speed signal.
4. The speed signal goes through the combination meter surely to operate the speedometer.
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-
EFI (Electronic Fuel Injection) Description
The EFI system uses various sensors to
Throttle position sensor Manifold
pressure
detect the engine condition and vehicle
sensor running condition. And the engine ECU
calculates at the optimum fuel injection
Injector
volume, and causes the injectors to
Air flow meter
inject the fuel.
The figure shows the basic EFI configu-
Engine ECU Camshaft position sensor
ration.
• Engine ECU
This calculates the optimum fuel
injection duration based on the sig-
nals from the sensors.
Oxygen
sensor Oxygen
sensor Water temp. sensor
• Air flow meter or manifold pres-
sure sensor
This detects the intake air mass or
Crankshaft position sensor manifold pressure.
• Crankshaft position sensor
This detects the crank angle and
engine speed.
• Camshaft position sensor
This detects the standard crank
angle and the camshaft timing.
• Water temperature sensor
This detects the coolant temperature.
• Throttle position sensor
This detects the throttle valve open-
ing angle.
• Oxygen sensor
This detects the oxygen concentra-
tion in the exhaust gas.
(1/1)
Types of EFI
Air Air There are two types of EFI system clas-
sified by the amount of the intake air
detection method.
Air flow meter
1. L-EFI (Air-flow control type)

Intake manifold Intak e manifold This type uses an air flow meter to
Detection
of intake Manifold pressure
detect the amount of the air flowing in
sensor
air mass Injection Injection the intake manifold.
Engine Injector Engine Injector

There are two types of detection
Detection
of intake
methods: One directly measures the
Engine speed Fuel
manifold
Engine speed intake air mass, and one makes cor-
pressure Fuel
rections based on the air volume.
Engine ECU Engine ECU 2. D-EFI (Manifold pressure control
Injection volume Injection volume
control control type)
This type measures the pressure in
the intake manifold to detect the
amount of the intake air using the
intake air density.
(1/1)
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-
Fuel System Description
The fuel is taken from the fuel tank by
Pressure regulator the fuel pump and sprayed under pres-
sure by an injector.
Fuel pump The fuel pressure in the fuel line must be
regulated to maintain stable fuel injec-
Fuel pump filter
tion by the pressure regulator and pulsa-
tion damper.
Fuel filter Main components
• Fuel tank
Delivery pipe • Fuel pump assembly
• Fuel pump
• Fuel pump filter
• Fuel filter
Pulsation
damper • Pressure regulator
Injector
Fuel tank
• Delivery pipe
Pressure regulator
• Injector
• Pulsation damper
Fuel tank (1/1)
Delivery pipe
Injector Pulsation Fuel filter

damper
Fuel pump
Fuel pump assembly
Fuel pump filter
Fuel Pump
The fuel pump is installed in the fuel tank
Check valve and is integrated with the fuel filter, pres-
sure regulator, fuel sender gauge, etc.
The pump impeller is turned by the
Relife valve
motor to compress the fuel.
The check valve closes when the fuel
Motor Inlet port
Outlet port pump is stopped to maintain the pres-
Casing
sure in the fuel line and make it easier to
Blade
Pump impeller restart the engine.
If there is no residual pressure, vapor
Fuel pump filter
lock can easily occur at high tempera-
tures, making restarting difficult.
The relief valve opens when the pres-
Fuel Impeller sure on the outlet side becomes too high
in order to prevent the fuel pressure
from becoming too high.
(1/1)
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-
Pressure Regulator
The pressure regulator controls the fuel pressure to the
to Injector injector at 324 kPa (3.3 kgf/cm2). (Values may differ
depending on engine models)
In addition, the pressure regulator maintains the residual
pressure in the fuel line in the same way as the fuel pump
check valve.
Valve
There are two types of fuel regulation methods.
1. Type 1
This type controls the fuel pressure at a constant pres-
sure.
When the fuel pressure exceeds the force of the pres-
sure regulator's spring, the valve opens to return fuel
to Fuel tank
to the fuel tank and regulate the pressure.
HINT:
The injection port of the injector is applied the vacuum
by the manifold vacuum, which draws out the fuel.
Pressure regulator This vacuum is always changing depending on the
engine conditions. Therefore, for this type the engine
Fuel filter ECU calculates the fuel injection amount per injection
duration in accordance with the changes in the intake
manifold vacuum to ensure that the injector properly
injects the fuel.
from Fuel pump
(1/2)
2. Type 2
to
Intake manifold Diaphragm This type is equipped with a delivery pipe that continu-
ally regulates the fuel pressure to keep the fuel pres-
sure higher than a determined pressure from the
manifold pressure.
The basic operation is the same as type 1, but
because the manifold vacuum is applied to the dia-
Valve
phragm's upper chamber, the fuel pressure is con-
from trolled by changing the fuel pressure when the valve is
Delivery pipe
opened in accordance with the manifold vacuum.
The fuel is returned to the fuel tank via the fuel return
pipe.
HINT:
The injection port of the injector is applied the vacuum
to Fuel tank by the manifold vacuum, which draws out the fuel.
Fuel tank This vacuum is always changing depending on the
Pulsation damper engine conditions. Therefore, for this type the fuel
pressure is continuously regulated in accordance with
the intake manifold vacuum to keep the fuel pressure
above a set pressure to maintain a set injection
amount per injection duration.
(2/2)
Pressure regulator Fuel return pipe
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-
Pulsation Damper
The pulsation damper uses a diaphragm to absorb a
slight amount of fuel pressure pulsation generated by the
fuel injection and the compression of the fuel pump.
SERVICE HINT:
The fuel pressure can be inspected easily by the screw of
the pulsation damper.
HINT:
Some engine models do not have a pulsation damper.
(1/1)
Injector
The injector injects fuel into the intake
ports of the cylinders in accordance with
Injector
the signal from the engine ECU.
O-ring The signals from the engine ECU cause
current to flow in the solenoid coil, which
causes the plunger to be pulled, opening
the valve to inject the fuel.
Because the plunger stroke does not
Valve Coil change, the amount of the fuel injection
Grommet is controlled at the time the current is
flowed to the solenoid.
SERVICE HINT:
Plunger
Handling of the O-ring:
• The O-ring must not be reused.
• When installing the O-ring, first coat
it with new gasoline.
• When installing the injector to the
delivery pipe, be careful not to dam-
age the O-ring.
With the injector installed in the deliv-
ery pipe, turn the indicator by hand. If
it does not rotate smoothly, the O-
ring is damaged.
(1/1)
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-
Fuel Filter/Fuel Pump Filter
1. Fuel filter
The fuel filter removes dirt and impu-
rities from the fuel that is com-
pressed by the fuel pump.
2. Fuel pump filter
The fuel pump filter removes dirt and
impurities from the fuel before enter-
ing the fuel pump.
SERVICE HINT:
If a fuel filter becomes clogged, it will
reduce the fuel pressure sent to the
Fuel pump filter
injector, causing difficulties with engine
starting or poor drivability.
Fuel filter
HINT:
• Some fuel pumps are installed on
the outside of the fuel tank.
• In some models a union bolt or vari-
ous types of quick connectors are
used to connect the fuel line.
(1/1)
Fuel Pump Control
1. Basic operation
The fuel pump only operates when the engine is run-
ning.
Circuit
opening Even when the ignition switch is turned ON, if the
EFI relay relay
Fuel pump engine is not running, the fuel pump will not operate.
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
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-
(1) Ignition switch ON:
When the ignition switch is in the IG position, the EFI
relay turns on.
Circuit
opening
EFI relay relay
Fuel pump
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
(2) Ignition switch START:

When the engine cranks, a STA signal (starter signal)
is sent to the engine ECU from the ST terminal of the
ignition switch.
Circuit When the STA signal is input into the engine ECU, the
opening
EFI relay relay engine turns on the transistor and the circuit opening
Fuel pump
relay is turned on. Then, current is allowed to flow into
the fuel pump in order to operate the fuel pump.
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
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-
(3) Engine cranking/running
At the same time the engine is running, the engine
ECU receives the NE signal from the crankshaft posi-
tion sensor, continuing the transistor on to keep the
Circuit fuel pump operating.
opening
EFI relay relay
Fuel pump
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
(4) If engine is stopped:

Even when the ignition switch is ON, if the engine is
stopped, the NE signal will no longer be input into the
engine ECU, so the engine ECU will turn off the tran-
Circuit sistor, which turns off the circuit opening relay, causing
opening
EFI relay relay
Fuel pump
the fuel pump to stop.
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
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-
SERVICE HINT:
• DLC 1
DLC1 +B SST There are some vehicles equipped with a DLC1 as
shown at left.
When +B terminal and FP terminal of the DLC1 are
FP shorted using an SST with the ignition switch turned
DLC1 ON, the current will flow to the fuel pump without
Circuit passing through the circuit opening relay to operate
opening
EFI relay relay the fuel pump.
Fuel pump
In this way, the inspection of the fuel pressure or pump
operation can be performed by forcing the fuel pump
to operate.
IG
(1/5)
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE signal NE
2. Fuel pump speed control

This control reduce the fuel pump speed to decrease
the pump wear and electrical power when much fuel is
Circuit not required, such as when the engine is running at
opening Fuel pump
EFI relay relay control relay low speed.
Fuel pump
A When the current flows into the fuel pump through the
contact B of the fuel pump control relay and the resis-
B tor, the fuel pump operates at low speed.
Resistor
IG When the engine is cranking, when the engine is run-
ning at high speed, or at heavy loads, the engine ECU
ST switches the contact of the fuel pump control relay into
Ignition Engine ECU
switch A in order to operate the fuel pump at high speed.
Microprocessor
FP (2/5)
FC
E1
STA
NE
NE signal
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-
HINT:
ON-OFF control with speed control (by engine
EFI relay Fuel pump ECU Fuel pump ECU and fuel pump ECU)
FP+ Some models control the fuel pump speed using the
FP- fuel pump ECU instead of the circuit opening relay,
fuel pump control relay and resistor.
In addition, this type of control also has a fuel pump
system diagnostic function.
When a malfunction is detected, a signal is sent from
FPC
Engine
the fuel pump ECU to DI terminal of the engine ECU.
D1 ECU (3/5)
3. Fuel pump shut-off system

Circuit Some vehicles have a mechanism where the fuel
opening
EFI relay relay pump control stops the fuel pump in the following con-
Fuel pump
ditions to maintain safety.
(1) When an airbag inflates:
When the SRS driver's, front passenger's, or side air-
IG
bag inflates, the fuel cut-off control stops the fuel
pump.
ST
Ignition Engine ECU When the engine ECU detects an airbag inflation sig-
switch
nal from the center airbag sensor assembly, the
FC Microprocessor
engine ECU turns off the circuit opening relay to stop
the fuel pump operation.
After the fuel cut-off control operates, the fuel cut-off
STA control can be cancelled by turning the ignition switch
NE
OFF, causing the fuel pump to reoperate.
NE signal
(4/5)
E1
GSFC
GSW
Center airbag sensor assembly
- 284
-
(2) When the vehicle crashes or rolls over:
When the vehicle crashes, the fuel pump inertia
switch will turn off the fuel pump to minimize fuel leak-
Reset System diagram
switch age.
EFI main The fuel pump inertia switch is located between the
relay
+B
Fuel
FP+ fuel pump ECU and the engine ECU.
pump M
Fuel
pump
When the ball in the switch moves at a collision, the
Fuel pump ECU FP-
inertia switch switch is separated from the contact to turn it OFF and
DI FPC
Contact Link
stop the fuel pump operation.
point Fuel pump After this fuel cut-off operates, push the reset switch to
inertia switch
the top to reset the fuel cut-off control, causing the fuel
pump to reoperate.
Fuel pump Engine
inertia switch ECU (5/5)
Ball
Acceleration
Link
Contact Contact
point point
(ON) (OFF)
Ball
Movement
Normal Detecting a collision
Injection Duration Control Fuel Injection Methods and Injection Timing

The fuel injection methods are to inject the fuel indepen-
dently in each cylinder or to simultaneously inject the fuel
Indipendent (Sequential)
into all the cylinders. There are also various injection tim-
ings, such as injecting at a determined timing or injecting
in accordance with the changes in the amount of the
intake air or engine speed.
The basic fuel injection method and injection timing are
as follows. In addition, the larger the injection volume is,
Groups
the start of the injection timing becomes faster.
Simultaneous
360
Crankshaft angle
- 285
-
1. Independent (Sequential)
Fuel is injected independently for each cylinder once
for every two crankshaft rotations.
Independent (Sequential)
Intake stroke Fuel injection

Ignition
1
3
4
2
0 360 1080
Crankshaft angle
2. Groups
Groups Intake stroke Fuel injection
The fuel is injected for each group once for every two
Ignition crankshaft rotations.
• 2 groups
1
5
• 3 groups
2 groups 3 • 4 groups
6
2
4
1
5
3 groups 3
6
2
4
1
8
4
4 groups 3
6
5
7
2
0 360 1080
Crankshaft angle
- 286
-
3. Simultaneous
The fuel is simultaneously injected to the respective
cylinders once for each rotation of the crankshaft.
The amount of fuel required for combustion is injected
over two injections.
(1/1)
Simultaneous
Intake stroke Fuel injection
Ignition
1
3
4
2
0 360 1080
Crankshaft angle
Fuel Injection Duration Control

The engine ECU changes the fuel injection volume by
changing the injector injection duration.
Injection Duration =
Basic injection duration + Corrective injection duration
The actual fuel injection duration is determined by the fol-
lowing two items.
1. The basic injection duration is determined by the
amount of the intake air and the engine speed.
2. The various corrective injection durations are deter-
Start Warm-up Air-fuel ratio Acceleration Fuel cut-off
mined by the signals from the various sensors.
enrichment enrichment feedback enrichment
correction
The injection duration that the engine ECU finally outputs
into the injector is added various corrections to the basic
injection duration.
There are following corrections:
• Start enrichment
• Warm-up enrichment
• Air-fuel ratio feedback correction (some models only)
• Acceleration enrichment
• Fuel cut-off
• Power enrichment
Power enrichment Intake air temp. correction
• Other corrections
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-
• Various corrections and signals
Various corrections
Basic
Sensor Signal injection Start Warm-up Air-fuel Acceleration Fuel Power
duration enrichment enrichment ratio feedback enrichment cut-off enrichment
correction
Air flow meter/

Manifold pressure VG / PIM
sensor
Crankshaft
position sensor NE
Camshaft
position sensor G
Water temp.
sensor THW
IDL
Throttle
position sensor
VTA
Oxygen sensor OX1A, OX1B
Various Corrections
START 1. Start enrichment
ON
The basic injection duration cannot be calculated from
the amount of the intake air because the engine speed
is low and the changes in the amount of the intake air
are large at starting. For this reason, the fuel injection
duration at starting is determined from the coolant
Long
temperature.
The coolant temperature is detected by the water tem-
perature sensor.
Injection
duration
The lower the water temperature is the fuel vaporiza-
tion becomes worse. Therefore, the air-fuel mixture is
made richer by lengthening the injection duration.
Short The engine ECU determines that the engine is being
started when the engine speed is 400 rpm or less.
0
Coolant temp. High
In addition, when the engine speed suddenly falls
Low
below 400 rpm due to a sudden increase of the load
400rpm Normal on the engine, a hysteresis is used to prevent the
condition
engine ECU from determining that an engine that has
already been started is being started again unless the
engine speed falls below 200 rpm.
Starting
state SERVICE HINT:
Hysteresis When there is a malfunction with the water temperature
sensor, it can be considered as the worse startability.
REFERENCE:
To improve startability while the engine was cold, the old
type of EFI had a cold start injector and cold start time
switch in addition to the regular injector to increase the
fuel volume at starting.
(1/11)
- 288
-
2. Warm-up enrichment
The amount of the fuel injection is increased because
the fuel vaporization is poor during the cold engine.
When the coolant temperature is low, the fuel injection
duration is increased to make the air-fuel mixture
richer in order to attain the drivability during the cold
engine.
The maximum correction is twice as long as normal
temperature.
Large
SERVICE HINT:
When there is a malfunction with the water temperature
Amount sensor, it can be considered as poor drivability.
of injection
duration (2/11)
correction
Small
0
Low Coolant temp. High
3. Air-fuel ratio feedback correction (For most mod-

els)
Rich
When there are no major fluctuations in the engine
Oxygen sensor 0.45 V load or engine speed, such as when idling or driving at
Lean
constant speed after warming up, fuel (air-fuel mixture
close to the theoretical air-fuel ratio) is supplied based
on the amount of the intake air.
The following corrections are activated when driving at
a constant speed after warming up.
(1) Feedback control using the oxygen sensor (Air-fuel
Rich ratio feedback control):
ECU Determination The engine ECU determines the basic injection dura-
of Engine ECU
tion to achieve the theoretical air-fuel ratio.
Lean
However, a slight deviation from the theoretical air-fuel
ratio occurs in accordance with the actual engine con-
ditions, changes over time, and other conditions.
Therefore, an oxygen sensor detects the oxygen con-
centration in the exhaust gas to determine if the cur-
rent fuel injection duration becomes the theoretical air-
Feedback fuel ratio against the amount of the intake air.
correction
If the engine ECU determines from signals of the oxy-
gen sensor that the air-fuel ratio is richer than the the-
Decrease Decrease
oretical air-fuel ratio, it shortens the injection duration
Increase Increase to make the air-fuel mixture leaner. Conversely, if it

determines that the air-fuel ratio is lean, it will lengthen
the injection duration to make the air-fuel mixture
richer.
The feedback control operates to maintain the aver-
age air-fuel ratio at the theoretical air-fuel ratio by
repeatedly performing minor corrections. (This is
called a "closed-loop" operation.)
(3/11)
- 289
-
In order to prevent overheating of the catalyst and assure
good engine operation, air -furl ratio feedback does not
occur under the following conditions (open-loop opera-
tion):
• During engine starting
• During after-start enrichment
• During power enrichment
Air-fuel ratio learned control • When the coolant temperature is below a determined
level
• When fuel cut-off occurs
Correction
ratio Rich mixture 1.2 • When the lean signal continues longer than a deter-
1.2
1.0
Correction
range
mined time
1.0 a The center point (a) changes during the feedback control
a a
0.8
0.8
Lean mixture
such as time passes. In this case, the center point is
forced to be returned to the center. If it is not, it will cause
Central feedback value
the out of the correction range of the feedback control.
Normal condition Over life time This is called air-fuel ratio learned control or long fuel
trim.
(4/11)
(2) Feedback control using the air-fuel ratio sensor (A/F

sensor):
Air-fuel ratio sensor The output voltage of the oxygen sensor changes rap-
Oxygen sensor output
Data of A/F sensor
3.3V 4.2 1 idly around the theoretical air-fuel ratio as shown in

the illustration (upper).
Air-fuel Engine
ratio ECU Oxygen The A/F sensor data which the engine ECU attains is
sensor sensor displayed in the hand-held tester. (When the air-fuel
AF-
3.0V 2.2 0.1 ration is lean, the voltage is high. Conversely, the volt-
11 14.7 19 age is low when rich.)
Air-fuel ratia
As a result, the detection precision of the air-fuel ratio
Output characteristics has been improved.
If the current air-fuel ratio changes from the theoretical
air-fuel ratio as shown in the illustration (below), the
Rich engine ECU continuously corrects the air-fuel ratio
Disorder A/F sensor
Theoretical using the oxygen sensor signal.
air-fuel ratio For the A/F sensor, however, the engine ECU corrects
Lean Oxygen sensor instantly by determining the amount of change from

the theoretical air-fuel ratio.
(5/11)
Oxygen
sensor Correction at a
constant proportion
Injection
volume
A/F sensor Immediate correction
- 290
-
(3) CO emission control correction for vehicles without an
oxygen sensor or A/F sensor:
Engine ECU Variable
resistor
For vehicles without an oxygen sensor or A/F sensor,
Injection volume
Richer a variable resistor can be used to adjust the CO con-
Decreased Idle mixture centration (%) during idling.
adjusting
Increased screw Turning the resistor to the R side makes the concen-
Leaner tration richer, and turning it to the L side makes it
leaner.
Injector Rich mixture For vehicles equipped with an oxygen sensor or A/F
sensor, however, CO adjustment is not required dur-
ing idling because these vehicles are automatically
adjusted to the proper air-fuel ratio using the sensor
Lean mixture signal.
(6/11)
L R
SST
180
4. Acceleration enrichment
The air-fuel ratio becomes lean, especially during the
start of acceleration because a fuel supply lag tends to
occur during acceleration against the rapid change of
the amount of the intake air when the accelerator
pedal is depressed.
Large For this reason, the injection duration is lengthened to
increase the fuel injection volume against the intake
Correction air to prevent the air-fuel mixture from becoming lean.
volume The acceleration is determined by the speed of the
change in the throttle valve opening angle.
Small The correction during acceleration increases greatly
Change of the amount during the start of acceleration and is gradually
Small Large
of the intake air reduced thereafter until the increase has ended.
In addition, the more rapid the acceleration is, the
Sudden acceleration
larger the fuel injection volume increase.
(7/11)
Large
Correction
volume Slow acceleration
Small
Time
- 291
-
5. Fuel cut-off
During deceleration, injection operation is stopped
according to the deceleration condition in order to
reduce the harmful exhaust gases and improve the
engine braking effect. Then the fuel cut-off control is
activated to cut-off the fuel injection.
The state of deceleration is determined from the throt-
tle valve opening and the engine speed. When the
Fuel cut-off throttle valve is closed and the engine speed is high, it
is determined that the vehicle is decelerating.
Fuel cut-off control
Engine speed
Injection resumption
The fuel cut-off control stops the fuel injection when the
engine speed is higher than a determined speed and the
throttle valve is closed.
Fuel injection will resume when the engine speed slows
to a determined speed or the throttle valve is opened.
The fuel cut-off engine speed and fuel injection resump-
tion engine speed will increase when the coolant temper-
Low Coolant temperature High ature is low.
In addition, the fuel cut-off engine speed and fuel injection
resumption engine speed are increased when the air con-
ditioner switch is on to prevent the engine speed from fall-
ing and an engine from stalling.
There are also some engine models in which these
engine speeds drop during braking (i.e., when the stop
light switch is on).
(8/11)
6. Power enrichment
As there is a large amount of the intake air at heavy
loads, such as when climbing a steep hill, it is difficult
to sufficiently mix the injected fuel with the intake air.
And all of the intake air is not used during combustion,
causing some to remain.
Therefore, more fuel than for the theoretical air-fuel
ratio is injected to use all of the intake air in combus-
tion to increase power.
Heavy loads are determined from the throttle position
sensor opening, engine speed, and intake air mass
(VG or PIM).
The greater the intake air mass (VG or PIM) or the
higher the engine speed is, the ratio of the increased
amount becomes larger.
In addition, the amount is further increased when the
throttle valve opening angle becomes a certain value
or more.
The correction of the increased amount is from
approx. 10% to 30%.
(9/11)
- 292
-
7. Intake air temperature correction
The air density changes depending on the air tempera-
ture.
For this reason, a correction must be made to increase or
decrease the fuel volume in accordance with the intake
air temperature to optimize the mixture ratio required for
the current engine conditions.
The intake air temperature is detected by the intake air
temperature sensor.
The engine ECU is set to a standard intake air tempera-
Correction coefficient
ture of 20 °C (68 °F).

The correction amount is determined when the tempera-
ture rises above or falls below this temperature.
1.0 When the intake air temperature is low, the amount is
increased because the air density is high. When at high
temperature, the amount is decreased because the air
density is low.
Low 20 High The correction of the increased/decreased amount is
(68)
approx. 10%.
Intake air temperature
HINT:
For hot-wire type air flow meters, the air flow meter
itself outputs a corrective signal for the intake air tem-
perature. Therefore, intake air temperature correction
is not required.
(10/11)
8. Voltage correction
Voltage correction Injection signal
There is a slight delay between the time where the
On
engine ECU sends an injection signal to the injector,
and the time when the injector actually injects the fuel.
If there is a severe drop in battery voltage, then this
Off delay will be longer.
Open
This means that the time the injector injects the fuel is
shorter than the time calculated by the engine ECU.
Therefore, the ratio of air becomes higher (in other
Close words, leaner) than the mixture ratio required by the
engine.
Injector actually open
For this reason, the engine ECU adjusts this by mak-
ing the injector injection duration longer in accordance
with the battery voltage drop.
(11/11)
Corrective injection
duration (msec)
Standard operating delay time
14
Low Battery voltage (V) High
- 293
-
Question- 1
The following statements pertain to the EFI. Mark each of the following statements True or False.

The engine ECU always determines the proper fuel injection volume True False
1
based on the signals from various sensors.
The check valve of the fuel pump closes to maintain the remaining
2
True False
pressure in the fuel line when the fuel pump is stopped.
The pressure regulator of recent models constantly controls the fuel True False
3
pressure at higher pressure against the intake manifold pressure.
The pulsation damper absorbs the fuel pressure pulsation in the fuel
4
True False
line.
Question- 2
The following illustration shows the fuel pump control circuit. For its operation, select the statement that is False.
1. The engine ECU turns on the circuit opening relay and the fuel pump operates while the ignition switch is
at IG position.
2. The STA signal is input in the engine ECU and the fuel pump operates while the ignition switch is at ST
position.
3. The NE signal is input in the engine ECU while the engine is running and the fuel pump operates contin-
uously.
4. If the engine is stalled, the fuel pump is stopped because the NE signal is not input in the engine ECU
even if the ignition switch is at IG position.
Circuit opening
EFI relay relay Fuel pump
IG
ST Engine ECU
Ignition
switch FC Microprocessor
E1
STA
NE signal NE
- 294
-
Question- 3
The following statements pertain to the basic injection duration. Mark each of the following statements True or
False.

The basic injection duration is determined by the accelerator open- True False
1
ing angle and the engine speed.
The corrective injection duration is calculated from the engine condi-

2
True False
tion detected by various sensors.
Actual injection duration = Basic injection duration + Corrective True False
3
injection duration
The injection duration becomes longer by the warm-up enrichment

4
True False
because the fuel is difficult to be vaporized during a cold engine.
Question- 4
About the condition that the air-fuel ratio feedback correction stops, mark each of the following statements True or
False.
1 During engine starting. True False
After engine warm-up (Coolant temperature: more than 50°C

2 True False
(122 °C))
3 During correction of acceleration enrichment and power enrichment. True False
4 During the fuel cut-off control. True False
When the output from the oxygen sensor is 0 V (lean) more than 15 True False
5
seconds.
Question- 5
The following statements pertain to the acceleration enrichment. Select the statement that is True.
1. The acceleration is detected by the vehicle speed sensor.
2. For the acceleration enrichment, the fuel increases greatly during the start of the acceleration and is
gradually reduced thereafter until the increase has ended.
3. The more rapid acceleration is, the smaller the injection volume increases.
4. The acceleration is detected by the crankshaft position sensor and camshaft position sensor.
- 295
-
The ESA (Electronic Spark Advance) system is a system
that uses the engine ECU to determine the ignition timing
based on the signals from the various sensors.
The engine ECU calculates the ignition timing from the
optimum ignition timing stored in memory to match the
engine conditions, and then sends the ignition signal to
the igniter.
Ignition timing (advanced angle)
The optimum ignition timing is basically determined using

engine speed and intake air mass (manifold pressure).
(1/1)
High
Amount of intake air Engine speed

(Manifold pressure)
High
ESA map
- 296
-
Construction
IDL Throttle position
sensor The ESA system consists of the various
Air flow meter
sensors, engine ECU, igniters, ignition
VG
coil, and spark plugs.
PIM Role of the sensors
ECU KNK Manifold
G Pressure
sensor
• Camshaft position sensor (G sig-
IGT
Ignition coil nal):
IGF Camshaft
with igniter position
THW sensor This detects the standard crank
angle and the camshaft timing.
NE OX1A
• Crankshaft position sensor (NE
signal):
This detects the crank angle and
Oxygen
sensor Water
Knock
sensor
engine speed.
No.1 temperature
sensor • Air flow meter or manifold pres-
Crankshaft
position sensor sure sensor (VG or PIM signal):
This detects the intake air mass or
manifold pressure.
• Throttle position sensor (IDL sig-
nal):
This detects the idling condition.
• Water temperature sensor (THW
signal):
This detects the coolant temperature.
• Knock sensor (KNK signal):
This detects knocking condition.
• Oxygen sensor (OX signal):
This detects the oxygen concentra-
tion in the exhaust gas.
Role of the engine ECU
The engine ECU receives the signals
from the sensors, calculates the opti-
mum ignition timing for the engine
conditions, and sends the ignition
signal (IGT) to the igniter.
Role of the igniter
The igniter responds to the IGT sig-
nal output by the engine ECU to
intermittently apply the primary cur-
rent to the ignition coil. It also sends
the ignition confirmation signal (IGF)
to the engine ECU.
(1/1)
- 297
-
Ignition Circuitry Description
The engine ECU determines the ignition
timing based on the G signal, NE signal
Ignition coil
with igniter +B and the signals from other various sen-
ECU
sors.
Constant
voltage circuit
IGT When the ignition timing has been deter-
Drive
circuit
mined, the engine ECU sends the IGT
G signal to the igniter.
Micro-
processor
While the IGT signal sent to the igniter is
IGF signal
generation
circuit
ON, the primary current flows to the igni-
NE
IGF
tion coil. While the IGT signal turns OFF,
the primary current to the ignition coil is
shut off.
Spark plug
At the same time, the IGF signal is sent
to the engine ECU.
ECU Ignition coil Ignition order
with igniter
IGT1
ON Currently, the main ignition circuitry used
IGT1
No.1 cylinder
OFF is the DIS (Direct Ignition System).
IGT3 ON
IGT3 OFF The engine ECU distributes the high-
No.3 cylinder
IGT4 ON
IGT4 OFF
voltage current to the cylinders by send-
No.4 cylinder
IGT2 ON ing each IGT signal to the igniters in the
IGT2
IGF
No.2 cylinder OFF order of ignition.
IGF ON
This makes it possible to provide highly
OFF
DIS (Direct Ignition System) accurate ignition timing control.
(1/1)
REFERENCE
Distributor Type Ignition Circuitry
The distributor type ignition circuitry is a
system that uses a distributor to send
Distributor high-voltage current to the spark plugs.
Ignition
Igniter coil No.1 cylinder The distributor type ignition circuitry con-
ducts basically the same control as the
IGT
DIS.
No.3 cylinder
However, because there is only a single
ECU igniter and ignition coil, only one IGT and
IGF No.4 cylinder IGF are output.
The high voltage generated by the igni-
No.2 cylinder
tion coil is distributed to each cylinder by
High-tension code the distributor.
(1/1)
- 298
-
IGT and IGF Signal
TDC TDC TDC
Ignition 1. IGT signal
The engine ECU calculates the optimum ignition tim-
IGT ing according to the signals from various sensors and
180° (4 cylinders)
120° (6 cylinders) sends the IGT signal to the igniter.
The IGT signal is turned ON immediately before the
Ignition
ignition timing calculated by the microprocessor in the
TDC engine ECU, and then is turned OFF. When the IGT
IGT
Advance
signal is turned OFF, the spark plug sparks.
angle
Initial ignition timing 5°,7° or 10° BTDC

(depending on engine model)
2. IGF signal
Ignition order The igniter sends an IGF signal to the engine ECU by
ON using the counter-electromotive force that is gener-
IGT1
OFF
ated when the primary current to the ignition coil is
ON shut off or by using the primary current volume. When
IGT3
OFF
the engine ECU receives the IGF signal, it determines
ON that ignition occurred. (This does not mean, however,
IGT4
OFF
that there was actually a spark.)
ON
IGT2 If the engine ECU does not receive an IGF signal, the
OFF
diagnosis function operates and a DTC is stored in the
IGF ON engine ECU and the fail-safe function operates and
OFF stops injecting fuel.
(1/1)
Control of ESA Outline of Ignition Timing Control

The ignition timing control consists of
two basic controls.
At starting Initial ignition timing angle 1. Starting ignition control
The starting ignition control is per-
Basic ignition advance formed by conducting ignition at the
angle
predetermined crankshaft angle
After starting regardless of the engine operation
Corrective ignition
advance angle
conditions.
This crankshaft angle is called the
Actual ignition timing “initial ignition timing angle”.
2. After-start ignition control
Ignition Starting ignition control Initial ignition timing angle The after-start ignition timing control
timing
control is performed with the initial ignition
After-start ignition control Initial ignition timing angle timing angle, the basic ignition
Basic ignition advance angle advance angle, which is calculated
Warm-up correction by the engine load and engine
Corrective
Over-temperature correction
ignition
advance speed, and various corrections.
control Stable idling correction
(1/1)
Knocking correction
Other correction
Maximum and minimum advance
angle control
- 299
-
REFERENCE
Initial Ignition Timing Angle Judge-
Timing rotor Point A Point B ment
G signal
Point A The initial ignition timing angle is deter-
G mined as follows.
G signal
timing rotor
and G pickup
When the engine ECU receives the NE
Point B
coil
5°,7°or 10° 5°,7°or 10°
signal (point B in figure at left) after
BTDC BTDC receiving the G signal (point A in the fig-
ure at left), it determines that it is the ini-
NE
tial ignition timing angle when the
5°,7°or 10° BTDC crankshaft reaches 5 ° , 7 °, or 10 ° (this
Ignition Ignition
NE differs between engine models) BTDC
NE signal TDC signal
timing rotor (Before Top Dead Center).
and NE pickup
coil IGT (1/1)
IGT with initial ignition timing
IGT with timing advanced
Starting Ignition Control and After-start Ignition Con-

trol
Engine ECU
1. Starting ignition control
Back-up IC When starting the engine, the engine speed is low and
Microprocessor
the intake air mass is unstable, so the VG or PIM sig-

G
nal cannot be used as control signals.
NE
Therefore, the ignition timing is set to the initial ignition
IGT
timing angle.
This initial ignition timing angle is controlled in the
Initial ignition timing angle
signal generation circuit engine ECU backup IC.
In addition, the NE signal is used to determine when
the engine is being started, and an engine speed of
500 rpm or less indicates start-up is occurring.
HINT:
Depending on the engine model, there are some
types that determine the engine is being started when
the engine ECU receives a starter signal (STA).
2.After-start ignition control

Engine ECU
After-start ignition control is the control that is acti-
vated while the engine is running after starting.
Back-up IC This control is performed by making various correc-
tions to the initial ignition timing angle and basic igni-
Microprocessor
Various
signals tion advance angle.
G
NE (VG,PIM etc.) Ignition timing = initial ignition timing angle + basic
ignition advance angle + corrective ignition advance
IGT
angle
When after-start ignition control is activated, the IGT
signal is calculated by the microprocessor and output
via the backup IC.
(1/1)
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-
Basic Ignition Advance Angle
The basic ignition advance angle is determined using the
A/C on (some models only)
NE signal and the VG signal or PIM signal. The NE and
VG signal data used to determine the basic ignition
advance angle advance angle is stored in the engine ECU memory.
Basic ignition
1. Control when the IDL signal is ON

When the IDL signal is ON, the ignition timing is
advanced in accordance with the engine speed.
HINT:
0
Low Engine speed High In some engine models the basic ignition advance
angle is changed depending on whether or not the air
Ignition timing (advance angle)
conditioner is ON or OFF. (See dotted line area at left.)

In addition, of these models, some have an advance
angle of 0 during standard idling speed.
2. Control when the IDL signal is OFF
The ignition timing is determined in accordance with
the NE signal and VG or PIM signal based on the data
stored in the engine ECU.
High
Amount of intake air Engine speed Depending on the model, two basic ignition advance
(Manifold pressure) angles are stored in the engine ECU. The data for one of
High
these is used to determine the advance angle based on
ESA map the fuel octane value, so the data that matches the fuel
used by the driver can be selected.
In addition, some models of vehicles with fuel octane
judgment capability use the KNK signal to automatically
change the data used to determine the ignition timing.
(1/1)
Corrective Ignition Advance Control

1
1. Warm-up correction
An advanced angle is used for the ignition timing
Advance angle
when the coolant temperature is low to improve driv-

ability. Some engine models conduct correction
advancing in response to the intake mass.
0 The ignition timing angle is advanced approx. 15° by
this correction function during extremely cold condi-
80* tions.
(140)
Coolant temperature °C (°F) HINT:
*Depending on engine model. For some engine models, the IDL signal or NE signal
is used as a related signal for this correction.
2. Over-temperature correction
2
When the coolant temperature is extremely high, the
0 ignition timing is retarded to prevent knocking and
overheating.
Advance angle
The ignition timing angle is retarded a maximum of 5°

by this correction.
-5 HINT:
Some engine models also use the following signals for
100* correction.
(230)
• Intake air mass signal (VG or PIM)
Coolant temperature °C (°F)
• Engine speed signal (NE)
*Depending on the engine model.
• Throttle position signal (IDL)
etc.
(1/4)
- 1-
3. Stable idle correction
If the engine speed changes from the target idling
3 speed while idling, the engine ECU regulates the igni-
tion timing to stabilize the engine speed.
Advance
angle
The engine ECU continuously calculates the average
engine speed, so if the engine speed falls below the
target engine speed, the engine ECU advances the
0
ignition timing by the predetermined angle.

If the engine speed exceeds the target idling speed,
Retard
angle
the engine ECU retards the ignition timing by the pre-

determined angle.
Minus 0 Plus
The ignition timing angle can be varied a maximum of
Difference from target idle speed
±5 ° by this correction.
REFERENCE:
Some engine models conduct angle advancement
according to whether the air conditioner is turned ON
or OFF.
In addition, some models only make this correction
when the engine speed is below the target engine
speed.
(2/4)
4. Knocking correction
If knocking occurs in the engine, the knocking sensor
converts the vibration generated by the knocking into
4 a voltage signal (KNK signal) and sends it to the
engine ECU.
The engine ECU determines whether the knocking is
0 strong, medium, or weak from the strength of the KNK
Advance angle
signal.
Then it corrects the ignition timing by retarding it in
accordance with the strength of the KNK signal. In
other words, when the knocking is strong, the ignition
timing is retarded a great deal, and when the knocking
Weak Engine knocking Strong
is weak, the ignition timing is only retarded slightly.
When the engine knocking ceases, the engine ECU
stops retarding the ignition timing and advances it a lit-
tle at a time by the predetermined timing.
Engine knocking Timing retarded This advancing is conducted until knocking occurs
occurs
again, and then when the knocking occurs the control
is repeated by retarding the ignition timing.
The ignition timing angle is retarded a maximum of
Timing advanced Engine knocking
stops
10 ° by this correction.
Some models conduct this correction over nearly the
entire range of the engine load, and other models only
conduct this correction during high loads.
(3/4)
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-
5. Other correction
There are some engine models that add the following corrections to the ESA system to more correctly and accu-
rately control the ignition timing.
(1) Air-fuel ratio feedback correction
During air-fuel ratio feedback correction, the engine speed varies in accordance with increase/decrease of the
fuel injection volume.
To maintain stable idling, the ignition timing is advanced during the air-fuel feedback correction to match the
injection amount.
This correction is not performed while the vehicle is driving.
(2) EGR (Exhaust Gas Recirculation) correction
When the EGR is operating and the IDL contact is turned OFF, the ignition timing is advanced in accordance
with the intake air mass and engine speed to improve drivability.
(3) Torque control correction
For vehicles equipped with an ECT (Electronically-Controlled Transmission), the transmission or transaxle plan-
etary gear unit clutch and brake generate a certain amount of shock during shifting. Some models retard the
ignition timing to lower the engine torque when shifting up or down to minimize this shock.
(4) Transition correction
When changing from deceleration to acceleration, the ignition timing is advanced or retarded in accordance with
the acceleration.
(5) Cruise control correction
When driving downhill while the cruise control is in operation, a signal is sent from the cruise control ECU to the
engine ECU to retard the ignition timing minimize the change in engine torque generated by the fuel cut-off dur-
ing engine braking to execute smooth cruise control.
(6) Traction control correction
The ignition timing is retarded when traction control is operating to lower the engine torque.
(4/4)
Maximum and Minimum Advance Angle Control

When there is trouble with the predetermined ignition tim-
ing from the initial ignition timing, basic ignition advance
angle and corrective ignition advance angle, it will affect
Maximum advance angle 35° 45° the engine performance harmfully.
To prevent this, the engine ECU controls the actual igni-
Minimum advance angle -10° 0°
tion angle (ignition timing) to make the total for the basic
Advance angle = Basic ignition advance angle
ignition advance angle and corrective ignition advance
+
Corrective ignition advance angle
angle more or less than the determined value.
(1/1)
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-
Ignition Timing Inspection
The ignition timing angle set during ignition timing adjust-
Initial ignition timing angle
ment/inspection is called the "standard ignition timing".
The standard ignition timing consists of the initial ignition
timing and the fixed ignition advance angle*.
Fixed ignition advance
angle *The fixed ignition advance angle is the value that is out-
put during ignition timing adjustment that is stored in the
Standard ignition engine ECU and that is unrelated to the correction used
timing angle
during normal driving.
E1 The ignition timing adjustment/inspection are conducted
as follows.
• Make a short between the DLC1 (Data Link Connector
E1 TE1
1), DLC2, or DLC3 TE1 (TC)-E1 (CG) terminals, and
TE1 DLC1 TC DLC2 set the standard ignition timing. The standard ignition
timing differs by model as shown in the table at left, so
when making this adjustment, refer to the appropriate
DLC3 CG Repair Manual.
• When the standard ignition timing is not suitable,
Engine Initial Fixed ignition Standard adjustment is required.
model ignition timing advance angle ignition timing
HINT:
Type 1 10° BTDC 0° BTDC 10° BTDC
• When the IDL signal is off, even if there is a short
Type 2 5° BTDC 5° BTDC 10° BTDC between the TE1 (TC) and E1 (CG) terminals, the
ignition timing cannot be set.
Type 3 7° BTDC 0° BTDC 7° BTDC
• For recent models, the ignition timing cannot be
adjusted because sensors for the G and NE signals
are fixed to the engine.
(1/1)
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-
Question- 1
The following statements pertain to the ESA (Electronic Spark Advance) system. Mark each of statements True or
False.

The engine ECU calculates the optimum ignition timing to match the True False
1
engine conditions by receiving signals from various sensors.
2 The engine ECU sends the ignition signal (IGT) to the igniter. True False
The igniter responds to the IGT signal output by the engine ECU to True False
3
intermittently apply the primary current to the ignition coil.
The igniter sends the ignition confirmation signal (IGF) to the engine
4
True False
ECU when the spark plug is ignited.
Question- 2
The following statements pertain to the ignition timing adjustment. Select the statement that is False.
1. The standard ignition timing consists of the initial ignition timing and the fixed ignition advance angle.
2. The standard ignition timing is fixed with the throttle valve fully closed (IDL ON) when the engine is warm.
3. The ignition timing can be fixed when there is a short between terminals TE1 (TC) - E1 (CG) and the IDL
signal is on.
4. For some models that sensors for the G and NE signals are fixed to the engine, the ignition timing cannot
be adjusted.
Question- 3
From the following word group, select the words that correspond to each number in the illustration.
Ignition Starting ignition control ( 1 )

timing
control After-start ignition control Initial ignition timing angle
( 2 )
Warm-up correction
( 3 )
Over-temperature correction
Stable idling correction
Knocking correction
Other correction
( 4 )
a) Basic ignition advance angle b) Maximum and minimum advance angle control c) Initial ignition timing angle
d) Corrective ignition advance control
Answer: 1. 2. 3. 4.
- 305
-
Question- 4
The following statements pertain to the corrective ignition advance control of the ESA system. Select the statement
that is False.
1. The warm-up correction is performed in order to advance the ignition timing and improve the drivability
when the coolant temperature is low.
2. The over-temperature correction prevents knocking and overheating by retarding the ignition timing when
the coolant temperature is extremely high.
3. The stable idle correction is performed as the basic ignition advance angle is not become larger/smaller
than a determined value.
4. The knocking correction is performed retarding when the knocking occurs. However, it is performed
advancing when no knocking occurs.
- 306
-
Starter
The ISC (Idle Speed Control) system is
STA IDL
Throttle position sensor
provided with a circuit that bypasses the
throttle valve, and the air volume drawn
Neutral start switch NSW in from the bypass circuit is controlled by
SPD ECU ISCV the ISCV (Idle Speed Control Valve).

ELS The ISCV uses the signal from the
A/C THW engine ECU to control the engine at the
optimum idling speed at all times.
NE
The ISC system consists of the ISCV,
engine ECU, and various sensors and
Vehicle speed sensor
switches.
Electric load Water
temperature
sensor
A/C amplifier
Crankshaft position sensor
1. When starting
Starter
STA IDL
The bypass circuit is opened to
improve startability.
Neutral start switch NSW
SPD ECU ISCV

ELS
A/C THW
NE

Electric load Water
temperature
sensor
A/C amplifier
2. When warming-up the engine

Starter
STA IDL
When the coolant temperature is low,
the idling speed is increased so that
Neutral start switch NSW the engine runs smoothly (fast idle).
SPD ECU ISCV As the coolant temperature rises, the

ELS idling speed is decreased.
A/C THW
NE

Electric load Water
temperature
sensor
A/C amplifier
- 307
-
3. Feedback control and estimate
Starter control
STA IDL
• When A/C is used
Neutral start switch NSW • When headlights are used
SPD ECU ISCV • When the shift lever is shifted from N

ELS to D or from D to N while the vehicle
A/C THW is stopped.
NE
In the above cases, if the load
increases or changes, the idle speed
is increased or prevented from
Electric load
changing.
Water
temperature
sensor
(1/1)
A/C amplifier
ISCV (Idle Speed Control Valve) Types of ISCV

The ISCV is a device that controls the
1 2
Throttle valve Throttle valve amount of the intake air during idling
using the signal from the engine ECU
and controls the idling speed.
There are two types of ISCV as follows.
Thottle
ISCV control
motor 1. Type that bypasses the throttle
valve and controls the amount of
the intake air:
ECU ECU Because the throttle valve is com-
pletely closed during idling, the ISCV
ETCS-i bypasses the required air volume
Rotary solenoid type Stepper motor type
during idling.
2. Type that controls the amount of
the intake air using the throttle
valve:
With this type, the throttle valve
proper controls the amount of the
intake air during idling.
This system is called ETCS-i (Elec-
tronic Throttle Control System-intelli-
gent), and conducts other control
functions in addition to amount of the
intake air control during idling. Refer
to "ETCS-i" of the group in the “Other
Control System” of the chapter for
details.
(1/1)
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Rotary Solenoid Type
A
The rotary solenoid type ISCV consists
of a coil, IC, permanent magnet, valve,
Coil
and is attached to the throttle body.
The IC uses the duty signal from the
engine ECU to control the direction and
Permanent magnet A Valve amount of current that flows in the coil
to Air intake
chamber
from Air cleaner
and control the amount of air that
Open A-A cross section bypasses the throttle valve, rotating the
High
valve.
Coil
1. Operation
Duty ratio
When the duty ratio is high, the IC
RSO IC moves the valve in the opening direc-
ECU tion, and when the duty ratio is low,
the IC moves the valve in the closing
Close direction.
Low
The ISCV performs opening and
closing in this way.
HINT:
If there is trouble, such as an open
circuit, that causes the electricity to
stop flowing to the ISCV, the valve is
made to open at a set position by the
force of the permanent magnet.
This will maintain an idling speed of
approx. 1,000 to 1,200 rpm.
(1/1)
REFERENCE:
Old Type Rotary Solenoid ISCV
flom Air cleaner
flom Air cleaner
The old type rotary solenoid ISCV
received the duty signals from the
Bimetal strip
engine ECU apply the current to two
Valve hausing coils to change the amount the valve
opens and control the amount of the
intake air.
Coil
The bimetal strip in the ISCV responds
Valve
to the engine coolant temperature to
Guard maintain the appropriate valve opening
for the engine warm-up state.
Permanent magnet Valve A guard is also installed to prevent the
valve from being stuck completely open
to Air intake chamber to Air intake chamber
or closed if some kind of electrical trou-
ble occurs.
(1/1)
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1. Operation
Coil A
Valve open
Closed
direction
When electricity is sent to coil A (RSO)
for a long time, the valve is caused to
RSO
move in the opening direction.
Bimetal strip
S
N
+B
Opened
Valve direction
RSC
OFF(12V)
RSO
ON(0V)
4ms
Coil B OFF(12V)
RSC
ON(0V)
(The ON and OFF of RSO and RSC are reversed.)
Valve close
When electricity is sent to coil B for a
Coil A Closed
direction long time, the valve is caused to move in
the closing direction.
RSO
(1/1)
Bimetal strip
S
N
+B
Valve Opened
direction
RSC
OFF(12V)
RSO
ON(0V)
4ms
Coil B OFF(12V)
RSC
ON(0V)
(The ON and OFF of RSO and RSC are reversed.)
Other Types of Bypass ISCV

I
from Air cleaner

Duty-control ACV type
Valve
The duty-control ACV type ISCV controls the amount of
the intake air flowing in the bypass circuit by the duty sig-
nal from the engine ECU cause current to flow to the sole-
noid coil to open the valve.
The larger the duty ratio of the electricity flows to the sole-
noid coil, the farther the valve opens.
Solenoid coil
to Air intake chamber
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-
ON-OFF control VSV type
The ON-OFF control VSV type ISCV controls the amount
from Air cleaner of the intake air flowing in the bypass circuit by the ON/
to Air Intake chamber OFF signal from the engine ECU cause current to flow to
Valve
the solenoid coil to open the valve.
When current flows to the solenoid coil, the idling speed
is increased in increments of approx. 100 rpm.
(1/1)
Solenoid coil
Stepper Motor Type

The stepper motor-type ISCV is attached to the intake
chamber. The valve installed at the end of the rotor is in
Valve
Stopper pin or out by the rotation of the rotor to control the air volume
flowing in the bypass circuit.
to 1. Operation
Air intake
chamber The step motor utilizes the principle of pulling and
rebounding of the permanent magnet (rotor) when a
magnetic field is generated by electricity flowing in the
coil. As shown in the illustration at bottom left, current
flows at C1 causing the magnet to be pulled. When
from
Air cleaner the current to C1 is cut off at the same time, the cur-
Rotor
Stator coil
rent is made to flow to C2, and the magnet is pulled to
Valve shaft
C3
C4 C1 C2
C3
C2. The subsequent switching the current to in order
C2 C4 of C3 and C4 in the same manner is used to rotate the
C1 C1
C4 C2 magnet.
C3 C3 The magnet can also rotate in the opposite direction
C2 C4 by switching the current in the direction from C4 to C3,
C1 C1 C2, and C1.
C4 C2 This arrangement is used to move the magnet to pre-
C3 C3 determined positions.
C2 C4 An actual step motor uses 4 coils to create 32 steps
C1 C1
C4 C2 for 1 rotation of the magnet (rotor). (Some motors
C3 C3
C2 C1 C4 have 24 steps per rotation.)
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-
• Valve open
When electricity is sent to coil A (RSO) for a long time,
the valve is caused to move in the opening direction.
• Valve close
When electricity is sent to coil B for a long time, the
valve is caused to move in the closing direction.
(1/1)
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Function of ISC Operation of Rotary Solenoid Type
1. Staring control
1 When the engine ECU receives a starter signal (STA),
Open it determines that the engine is starting and opens the
ISCV to improve startability.
The ISCV opening is controlled according to the
ISCV opening
engine speed signal (NE) and coolant temperature

signal (THW).
Close
Coolant temperature High
2. Warm-up (fast-idle) control

2 After the engine starts, the engine ECU opens the
High Starting ISCV in accordance with the coolant temperature
(THW) to increase the idling speed. As the coolant
Fast idle temperature rises, the engine ECU controls the ISCV
toward closing direction to decrease the idle speed.
Idle speed
When the engine is cold, the idling speed is unstable

due to such factors as the engine oil viscosity being
high and poor fuel atomization.
For this reason, the idling speed must be made higher
Low than normal to stabilize it. This is called fast idling.
80°C
(1/2)
Coolant temperature
3. Feedback control
For feedback control, the target idling speed stored in the engine ECU and the actual idling speed are com-
pared. Then, the ISCV is controlled to correct the actual idling speed to the target idling speed.
When the actual idling speed is lower than the target idling speed: The ISCV is opened to correct the idling
speed to the target idling speed. When the actual idling speed is higher than the target idling speed: The ISCV is
closed to correct the idling speed to the target idling speed.
In addition, the target idling speed varies depending on the engine condition, such as whether the neutral switch
is ON or OFF, electric load signal is ON or OFF, or air conditioner switch is ON or OFF.
4. Engine speed change estimate control
The engine speed change estimate control estimates the change in idling speed from the engine load and con-
trols the ISCV accordingly.
When the shift lever is changed from D to N or N to D, or when there is a change in engine load immediately
after an electrical component, such as the tail lamp relay, defogger relay, or air conditioner switch operates, the
idling speed increases or decreases. The feedback control then increases or decreases the idling speed, but the
idling speed is unstable until the target idling speed is reached.
For this reason, when the engine ECU receives an engine load signal from an electrical component, etc., the
ISCV is controlled before the idling speed changes to reduce the amount of idling speed change.
5. Other controls
• The engine ECU opens the ISCV when the IDL point of the throttle position sensor is closed (accelerator pedal
is released) to prevent a sudden drop in the engine speed.
• In vehicles equipped with EHPS (Electro-Hydraulic Power Steering), the electrical load increases when the
EHPS operates. Therefore, the engine ECU opens the ISCV to prevent the idling speed from dropping.
(2/2)
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Operation of Stepper Motor Type
1. Starting set-up
The starting set-up sets the ISCV in the fully opened
position when the engine is stopped (when the engine
ECU does not receive the NE signal) to improve start-
Ignition switch ability the next time the engine is started.
ISCV is set fully open
OFF • Main relay control
The engine ECU instructs that electrical power contin-
ued to be supplied to the main relay for a little while
even after the ignition switch is turned OFF in order to
set the ISCV in the fully opened position. After the
ISCV has been set, the engine ECU stops supplying
power to the main relay.
2. After-start, warm-up (fast-idle) and feedback con-

trol
A
A-B: After-start control
These controls are basically the same as for the rotary
B-C: Warm-up control solenoid type.
C-D: Feedback control
After the engine is started, the valve closes from the
ISCV position
B
fully opened position to the open position determined
for the engine speed and coolant temperature, and
then the valve gradually closes as the coolant temper-
C
D ature rises.
When the coolant temperature reaches 80°C (176 °F),
80 feedback control is used to maintain the target idling
20
(68) (176) speed.
Coolant temperature °C(°F)
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Question- 1
The following illustrations show the ISCV (Idle Speed Control Valve) types. From the following word group, select
the type that correspond to each illustration.
1 2 3
a) ETCS-i b) Rortary solenoid type c) Duty-control ACV type d) Stepper motor type
Answer: 1. 2. 3.
Question- 2
The following statements pertain to the ISC (Idle Speed Control) system. Mark each of statements True or False.

It controls the bypass circuit to draw in (amount of air) and the True False
1
engine at the optimum idling speed at all times.
At starting, it narrows the opening angle of the bypass circuit in

2
True False
order to improve the startability.
At cold engine, it controls the bypass circuit to be opened wide so True False
3
that the idle speed is stable.
Question- 3
The following statements pertain to the rotary solenoid type ISCV. Select the statement that is False.
1. It controls the opening angle by rotating the valve .
2. The valve opening angle is controlled by changes of the current order flowed into the coils.
3. The valve opening angle is controlled by the direction and amount of current.
4. If the connector is disconnected, the engine keeps rotating because the valve is opened at a constant
opeing angle.
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Question- 4
The following statements pertain to the ISCV control. Select the statement that is False.
1. In the starting control, the ISCV is opened in order to improve the startability.
2. In the warm-up control, the ISCV is controlled at the optimum opening angle in accordance with the cool-
ant temperature during cold engine.
3. In the feedback control, the ISCV is controlled in the closing direction when the actual idle speed is lower
than the target idle speed.
4. In the engine speed change estimate control, the ISCV is controlled by estimating the idle speed change
when a signal is input in the engine ECU.
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A majority of engine control systems are equipped with
ETCS-i Throttle body the following systems, although there are differences
Throttle valve
Accelerator pedal among engines, in addition to the EFI, ESA, and ISC sys-
position sensor
tems.
Engine ECU All of these systems are controlled by the engine ECU.
• ETCS-i (Electronic Throttle Control System-intelligent)
Throttle control
motor • VVT-i (Variable Valve Timing-intelligent)
• VVTL-i (Variable Valve Timing and Lift-intelligent)
VVT-i Lock pin • Oxygen sensor/Air fuel ratio sensor heater control
system
• Air conditioner control system
• Cooling fan control
Intake
camshaft • ACIS (Acoustic Control Induction System)
Vane • AI (Air Injection) control system/AS (Air Suction) con-
Housing (fixed on Intake camshaft) trol system
• Evaporative emission control system
VVTL-i ACIS
• Air intake control system
High-speed cam Front
Intake air
control valve • Fuel octane judgement
• ECT OD cut-off control system
• EGR cut-off control system
Low-and medium-
speed cam
• T-VIS (Toyota-Variable Induction System)
• SCV (Swirl Control Valve) system
• Turbocharging pressure control system
• Supercharger control system
Actuator • EHPS (Electro-Hydraulic Power Steering) control sys-
tem
(1/1)
ETCS-i (Electronic Throttle Control Description
System-intelligent) The ETCS-i (Electronic Throttle Control System-intelli-
gent) is a system that uses a computer to electrically con-
trol the throttle valve opening.
Conventional throttle valve opening has been controlled
Throttle body by directly a cable from the accelerator pedal to the throt-
Throttle valve Throttle position tle valve to open and close it. In this system, the cable is
sensor
eliminated, and the engine ECU uses the throttle control
Accelerator pedal
position sensor motor to control the throttle valve opening angle to the
Throttle optimum amount in response to the amount that the
control motor
accelerator pedal is depressed. In addition, the accelera-
tor pedal opening angle is detected by the accelerator
pedal position sensor, and the throttle valve opening
angle is detected by the throttle position sensor.
The ETCS-i system consists of the accelerator pedal
position sensor, engine ECU, and throttle body. The throt-
tle body contains the throttle valve, throttle control motor,
throttle position sensor, and other components.
(1/1)
Engine ECU Various signals
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Construction and Operation
Throttle body construction and operation
As shown in the illustration, the throttle body consists of a
throttle valve, throttle position sensor that detects the
throttle valve opening, throttle control motor that opens
Throttle control motor
and closes the throttle valve, and a return spring that
returns the throttle valve to a fixed position. The throttle
Throttle valve motor employs a DC motor that has good responsiveness
and consumes little power.
The engine ECU controls the amount and direction of the
current flowing to the throttle control motor, turns or holds
the motor, and opens and closes the throttle valve via the
reduction gear. The actual throttle valve opening is
detected by the throttle position sensor, and this is fed
back to the engine ECU.
When current is not flowing to the motor, the return spring
Reduction gears opens the valve to a fixed position (approx. 7°). However,
during idling the valve is closed more than this fixed posi-
Throttle return spring tion.
Throttle position HINT:
sensor
• When the engine ECU detects a malfunction, it turns
ON the malfunction indicator lamp in the combination
meter while cutting off the power to the motor, but
because the throttle valve is kept open to approx. 7°,
the vehicle can still be driven to a safe location.
• The initial model with the ETCS-i used a magnetic
clutch between the motor and the throttle valve,
which could be used to connect to and disconnect
from the motor.
(1/1)
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Controls
The ETCS-i controls the throttle valve opening angle to
the optimum amount in accordance with the amount
1. Normal-mode control, Power-mode control and which the accelerator pedal is depressed.
Snow-mode control
1. Normal-mode control, Power-mode control and
Snowmode control
Basically, the normal-mode is used, but the control
switch can be used to switch to the snow-mode or
Power-mode
power-mode.
• Normal-mode control
opening angle
Throttle valve
Normal-mode This is the basic control that maintains a balance of

easy operation and smooth driving.
• Snow-mode control
Snow-mode This control keeps the throttle valve opening smaller
than when in the normal-mode to prevent slipping
when driving on a slippery road, such as a snowy
road.
Accelerator pedal
depressed angle
• Power-mode control
In this mode the throttle valve is open much wider
Conceptual diagram
than in the normal-mode. Therefore, this provides a
more direct response against the accelerator pedal
operation and more powerful driving than the nor-
mal-mode. This mode is only provided in some mod-
els.
(1/4)
2. Torque activated power train control

This control makes the throttle valve opening smaller
or larger than the accelerator pedal depression angle
2. Torque activated power train control to attain smooth acceleration.
The illustration shows when the accelerator pedal kept
: with Control at a certain depressed position. For models without
: without Control
the torque activated power train, the throttle valve is
opened nearly in sync with the accelerator pedal
Vehicle’s motion, which, for a short period of time, causes the
longitudinal G
vehicle's longitudinal G to rise rapidly and then gradu-
0
Time
ally decline.
Compared to this, in models with torque activated
power train control, the throttle valve is opened gradu-
Throttle valve
opening angle ally so that the vehicle's longitudinal G continues for a
long time to attain smooth acceleration.
0
(2/4)
Accelerator
pedal depressed Constant opening
angle
0
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-
3. Other controls
(1) Idle speed control
This controls the throttle valve on the closing side to maintain the ideal idling speed.
(2) Shift shock reduction control
This control reduces the throttle valve opening angle and lowers the engine torque simultaneously with the ECT
(Electronically Controlled Transmission) control when the automatic transmission shifts to reduce the shift
shock.
(3) TRAC (Traction Control) throttle control
If excessive slip is generated by the drive wheels, as part of the TRAC system, the request signal from the skid
control ECU will close the throttle valve to reduce the power to promote vehicle stability and attain driving force.
(4) VSC (Vehicle Skid Control) coordination control
This controls the throttle valve opening angle using integrated control with the skid control ECU to make maxi-
mum utilization of the VSC system control effect.
(5) Cruise control
In the conventional cruise control, the cruise control ECU opens and closes the throttle valve via a cruise control
actuator and cable. But with ETCS-i, the engine ECU, which contains an integrated cruise control ECU, directly
controls the throttle valve opening angle via a throttle control motor to perform the cruise control operation.
(3/4)
4. Fail-safe
• If the engine ECU detects a malfunction in the
ETCS-i system, it turns ON the malfunction indicator
4. Fail-safe lamp in the combination meter to notify the driver.
• The accelerator pedal position sensor contains sen-
sor circuits for two systems, main and sub. If a mal-
Injectors Engine ECU Igniters
function occurs in one of the sensor circuits, and the
engine ECU detects an abnormal voltage difference
in the signals between the two sensor circuits, the
engine ECU switches to the limp mode. In the limp
mode the remaining circuit is used to calculate the
accelerator pedal opening angle and the vehicle is
Return spring driven with the throttle valve opening restricted more
Open than normally. In addition, if there seemed to be a
malfunction with both circuits, the engine ECU
M places the throttle valve in the idling state.
At this time, the vehicle can only be moved within the
Throttle idling range.
Accelerator pedal Close control motor
position sensor Throttle Throttle • The throttle position sensor also contains sensor cir-
position sensor valve
cuits for two systems, main and sub. If a malfunction
Accelerator pedal Throttle body
occurs in the sensor circuit(s), and the engine ECU
detects an abnormal voltage between the two sensor
circuits, the engine ECU cuts off the current to the
throttle control motor and then switches to the limp
mode. At this time, the throttle valve opening is fixed
by the return spring, and the injection volume and
ignition timing are controlled by the accelerator pedal
signal. The engine output is greatly restricted, but the
vehicle can be driven.
• When the engine ECU detects a malfunction in the
throttle control motor system, then the same control
as for a malfunction of the throttle position sensor
occurs.
(4/4)
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VVT-i (Variable Valve Timing-intelligent) Description
Generally, the valve timing is fixed, but the VVT-i system
uses the hydraulic pressure to shift the intake camshaft
Camshaft
Throttle position
sensor
rotation and vary the valve timing. This makes it possible
position sensor
VVT-i controller to increase output, improve fuel efficiency, and lower
emissions.
Engine ECU
As shown in the illustration, this system is designed to
control the valve timing by shifting the intake camshaft
Water temp. Air flow meter rotation within an approximate 40° range of the crankshaft
sensor
angle to attain a valve timing that is optimum for the
engine conditions based on the signals from the sensors.
Camshaft timing The valve timing is controlled as explained below.
Crankshaft oil control valve
position
sensor
Crankshaft position
sensor Engine ECU
Camshaft
Air flow meter Target valve timing timing oil
control valve
Throttle position
sensor Feedback
Duty control
Water temp. sensor Correction
Camshaft position
sensor Actual valve timing
Vehicle speed signal
• During low temperature, during low speed at light

load, or during light load
The intake valve timing is retarded and the valve over-
lap is reduced to reduce the exhaust gas blowback to
Full load performance
the intake side. This stabilizes idling and improves fuel
During low and medium speed efficiency and startability.
at high load
• During medium load, or during low and medium
speed at heavy load
The intake valve timing is advanced and the valve
overlap is increased to increase the internal EGR and
reduce the pumping loss. This improves emission
Engine
load During high speed control and fuel efficiency. In addition, at the same
at high load
time the intake valve’s closing timing is advanced to
During medium load reduce intake blowback to the intake side and improve
the volumetric efficiency.
• During high speed at heavy load
The intake valve timing is advanced and the valve
Engine speed overlap is increased to increase the internal EGR and
During low temperature, during low speed reduce the pumping loss. This improves emission
at light load, or during light load
control and fuel efficiency. In addition, at the same
time the intake valve’s closing timing is advanced to
reduce intake blowback to the intake side and improve
: Valve timing is advanced. the volumetric efficiency.
: Valve timing is retarded.
In addition, feedback control is used to keep the actual
intake valve timing at the target valve timing using the
camshaft position sensor.
(1/1)
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Construction
VTT-i controller
Vane
The VVT-i system actuator consists of a VVT-i controller
Lock pin (fixed on Intake camshaft) that shifts the intake camshaft, oil pressure that is the
motive force of the VVT-i controller, and a camshaft timing
oil control valve that controls the oil passage.
1. VVT-i controller
Intake
camshaft The controller consists of a housing that is driven by a
timing chain and vanes that are fixed on the intake
Housing
camshaft.
The oil pressure sent from the intake camshaft
Oil pressure
advance or retard side passage rotates the VVT-i con-
at a Stop in Operation troller vanes in the circumferential direction to continu-
Lock pin ously change the intake valve timing.
When the engine is stopped, the intake camshaft
Camshaft timing oil control valve moves to the maximum retard state to maintain start-
Spool valve ability. When the oil pressure does not reach the VVT-
Oil pressure
Spring i controller immediately after engine start, the lock pin
Drain Drain
locks the VVT-i controller operation mechanism to pre-
vent knocking noise.
REFERENCE:
Coil
In addition to the above, there is a type where the pis-
(Advance side)
Plunger ton moves in the axial direction between the helical
(Retard side)
splines of the outer gear (corresponds to the housing)
and inner gear (directly attached to the camshaft) to
shift the camshaft phase.
2. Camshaft timing oil control valve
The camshaft timing oil control valve follows the duty
control from the engine ECU to control the spool valve
position and distribute the oil pressure applied to the
VVT-i controller to the advance side or retard side.
When the engine is stopped, the intake valve timing is
at the maximum retard angle.
(1/1)
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Operation
The camshaft timing oil control valve selects the passage
to the VVT-i controller in accordance with the amount of
current from the engine ECU. The VVT-i controller rotates
the intake camshaft in accordance to the position to which
VVT-i controller the oil pressure is applied, to advance, retard, or keep the
1. Advance
valve timing.
The engine ECU calculates the optimum valve timing
under the various operating conditions in accordance with
Vane
the engine speed, intake air volume, throttle position, and
Camshaft timing
oil control valve coolant temperature to control the camshaft timing oil
Engine ECU control valve. In addition, the engine ECU uses the sig-
nals from the camshaft position sensor and crankshaft
position sensor to calculate the actual valve timing, and
executes feedback control to attain the target valve tim-
ing.
Oil Drain
pressure 1. Advance
Rotating direction
When the camshaft timing oil control valve is placed in
the state shown in the illustration by the engine ECU,
the oil pressure acts on the timing advance side vane
chamber to turn the intake camshaft in the valve tim-
ing advance direction.
2. Retard
When the camshaft timing oil control valve is placed in
the state shown in the illustration by the engine ECU,
the oil pressure acts on the timing retard side vane
chamber to turn the intake camshaft in the direction of
the valve timing retard direction.
2. Retard
Vane
Engine ECU
Drain Oil pressure

Rotating direction
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-
3. Hold
The engine ECU calculates the target valve timing
angle in accordance with the operating conditions.
After setting to the target valve timing, the camshaft
timing oil control valve keeps the oil passage closed
as shown in the illustration, to keep the current valve
3. Hold timing.
(1/1)
Engine ECU
Oil pressure
VVTL-i (Variable Valve Timing and Lift-intelligent) Description

The VVTL-i system is based on the VVT-i system and
employs a cam changeover mechanism to change the
Oil control valve amount of the intake and exhaust valve lift. This makes it
Oil pressure switch (for VVTL)
possible to attain high power without affecting the fuel
Camshaft position sensor
economy or emissions performance.
Throttle position The basic construction and operation of the VVT-i mecha-
sensor
Water temp. nism is the same as that of the VVT-i system. Switching
sensor
Engine ECU
Vehicle speed between two cams with different lift amounts is used to
signal
change the amount of the valve lift.
Oil control valve
For the cam changeover mechanism, the engine ECU
(for VVT) Air flow meter
switches between two cams using the oil control valve for
Crankshaft position
sensor
VVTL based on the signals from the water temperature
sensor and the crankshaft position sensor.
Hydraulic circuit (1/1)
Oil control valve
Low-and medium-speed cam (for VVTL)

VVTL
High-speed cam
L H
VVT
H L
Oil filter
from Oil main hole
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Construction

The VVTL-i system configuration components are nearly
Oil pressure switch
Oil control valve (for VVTL) the same as those of the VVT-i system. The special com-
to Cam changeover ponents for the VVTL-i system are the oil control valve for
mechanism
VVTL and the camshafts and rocker arms.
1. Oil control valve for VVTL
The oil control valve for VVTL controls the oil pressure
Drain Oil pressure Spool valve
applied to the high-speed cam side of the cam
Water temperature sensor changeover mechanism using the spool valve position
control conducted by the engine ECU.
Oil control valve (for VVT)
Crankshaft position sensor 2. Camshafts and rocker arms
To change the amount of the valve lift, the camshaft
Low-and medium-speed cam has two types of cams, a low- and medium-speed cam
High-speed cam and a high-speed cam, for each cylinder.
The cam changeover mechanism is built into the
Oil Roller rocker arm between the valves and cams. The oil
hole
Pad
pressure from the oil control valve for VVTL reaches
the oil hole in the rocker arm, and this oil pressure
pushes the lock pin below the pad. This fixes the pad
and engages the high-speed cam.
When the oil pressure is not being applied, the lock
Lock pin
pin is returned by the spring force and the pad is
Rocker arm freed. This makes the pad able to move freely in the
vertical direction and disables the high-speed cam.
(1/1)
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-
Operation
The intake and exhaust camshafts have cams with two
Rocker arm
Oil pressure switch "OFF"
different lift amounts for each cylinder, and the engine
Rocker shaft
Engine
ECU switches these cams to the operating cam by oil
LO HI LO HI LO HI LO HI
ECU pressure.
Cam changeover mechanism 1. Low- and medium-speed (engine speed: below

Oil control 6000 rpm)
valve "OFF"
HI LO HI LO HI LO HI LO As shown in the illustration at the top, the oil control

Oil pressure Drain valve opens the drain side. Therefore, the oil pressure
does not act on the cam changeover mechanism.
As shown in the illustration at the bottom, the oil pres-
sure is not acting on the lock pin. Therefore, the lock
Low-and medium-speed cam pin is pushed by the spring in the lock release direc-
High-speed cam tion. In this manner, the pad repeats a disabling recip-
rocal movement. Therefore this lifts the valves by the
low- and medium-speed cam.
Roller (1/2)
Pad
Lock pin
Moves freely
2. High-speed (engine speed: over 6,000 rpm/coolant

temp.: higher than 60°C)
Rocker arm As shown in the illustration at the top, the drain side of
Rocker shaft Oil pressure switch "ON"
Engine
oil control valve is closed so that the oil pressure is
LO HI LO HI LO HI LO HI
ECU acting on the high-speed cam of the cam changeover
mechanism.
Cam changeover mechanism At this time, as shown in the illustration at the bottom,
Oil control
valve "ON" inside the rocker arm, the oil pressure is pushing the
HI LO HI LO HI LO HI LO lock pin below the pad to secure the pad in the rocker
Oil pressure arm. Therefore, the high-speed cam pushes down the
rocker arm before the low- and medium-speed cam
contacts the roller. This lifts the valves by the high-
speed cam.
Low-and medium-speed cam At this time, the engine ECU simultaneously detects
High-speed cam that the cam has changed over to the high-speed cam
based on the signal from the oil pressure switch.
(2/2)
Roller
Pad
Lock state
Oil pressure
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-
Other Controls Oxygen Sensor/Air Fuel Ratio Sensor Heater Control
System
The detection capability of the oxygen sensor and A/F
(air-fuel) ratio sensor decline at low temperatures (under
400°C). Therefore, some oxygen sensor or A/F ratio sen-
+B +B Engine ECU sor are provided with a heater to heat the elements.
The engine ECU controls the amount of the current of the
AF1+
heater in accordance with the intake air mass and engine
speed. In other words, when the engine load is small and
A/F ratio
sensor
the exhaust gas temperature is low, the amount of the
AF1— tain the sensor efficiency. However, when the engine load
Heater and exhaust gas temperature increase, the heater is
HTAF1
OX the heater is decreased.
(1/1)
Oxygen
sensor
HT
Heater
E01 and E02
Air Conditioner Control System

+B
The engine ECU turns OFF the A/C compressor in accor-
Magnetic
dance with vehicle conditions to maintain good drivability
clutch A/C and acceleration performance. For example, when rapidly
relay SW
accelerating from a low engine speed, the engine ECU
turns OFF the A/C compressor in accordance with the
Various
A/C amplifier sensors vehicle speed, engine speed, throttle valve position, and
intake manifold pressure or intake air mass. There are
ACT
two types of air conditioner control systems.
A/C Various
Engine ECU sensors One type indirectly controls the air conditioner operation
Magnetic via the A/C amplifier. The engine ECU sends an ACT sig-
clutch nal to the A/C amplifier to disengage the magnetic clutch
+B of the A/C compressor. In the other type, the engine ECU
directly controls the air conditioner operation by operating
Magnetic the magnetic clutch relay.
clutch
relay With some engine models, after the air conditioner switch
is turned ON, the magnetic clutch operation is delayed for
ACMG
Various a moment. At this time, the engine ECU opens the ISC
Engine ECU sensors valve to increase the engine speed to prevent the engine
A/C speed from dropping when the air compressor operates.
A/C A/C
This delay control function is called air conditioner com-
control
assembly SW pressor delay control.
Magnetic (1/1)
clutch Various
sensors
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-
Cooling Fan Control
There are various types of cooling fan controls in addition
to the one shown in the illustration. Up to now, the fan
speed was controlled by having the water temperature
switch control the fan relay. Currently, some engine ECUs
Magnetic Fan relay
control the fan relay to control the fan speed, or the cool-
clutch
relay
No.1 ing fan ECU to control the fan speed.
HINT:
Cooling fan
As shown in the illustration, low speed operation low-
M motor ers the voltage applied to the motor using a resistor
placed in series in the circuit to reduce the cooling fan
Water
temp. speed, or two motors are connected in series to
sensor
Fan relay reduce the fan speed.
Lo Hi No.2 (1/1)
THW
Engine ECU
A/C amplifier
A/C
Resistor pressure
switch
ACIS (Acoustic Control Induction System)

The ACIS (Acoustic Control Induction System) changes
Actuator
the effective length of the intake manifold to increase
Throttle position sensor This system uses an intake air control valve to divide the
Vacuum tank
Intake air control valve intake manifold into two stages that make it possible to
change the effective length of the intake manifold to
Engine match the engine speed and throttle valve opening.
ECU
There are several types of ACIS. The example used here
is that for the 3UZ-FE engine.
1. Construction
The main components of the system are described
Crankshaft position sensor below.
(1) Intake air control valve
Atmosphere
Front The intake air control valve is in the intake air cham-
Intake air
control valve ber, and is opened and closed to change the effective
length of the intake manifold in two stages.
(2) VSV (Vacuum Switching Valve)
According to the ACIS signal from the engine ECU,
the VSV control the vacuum, which is the power
source for operating the actuator of intake air control
to Actuator
valve.
Actuator from Vacuum
tank
(3) Vacuum tank
The vacuum tank has a built-in check valve. And it
stores the vacuum applied to the actuator so that the
intake air control valve can be fully closed even in the
low-vacuum condition.
(1/2)
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-
2. Operation
(1) When the air intake control valve closes (VSV ON) (1) When the air intake control valve closes (VSV ON)
When the engine ECU turns ON the VSV to match the
: Effective intake manifold length
long pulsation cycle, a vacuum is applied to the actua-
VSV ON
tor diaphragm chamber. This closes the control valve.

This in turn, lengthens the effective length of the
intake manifold, which improves the air intake effect
60 and power in the low- and medium-speed ranges due
to the intake air pulsation effect.
(2) When the air intake control valve open (VSV OFF)
4700 (rpm)
Engine speed When the engine ECU turns OFF the VSV to match
the short pulsation cycle, atmospheric pressure is
applied to the actuator diaphragm chamber, opening
(2) When the air intake control valve open (VSV OFF) the control valve. When the control valve opens, the
: Effective intake manifold length effective length of the intake manifold is shortened,
VSV OFF which provides maximum air intake effectiveness to
increase power in the high-speed range.

(2/2)
60
4700 (rpm)
Engine speed
AI (Air Injection) Control System/AS (Air Suction)

Air injection control system Control System
Engine ECU Relay The AI control system/AS control system is a system that
Air injection valve Air filter

uncombusted gas in the exhaust to lower HC and CO
VSV
emissions. The difference between these two systems is
Electric air pump
that the AI control system uses a pump to force feed the
air while the AS control system uses the vacuum created
IN EX
in the exhaust manifold to draw in air. The AI control sys-
tem will be explained here.
This system is operated by the engine ECU when HC and
CO exhaust emissions increase when the engine is cold
and the vehicle is decelerating. This system is not used
under any other conditions.
Air suction control system When all of the operation conditions exist, the engine
From air cleaner
VSV ECU operates the electric air pump while the VSV oper-
AS
Engine ECU ates at the same time to feed the intake manifold vacuum
Check valve AS valve to the air injection valve. This opens the passage to feed
the compressed air to the exhaust manifold.
The engine ECU estimates the total volume of gas flow-
Reed valve
ing in the TWC based on the signal from the air flow
meter.
Air Throttle valve
flow
meter REFERENCE:
Past AI control systems kept the air pump operating at
all times.
Therefore, an ASV (Air Switching Valve) was used
instead of an air injection valve to expel the com-
pressed air when the system was not in operation.
(1/1)
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-
Evaporative Emission Control System
The evaporative emission control system prevents evapo-
ORVR Tank valve assembly rated fuel from the fuel tank from being released into the
(On-board refueling vapor recovery) valve
(North America only)
Charcoal canister atmosphere by having the evaporative emissions be tem-
porarily absorbed by a charcoal canister. These emis-
Tank pressure valve
sions are later taken in and combusted after the engine
warms up.
Vapor pressure
sensor
Construction
The evaporative emission control system has passages
and valves among the air cleaner, intake manifold, char-
Vacuum
coal canister, and fuel tank as shown in the illustration.
check valve
These are used to open and close the VSV, etc., to allow
the engine ECU to control the movement of evaporated
VSV (for EVAP) fuel for the entire system.
Air inlet valve (1/2)
VSV
Air valve assembly
REFERENCE
VSV
(for EVAP) Vapor pressure Monitoring
to Engine Purge valve sensor Charcoal
canister
The monitoring sequence is conducted when the air tem-
perature sensor and the water temperature sensor show
nearly the same values, such as during cold engine star-
tup.
The engine ECU uses the vapor pressure sensor to con-
tinuously monitor the fuel tank pressure, and when a mal-
function is detected in the pressure, a DTC (Diagnosis
VSV Canister VSV
(for Canister closed (for Pressure Trouble Code) is stored in memory and the malfunction
closed valve) valve switching valve)
Pressure indicator lamp is turned ON to warn the driver.
switching valve
The engine ECU closes the canister closed valve and
Canister Open
closed valve Close opens the purge valve and pressure switching valve to
Pressure Open apply a vacuum to the entire system. When sufficient vac-
switching valve Close
Purge valve Open
uum is applied, the engine ECU closes the purge valve to
Close close the passages throughout the system. After this, the
Abnormal engine ECU conducts monitoring to check for leaks as
vapor
pressure the system pressure is gradually increased to a set vac-
uum.
The engine ECU then operates the valves in the order of
Normal
vapor canister closed valve and then pressure switching valve,
Cold start pressure and then determines as the pressure changes whether or
Engine coolant/intake air Negative Fuel tank VSV (for Canister
near same temp. pressure & charcoal closed valve), not the VSVs are good.
occurs canister VSV (for Pressure
leak check switching valve) (1/1)
testing
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-
Operations
• Purge flow
When the engine reaches certain conditions, the
Charcoal canister
engine ECU opens the VSV (for canister closed valve)
while controlling the VSV (for EVAP) using duty ratio
control. This causes the intake manifold vacuum to
open the air inlet valve and allow the gas absorbed by
the canister to be taken together with air from the air
cleaner via the VSV (for canister closed valve) into the
intake manifold.
The engine ECU uses duty ratio control for the VSV
(for EVAP) to prevent an excessive purge flow during
VSV (for EVAP)
idling and other conditions, engine failure, and emis-
sions from worsening.
Air inlet valve
(2/2)
VSV
Air Intake Control System

Check valve VSV Air intake control valve
The air intake control system is divided into two air
cleaner inlets, and one of these inlets is provided with a
valve, which is opened and closed to attain suitable air
intake efficiency in accordance with the engine speed.
This reduces the intake air noise in the low-speed range.
1. Construction
This system consists of the air intake control valve unit
in the air cleaner inlet, the VSV (Vacuum Switching
Valve) to control the vacuum which is the power
source, and the check valve to prevent atmospheric
air from flowing into the air intake chamber.
Engine ECU position

sensor When the engine is running in the low- to mid-speed
Air intake Open
range, the engine ECU closes the air intake control
chamber
valve. This causes an air intake on just one side,
V V which reduces the air intake noise.
Check valve
When the engine is running in the high-speed range,
Air Close the engine ECU opens the air intake control valve to
Engine speed High allow air to be taken in from the two air inlets to
Air intake Air intake control valve condition improve the air intake efficiency.
control valve
(1/1)
Air
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-
Others
The following systems are also controlled by the engine ECU.
1. Fuel octane judgement
Depending on the model, the engine ECU determines the octane rating of the gasoline being used from the
engine knocking signal of the knock sensor and then switches its internal ignition map to “premium” or “regular”
to match the fuel being used.
2. ECT OD cut-off control system
To maintain good drivability and acceleration performance, the engine ECU sends an OD cut-off signal to the
ECT ECU based on the signals from the water temperature sensor and vehicle speed sensor to prevent the
automatic transmission from shifting into overdrive.
In addition, in several engines the engine ECU sends the 3rd-gear cut-off signal to the ECT ECU.
3. EGR cut-off control system
This system shuts off the EGR (Exhaust Gas Recirculation) to maintain drivability when the engine is warming
up, during high-speed driving, etc.
4. T-VIS (Toyota-Variable Induction System)
A valve is provided on one of the two intake manifolds of each cylinder to close the valve during low engine
speeds and open the valve during high engine speeds. This improves engine performance in both the engine
low- and high-speed ranges.
5. SCV (Swirl Control Valve) system
A valve is provided on one of the two intake ports of each cylinder to close the valve during low engine speeds
and open the valve during high engine speeds in order to improve engine performance in both the engine low-
and high-speed ranges. In addition, the other intake port has been given a shape so that its cross-sectional area
is gradually decreased as it moves forward to increase the flow speed of the intake air passing through here.
This causes the intake air to swirl in the cylinder increasing combustion efficiency and improving fuel efficiency in
the low-speed range.
6. Turbocharging pressure control system
By controlling the boost pressure applied to the actuator for the waste gate valve, this system controls the air
intake turbocharging pressure. This improves engine power while maintaining engine durability thus improving
drivability.
7. Supercharger control system
This system controls everything related to the supercharger, such as starting and stopping the supercharger,
and opening and closing the air bypass when the supercharger is stopped.
8. EHPS (Electro-Hydraulic Power Steering) control system
This control is only provided in vehicles with an EHPS that uses an electric motor to drive the vane pump. This
system controls the vane pump motor speed. For example, the vane pump is stopped to ensure the startability
or prevent the engine from stalling when the engine is cold or the engine speed is extremely low.
(1/1)
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-
Question- 1
The following statements pertain to the ETCS-i system. Mark each of statements True or False.
1 The ETCS-i is a system to directly open or close the throttle valve. True False
For the accelerator pedal of recent ETCS-i, the accelerator pedal

2 True False
position sensor is installed on the pedal.
Only the throttle valve and throttle control motor are installed on the True False
3
throttle body.
When the current does not flow into the throttle motor, the throttle
4
True False
valve is completely closed.
Question- 2
The following statements pertain to the VVT-i system. Mark each of statements True or False.

The VVT-i system uses the oil pressure to vary the valve timing and
1 True False
improve the output or fuel consumption, etc.
The VVT-i controller shifts the camshaft rotation to perform three

2
True False
operations: advance, retard, and hold.
The VVT-i controller becomes at retarding the most by the return True False
3
spring when the engine is stopped.
4 During a cold engine, the intake valve is advanced to stabilize idling. True False
Question- 3
The following statements pertain to the VVTL-i system. Select the statement that is True.
1. This system enlarges the amount of the valve lift under heavy load to improve the engine output.
2. This system uses the oil pressure to shift the intake camshaft rotation and change only the valve timing
3. This system opens and closes the valve which is installed in one side of the intake manifolds to improve
the engine performance.
4. This system is united with the cam changeover mechanism to change the amount of the lift and the VVT- i
system.
- 333
-
The engine ECU possesses an OBD (On-Board Diagnos-
tic) function which constantly monitors each sensor and
actuator. If it detects a malfunction, the malfunction is
Sensors
recorded as a DTC (Diagnostic Trouble Code) and the
MIL (Malfunction Indicator Lamp) on the combination
MIL meter lights up to inform the driver.
(Malfanction Indicator Lamp) By connecting the hand-held tester to DLC3, direct com-
munication with the engine ECU can be performed via
Diagnosis terminal SIL to confirm the DTC.
circuit
The DTC can also be confirmed by causing the MIL to
blink, then checking the blinking pattern.
ECU HINT:
The MIL may also be called the CHECK ENGINE
warning light or engine system warning light.
(1/1)
DLC3 YES NO ENT ER
F1 F2 F3
HELP
1 2 3
F4 F5 F6
RCV
4 5 6
F7 F8 F9
SEND
7 8 9
F0 ON
EX IT 0 #
OFF
SIL Hand-held tester
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-
Type of OBD
Type of OBD Model
(On-Board diagnostic) (Destination) To confirm the DTC or data recorded by the engine ECU,
a diagnosis system called MOBD, CARB OBD II, EURO
MOBD
(Multiplex)
All OBD or ENHANCED OBD II is used to communicate
directly with the engine ECU.
CARB OBD II North American
Each of these systems displays a 5-digit DTC on the
(California air resources board) hand-held tester.
European
countries
1. MOBD
EURO OBD
(European spec.) The MOBD is diagnosis system unique to Toyota. It
can be used to check the DTC or data for ToyotaÅfs
ENHANCED OBD II North American
own items.
2. CARB OBD II
The CARB OBD II is an emission diagnostic system
used in the USA and Canada. It is used to check the
DTC or data for items required by US and Canadian
regulations.
3. EURO OBD
The EURO OBD is an emission diagnostic system
used in Europe. It is used to check the DTC or data for
items required by European regulations.
4. ENHANCED OBD II
The ENHANCED OBD II is a diagnostic system used
in the USA and Canada.
It is used to check items required by US and Canadian
regulations, and check the DTC or data for ToyotaÅfs
own items.
HINT:
The earlier type of OBD used the MIL blinking pattern
to check the DTC.
The system read the data output by the engine ECU
without communicating with the engine ECU.
(1/1)
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-
Principal of Diagnosis
(V) Abnormal range
5
The engine ECU receives signals from the sensors in the
Normal range form of voltage.
for diagnostic system
4 The engine ECU can determine the conditions of the
engine or the vehicle running by detecting the changes in
THW voltage
Normal range for engine
3 the voltage of the signals that are output by the sensors.
Normal range Thus, the engine ECU constantly monitors the input sig-
2 for diagnostic system
THW nals (voltage), compares them to the reference values

1 that are stored in the engine ECU's memory, and deter-
Abnor al range
mines any abnormal conditions.
0 -50 0 50 100 150 (°C) The graph on the left shows the characteristics of a water
-58 32 122 212 302 (°F) temperature sensor. Normally, the voltage of the water
Temperature
temperature sensor should vary between 0.1V and 4.8V.
When a voltage within this range is input, the engine ECU
determines that the condition is normal. If short (the input
voltage is less than 0.1 V) or broken wire (the input volt-
Ex: DTC monitoring conditions for oxygen sensor age is more than 4.8 V) occurs, it determines abnormal.
However, even if the range of 0.1V to 4.8V is normal for
Vehicls speed 20 sec. 20 sec. 20 sec.
or more or more or more diagnostic purposes, it may indicate a malfunction
40 km/h depending on the engine condition.
(24 mph)
The monitoring conditions of the DTC from the engine
Idling ECU differ according to the DTC, such as the requirement
of driving, changes in the coolant temperature, etc., so
100 sec. 20 sec. 20 sec.
30 sec. refer to the Repair Manual for details
or more or more or more
Function of MIL
1 The MIL has the following functions.
1. Lamp check function (engine stopped)
400 rpm
OFF The MIL is turned on when the ignition switch is turned
to ON, and it turns off when the engine speed reaches
Hysteresis 400 rpm or more, to check whether the bulb is func-
ON tioning or not.
200 rpm
2. Malfunction indicator function (engine running) If
the engine ECU detects a malfunction in a circuit, the
engine ECU is monitoring while the engine is run-
ning, it turns on the MIL to inform the driver of a mal-
function.
When the malfunction has returned to normal, the
Driving cycle
#1 #2 #3 #4 #5 #6 lamp goes off after 5 seconds. For CARB OBD II and
2
EURO OBD, when a malfunction returns to normal,
the MIL turns off if no malfunction is detected in three
Failure
1st fault continuous driving cycles.
HINT:
DTCs include some items where the DTC is stored in
MIL ON
the engine ECU by detecting a malfunction, but the
5 sec. OFF MIL does not turn on.
Return to normal
MIL ON 3. Diagnostic code display function
(for CARB OBDII

and EURO OBD) OFF When shorted the terminals TE1-E1 on vehicles
After 3 driving cycles equipped with only DLC1 and DLC2, the DTC is dis-
played by the MIL blinking pattern.
On vehicles equipped with DLC3, when shorted the
terminals TC-CG, there are systems where the DTC is
displayed by the MIL blinking pattern, and systems
where the MIL does not blink.
(1/1)
- 336
-
1. MIL-ON one driving cycle detection
Driving cycle
#1 If a malfunction is detected during one driving cycle,
1
the engine ECU turns the MIL on. The DTC and
freeze frame data are simultaneously stored in the
1st fault engine ECU when the MIL turns on.
Failure
HINT:
The freeze frame data is input/output signal data
MIL ON
stored in the engine ECU when the DTC is detected.
DTC
memory
Freeze
frame data
2. MIL-ON two driving cycle detection

Driving cycle
2 #1 #2 If the same malfunction is detected during two contin-
uous driving cycle, the engine ECU turns the MIL on
at two driving cycle. When the MIL turns on, the DTC
1st fault 2nd fault
Failure
and freeze frame data are simultaneously stored in
the engine ECU. In this case, the malfunction that is
detected at one driving cycle is stored as the pending
MIL code in the engine ECU. However the pending code is
ON
cleared if the same malfunction is not detected at two
DTC
memory driving cycle. The function is activated when a mal-
function occurs mainly in the emission system.
Freeze
frame data
3. MIL blinking
3 If a misfire that may damage the catalytic converter is
detected in the first driving cycle, the MIL blinks.
If the same misfire is detected in the second driving
Driving Driving cycle, the MIL blinks, and the DTC and freeze frame
cycle cycle
#1 #2 data are recorded in the engine ECU memory.
If the misfire symptoms decline, the MIL changes from
blinking to continuous illumination.
1st fault 2nd fault *Driving cycle: One driving cycle refers to the period from
Failure when the engine is started until the engine is stopped.
(1/1)
Blinking ON
MIL
Condition is
improved better
DTC
memory
Freeze
frame data
- 337
-
DTC (Diagnostic Trouble Codes) DTC Output
DTCs are output as either 5-digit or 2-digit codes.
DIAG. TRO UBL E C OD E S
In the Repair Manual, the detection item, detecting condi-
E C U : OBD/ M OB D tion and trouble area are included for each DTC, so refer
Number of DTCs : 1 to the Repair Manual when troubleshooting.
P0 11 5 Wat er Te m perat ur e
Circ uit 1. 5-digit DTCs
D T C Malf unc t ion
For 5-digit DTCs, connect the hand-held tester to
DLC3 to communicate directly with the engine ECU
and display the DTC on the tester screen for confirma-
tion.
[Exit] t o C o n t i n u e
2. 2-digit DTCs
Confirm 2-digit DTCs by observing the MIL blinking
pattern.
Short between terminals TE1 (Tc) - E1 (CG) of DLC1
(Data Link Connector 1), DLC2 or DLC3 to make the
MIL blink and output the DTC.
22
Confirm the DTC using the blinking pattern of the
ON lamp.
OFF
TE1 DLC1 2 2 2 2
E1 ON
Normal
OFF
TE1
E1
DLC2
In the event of tow or more malfunction codes, indi-

DIAG. TRO UBL E C OD E S cation will begin from the smaller numbered code
E C U : OBD/ M OB D and continue in order to the larger.
N u m be r o f D T C s : 1
P0 11 5 Wat er Te mper at ure
To short between the terminals, use the diagnosis check
Circ uit wire (SST: 09843- 18020 or 09843-18040).
D T C Malf unc t ion
HINT:
• On some vehicles with DLC3, it is not possible to
output 2-digit DTCs.
• There are also some models where 2-digit DTCs
can be checked using a handheld tester. Connect
[Exit] t o C o n t i n u e
the hand-held tester to the DLC and read the MIL
blinking pattern to confirm the 2-digit DTC on the
tester screen.
12 and 31 (1/1)
0.5 sec. 1.5 sec.
4.5 sec. 2.5 sec. 4.5 sec.
ON
OFF
0.5 sec.
Repeat
One cycle
Start
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-
REFERENCE:
Terminal VF Output
1 Increase 5.0V
Terminal VF is the terminal that outputs the engine ECU
data.
2.5V Terminal VF outputs the following data.
1. Air-fuel ratio feedback corrective value
Decrease
0V
Output is normally fixed at 2.5 V, but a 5 V output pro-
vides feedback that the amount of fuel is being
2 increased, so it is possible that the air-fuel ratio has
OX signal
become lean.
0.45V
Conversely, a 0 V output provides feedback that the
amount of fuel is being decreased, so it is possible
Rich Lean Rich that the air-fuel ratio has become rich.
5V However it is necessary to pay attention for 0 V output
when the engine does not meet the conditions of the
VF 0V feedback such as a cold engine.
2. Oxygen sensor signal
3 When shorted terminals TE1 and E1, and set the
Normal
5V throttle position sensor (IDL) contact to off, the output
the oxygen sensor signal is 5 V for a rich signal and 0
V for a lean signal.
However, if the feedback control is not operating, 0 V
Abnormal
0V is standard.
3. Diagnosis results
When shorted terminal TE1 and E1 (IDL contact is
on), 5 V is output if the diagnosis results are normal,
or 0 V if a DTC has been stored.
(1/1)
DTC Clear
CLEAR DTC s
The engine ECU records DTCs using a constant power
supply, so DTCs are not cleared when the ignition switch
T H I S O P E R AT I O N W I L L
is turned to off.
CLEAR ALL DTC,
FREEZE FRAME,AN D
Accordingly, in order to clear DTCs, it is necessary to use
READINESS TEST DATA. a hand-held tester to communicate with the engine ECU
and clear the DTCs, or remove the EFI fuse or battery
cable to cut off the constant engine ECU power supply.
DO YOU WISH T O However, care is required, because cutting off the con-
CON TINU E ? stant engine ECU power supply also clears the learning
values recorded in the engine ECU memory.
PR ESS [YE S] O R [N O ]
REFERENCE:
The hand-held tester communicates with the engine
The battery voltage is applied all time.
ECU, enabling it to do the following in addition to DTC
output and clearing.
ECU
EFI fuse • Check the freeze frame data.
BATT
• Check the data monitored by the engine ECU.
lgnition switch +B1 • Perform an active test that forces the actuators to
drive
Main relay
+B (1/1)
Battery
E1
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-
Diagnostic Mode Selection Function
Ex. Water temperature circuit malfunction
The diagnostic system has two modes: Normal mode and
Normal mode check mode.
Detection level 1. Normal mode
Detects when open or short circuit Use this mode for normal diagnosis.
occurs continuously for over 500 ms
in THW circuit.
2. Check mode
This mode provides higher diagnostic detection sensitivity
than normal mode and makes it easier to detect malfunc-
Check mode tions.
Detection level It is easier to detect DTCs in this mode when performing
Detects when open or short circuit malfunction reproduction tests on the vehicle.
occurs for even 50 ms in THW circuit. All DTCs and the freeze frame data will be cleared at this
mode.
HINT:
There are two types for the check mode: By switching
from normal mode when using a hand-held tester to
communicate with the engine ECU, or by switching
from normal mode when using TE1 and TE2 on the
DLC.
(1/1)
Fail-safe and Back-up Function
Fail-safe Function
Purpose of the fail-safe function
If the ECU detects a malfunction in any of the input signal systems, the fail-safe function controls the engine using
standard values contained in the engine ECU, or stops the engine to prevent engine problems or catalytic overheat-
ing which might occur if control continued based on the circuitry with abnormal signals.
The relationship between circuitry with abnormal signals and the fail-safe function is shown in the table below.
Signal
Circuitry with abnormal signals name Fail-safe function
Ignition confirmation signal

circuitry IGF Fuel injection is stopped.
Manifold pressure sensor signal The fuel injection duration and the ignition timing are
circuitry PIM fixed or calculating by the VTA throttle opening and
engine speed.
The fuel injection duration and the ignition timing are

Air flow meter signal circuitry VG fixed or calculating by the VTA throttle opening and
engine speed.
Throttle position sensor signal Control at the standard value.

circuitry VTA (Valve opening angle : 0 or 25…)
Water temperature sensor Control at the standard value.
THW
signal circuitry (Coolant temperature : 80…C)
Intake air temperature sensor Control at the standard value.
THA
signal circuitry (Intake air temperature : 20…C)
The corrective retard angle is set to the maximum
Knock sensor signal circuitry KNK
value.
(1/1)
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-
Fail-safe and Back-up Function
Back-up Function
The back-up function switches over to fixed signal control by the back-up IC to permit driving in cases when a mal-
function occurs in the microcomputer inside the engine ECU.
The back-up function only controls basic functions, so it is unable to provide the same level of engine performance
as when the engine is operating normally.
1. Operation of the back-up function
The engine ECU switches to back-up mode if the microcomputer is unable to output the ignition timing (IGT) sig-
nal. When back-up mode is executed, the fuel injection duration and ignition timing are activated at their respec-
tive fixed values in response to the starter signal (STA) and IDL signal.
The MIL also lights up to inform the driver of a malfunction. (The engine ECU does not record a DTC.)
The fixed values for the fuel injection duration and ignition timing in response to the STA signal and IDL signal are
shown in the list below.
STA IDL Fuel injection duration Ignition timing
ON 20.0 ms
ON 3.5 ms
OFF
OFF 6.0 ms
(Values in the list vary by model.)
(1/1)
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-
Question- 1
Mark each of statements True or False.

5-digit DTCs can be read by connecting the hand-held tester to the
1 DLC 3 (Data Link Connector 3) to communicate directly with the True False
engine ECU.
2-digit DTCs can be read with the MIL (Malfunction Indicator Light)
2 blinking pattern by shorting between terminals TE1 (TC) - E1 (CG) True False
of DLC (Data Link Connector).
Signals sent from sensors to the engine ECU are the amount of cur- True False
3
rent.
The check mode of the diagnosis system provides sensitive diag-

4
True False
nostic detection and makes it easier to detect malfunction.
Question- 2
The following statements pertain to the DTC. Select the statement that is False.
1. The DTC is stored in the engine ECU when the engine ECU determines that the voltage sent from sen-
sors is abnormal.
2. The monitoring condition from the engine ECU differ according to the DTC, such as the requirement of
driving.
3. The DTC is stored surely when it is detected during one driving cycle.
4. In some DTCs, the freeze frame data is stored simultaneously when the DTC is stored in the engine
ECU.
Question- 3
The following illustration below shows a MIL blinking pattern. Select the corresponding DTC number from the
choices below.
1. 13
2. 22
3. 31
4. 44
ON
OFF
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-
What is EFI-diesel What is EFI-diesel?
The ECU detects the operating condi-
tions of the engine based on the signals
Sensors Actuators from various sensors. Based on this
Engine speed information, the ECU electrically controls
Injection volume
sensor control the fuel injection volume and injection
timing to reach an optimal level by oper-
Accelerator ating the actuators.
position sensor (1/2)
ECU Injection timing
control
Crankshaft
position sensor
Other sensors and

switches
Other controls
Diagnosis
The EFI-diesel system electronically controls the fuel

Diesel (Mechanical type)
injection volume and injection timing to reach an optimal
level. In doing so, the following merits are realized:
1. High engine output
2. Low fuel consumption
3. Low exhaust emissions
4. Low noise
EFI-diesel 5. Reduced discharge of white and black smoke
6. Improved startability
• Diesel (Mechanical type)

Injection volume: Governor (Mechanical)
Pump
Injection timing: Timer
Fuel filter
Governor
Timer
Fuel tank Nozzle
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-
• EFI-diesel
Injection volume: SPV (ECU control)
Pump Injection timing: TCV (ECU control)
Fuel filter SPV (2/2)
Timer
TCV ECU
Fuel tank Nozzle
REFERENCE
List of Abbreviations
• A/C...Air Conditioner
• ECT...Electronic Controlled Transmission
• ECU...Electronic Control Unit
• EDU...Electronic Driver Unit
• EFI...Electronic Fuel Injection
• E/G...Engine
• EGR...Exhaust Gas Recirculation System
• ISC...Idle Speed Control
• SCV...Suction Control Valve
• SPV...Spill Control Valve
• TCV...Timing Control Valve
• TDC...Top Dead Center ←→ Bottom Dead Center
• VRV...Vacuum Regulating Valve
• VSV...Vacuum Switching Valve
Types of EFI-diesel Types of EFI-diesel

There are two types of EFI-diesel:
1. Conventional EFI-diesel
2. Common-rail diesel
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-
1. Conventional EFI-diesel
Fuel injection volume and timing is controlled electron-
Pump ically.
Fuel filter SPV The control mechanism used for the pumping, distri-
bution, and injection processes is based on the mech-
anism used in the mechanical type diesel system.
TCV ECU
Injection volume control: SPV
Injection timing control: TCV
Nozzle Axial Plunger Type Pump*

Fuel tank Radial Plunger Type Pump*
*As with the mechanical type pump, there are two
types of pumps, named based on the shape of their
pumping portion.
2. Common-rail EFI-diesel
Instead of having the pump itself distribute fuel to the
cylinders, the fuel is stored in the rail at a pressure
Pressure sensor
Common-rail that is necessary for injection.
As with the EFI system of a gasoline engine, the injec-
tors open and close in accordance with the injection
Fuel filter Pump signals from the ECU to realize optimal fuel injection.
SCV ECU
Injection volume control: injector opening duration
Injection timing control: injector starting timing
Injector
Fuel tank
REFERENCE
Main Engine Types Using EFI-diesel
Conventional EFI-diesel
• 5L-E
(Axial plunger type pump)
• 1KZ-TE E/G
(Axial plunger type pump)
• 1HD-FTE E/G
(Radial plunger type pump)
• 15B-FTE E/G
(Radial plunger type pump)
Common-rail EFI-diesel
1CD-FTV E/G
1KD-FTV E/G
2KD-FTV E/G
1ND-TV E/G
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-
Conventional EFI-diesel System Configuration of Conventional EFI-diesel
System configuration of conventional
1. Sensors
2. Actuator
3. ECU and Others
REFERENCE
Layout of Components (1HD-FTE E/G)
Engine ECU Turbo pressure sensor
E
EG
E GR
GRRvvvaaallv
lvveee
Intake air temp. sensor
VVVSS SV VV(((ffofoorrrtttuuurrrbbbooo
ppprrreeessssssuuurrreeessseeennnsssooorrr)))
Intake heater
VSV (for intake shutter)
Accelerator
pedal position
sensor
VSV (for EGR)
DLC3
EDU Accelerator
Vacuum regulating valve pedal switch
Crank shaft position sensor
Injection pump Water temp. sensor
- 346
-
1. Sensors
(1) Accelerator pedal position sensor
Detects the accelerator opening angle and the idling
condition.
(2) Intake air temperature sensor
Detects the intake air temperature.
(3) Turbo pressure sensor
Detects the intake manifold pressure.
(4) Water temperature sensor
Detects the water temperature.
(5) Crankshaft position sensor
Detects the crankshaft angle reference position.
(6) Speed sensor
Mounted on the rotor cam of the pump, this sensor
detects the engine speed and the cam angle of the
pump.
(7) Fuel temperature sensor
Detects the fuel temperature.
(2/5)
2. Actuator
(1) EGR Valve (Exhaust Gas Recirculation Valve)
Control the inflow volume of the EGR gases.
(2) SPV (Spill Control Valve)
Controls the fuel injection volume.
(3) TCV (Timing Control Valve)
Controls the fuel injection timing.
(3/5)
3. ECU and Other parts

(1) ECU (Electronic Control Unit)
Determines the operating conditions based on the sig-
nals from various sensors and sends optimal engine
control signals.
(2) EDU (radial plunger type pump only)
Amplifies the ECU signals and actuates the SPV.
(3) Pump
Pumps and distributes fuel.
(4) Fuel filter and sedimenter
Removes foreign particles and water from fuel.
(5) Injection nozzle
Injects fuel that has been pumped by the pump.
(4/5)
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-
4. Flow of fuel and signals in conventional EFI-diesel
(1) Flow of fuel
The feed pump inside the pump draws up fuel from
the fuel tank into the pump. The fuel is pressurized by
the pump and distributed to the injection nozzle of
each cylinder.
The fuel pressure causes the injection nozzle to open
injecting fuel into the cylinder.
(2) Flow of signal
The ECU receives signals from various sensors in
order to determine the operating conditions of the
engine.
Then, the ECU sends signals to control the SPV and
TCV in the pump in order to achieve an optimal fuel
injection volume and timing.
HINT:
The fuel return circuit from the injection nozzle or
injection pump is not illustrated at left, but the fuel
return circuit is attached to the actual fuel system.
(5/5)
Common-rail EFI-diesel System Configuration of Common-rail EFI-diesel
System configuration of common-rail EFI-diesel
1. Sensors
2. Actuator
3. ECU and other parts
(1/5)
- 348
-
REFERENCE
System Configuration of Conventional EFI-diesel
Layout of components (1CD-FTV E/G)
InIn
jejcetcotrosr
EDU
GGlo
lowwpplu
luggss
Engine ECU
FFFuuueeelllppprrreeessssssuuurrreee DLC3
ssseeennnsssooorrr A
A
Aiirrflfolw
owmeM
tee
r ter
C omm on- ra il Glow plugs
EGR valve
Electric vacuum regulator valve
(for EGR valve control)
Supply pump
Diesel throttle
Water temp. sensor
Crankshaft position sensor VSV (f or EGR valve)
1. Sensor
(1) Air flow meter
Detects the intake air volume.
(2) Accelerator pedal position sensor
Detects the accelerator opening angle and idling con-
ditions.
(3) Camshaft position sensor
Identifies the cylinders.
(4) Intake air temperature sensor
Detects the intake air temperature.
(5) Turbo pressure sensor
Detects the intake manifold pressure.
(6) Water temperature sensor
Detects the coolant temperature.
(7) Crankshaft position sensor
Detects the rotational angle of the crankshaft.
(8) Fuel pressure sensor
Detects the fuel pressure in the common-rail.
(9) Fuel temperature sensor
Detects the fuel temperature.
(2/5)
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-
2. Actuator
(1) Injector
Injects fuel in accordance with signals.
(2) EGR valve
(Exhaust Gas Recirulation valve)
Opens and closes in accordance with the signals from
the ECU to recirculate the exhaust gases in order to
reduce the amount of emissions.
(3) SCV
(Suction Control Valve)
Mounted on the supply pump, the SCV regulates the
volume of fuel that is drawn into the supply pump.
(3/5)
3. ECU and Other parts

(1) ECU (Electronic Control Unit)
Determines the operating conditions based on the sig-
nals from various sensors in order to send optimal
control signals to the engine.
(2) EDU
Amplifies the ECU signals to actuate the injectors.
(3) Common-rail
Stores the fuel that has been compressed by the sup-
ply pump to a pressure that is required for injection.
(4) Supply pump
Increase the pressure of the fuel required for injection
and feeds the fuel to the common-rail.
(5) Fuel filter and sedimenter
Removes foreign particles and water from the fuel.
(4/5)
4. Flow of fuel and signals in common-rail EFI-diesel

(1) Flow of fuel and signal in common diesel
The feed pump in the supply pump draws up the fuel
from the fuel tank. The fuel that has been pressurized
by the supply pump to reach the proper injection pres-
sure is fed into the common-rail where it is stored.
The stored fuel is distributed via the injection pipes to
the injectors of the cylinders, and when the injectors
are operated, the fuel is injected.
(2) Flow of signal
The ECU collects information from the sensors and
sends signals to the SCV in order to attain the target
fuel pressure.
In addition, the pressure signal from the common-rail
is fed back into the ECU. The ECU sends signals to
the EDU to operate the injectors, the EDU applies the
raised voltage to the injectors, and the injectors inject
the fuel.
HINT:
The fuel return circuit from the injector, supply pump
or common-rail is not illustrated at left, but the fuel
(5/5)
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-
Basic Control Items
Basic Control Items
Functions controlled by the ECU in conventional EFI-diesel and common-rail EFI-diesel:
Fuel system Other

Injection volume control Engine control
Injection timing control ISC control

EGR control
Injection rate control Idle vibration reduction control
Main relay control
Intake system
ECU communication control
Intake air restriction control
ECT control
Pre-heating
Diagnosis function
Glow plug control Fail-safe function
Service Hint
Problem Symptoms Table (for Conventional EFI-diesel)
When the malfunction code is not confirmed by the DTC check and the problem still can not be confirmed in the
basic inspection, perform troubleshooting according to the numbered order given in the table below.
Symptom
• Does not crank (Difficult to start)
Suspect area:
• Starter
• Starter relay
• Neutral start switch circuit (A/T)
• Difficult to start at cold engine
Suspect area:
• Intake heater control circuit
• STA signal circuit
• Heater idle-up switch circuit
• Injection nozzle
• Fuel filter
• Engine ECU
• Injection pump
• Difficult to start at hot engine
Suspect area:
• Fuel filter
• Compression pressure
• Engine ECU
• Injection pump
• Engine stall soon after starting
Suspect area:
• Fuel filter
• ECU power source circuit
• Engine ECU
• Injection pump
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-
• Others (Engine stall)
Suspect area:
• Spill valve relay circuit
• Engine ECU
• Injection pump
• Incorrect first idle (Poor idling)
Suspect area:
• Fuel filter
• Engine ECU
• Injection pump
• High engine idle speed (Poor idling)
Suspect area:
• A/C signal circuit
• Engine ECU
• Injection pump
• Lower engine idle speed (Poor idling)
Suspect area:
• EGR control circuit
• Valve clearance
• Fuel line (Air bleed)
• Engine ECU
• Injection pump
• Rough idling (Poor idling)
Suspect area:
• Valve clearance
• Engine ECU
• Injection pump
• Hunting at hot engine (Poor idling)
Suspect area:
• Valve clearance
• Engine ECU
• Injection pump
• Hunting at cold engine (Poor idling)
Suspect area:
• Valve clearance
• Engine ECU
• Injection pump
• Hesitation/Poor acceleration (Poor drivability)
Suspect area:
• Fuel filter
• Engine ECU
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-
• Injection pump
• Knocking (Poor drivability)
Suspect area:
• Engine ECU
• Black smoke (Poor drivability)
Suspect area:
• Engine ECU
• Injection pump
• White smoke (Poor drivability)
Suspect area:
• Fuel filter
• Engine ECU
• Injection pump
• Surging/Hunting (Poor drivability)
Suspect area:
• Engine ECU
• Injection pump
(1/1)
Problem Symptoms Table (for Common-rail EFI-diesel)
When the malfunction code is not confirmed the DTC check and problem still can not be confirmed in the basic
inspection,then proceed to this step and perform troubleshooting according to the numbered order given in the table
below.
Symptom
• Does not crank (Difficult to start)
Suspect area:
• Starter
• Starter relay
• Water temp. sensor
• Difficult to start at cold engine
Suspect area:
• Injector
• Fuel filter
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• Difficult to start at hot engine
Suspect area:
• Injector
• Fuel filter
• Engine ECU
• Supply pump
• Diesel throttle
• Engine stall soon after starting
Suspect area:
• Fuel filter
• Injector
• Engine ECU
• Supply pump
- 353
-
• Diesel throttle
• Others (Engine stall)
Suspect area:
• Injector
• Engine ECU
• Supply pump
• Diesel throttle
• Incorrect first idle (Poor idling)
Suspect area:
• Fuel filter
• Injector
• Engine ECU
• Supply pump
• High engine idle speed (Poor idling)
Suspect area:
• Injector
• Engine ECU
• Supply pump
• Lower engine idle speed (Poor idling)
Suspect area:
• Injector
• Valve clearance
• Engine ECU
• Supply pump
• Diesel throttle
• Rough idling (Poor idling)
Suspect area:
• Injector
• Valve clearance
• Engine ECU
• Supply pump
• Diesel throttle
• Hunting at hot engine (Poor idling)
Suspect area:
• Injector
• Valve clearance
• Engine ECU
• Supply pump
• Diesel throttle
• Hunting at cold engine (Poor idling)
Suspect area:
• Injector
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-
• Valve clearance
• Engine ECU
• Supply pump
• Diesel throttle
• Hesitation/Poor acceleration (Poor drivability)
Suspect area:
• Injector
• Fuel filter
• Engine ECU
• Supply pump
• Diesel throttle
• Knocking (Poor drivability)
Suspect area:
• Injector
• Engine ECU
• Supply pump
• Black smoke (Poor drivability)
Suspect area:
• Injector
• Engine ECU
• Supply pump
• Diesel throttle
• White smoke (Poor drivability)
Suspect area:
• Injector
• Fuel filter
• Engine ECU
• Supply pump
• Diesel throttle
• Surging/Hunting (Poor drivability)
Suspect area:
• Injector
• Engine ECU
• Supply pump
(1/1)
- 355
-
Timing Gear Installation
Reinstall the injection pump by aligning the marks on the
crankshaft timing gear, idler gear, and the pump drive
gear in order to match the phase of the pump and the
engine.
(1/1)
Common-rail EFI-diesel Timing Belt Installation

Also on the common-rail EFI-diesel, align the matching
M
Maaatttccchhhiiinnnggg m
M maaarrrkkk 111
m
marks on the pulleys in a similar manner.
The SCV and the plunger in the pump can be synchro-
nized by aligning the position of the pump pulley.
Matching mark 2
M
Maaatttccchhhiiinnnggg m
M maaarrrkkk 333
m
• Matching mark 1
• Matching mark 2
- 356
-
• Matching mark 3
(1/1)
Nozzle Leakage Pipe Leak Inspection

Hollow screw
New gasket (A) Perform a leak check after reinstalling the nozzle leakage
pipe.
After installing the nozzle leakage pipe to the cylinder
head (on some models), attach the turbo pressure gauge
(SST) to the pipe, pressurize it, and make sure that there
are no leaks.
(1/1)
No.1 nozzle
leakage pipe
New gasket (B)
Cylinder head
- 357
-
Question- 1
The following illustrations 1-3 show the diesel engine type. From the word group, select the word that corresponds
to each illustration.
a) Diesel (Mechanical type) b) Conventional EFI-diesel c) Common-rail EFI-diesel
Answer: 1. 2. 3.
Question- 2

While the control of the injection volume and timing of the conven-
tional EFI-diesel is effected by the ECU, the fuel pressurizing and True False
1
distribution mechanisms are identical to the conventional mechani-
cal type.
In both the conventional EFI-diesel and common-rail EFI-diesel sys-

2 tems, the injection volume and timing are precisely controlled by the True False
ECU to match the driving conditions.
In the conventional EFI-diesel, the injectors are controlled according True False
3
to the signals from the ECU.
- 358
-
Question- 3
The following table shows the parts that control the injection volume and injection timing.
From the word group, select the word that corresponds to 1-4 in the table.
Injection volume Injection timing
Mechanical diesel Governor ( 1 )
Conventional EFI-diesel ( 2 ) ( 3 )
Common-rail EFI-diesel ( 4 ) Injector
a) SCV (Suction Control Valve) b) Injection Nozzle c) Timer d) TCV (Timing Control Valve) e) Injector
f) EDU (Electric Driver Unit) g) SPV (Spill Control Valve)
Answer: 1. 2. 3. 4.
- 359
-
Outline Fuel System of Conventional EFI-diesel
In the conventional EFI-diesel, control of injection timing
Fuel filter, sedimenter SPV (injection volume control) and volume is performed electronically. The device that
generates the fuel pressure is the same pump used in an
ordinary diesel engine.
HINT:
TCV return circuit is attached to the actual fuel system.
(Injection timing control)
(1/2)
Fuel tank
Injection nozzle
The fuel that is drawn up by the feed pump travels from

Fuel filter, sedimenter SPV (injection volume control) the fuel tank through the fuel filter, and is introduced into
the pump where it becomes pressurized and then
pumped by the plunger inside of the injection pump. This
process is the same as in an ordinary diesel pump. The
fuel in the pump chamber becomes pressurized by the
feed pump so that it is between 1.5 and 2.0 MPa. Further-
more, in accordance with the signals from the ECU, the
TCV
(Injection timing control) SPV controls the injection volume (injection duration) and
the TCV controls the fuel injection timing (injection start-
ing timing).
Fuel tank
Injection nozzle HINT:

(2/2)
Type of Pump
A conventional EFI-diesel uses one of the two types of
Axial plunger type pump Radial plunger type pump
distributor pump: an axial plunger type pump, and a radial
plunger type pump with a higher injection pressure.
- 360
-
• Internal construction of axial plunger type pump
SPV (Spill Control Valve)
Speed sensor
Feed pump
Roller ring
Rotor Plungers
Cam plate TCV (Timing Control Valve)
• Internal construction radial plunger type pump

SPV (Spill Control Valve) Speed sensor (1/1)
Feed pump
Rotor
Rollers
Plungers
TCV (Timing Control Valve) Cam ring
REFERENCE
Injection Pressure for Each Type of Pump
Axial Plunger Type Pump

Approx. 80 MPa maximum
(used on 5L-E 1KZ-TE, etc.)
Radial Plunger Type Pump

Approx. 130 MPa maximum
(used on direct-injection engines such as 1HD-FTE, 15B-FTE, etc.)
(1/1)
Pump Construction of Pump Portion of Axial Plunger Type

Pump
The pump consists of the following:
- 361
-
• Roller ring
• Rollers
• Cam plate
• Plungers
(1/1)
- 362
-
Operation of Pump Portion of Axail Plunger Type
Pump
(1/1)
Construction of Pump Portion of Radial Plunger Type

Pump
The pump consists of the following:
• Cam ring
• 4 rollers
- 363 -
• 4 plungers
(1/1)
REFERENCE
Pump for 6-Cylinder Type
(1/1)
Pump for 4-cylinder type Pump for 6-cylinder type
Operation of Pump Portion of Radial Plunger Type

Pump
(1/1)
- 364
-
Injection Volume Outline of SPV
There are two types of SPV (Spill Control Valve) that con-
Conventional type SPV Direct-acting type SPV
trol the injection volume.
• Conventional type SPV
(used in axail plunger type pump)
• Direct-acting type SPV
(used in the radial plunger type pump for high-pres-
sure applications)
(1/1)
Conventional Type SPV

Coil Pilot valve 1. Construction
The conventional type SPV consists of two valves:
Pilot spring
main valve and pilot valve.
(1/2)
Main spring Main valve
2. Operation
• At normal condition
The pilot valve of the SPV is normally closed, as elec-
tricity runs through the coil. The fuel pressure and the
spring force causes the main valve to close passage
"A" as well, due to the pressure from the inside of the
valve being greater than that of the outside of the
valve.
• When the signal from the engine ECU is turned off
When the signal from the ECU turns off, causing the
current applied to the coil to turn off, the pilot valve
moves upward by the force of the pilot spring, causing
passage "B" to open.
• When the pilot valve is opened
Then, the pressure that is applied above the main
valve decreases. As a result, the main valve ascends,
causing passage "A" to open.
(2/2)
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-
Direct-acting Type SPV
1. Construction
In contrast to the conventional type SPV, the direct-acting
Coil type SPV, which is fitted in a pump with a higher fuel pres-
sure, achieves high levels of response and spill charac-
teristics.
Spool valve
ECU Furthermore, the signals from the ECU are amplified by
the EDU to operate the valve at a high voltage of approxi-
ECU mately 150V when closing the valve. Thereafter, the valve
Spring
remains closed at a low voltage.
(1/2)
2. Operation
• At normal condition
The spool valve is pulled downward to close the pas-
sage because the coil is energized.
• When the current does not flow into the coil
When the current to the coil is turned off, the pressure
of the fuel pushes the spool valve upward to open the
passage.
(2/2)
REFERENCE
(v) Starting Voltage of Direct-acting SPV
When the direct-acting type SPV starts to operate,
approximately 150V are applied to the coil. Thereafter,
150 duty-cycle control is effected at a lower voltage.
(1/1)
Time
- 366
-
Operation of Pump and SPV
Axial plunger type pump
There are two types of plungers:
• Axial plunger type pump
• Radial plunger type pump
(1/1)
Radial plunger type pump
Axial plunger Type Pump and SPV

Operation
• Intake stroke
SPV closes.
Plunger moves left.
Fuel is drawn into chamber.
• Injection
SPV closes.
Plunger moves right.
Fuel pressure rises and fuel is pumped.
• Injection ends
SPV opens.
Due to fuel relief, pressure decreases.
Injection ends.
When the conditions for fuel cut-off have been met,

the pressure does not increase because the SPV
remains constantly open.
(1/1)
- 367
-
Radial Plunger Type Pump and SPV
Operation
• Intake stroke
SPV opens.
Rollers and plungers expand outward, drawing fuel
into the chamber.
• Pressure rises
SPV closes.
Rollers and plungers contract, causing pressure to
rise.
• Injection
SPV closes.
Rotor rotates and connects the rotor's pumping port
and distribution port, allowing the fuel to be pumped.
• Injection ends
SPV opens.
Due to fuel relief, pressure decreases.
Injection ends.
When the conditions for fuel cut-off have been met,

the pressure does not increase because the SPV
remains constantly open.
(1/1)
Injection Volume Adjustment
The injection volume is adjusted by
Start of injection operating the SPV in accordance with
the signals from the ECU to vary the tim-
Plunger
ing of the ending of the injection.
(1/1)
Close
SPV
Open
Decrease In a cond
o d Increase
on
Injection Timing Construction of TCV (Timing Control Valve)

The construction of the timing control valve is shown in
Coil the illustration in the left.
(1/2)
Moving core Spring
Stator core
- 368
-
The construction of the timer is shown in the illustration in
the left.
(2/2)
Roller ring
Timer piston TCV (Timing Control Valve)
Operation of Timer of Axial Plunger Type Pump

The TCV valve is controlled by the ratio (duty-cycle ratio)
of the ON/OFF time of the current that is applied to the
coil. The length of time that the valve remains open, with
the current ON, controls the fuel pressure in the timer pis-
ton.
Advance
When the length of time that the valve remains open is
short (the ratio of the current being applied is low), the
amount of fuel that is bypassed becomes smaller. Thus,
the timer piston moves to the left to rotate the roller ring in
the direction of timing advance.
Retard
long (the ratio of the current being applied is high), the
amount of fuel that is bypassed becomes greater. Thus,
the timer piston moves to the right by the force of the
spring to rotate the roller ring in the direction of timing
retard.
(1/1)
Operation of Timer of Radial Plunger Type Pump

The TCV valve is controlled by the ratio (duty-cycle ratio)
of the ON/OFF time of the current that is applied to the
coil. The length of time that the valve remains open, with
the current ON, controls the fuel pressure in the timer pis-
ton.
Advance
short (the ratio of the current being applied is low), the
amount of fuel that is bypassed becomes smaller. Thus,
the timer piston moves to the left to rotate the roller ring in
the direction of timing advance.
Retard
long (the ratio of the current being applied is high), the
amount of fuel that is bypassed becomes greater. Thus,
the timer piston moves to the right by the force of the
spring to rotate the roller ring in the direction of timing
retard.
(1/1)
- 369
-
Service Hint Injection Pump Installation
Install the injection pump by aligning the matching mark
on the injection pump with the reference position mark on
the engine.
Because the ECU recognizes the injection timing and
makes appropriate corrections, it is not necessary to
adjust the injection timing after assembly, as with the
mechanical diesel pump.
(1/1)
SPV Inspection
Inspect the SPV by removing the connector and measur-
ing the resistance between the SPV terminals.
(1/1)
TCV Inspection
Inspect the TCV coil by removing the connector and mea-
suring the resistance between the TCV terminals.
- 370
-
Inspect the operation of the TCV by connecting the posi-
tive (+) and negative (-) terminals of the battery to the
TCV terminals and checking the clicking sound of the
solenoid.
(1/1)
- 371
-
Question- 1
The following illustration shows the axial plunger type injection pump.
From the word group, select the part to perform the following controls (1-4).
1. Pumps the fuel from fuel tank.

2. Pumps and distributes the fuel.
3. Controls the injection volume.
4. Controls the injection timing.
a) Feed Pump
g
b) Speed Sensor
b c) Rotor
d) Roller Rin
e) Cam Plate
f) TCV
a
g) SPV
d h) Plunger
c h
e
f
Answer: 1. 2. 3. 4.
Question- 2
The following illustration shows the radial plunger type injection pump.
From the word group, select the part to perform the following controls (1-4).
1. Pumps the high pressure fuel.

2. Distributes the fuel.
3. Controls the injection volume.
4. Controls the injection timing.
a) Feed Pump
g b
b) Speed Sensor
c) Cam ring
d) Roller
f a e) Plunger
f) Rotor
g) SPV
d h) TCV
e
c
h
Answer: 1. 2. 3. 4.
- 372
-
Question- 3

The axial plunger type injection pump used in the conventional EFI-
1 diesel uses a greater injection pressure than the radial plunger type True False
injection pump.
The axial plunger type injection pump and the radial plunger type
injection pump (both used in the conventional EFI-diesel) have the True False
2
same fuel pressurizing and distribution systems.
However, their injection volume and timing controls differ.
Question- 4
The following illustrations show the SPV. From the word group, select the words that correspond to 1-4 in the table.
Name (1)
Application for High injection pressure pump
Operating voltage (2)
Name (3)
Application for Ordinary pump
Operating voltage (4)
a) Direct-acting type SPV b) Conventional SPV c) Normal voltage d) High voltage
Answer: 1. 2. 3. 4.
Question- 5

When the power is turned ON to the SPV, the fuel passage opens True False
1
and the injection ends.
The SPV controls the relief timing of the fuel that has been pressur-
2
True False
ized by the plunger in order to regulate the injection volume.
The TCV regulates the operating stroke of the plunger in order to True False
3
regulate the injection start timing.
The ECU activates the TCV and controls the amount of the pressur-
4 ized fuel that is applied to the timer piston in order to regulate the True False
injection timing.
- 373
-
Question- 6

The inspection of the coils for the SPV and the TCV is performed by True False
1
measuring the resistance between the terminals.
To reinstall the injection pump of the conventional EFI-diesel on the

2 engine, the injection timing must be adjusted just as with the True False
mechanical diesel pump.
- 374
-
Outline System Configuration of Supply Pump
1. Outline
The fuel that has been drawn up from the feed pump
located inside the supply pump is pressurized to the
required pressure.
The plunger in the pump generates the required injec-
tion pressure. The pressure varies by engine speed
and load conditions from 20 MPa at idle, to 135 MPa
under high-load, high-speed operating conditions. (In
the conventional EFI-diesel, the pressure is between
10 to 80 MPa.)
The ECU commands the SCV (Suction Control Valve)
to adjust the fuel pressure, regulating the volume of
fuel that enters the supply pump.
The ECU constantly detects the fuel pressure in the
common-rail by means of the fuel pressure sensor,
and effects feedback control.
(1/2)
2. Parts name
Fuel pressure sensor Pressure limiter
Injection pipe (2/2)
ECU
Common-rail
ECU
Fuel inlet
pipe Supply pump
Feed pump
Injector
SCV
Fuel filter &

sedimenter
Supply Pump Appearance of the Supply Pump

1. Parts name
Fuel retur n Fuel temperature (1/2)
Regulator valve sSeennssoorr
Inlet
Outlet
Inner cam
SCV
Check valve (Suction Control Valve)
- 375
-
2. 2KD-FTV and 1ND-TV engine
(2/2)
MPROP
Fuel return (Magnetic
Proportional
Outlet valve)
Inlet
Inlet
Fuel return
Fuel temperature
SCV sensor
(Suction Control Valve) Outlet
for 2KD-FTV engine for 1ND-TV engine
Internal Construction of Supply Pump

1. Regulator valve
2. Feed pump
3. SCV (Suction Control Valve)
4. Check valve
5. Plunger
6. Inner cam
7. Delivery valve
(1/1)
Fuel Flow of the Supply Pump

The fuel in the supply pump flows in the following order:
• Feed pump
• SCV (Suction Control Valve)
• Check valve
• Plunger
• Delivery valve
(1/3)
- 376
-
There are two systems of fuel passages
in the supply pump.
(2/3)
tttooo FFFuuueeelll tttaaannnkkk
SCV1 SCV2
ECU Che eck

vvvaaalvvveee
P
Plllu
P uunnngg
geeerrrsss
D
Deeelllivvveeeryyy v
D Vaaallvvee
to Common-rail
2KD-FTV Engine
Check valve
For the fuel flow of the supply pump,
which is used in the 2KD-FTV engine,
plunger B draws the fuel in while plunger
A pumps it out as illustrated on the left.
Thus, plunger A and B send the fuel into
Plunger Eccentric the common-rail by drawing in and
A cam pumping out the fuel in turn.
(3/3)
to
Common-rail
Plunger Ring
B cam
SCV
from
Feed pump
REFERENCE
Fuel Flow of Supply Pump
Outer cam Plunger A
The supply pump used in 1ND-TV
engine has three plungers as illustrated
Inner cam on the left, and sends the fuel into the
common-rail by drawing in and pumping
MPROP to cally the same as that in the 2KD-FTV
Common-rail
except that the 1ND-TV uses three
plungers.
The 1ND-TV engine also controls the
from fuel volume drawn into the plunger with
Feed pump
the MPROP (Magnetic Proportional
Plunger B Valve), which has the same function as
Plunger C SCV (Suction Control Valve).
(1/1)
- 377
-
Generation of Fuel Pressure in the Supply Pump
The two sets of opposing plungers are driven by the inner
cam via the rollers.
The inner cam is driven by the engine via the timing belt.
The inside of the inner cam, which is elliptic, comes in
contact with the roller.
As the inner cam rotates, it causes the plunger to move
reciprocally, and the resulting suction and pumping of fuel
generates pressure.
(1/2)
2KD-FTV Engine
The rotation of the eccentric cam causes the ring cam to
rotate with an offset axis. The ring cam rotates and
pushes one of the two plungers upward as it pulls the
other plunger upward or vice versa for the downward
direction.
For the supply pump, plunger B is pushed down to com-
press the fuel and send it into the common-rail when
plunger A is pulled downward to draw the fuel in. Con-
versely, when plunger A is pushed up to compress the
fuel and send it to the common-rail, plunger B is pulled up
to draw the fuel up.
(2/2)
Regulation of the Fuel Pressure by the Supply Pump

1. SCV
2. Check valve
3. Plunger
4. Inner cam
5. Delivery valve
The fuel that has been fed by the feed pump travels via
the SCV and the check valve, becomes pressurized by
the plunger, and is pumped via the delivery valve to the
common-rail.
(1/3)
- 378
-
REFERENCE
SCV Control of the Supply Pump
The SCV operates under the duty-cycle control of the
ECU.
At the same time, current control is effected to limit the
amount of electrical current that flows during the ON
period, thus preventing the coil in the SCV from damage.
(1/1)
SCV open (Duty control)
Fuel pressure signal
2KD-FTV and 1ND-TV Engine

The fuel supplied by the feed pump is
drawn through the SCV (or MPROP)
and the check valve. Then, it is com-
pressed by the plunger, and is pumped
up through the check valve via the deliv-
ery valve to the common-rail.
(2/3)
To regulate the generation of fuel pressure, the volume of

fuel that enters the supply pump is regulated by varying
the opening/closing time of the SCV or MPROP.
(3/3)
SCV opening/closing time: long
SCV opening/closing time: short
- 379
-
Common-rail Construction of Common-rail
The common-rail stores the high-pressure fuel that has
been generated by the supply pump and distributes the
fuel via the injection pipes to the injectors of the cylinders.
Because the fuel is under extremely high pressure,
proper care must be taken to prevent leaks.
Fuel pressure sensor

Detects the pressure in the rail and feeds it back to the
ECU.
Pressure limiter
In case of a system failure in which the pressure in the
common-rail rises to an abnormal level, this valve opens
to release the pressure.
Returns to the fuel tank.
REFERENCE
Operation of the Pressure Limiter
The pressure limiter operated mechanically to release the
pressure in case the pressure in the common-rail rises to
an abnormal level.
• Pressure limiter inactive
• Pressure limiter active
(1/1)
- 380
-
2KD-FTV Engine
(2/3)

Pressure limiter
Pressure discharge valve
: to Injector
:from Supply pump
:to Fuel tank
REFERENCE
Operation of Pressure Discharge
Valve/Pressure Regulator
OFF
When the fuel pressure of the common-
rail becomes higher than the target
Pressure injection pressure, the pressure dis-
discharge ECU charge valve receives a signal from
valve engine ECU, in order to open the valve
and send fuel back to the fuel tank so
that the fuel pressure can return to the
target injection pressure.
Common-rail
1. At target fuel pressure (common-rail

or injection pressure)
OFF
Pressure
discharge ECU
valve
Common-rail
- 381
-
2. Over target fuel pressure (common-
rail or injection pressure)
HINT:
ON
The fuel pressure regulator of 1ND-
TV E/G has a different appearance,
Pressure
but functions the same.
discharge ECU (1/1)
valve
to fuel tank
Common-rail
1ND-TV Engine
Fuel pressure The fuel pressure regulator receives the
sensor signal from engine ECU and adjusts the
fuel pressure inside the common-rail.
(3/3)
: to injector Fuel pressure

regulator
: from Supply pump
(high pressure)
: to Fuel tank
: from Supply pump
(fuel return)
REFERENCE
Operation of Pressure Discharge
Valve/Pressure Regulator
OFF
When the fuel pressure of the common-
rail becomes higher than the target
Pressure injection pressure, the pressure dis-
discharge ECU charge valve receives a signal from
valve engine ECU, in order to open the valve
and send fuel back to the fuel tank so
that the fuel pressure can return to the
target injection pressure.
Common-rail
- 382
-
1. At target fuel pressure (common-rail
or injection pressure)
OFF
Pressure
discharge ECU
valve
Common-rail
2. Over target fuel pressure (common-

rail or injection pressure)
HINT:
ON
The fuel pressure regulator of 1ND-
TV E/G has a different appearance,
Pressure
but functions the same.
discharge ECU (1/1)
valve
to fuel tank
Common-rail
Injector Injector Overview

The signals from the ECU are amplified by the EDU to
operate the injector. High voltage is used particularly
when the valve is open in order to open the nozzles.
The injection volume and timing are controlled by adjust-
ing the opening and closing timing of the injectors, just as
in the EFI system of a gasoline engine.
• Injection volume control
• Injection timing control
(1/1)
- 383
-
Construction of Injector
Correction resistor ECU ECU
Solenoid valve
Return port
Orifice
Control chamber
Needle
Correction Resistor of Injector

Given the same injection interval, mechanical variances
will still cause the injection volume from injector to injector
to vary.
To enable the ECU to correct these variances, the injec-
tors are provided with a correction resistor for each injec-
Correction
resistor tor.
E Based on information received from each correction
Solenoid C
EDU resister, the ECU corrects the variances in injection vol-
U
Injector ume between the injectors. These correction resistors are
provided to enable the ECU to identify the injectors, and
for 1CD-FTV
are not connected to the injector circuit.
HINT:
The correction resistor,which is listed above, is not
attached to the injector of 1ND-TV E/G.
3 types of injectors are adopted based on the differ-
ence of the injection volume, and the indentification
numbers (A, B, C) are attached on the top of each
injector.
Identification mark
(1/1)
for 1ND-TV
REFERENCE
Types of Injector Correction Resistor for 1CD-FTV E/G
There are 25 types of injectors as indicated below, each provided with a different correction resistor.
When replacing an injector, the ECU automatically makes the proper fuel correction, so it is not necessary to
replace it with one with the same correction resistance.
Tip No. Resistance Tip No. Resistance
1 30.9 14 549
2 41.2 15 665
3 53.6 16 825
4 68.1 17 1020
5 84.5 18 1240
6 105 19 1540
7 130 20 1910
8 158 21 2370
9 196 22 3010
10 243 23 4020
11 301 24 5760
12 365 25 9530
13 442
- 384
-
Injector Operations
1. Before the injector operation
The fuel that has been fed from the common-rail sepa-
rates into the control chamber and the bottom of the
needle.
In this state, the needle is pushed down by the pres-
sure in the control chamber and by the spring, and the
nozzle remains closed.
2. When the solenoid valve opens
When the actuating voltage is applied by the ECU-
EDU, the solenoid valve opens and the pressure in
the control chamber decreases.
3. When the needle opens
Due to the operation of the orifice, the pressure at the
bottom of the needle remains high, and the nozzle
opens to inject fuel.
4. When the solenoid valve closes
When the voltage applied by the ECU-EDU ends, the
spring force causes the solenoid valve to close and
the pressure in the control chamber increases again.
5. When the needle closes
Due to the pressure in the control chamber and the
force of the spring, the needle descends and closes
the nozzle to end the injection.
(1/1)
Service Hint Precautions for Removing and Reinstalling Parts

The common-rail system consists of precision parts and
Injector
uses highly pressurized fuel. Therefore, extreme care
Injection pipe
must be taken to ensure that foreign matter does not
enter the system.
1. Thoroughly clean and wash the work area to remove
any dirt or rust before disassembling any parts in
Fuel inlet pipe order to prevent the interior of the fuel system from
becoming contaminated during disassembly.
2. Place the parts in plastic bags to prevent the entry of
Common-rail foreign matter and to protect the sealing surfaces from
damage during storage.
Supply pump 3. Thoroughly clean the parts before assembly, making
sure that their sealing surfaces are free of foreign mat-
ter such as dust or cutting chips.
(1/1)
- 385
-
Injection Pipe Installation
Observe the precautions given below in order to install
the injection pipes.
1. To reinstall a removed part to its original position,
wash the injection pipes and make sure that their seal-
ing surfaces are free of foreign matter or cuts before
installing the pipes.
2. Because the injection pipes cannot accommodate
excessive alignment changes, changes in the combi-
nation of the installed parts must be avoided.
(The pipes should not be reused on a different engine,
and the cylinder order of the injectors should not be
altered.)
3. For the same reason, also replace the pipes with new
parts if a part that affects the alignment must be
replaced.
Instances in which the injection pipes must be
replaced :
When injectors or the common-rail is replaced.
Instance in which the fuel inlet pipe must be
replaced :
When the supply pump or the common-rail is replaced.
(1/1)
REFERENCE
Pipe Fitting Conditions
The common-rail EFI-diesel system maintains fuel at an
extremely high pressure.
The areas in which the pipes and parts are joined use a
type of pipe union that is sealed by deforming its sealing
surface.
For this reason, if either the injector, common-rail, or the
supply pump is replaced, the pipes must also be replaced
because their matching surfaces have been changed.
Failure to replace the pipe will cause a fuel leak.
(1/1)
Fuel Leak Inspection

Check for fuel leaks after tightening the union.
Use the active mode of a hand-held tester to increase the
fuel pressure in order to check for fuel leaks.
Before starting the engine, first inspect the assembly con-

ditions. Then, operate the engine at idle to check for fuel
leaks. Finally, perform an active test.
To perform an active test, select the Fuel Leak Test in the

active test mode of a hand-held tester.
If a hand-held tester is unavailable, quickly depress the

accelerator pedal entirely to accelerate to the maximum
engine speed, and maintain that speed for 2 seconds.
Repeat this operation several times.
(1/1)
- 386
-
SCV Inspection
SCV1 SCV2
Inspect the SCV as Follows:
Disconnect the SCV1and SCV2 connectors.
Using an ohmmeter, measure the resistance between ter-
minals as shown.
Specified Resistance:1.5-1.7 at 20 °C (degrees Cel-
sius),68 °F (degrees Fahrenheit)
If the resistance does not equal the specified resistance
above, replace the pump.
(1/1)
Common-rail
The common-rail, pressure limiter, and the fuel pressure
sensor may not be reused.
Both the pressure limiter and the fuel pressure sensor are
fitted through plasticity deformation. Therefore, once they
are removed, they must be replaced together with the
common-rail.
HINT:
These components are available as a single inte-
grated service part.
(1/1)
Injector Installation
The installation of the injectors must be performed care-
fully.
Using clean diesel fuel, wash the sealing surfaces of the
injectors and injection pipes just before their installation.
Make sure to follow the installation instructions given in
the Repair Manual of the respective model.
Pay particular attention to the installation direction of the
injectors and their alignment with the cylinder head.
(1/1)
Power Balance Test Procedure

Through the use of the active test mode of the hand-held
tester, a power balance test can be performed by dis-
abling the injector, one cylinder at a time.
Because the fuel in the pipe is highly pressurized, never
start the engine with the unions of the pipes loosened.
Fuel is injected at a high pressure via electronically con-
trolled injectors. Therefore, the opening pressure tests or
spray pattern tests for the injection nozzles of the conven-
tional diesel engine are not applicable to these injectors.
(1/1)
- 387
-
Question- 1
The following illustration shows the construction of the common-rail EFI-diesel system.
From the word group, select the words that correspond to 1-5 in the illustration.
3 a) ECU
1
b) EDU
4 c) Common-rail
d) Supply pump
e) Injection pump
2
f) Injection nozzle
g) Injector
Answer: 1. 2. 3. 4. 5.
Question- 2

In the common-rail EFI-diesel system, the supply pump itself pres-
1 surizes the fuel and distributes it to the cylinders, just as in the con- True False
ventional EFI-diesel system.
In the common-rail EFI-diesel system, the fuel injection volume and

timing are controlled by regulating the length of time the injectors
2 True False
remain open and by controlling the injection timing, just as in the EFI
system of a gasoline engine.
In the supply pump, the SCV adjusts the volume of the fuel that is
3 drawn into the plunger, and the generated fuel pressure is controlled True False
by increasing or decreasing the volume of fuel that is drawn in.
Question- 3

A fuel leak inspection on the common-rail EFI-diesel system can be
conducted by performing an ACTIVE TEST through the use of the
1 True False
hand-held tester. If the hand-held tester is unavailable, a leak
inspection can be performed by revving the engine.
When replacing a common-rail, the injection pipes must also be

2 True False
replaced.
- 388
-
Question- 4
The following illustration shows the construction parts of the supply pump.
From the word group, select the words that correspond to 1-5 in the illustration.
a) SCV (Suction Control Valve)

2 3 b) Delivery valve
1
c) Inner cam
d) Feed pump
e) Plunger
5
4
Answer: 1. 2. 3. 4. 5.
Question- 5
The following statements pertain to the function of the pressure limiter. Select the statement that is True.
1. Adjust the pressure in the common-rail.
2. Relieves the pressure if the pressure in the common-rail increases to an abnormally high level.
3. Detects the pressure in the common-rail.
4. Detects the temperature of the fuel and determines its viscosity according to the temperature.
- 389
-
Outline EFI-diesel Electronic Control System
Diagram
Actuators
Electronic control systems vary slightly
Sensors Computer
by engine type.
Engine speed sensor EDU SPV • Electronic control of conventional
Water temp. sensor EFI-diesel
Accelerator pedal
Positioning sensor
Fuel injection volume • Electronic control of common-rail
Intake air temp. sensor (1/1)
Turbo pressure sensor ECU TCV
Fuel temp. sensor
Fuel pressure sensor Fuel injection timing
...etc
Switches Other controls
Intake
A/C switch Ignition restriction
switch Accelerator pedal EGR
switch Blower switch Glow plug
Diagnosis Control
...etc
...etc
Fail-safe
ECU Overview
In terms of electronic control, the role of the ECU is to
ECU
determine the fuel injection volume, fuel injection timing,
and intake air volume suit able for the driving conditions,
based on the signals received from various sensors and
Sensors switches. In addition, the ECU outputs signals to operate
Actuators actuators. The both EFI-diesel and common-rail systems.
(1/1)
Switches
- 390
-
Electronic Control System Diagram
Engine type:
• 5L-E (Axial plunger pump type)
Sensors Actuators
TDC Fuel injection volume
control
NE SPV
Engine speed sensor Spill control valve
Intake air pressure PIM Intake ristrictor

sensor control
THA LUA, B
Throttle control
motor
THW
Water temp. sensor
Fuel injection timing
control
Accelerator pedal fully PDL TCV
closed switch Timing control valve
Accelerator pedal VA, VAS

position sensor Glow plug control
IDL
G-IND
Glow indicator lamp
Throttle valve fully THOP ECU S-REL
opened switch
Glow plug relay
THF
Fuel temp. sensor
EGR control
EGR
Ignition switch Vacuum regulating
STA valve
Starting signal (ST terminal)
IGSW
Ignition signal (IG terminal)
Air conditioner cut-off

control
Combination meter SP1
ACT
Vehicle speed signal Air conditioner
amplifier
EGLS
EGR valve position sensor
W Malfunction indicator
lamp
Air conditioner amplifier
AC1 CLK
A/C switch signal DATA Injection pump correction unit
+B BATT
Main relay Battery
- 391
-
• 1KZ-TE (Axial plunger pump type)
Sensors Actuators
Turbo pressure sensor PIM
Fuel injection volume
Intake manifold pressure signal
control
SPV
Engine speed sensor Spill control valve
NE
Engine speed signal
SVR
Spill control relay
Crankshaft position sensor TDC
Crankshaft angle signal

Water temp. sensor THW
control
TCV
Timing control valve
THA
Fuel temp. sensor THF

Glow plug control
G-IND
Glow indicator lamp
IDL S-REL
Glow plug relay
Idling signal VA
Throttle position signal
Correction resistors VRP ECU Intake constrictor

control
VRT
S/TH1
VSV1
Ignition switch
STA S/TH2
Starting signal [ST terminal] VSV2
IGSW
Ignition signal [IG terminal]
Combination meter SP1 EGR control

Vehicle speed signal EGR
Vacuum regulating valve
Neutral start switch NSW

Neutral start signal
control
Air conditioner amplifier A/C ACT
Air conditioner
A/C switch signal
amplifier
STP
Stop light switch
M-REL
IMI Main relay
Transponder key computer
IMO
TE1
Check connector or TDCL W
TE2 Malfunction indicator lamp
+B BATT
Main relay Battery
- 392
-
• 1HD-FTE (Radial plunger pump type)
Sensors Actuators
Turbo pressure sensor PIM
Intake manifold pressure signal control
SPVD
Engine speed sensor NE EDU

SPVF
Engine speed signal
Spill control valve

Crankshaft position sensor TDC
Crankshaft angle signal
SVR
Spill control relay
THW
Water temp. sensor
THA Fuel injection timing

TCV control
THF
Fuel temp. sensor Timing control valve
Accelerator pedal
IDL VA.
position sensor
Intake heater control
VAS
Idling signal G-IND
Glow indicator lamp
Accelerator pedal
position signal IREL
Intake heater relay
Accelerator pedal switch

PDL
Accelerator pedal fully
close signal Intake constrictor
control
DATA
Injection pump S/TH
calibration unit VSV
CLK
Ignition switch
Starting signal [St terminal]

STA ECU EGR control Vacuum
IGSW EGR
Ignition signal [Ig terminal]
regulating valve VSV [for
EGRC
Combination meter SP1 cut-off]
PA
Idle-up switch HSW VSV [for turbo pressure sensor]
Idle-up switch signal

Air conditioner amplifier AC1 control
A/C switch signal
ACT Air conditioner
Power heater amplifier VCH THWO amplifier
Power heater signal
Neutral start switch Power heater cut-off

NSW
control
Neutral start signal
VCT
FSW Power heater
1st gear position switch amplifier
Power steering oil PS

pressure switch EFI+
Transmission ECU
EFI-
ECT+
ECT ECU Transponder key
ECT- MREL
IM Main relay
computer
IMO
Data link connector 3 Malfunction indicator lamp

SIL
+B BATT
Main relay Battery
- 393
-
• 15B-FTE (Radial plunger pump type)
Sensors Actuators
Turbo pressure sensor

PIM Fuel injection volume
Intake manifold pressure signal control
SPVD
Atmosphere pressure signal
EDU
NE SPVF
Engine speed sensor
Spill control valve

TDC
THW
Water temp. sensor SPR
Spill control relay
THA
THF
Fuel temp. sensor control
TCV
Timing control valve

Accelerator pedal
position sensor VA.VAS
Idling signal IDL

Intake heater control
Accelerator pedal GIND
Glow indicator lamp

position signal
IREL
Intake heater relay
Accelerator pedal switch
PDL
closed signal Diesel throttle
control
Injection pump DATA LUA.B

Control valve
calibration unit
CLK
PA
Ignition switch VSV [for turbo pressure sensor]
STA
Starting signal [ST terminal]
IGSW
ECU
lgnition signal [IG terminal]
ECU
EC EGR
EGR control
Vacuum regulating
Combination meter SP1 U EGRC
valve
VSV [for cut-off]
Power steering oil PS

pressure switch
Combination meter
PTO TAC
PTO position switch
Tachometer
Air conditioner amplifier AC1

A/C switch signal
Air conditioner
cut-off control
Shift position switch FSW
ACT Air conditioner
1st gear signal
amplifier
Back up lamp switch

Reverse gear signal
Malfunction indicator lamp
NSW
Neutral position switch
EXSW
Exhaust brake switch
Clutch switch Exhaust brake solenoid
VAP
Work accelerator sensor
TC MREL
Data link connector 3 SW Main relay
- 394
-
+B BATT
Main relay Battery
- 395
-
• 1CD-FTV (Common-rail type)
Sensors Actuators
Crankshaft position sensor NE TWV1
No. 1 Injector
Crankshaft angle signal TWV2 E No. 2 Injector
D
TWV3 U No. 3 Injector
Camshaft position sensor G
TWV4 No. 4 Injector
Camshaft angle signal
PCR INJF
RINJ4
RINJ3
Turbo pressure sensor PIM RINJ2
Intake manifold pressure signal RINJ1
Atmosphere pressure signal
THF PCV1, 2
Intake air temp. sensor Suction control valve
THAR Diesel throttle control
THW
Water temp. sensor
THOP LU A, B
Step motor
Throttle valve fully opened switch
HREL
Accelerator pedal Heater relay
position sensor IDL
EGR control
Idling signal VA. VAS
Accelerator pedal Vacuum regulating
position signal EGR valve
Accelerator pedal switch EGRC
PDL VSV [for cut-off]
closed signal
ECU
Glow plug control
VG
Air flow meter G-IND
Glow indicator lamp
THF
Fuel temp. sensor SREL
Glow plug relay
Ignition switch EUREL

STA EDU relay
Starting signal [ST terminal]
IGSW
lgnition signal [IG terminal] TAC
Tachometer
Combination switch PA
SP1 VSV [for turbo pressure sensor]

Blower switch BLM control
Blower switch signal ACT Air conditioner

amplifier
A/C switch signal

Combination meter
DF
Alternator
THWO Engine coolant temp.
MXH gauge
MAX-HOT switch
IMI
MREL
Immobiliser ECU Data Main relay
IMO
TC W
link connector 3 Malfunction indicator lamp
SIL
+B BATT
Main relay Battery
- 396
-
• 1KD-FTV (Common-rail type)
Sensors Actuators
NE #1
Crankshaft position sensor No. 1 Injector
#2 E No. 2 Injector
D
G #3 U No. 3 Injector
#4 No. 4 Injector
PCR
Fuel pressure sensor INJF
INJ4
Turbo pressure sensor PIM INJ3
Intake manifold pressure signal INJ2
Atmosphere pressure signal INJ1
THA
Intake air temp. sensor PCV1, 2
Suction control valve
Water temp. sensor THW

Diesel throttle control
THOP
Throttle valve fully opened switch LU A, B
Step motor
Accelerator pedal position VA, VAS

sensor EGR control
VG EGR
Air flow meter Vacuum regulating
THAF valve
THF EGRC
Fuel temp. sensor VSV [for EGR valve close]
Turbocharger compensate VTB

Glow indicator lamp
resister E
EC
E CU
CUU G-IND
Glow plug relay
TRC
Skid control ECU SREL
ENG Glow plug control
STP
Stop light switch
EDUREL
EDU relay
HSW, VCV
Power heater switch
VCH TAC
Tachometer
Ignition switch
STA
PA
Starting signal (ST terminal) IGSW VSV [for turbo pressure sensor]
Turbocharger control
Combination meter SPD
VN A, B
Vehicle speed signal Step motor
Air conditioner amplifier AC

Air conditioning cut-off
A/C switch signal control
DF ACT
Air conditioning
Alternator
amplifier
IMI
Immobiliser ECU
IMO MREL
Main relay
SIL
Data link connector 3
TC W
Check connector Malfunction indicator lamp
+B BATT
Main relay Battery
- 397
-
• 2KD-FTV (Common-rail type)
Sensors Actuators
NE #1
Crankshaft position sensor No. 1 Injector
#2 E
No. 2 Injector
D
#3 U No. 3 Injector
G #4
Camshaft position sensor No. 4 Injector
INJF
VG
Air flow meter Atmospheric RINJ4
RINJ3
temp. sensor EGR valve THA RINJ2
RINJ1
VELF
position sensor
PCV
THIA Suction control valve
PRV
THW Pressure discharge valve
Water temp. sensor
Intake restrictor control

PIM LU+A,
LU+B
Throttle control motor
LU-A,
Fuel pressure sensor PCR
LU-B
EGR control
Accelerator pedal VPA1 EGR
position sensor E-VRV
VPA2 E
EC
E CU
C U
U
OILM
Throttle valve fully THOP Monitor ECU
opened switch
Glow plug control

Fuel temp. sensor THF SREL
Glow plug relay
GIND
Ignition switch Glow indicator light
STA
Starting signal (ST terminal) EDUREL
IGSW EDU relay
PA
VSV [for turbo pressure sensor]
Combination meter SP1
TACH
Tachometer
STP MREL
Stop light switch Main relay
ST-
Alternator DF W Malfunction indicator

lamp
HSW
Warm up switch Exhaust gas control
HEXF1
Tc, SIL VSV
Data link connector 3
WFSE
+B BATT
Main relay Battery
- 398
-
• 1ND-TV (Common-rail type)
Sensors Actuators
#10
NE No. 1 Injector
#20
No. 2 Injector
#30 No. 3 Injector

G
#40
No. 4 Injector
PINJ4
VG PINJ3
Air flow meter
PINJ2
Atmospheric temp. sensor THAF

PINJ1
PCV
MPROP Intake
THW
Water temp. sensor
restrictor
control
PC
Fuel pressure sensor ITV
VPC E-VRV
Accelerator pedal VPA1

EGR control
position sensor VPA2
EGR
E-VRV
Ignition switch
STA
Starting signal (ST terminal) Glow plug control
IGSW ECU
GREL
Glow plug relay
GIND
Combination meter Glow indicator light
SPD
Vehicle speed signal PRV
Fuel pressure regulator
TACH
Stop light switch STP1 Tachometer
STP2
Cooling fan control

FAN
A/C switch signal Cooling fan relay
MREL
CLSW Main relay
Clutch switch
CE Malfunction indicator
TXCT
lamp
RXCK
Transponder key amplifier
CODE
control
Power heaters switch MHSW ACT

Air conditioner amplifier
PHP1
SIL
Data link connector 3 PTC heater relay
PHR1
+B BATT
Main relay Battery
(1/1)
- 399
-
EDU About the EDU
The EDU is a high-voltage generation
device. Fitted between the ECU and an
actuator, the EDU boosts the battery
ECU EDU voltage, and actuates the following
Conventional EFI-disesl
(Radial plunger type) based on the signals from the ECU the
direct-acting type SPV in the conven-
[V ] tional EFI-diesel, or the injected in the
Time
common-rail system.
0
The EDU generates high voltage in
either case when the valve is closed.
ECU EDU HINT:
The EDU of 1ND-TV engine is inside
Common-rail EFI-diesel the ECU.
(1/1)
REFERENCE
About Direct-acting Type SPV
The direct-acting type SPV is used in a radial plunger
type high-pressure pump. A high-capacity coul is pro-
vided to allow the SPV to respond quickly under high fuel
pressure conditions.
Therefore, a high voltage level is required to energize the
coil.
(1/1)
About the EDU

ECU → (Signal) → EDU control circuit
EDU control circuit → (Signal) → High voltage generation
circuit (amplification)
High voltage generation circuit → (High voltage) → SPV
→ EDU → Ground
SPV → (Vertification signal) → ECU
(1/1)
A. High voltage generation circuit

B. Control circuit
- 400
-
Sensor Mounted Position of Sensors
1. 1KZ-TE Engine
• Speed sensor
• Fuel temperature sensor
• Intake air temperature sensor
• Throttle position sensor
• Turbo pressure sensor
(1/6)
2. 1HD-FTE/15B-FTB Engine
• Speed sensor
• Accelerator pedal position sensor
• Intake air temperature sensor
(2/6)
3. 1CD-FTV Engine
• Air flow meter/intake air temperature sensor (at air
cleaner)
• Intake air temperature sensor (at intake manifold)
(3/6)
- 401
-
4. 1KD-FTV Engine
Fuel temperature sensor
Air flow meter/intake air temperature sensor(at air
cleaner)
Accelerator pedal position sensor
Intake air temperature sensor (at intake manifold)
Water temperature sensor
(4/6)
5. 2KD-FTV Engine
• Pressure discharge valve
• Airflow meter/intake air temperature sensor (at air
cleaner)
• Intake air temperature sensor (at intake manifold)
(5/6)
6. 1ND-TV Engine
• Fuel pressure regulator
• Air flow meter/intake air temperature sensor
(6/6)
- 402
-
Construction and Operation of Sen-
Accelerator sensor
sors
Speed sensor
The sensor which sends the signal to
the engine ECU is shown in the left dia-
Crankshaft position sensor gram.
Camshaft position sensor (1/1)
Water temperature sensor
Intake air temperature sensor
Fuel temperature sensor
Sir flow meter
Accelerator Sensor
There are two types of accelerator sen-
sors. One is an accelerator pedal posi-
[v] tion sensor, which forms an assembly
5.0
together with the accelerator pedal. This
sensor, which is a Hall element type,
detects the accelerator opening angle. A
Output voltage that corresponds to the acceler-
ator opening angle can be detected at
Voltage the output terminal.
(1/2)
10 90
Sensor rotation angle (deg.)
Accelerator Sensor
The other is a throttle position sensor,
which is mounted at the venturi and is a
type that uses a variable resistor.
(2/2)
Fully close Fully open
Circuit
Close
Open
Open
Close
- 403
-
Engine Speed Sensor
Sensor The engine speed sensor is fitted in the injection pump. It

consist of a rotor that is pressed over a drive shaft, and a
Rotor sensor. Electric signals are generated in the sensor (coil)
in accordance with the rotation of the rotor.
(1/3)
Engine Speed Sensor

Here is the relationship between the rotation of the rotor
and the generated waveform.
The ECU counts the number of pulses to detect the
engine speed.
The rotor makes half a revolution for each revolution of
the engine.
The ECU detects the reference angle from the missing
tooth portion, which is located along the cicumference of
the rotor.
(2/3)
Engine Speed Sensor

The 1CD-FTV common-rail EFI-diesel engine uses the
crankshaft position sensor to detect the engine speed just
as in the EFI system of a gasoline engine, in place of the
engine speed sensor used in a conventional EFI-diesel
engine.
The crankshaft position sensor of the common-rail EFI-
diesel engine outputs the same NE signal that is output
by the engine speed sensor of the conventional EFI-die-
sel engine.
(3/3)
Crankshaft Position Sensor

Coil Magnet The crankshaft position sensor is mounted on the engine
block. It detects the crankshaft angle reference position in
the form of a TDC signal.
HINT:
The crankshaft position sensor of common-rail type
Pickup bracket output the engine speed (NE) signals.
It detects the crank angle based on these NE signals.
(1/2)
Protrusion
- 404
-
A pulse is generated when the protrusion provided on the
crankshaft padded near the sensor due to the revolution
of the crankshaft. A pulse is generated once for every
360 CA revolution of the crankshaft, and this is detected in the
form of a crankshaft angle reference position signal.
(2/2)
Camshaft Position Sensor

A camshaft position sensor is used on some engines
(1CD-FTV) in place of a crankshaft angle reference posi-
tion is detected in the form of a G signal.
(1/2)
1ND-TV Engine
For the 1ND-TV engine a hall element type camshaft
position sensor is used.
Timing sprocket
The timing trigger on the timing sprocket detects the posi-
tion of the camshaft by sending one signal for every two
G signal (720 CA) revolutions of the crankshaft.
(2/2)
Timing trigger
- 405
-
Turbo Pressure Sensor
Silicon chip
Vacuum chamber The turbo pressure sensor is connected
to the intake manifold via an air hose
and a VSV, and detects the intake mani-
fold pressure (intake air volume).
(1/1)
Filter Electric circuit
Output
voltage
Pressure
Load side (mmHg) Turbo side
REFERENCE
Turbo Pressure Sensor
The VSV operates in accordance with
the signals form the ECU and switched
the pressure that is applied to the actua-
tor between atmosphere and vacuum.
• Vacuum
• Atmosphere
(1/1)
Water temperature sensor Fuel temperature sensor Water Temperature/Intake Air Temper-
ature/Fuel Temperature Sensor
There are three types of temperature
sensors that are used for controlling
the EFI-diesel:
The water temperature sensor is
mounted on the engine block to detect
the temperature of the engine coolant.
The intake air temperature sensor is
mounted on the intake pipe of the engine
and detects the temperature of the
intake air.
The fuel temperature sensor is mounted
on the pump and detects the tempera-
ture of the fuel.
(1/2)
Intake air temperature sensor
- 406
-
Each type of temperature sensor has a
built-in thermistor whose resistance var-
Thermistor
ies in accordance with the temperature
and its characteristics are as indicated in
the diagram.
(2/2)
Characteristics
(kΩ) 30
20
10
5
3
2
Resistance 1
0.5
0.3
0.2
0.1
-20 0 20 40 60 80 100 120
Coolant temperature (°C)
Fuel Pressure Sensor

5 The fuel pressure sensor that is used in
4 the common-rail type diesel detects the
Output 3
fuel pressure in the common-rail.
voltage 2V 50MPa Based on the signals from the fuel pres-
2 sure sensor, the ECU controls the SCV
1 (Suction Control Valve) to generate a
prescribed fuel pressure in accordance
50 100 150 with the driving conditions.
Pressure PC (MPa) (1/1)
Air Flow Meter

A hot-wire type air flow meter has been adopted in the
common-rail EFI-diesel to detect the intake air volume.
(1/1)
- 407
-
Functions
Functions Controlled by the ECU
Outline
Other
Injection volume control
Engine control
Injection timing control ISC control
EGR control
Injection rate control Idle vibration reduction
control
Intake restrictor control Main relay control
Glow-plug control ECU transmission control

ECT control
Diagnosis function
Fail-safe function
(1/3)
Determining injection volume and

injection timing of conventional EFI-
EFI-diesel diesel
Accelerator sensor
Speed sensor
Turbo pressure sensor EDU SPV

ECU
Water temp. sensor Intake TCV
air temp. sensor Fuel temp.
sensor
Starter signal
- 408
-
• Control of injection volume
EFI-diesel
Accelerator sensor
Speed sensor
Turbo pressure sensor EDU SPV

ECU
Water temp. sensor TCV
Fuel temp. sensor
Starter signal
• Control of injection timing

(2/3)
EFI-diesel
Accelerator sensor
Speed sensor
Turbo pressure sensor SPV

ECU
Water temp. sensor
TCV
Fuel temp. sensor
Starter signal
Determining injection volume and

Common-rail EFI-diesel injection timing of common-rail EFI-
Accelerator sensor diesel
Engine speed
(Crankshaft position sensor)
Turbo pressure sensor/

air flow meter
(Intake air volume)
ECU EDU Injector
Water temp. sensor
Fuel temp. sensor
Starter signal
- 409
-
• Control of injection volume
Accelerator sensor
Engine speed

air flow meter
(Intake air volume)
ECU EDU Injector
Water temp. sensor
Fuel temp. sensor
Starter signal
• Control of injection timing

Common-rail EFI-diesel (3/3)
Accelerator sensor
Engine speed

air flow meter
(Intake air volume)
ECU EDU Injector
Water temp. sensor
Fuel temp. sensor
Starter signal
Determining Injection Volume Determining Injection Volume

The ECU performs the following three functions to deter-
mine the injection volume:
1. Calculation of basic injection volume
2. Calculation of maximum injection volume
3. Comparison of basic injection volume and maximum
injection volume
(1/5)
- 410
-
1. Calculation of basic injection vol-
ume
ECU The calculation of the basic injection
Engine speed volume is made based on the signals
Calculation of
basic injection of the engine speed and the amount
ISC correction
volume of pedal effort applied to the acceler-
Accelerator pedal ator pedal.
A/C switch
opening angle Water temp. (2/5)
Basic injection volume pattern

100%
Full Ioad
50%
Injection
volume 30%
Idle 20%
10%
Partial Load
Engine speed (rpm)
2. Calculation of maximum injection

volume
Engine Maximum injection volume The calculation of the maximum
speed
ECU Varies by required volume injection volume is made based on
Coolant Intake air the signals from the engine speed

Injection volume - large
temperature volume sensor (NE sensor), water tempera-
Maximum ture sensor, intake air temperature
Intake air injection Intake air sensor, fuel temperature sensor, and
temperature volume - small
volume turbo pressure. In the common-rail
calculation Engine speed type, the signals from the fuel pres-
Fuel
temperature
sure sensor are also used.
(3/5)
Intake air
pressure Fuel pressure
(Common-rail only)
REFERENCE
Intake air pressure correction Injection Volume Correction
Increase Intake air pressure correction
Turbo pressure Correction The injection volume is corrected in

ECU
sensor Coefficient accordance with the intake air pressure
1
(volume).
Decrease
3 Intake air temperature correction
Intake air pressure
sensor output (v)
The density of the intake air (air volume)
varies in accordande with the tempera-
Intake air temp. correction ture of the intake air.
Increase
1 volume increase correction)
Intake air temp. Correction
ECU Coefficient
(1/2)
sensor
40
Intake air
temperature (deg)
- 410
-
Fuel temperature correction
Fuel temperature correction High fuel temperature → Injection vol-
ume increase correction
Increase rpm
Cold engine correction
Fuel temperature Correction
sensor
ECU 1 Low water temperature → Injection vol-
Coefficient
ume increase correction
40 Fuel pressure correction
Fuel temperature
In a common-rail type diesel, the
changes in the fuel pressure in the com-
Cold engine correction mon-rail are detected based on the sig-
nals from the fuel pressure sensor. If the
Increase
Water
fuel pressure is lower than the target
temperature ECU Correction pressure, the length of time the injector
Coefficient
sensor 1 nozzles remain open is extended.
(2/2)
Water 10
temperature
Calculation of maximum injection vol-

ume
The ECU compares the calculated basic
injection volume and the maximum
injection volume and determines the
smaller one to be the injection volume.
Accelerator 60 % constant speed driving

Accelerator 100 % sudden acceleration
(4/5)
3. Comparison of basic injection volume and maxi-

mum injection volume
The difference in the actual injection volume in the
ECU SPV conventional EFI-diesel created by the mechanical
+5V variances that occur from pump to pump are cor-
rected.
VRP (5/5)
E2
- 411
-
REFERENCE
About the Correction ROM
About the correction ROM :
Authorized workshops such as pump service shops use special tools to measure the pumps to replace the correc-
tion ROMs or to make corrective adjustments.
Other types of corrections:
In addition to the injection volume that has been determined here, fuel temperature correction is also made on some
vehicle models. If the fuel temperature is high, the actual injection volume is lower (due to the low density) than the
instructed value. Therefore, the instructed value must be increased.
(1/1)
Determining Injection Timing Determining Injection Timing

The ECU performs the following functions to determine
the injection timing:
1. Determination of the target injection timing
2. Detection of the actual injection timing
3. Comparison of the target injection timing and the
actual injection timing
4. Comparison of the target injection timing and the
actual injection timing
(1/6)
Engine speed 1. Determination of the target injec-
ECU tion timing
Accelerator The target injection timing is deter-
Determining
pedal opening Basic target mined by calculating the basic injec-
angle target
injection timing injection tion timing through the engine speed
timing and the accelerator pedal opening
Coolant
temperature angle, and by adding a correction
value based on the water tempera-
Intake air ture, intake air pressure, and the
pressure Correction intake air temperature.
value (2/6)
Intake air
temperature
(on some models)
- 412
-
Intake air pressure
correction
1. Determination of the target injec-
tion timing
Timing (ßCA)
Basic target advance rpm (3/6)
injection timing Large 4
(ßCA)
Full load Intake air pressure
sensor output
Target
injection
15 Water temperature
timing
correction
Light load
Timing Water
Engine speed (rpm) advance (ßCA) temperature
Large
4
Engine speed (rpm)
2. Detection of the actual injection
timing
The detection of the actual injection
Engine
ECU timing is performed through a calcu-
lation based on the engine speed
Speed Detecting actual and crankshaft position signals. As
Correction with injection volume control, the
injection timing
Crankshaft variances that occur in injection tim-
position ing control between pumps are cor-
rected through the use of a
correction resistor or a correction
ROM.
Correction (4/6)
resistor
REFERENCE
Injection start
Injection Timing Detection
Injection pressure
(Nozzle)
The cam plate and the rotor (which generates the NE sig-
nal of the engine speed sensor) rotate in unison. There-
Cam plate fore, the ECU is able to detect the timing when the
movement of plunger plunger moves and an actual injection takes place by way
of the position of the NE signal.
NE signal
(Standard)
- 413
-
To address the phase discrepancy that occurs between
NE signal Phase Discrepancy the actual injection timing and the NE signal due to the
pump A individual variances of the pumps, a correction resister is
used to correct and recognize it as the standard position.
Phase Discrepancy
NE signal
pump B
Compare the NE signal and the TDC signal of the crank-

shaft angle sensor and calculates the injection timinng in
relation to the engine crankshaft angle as being the actual
injection timing.
(1/1)
NE signal
TDC signal
3. Comparison of the target injection
timing and the actual injection tim-
ECU ing
The ECU compares the target injec-
Target injection timing Correction
tion timing and the actual injection
timing and sends timing advance and
timing retard signals to the timing
Injection timing Duty-cycle ratio calculation
TCV
control valve so that the actual injec-
comparison (Timing advance/ timing retard)
tion timing and the target injection
timing match.
(5/6)
Actual injection timing Correction
- 414
-
REFERENCE
Determining Injection Timing
(1/1)
4. Comparison of the target injection
timing and the actual injection tim-
ECU ing
Engine As with the convention EFI-diesel,
speed
Basic Injection the basic injection timing of the com-
timing ECU Injector mon-rail EFI-diesel is determined
Injection
Accelerator determination
timing through the engine speed and the
pedal opening
angle accelerator pedal opening angle, and
by adding a correction value based
on the water temperature and the
Coolant
Correction intake air pressure (volume). The
temperature
value ECU sends injection signals to the
Intake air EDU and advances or retards the
pressure timing to adjust the injection starting
/volume timing.
(6/6)
Starting Control Injection Volume Control During

Starting
The starting injection volume is deter-
mined by adjusting the basic injection
Injection volume volume in accordance with the starter
ECU Basic determination ON signals (ON time) and coolant tem-
injection
Starter signal perature sensor signals.
volume
When the engine is cold, the coolant
temperature will be lower and the injec-
Starting correction
tion volume will be greater.
Water temp.
Low coolant temperature (1/2)
Correction
sensor Injection
volume
High coolant temperature
E/G rpm
- 415
-
To determine the starting injection timing
is corrected in accordance with the
starter signals, water temperature and
engine speed.
When the water temperature is low, if
Starter the engine speed is high, the injection
signal
ECU timing is advanced.
Target injection (2/2)
timing
Coolant correction Injection timing
temp. advance
Low coolant temperature

Engine high engine rpm
speed
Injection Rate Control Split Injection

A radial plunger type pump performs
split injection (two-time injection) when
starting the engine at an extremely low
temperature (or under -10 degrees) to
Spill control valve improve startability and reduce the gen-
0
opening current eration to white and black smoke.
(1/1)
Spill control valve Open
Injection
Cam lift
Nozzle lift 0
Pilot Injection
The common-rail EFI-diesel uses pilot
injection. In the pilot injection system, a
small amount of fuel is initially injected
Injection with pilot Current injection
before the main injection. When the
Pilot injection main injection starts, the fuel that has
Nozzele lift Main injection been injected in advance is already
ignited, enabling the fuel of the main
injection to ignite smoothly.
(1/1)
Cylinder
pressure
- 416
-
Idle Speed Control Idle Speed Control
Based on the signals from the sensors,
the ECU calculates the target speed in
Accelerator pedal ECU accordance with the driving conditions.
opening angle The ECU then compares the target
Target speed calculation
value with the (engine speed) signal
Coolant temp. from the engine speed sensor and con-
trols the actuators(SPV/injector) to regu-
Fuel temp. Vehicle Comparison Injection Actuators
volume (SPV/injector) late the injection volume in order to
correction correct the idle speed.
speed signal
(1/2)
Starter signal Speed detection
Neutral signal Engine speed sensor
A/C switch
Power heater switch
The ECU effects idle-up control (in order to improve the

engine's warm-up performance) during fast idle when the
engine is cold, or during air conditioner/power heater
operations. Also, in order to prevent fluctuations in idle
ECU speed caused by a reduction in engine load that occurs
when the A/C switch is turned off, the volume is automati-
cally corrected before the engine speed fluctuates.
(2/2)
Idle-up control
Prospective control
Idle Vibration Reduction Control Idle Vibration Reduction Control

This control detects the fluctuations in
the engine speed during idle caused by
the variances in the injection pump or
nozzles, and corrects the injection vol-
The injection ume for each cylinder.
volume is corrected Consequently, idle vibration and noise
so that all the t are reduced.
values become (1/1)
equal.
- 417
-
Other Types of Controls Other Types of Controls
1. Engine speed correction control
1.
Symptom:
Increased injection volume due to a rise in the pres-
sure in the pump.
Description of control:
Injection volume reduced according to the engine
Engine speed speed.
ECU
(Engine speed sensor)
2. ECT control
2.
Symptom:
Shocks occurs during shifting.
Shift information Description of control:
Injection volume is reduced during shifting.
(1/4)
ETC E/G
ECU
3. Glow plug control (Axial plunger type pump)

3.
Symptom:
Glow plugs turn ON when starting a cold engine.
Controls glow plug conditions according to the coolant
Water temp. temperature.
ECU
sensor
Glow plug
4.
4. Intake heater control (Radial plunger type pump)
Symptom:
Intake heater turns ON to warm up the intake air when
starting a cold engine.
Controls intake heater conditions according to the
Water temp. Intake coolant temperature.
sensor ECU heater (2/4)
- 418
-
5. Air condition cut control
5. Symptom:
Intake heater turns ON to warm up the intake air when
Vehicle starting a cold engine.
speed Description of control:
sensor Controls glow plug conditions according to the coolant
A/C temperature.
ECU Timer compressor (3/4)
Accelerator
pedal
position
sensor
6. Dulling control
6. Symptom:
Torque fluctuation due to change in the injection vol-
Throttle opening angle ume during acceleration.
(Throttle position sensor) Description of control:

The injection volume is changed gradually immedi-
ately after the accelerator is opened or closed.
ECU (4/4)
Engine speed
(Engine speed sensor)
Accelerator
opening
100
angle
(%)
0
Large
with Control
without Control
volume
Time
- 419
-
Fuel Pressure Control Determining Common-rail Fuel Pres-
sure
A fuel pressure that matches the operat-
ing conditions of the engine is calculated
Basic
injection
ECU according to the actual injection volume
that has been determined based on the
volume Injection signals from the sensors, and the engine
volume
Maximum speed. The ECU sends signals to the
injection SCV to adjust the fuel pressure that is
volume generated by the supply pump.
Determination of
Correction fuel pressure
SCV (1/1)
Engine
speed
REFERENCE
Determining Common-rail Fuel Pres-
MPa sure
Full load
Common-rail fuel
pressure
No load
Engine speed
- 420
-
Injection Volume and Injection Timing Table
Injection Volume and Injection Timing Table
Injection volume control

Basic Maximum injection volume correction
Supply Basic
Engine type maximum
pump type injection Intake air Intake air Water Fuel Fuel
injection Starting
pressure temperature temperature temperature pressure
Axial plunger 1KZ-TE
5L-E
Radial plunger
1HD-FTE (Spilt injection control
when starting)
15B-FTE
1CD-FTV
1KD-FTV
Common-rail
2KD-FTV
1ND-TV
Injection timing control

Injection timing correction
Supply Basic timing
Engine type Water Intake air Intake air
pump type injection Starting
temperature pressure temperature
Axial plunger 1KZ-TE
5L-E
Radial plunger
1HD-FTE
15B-FTE
1CD-FTV
Common-rail 1KD-FTV
2KD-FTV
1ND-TV
Other control
Supply
Engine type ISC Intake shutter
pump type Stable idling Diesel throttle Injection rate
Axial plunger 1KZ-TE Vacuum
5L-E Motor
Radial plunger 1HD-FTE Spilt injection control when starting
15B-FTE Motor
1CD-FTV Motor Pilot injection control
1KD-FTV Motor Pilot injection control

Common-rail
2KD-FTV Motor Pilot injection control
1ND-TV Vacuum Pilot injection control
- 421
-
Diagnosis Diagnostic Functions
As with the EFI system of the gasoline engine, the EFI-
diesel also features a diagnostic MOBD (OBD) function.
The MIL (Malfunction Indicator Lamp) illuminates if a mal-

function is detected in the ECU itself or in the electrical
system.
The area of the malfunction will be indicated by a

DTC(Diagnostic Trouble Code) number. After the mal-
function has been resolved, the MIL will disappear. How-
ever, the DTC will remain stored in the ECU memory.
(1/2)
Check (Test) mode

Diagnosis The diagnosis function consisted of a normal mode and a
check (or test) mode.
While the normal mode performs normal diagnosis, the
check (or test) mode features an increased level of sensi-
Normal mode Check (Test)
mode tivity to detect even more detailed malfunction conditions.
Freeze frame data

Freeze frame data The ECU stores in its memory the conditions of the
engine at the time the malfunction occurred. The condi-
tions that existed at that time can be later retrieved and
reviewed through the use of a hand-held tester.
Fail-safe
Fail-safe The ECU assumes the fail-safe mode if a malfunction
occurs in some of the diagnostic items. This mode initial-
izes the signals to their prescribed values in order to
enable the vehicle to be driven.
(2/2)
DTC (Diagnostic Trouble Code) Dis-

play
Depending on the model, the check con-
nector might come as a DLC or DLC3.
The DTC (Diagnostic Trouble Code) can
be monitored by shorting the terminals
of the connector and counting the num-
ber of blinks. If no malfunctions have
occurred, the number of blinks will corre-
spond to normal conditions.
(1/2)
- 422
-
One of the methods for accessing the DTCs (Diagnostic
Trouble Codes) is to use a hand-held tester.
DLC1
The DTC numbers can be displayed on the hand-held
tester screen.
Check connector
A hand-held tester can be used also for displaying the

conditions of the engine or of the sensor signals (refer-
ence values) in addition to displaying the DTC numbers.
DLC3
Active Test Active Test

During an active test, a diagnostic tester is used for out-
putting commands to the ECU in order to drive the actua-
tors. This test determines the integrity of the system or
parts by monitoring the operation of the actuators or by
reading the engine ECU data.
(1/1)
ECU Actuator
Service Hint Reading the DTC (Diagnostic Trouble Codes)

In the Repair Manual, the detection item, detecting condi-
SST Check connector Hand-held tester tion and trouble area are included for each DTC, so refer
to the Repair Manual when troubleshooting.
(1/1)
DLC3
ON
OFF
- 423
-
Inspection Using a Circuit Tester
Perform an inspection in accordance with the Inspection
Chart for each diagnostic trouble code. The inspection
method is identical to the electronic fuel injection (EFI)
system of a gasoline engine.
ECU inspection
Measuring the voltage and resistance at the ECU/EDU
terminals.
(1/2)
Relay inspection
Measuring the voltage and resistance of the relay termi-
Continuity nals.
Sensor inspection
Measuring the voltage and resistance between the sen-
Battery Ohmmeter sor terminals.
(2/2)
E2G
VG
Air
Voltmeter
Inspection Using a Hand-held Tester

Through the use of a hand-held tester, the conditions of
the ECU, EDU and sensor can be monitored on the
tester.
In the negative test mode, the hand-held tester can acti-
vate the actuators in order to simulate the vehicle's oper-
ating conditions.
(1/2)
Follow the instructions given bellow to clear the

DTCs(Diagnostic Trouble Codes) that are stored in ECU
memory.
Execute "Clear" on the hand-held tester.
Disconnect the specified fuse and the positive terminal for
the battery (this procedure differs from model to model).
(2/2)
- 424
-
Question- 1
The following chart shows the electronic control system of the conventional EFI-diesel system. From the word
group, select the word that corresponds to 1-5 in the chart.
(2) (3)
(1)
ECU (4)

Other controls
Intake
restriction
EGR
Switches Glow plug
(5) control
...etc
Fail-safe
a) EDU b) Diagnosis c) Sensors d) SPV (Spill Control Valve) e) TCV (Timing Control Valve)
Answer: 1. 2. 3. 4. 5.
Question- 2
The following statements pertain to the functions of each sensor.
From the word group, select the sensor that corresponds to each statement.
1. Detects the accelerator opening. 2. Detects the pressurizing conditions of the fuel.
3. Detects the intake manifold pressure. 4. Detects the crankshaft angle reference position.
a) Crankshaft position sensor b) Air flow meter c) Turbo pressure sensor d) Fuel pressure sensor
e) Accelerator sensor f) Fuel temperature sensor
Question- 3
The following graph shows the calculation of the maximum injection volume. When the accelerator depressing
angle is 40%, select the number 1-4 in the graph for proper injection volume.
(CA) 100%
1
2
Injection
3
volume
60%
4 40%
0%
Engine speed
Answer: 1. 2. 3. 4.
- 425
-
Question- 4

The injection volume control function of the ECU calculates the opti-
1 mal injection volume based on the signals received from the sen- True False
sors, and outputs the control signals.
The EFI-diesel system constantly calculates the optimal injection

volume. However, this system cannot correct the changes in the
2 True False
injection volume due to the mechanical variances of the injection
pump.
Question- 5

The injection timing control function outputs a timing advance signal
1 True False
if the target injection timing is earlier than the actual injection timing.
Because the ECU constantly controls the engine idle to a specific

2 speed in accordance with the coolant temperature, the idle speed True False
drops when the air conditioner or the power heater is operated.
The conventional EFI-diesel system provides a pilot injection before True False
3
the main injection in order to realize the smooth ignition of fuel.
Question- 6

In the common-rail EFI-diesel, the actual injection volume is deter-
mined by calculating the fuel pressure that matches the operating
1 True False
conditions of the engine based on the engine speed, and the result-
ing fuel pressure control signals are output to the SCV.
When the ECU detects malfunction in the electrical system, the

2 ECU alerts the driver of the malfunction and stores a DTC (Diagnos- True False
tic Trouble Code).
The sensors can be inspected by measuring the resistance value True False
3
between their terminals.
- 426
-
Diesel Throttle Outline (1CD-FTV/15B-FTE)
The diesel throttle is mounted on the
intake manifold. The throttle valve, which
Diesel throttle control motor
operates independently from the accel-
Throttle valve
erator pedal, uses the diesel throttle
Engine speed signal
control motor (step motor) to regulate
Engine
Water temp. Signal the throttle opening accordance with the
ECU Accelerator pedal position signal signals received from the ECU.
Atmosphere pressure signal Purpose :
1. Ensures an optimal amount of EGR
volume throughout the operating
range by increasing the intake mani-
fold vacuum.
2. Reduces the intake noise and vibra-
tion by closing the throttle valve at
idle.
3. Reduces vibrations by fully closing
the throttle when stopping the engine
in order to reduce the amount of air
intake volume.
(1/2)
Diesel Throttle Operation

1. When the engine is running, the opening of the throttle
is optimally adjusted according to the engine speed,
engine load conditions, and the EGR volume.
2. When the engine is stopped, the throttle closes fully to
shut off the intake of air. By minimizing the compres-
sion in the cylinder, vibrations that occur when stop-
ping the engine are reduced.
(2/2)
REFERENCE
Intake Constrictor Control (1KZ-TE)
Chamber A
Chamber B
The intake constrictor control contains a
Main valve main valve and a sub valve. The main
Accelerator Actuator
pedal valve operates with the accelerator
pedal and the sub valve operates with
Atmosphere
the actuators that function with two
from Vacuum pump
VSVs (VSV1 and VSV2), which operate
in accordance with the signals received
from the ECU.
Sub valve (1/1)
Atmosphere
Throttle position signal

Engine
Engine speed signal
Water temp. signal ECU Ignition switch
- 427
-
Intake Shutter Outline and Operation of Intake Shut-
ter
Actuator The intake shutter is mounted on the
Intake
shutter intake manifold. The intake shutter is
from Vacuum pump fully open when the engine is operating.
To stop the engine, the VSV operates in
Atmosphere accordance with the signals from the
Engine
ECU, and the actuator closes the intake
lgnition switch
ECU shutter. As a result, the amount of vibra-
tion is reduced when the engine is
stopped.
REFERENCE
VSV (Vacuum Switching Valve)
to Actuator Signals received from the ECU cause the VSV to switch
the pressure applied to the actuator between atmospheric
from Vacuum and vacuum pressures.
pump
(1/1)
Atmosphere
EGR (Exhaust Gas Recirculation) EGR (Exhaust Gas Recirculation)

System
Vacuum regulator valve In the EGR system, the ECU controls

Throttle position sensor the vacuum regulator valve based on the
Vacuum Pump
signals that are sent by various sensors,
Engine speed sensor
in order to operate (open and close) the
ECU
Water temp. sensor EGR valve.
This causes a portion of the post-com-
Intake manifold pressure
signal
bustion gases to recirculate through the
Intake
intake manifold to slow down the com-
EGR
valve bustion speed.
Exhaust This lowers the combustion tempera-
Vacuum damper manifold
ture and reduces the generation of nitro-
gen oxides.
Through the adoption of the diesel throt-
tle, it has become possible to increase
the intake manifold pressure in order to
stabilize the EGR volume.
(1/1)
- 428
-
Vacuum Regulator Valve
from Vacuum pump

The vacuum regulator valve operates in accordance with
to EGR valve the signals from the ECU to turn ON/OFF the vacuum
(generated by the vacuum pump) that actuates the EGR
valve.
(1/1)
Atmosphere
EGR Valve
The vacuum that is sent by the vacuum regulator valve
operates (opens and closes) the EGR valve to introduce
the post-combustion gases into the intake manifold.
(1/1)
EGR gas
EGR valve
Intake air
Operation of EGR System

The operation of the EGR is stopped under the conditions listed below in order to ensure drivability and reduce
black smoke.
• When the coolant temperature is low.
• When the vehicle is being driven under high-load conditions.
• When the engine is decelerating (the EGR operates during idle).
• When the vehicle is being driven at high altitudes.
(1/3)
On 15B-FTE and 1HD-FTE engines, the mounting posi-

EGR valve EGR valve tion of the EGR valve has been improved in order to pre-
vent its performance from being affected by the intake air
temperature.
(2/3)
E/G E/G
15B-FTE engine Ordinary engine
- 429
-
On the 15B-FTE engine, a dual construction EGR pipe
has been adopted. The coolant water flows along the out-
side of the pipe to cool the EGR gases. Thus, the intake
air is prevented from being warmed by the EGR gases.
EGR gas (3/3)
In
Out
A
A
Water
A-A cross section
Service Hint Intake Shutter Inspection

To inspect the intake shutter, connect a vacuum gauge to
the diaphragm, and verify that the actuator rod moves
when the specified amount of vacuum is applied to it.
Measure the resistance between the VSV terminals for

the intake shutter.
Ohmmeter (1/1)
Continuity
Diesel Throttle Inspection

An inspection of the diesel throttle consists of an inspec-
tion of the throttle motor.
Remove the throttle motor connector and measure the
resistance between the specified terminals.
(1/1)
- 430
-
Question- 1
1 The EGR volume can be stabilized by regulating the diesel throttle. True False
2 The diesel throttle opens fully to reduce when stopping the engine. True False
While the engine is at idle, the throttle valve of the diesel throttle True False
3
opens wide to stabilize the idle speed.
Question- 2
The following statements pertain to the intake shutter. Mark each of the following statements True or False.
1 Reduces vibrations that occur when stopping the engine. True False
2 The intake shutter is operated by a step motor. True False
3 The intake shutter is operated by a diaphragm. True False
4 The intake shutter is operated by ECU signals. True False
Question- 3
1 The EGR system reduces the generation of nitrogen oxides. True False
An engine that is equipped with a diesel throttle can raise its intake
2 True False
manifold vacuum to stabilize the EGR volume.
The EGR valve is actuated by a motor in accordance with ECU sig-
3 True False
nals.
After the engine has warmed up, the EGR operates at idle. How-
4 ever, when the vehicle is operating at high-load conditions, the oper- True False
ation of the EGR stops to reduce the emission of black smoke.
- 431
-

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[ TEXT BOOK Ⅲ-１ ]

A Basic of Diagnosis Technician

C Diesel Engine & Injection

D Gasoline Engine Control

E Diesel Engine Control System

TOYOTA MOTOR ASIA PACIFIC LTD

C Diesel Engine & Injection Pump

D Gasoline Engine Control System

E Diesel Engine Control System

Voltage and current

Current and resistance

Direct Current and Alternating Current

2. Amperage of a parallel circuit

2. Voltage of a parallel circuit

Function of Capacitor Description

Toyota Electrical Tester Names of Parts

Mode selector switch

Function selector switch

Resistance measurement / Continuity check

Alternating current voltage measure-

Circuit Failures Open Circuit

Identifying the area of a malfunction

Direction of Electromotive Force

speed is constant and the magnetic flux

Principle of the Generator

or opened, the magnetic flux in the coil

a) A. Light-emitting function b) B. Heat-generation function c) C. Magnetic function

a) A. Amperage of a parallel circuit b) B. Voltage of a parallel circuit c) C. Resistance of a series circuit

3. For resistance measurement, set the function selector switch to <5>.

4. For continuity check, set the function selector switch to <5>.

a) A. Poor circuit b) B. Open circuit c) C. Short circuit

1. Measure the battery voltage.

(3) Write the measured value.

When the engine is stopped V

When the engine is running V

2. Measurement of resistance value

Portion of removed bulb V W

3. Test the EFI fuse continuity.

(2) Check the display shows the continuity test mode.

4. Measure the current flowed into the taillight fuse.

No. Question True or False Correct Answers

The amount of the electromotive force is not influenced by the

current to flow from the p-side to the

: line of magnetic force

IC (Integrated Circuit) Description

Analog signal Analog circuit characteristic

Digital signal For example, while the input increases from 0 V to 5 V,

A. Photo diode B. Zener diode

C. Light - emitting diode (LED) D. Ordinary rectifying diode

3. This diode emits light when a current flows in the for-

1. Voltage regulator of alternator 2. High-mounted stop light

3. Solar sensor of air conditioner 4. Water temperature sensor

No. Question True or False Correct Answers

The bulb is turned on in the circuit 1 because the collector current

a) AND gate b) NOT gate c) OR gate d) NOR gate

COROLLA The EWD is as shown at left.

HOW TO USE THIS MANUAL B

E GLOSSARY OF TERMS AND SYMBOLS Glossary of Terms and Symbols

CIRCUIT BREAKER 1. SINGLE FILAMENT SENSOR, SPEED TRANSISTOR