1986 TOYOTA CAMRY V20 spark plugs

The 3S±FE engine is an in±line 4±cylinder engine with the cylinders numbered 1 ± 2 ± 3 ± 4 from the
front.
The crankshaft is supported by 5 bearing inside the crankcase. These bearing are made of aluminum
alloy.
The crankshaft is integrated with 8 weights for balance. Oil holes are placed in the center of the crank-
shaft to supply oil to the connecting rods, bearing, pistons and other components.
This engine's ignition order is 1 ± 3 ± 4 ± 2. The cylinder head is made of aluminum alloy, with a cross
flow type intake and exhaust layout and with pent±roof type combustion chambers. The spark plugs are
located in the center of the combustion chamber.
The intake manifold has 8 independent long ports and utilizes the inertial supercharging effect to im-
prove engine torque at low and medium speeds.
Exhaust and intake valves are equipped with irregular pitch springs made of special valve spring carbon
steel which are capable of functioning no matter what the engine speed.
The intake side camshaft is driven by a timing belt, and a gear on the intake side camshaft engages with
a gear on the exhaust side camshaft to drive it. The cam journal is supported at 5 places between the
valve lifters of each cylinder and on the front end of the cylinder head. Lubrication of the cam journal and
gear is accomplished by oil being supplied through the oiler port in the center of the camshaft.
Adjustment of the valve clearance is done by means of outer shim type system, in which valve adjusting
shims are located above the valve lifters. This permits replacement of the shims without removal of the
camshafts.
The resin timing belt cover is made of 2 pieces. A service hole is provided in the No. 1 belt cover for ad-
justing the timing belt tension.
Piston are made of high temperature±resistant aluminum alloy, and a depression is built into the piston
head to prevent interference with the valves.
Piston pins are the semi±floating type, with the pins fastened to the connecting rods by pressure fitting,
allowing the pistons and pins to float.
The No. 1 compression ring is made of steel and the No. 2 compression ring is made of cast iron. The oil
ring is made of a combination of steel and stainless steel. The outer diameter of each piston ring is
slightly larger than the diameter of the piston and the flexibility of the rings allows them to hug the cylin-
der walls when they are mounted on the piston rings No. 1 and No. 2 work to prevent gas leakage from
the cylinder and oil ring works to clear oil off the cylinder walls to prevent it from entering the combustion
chambers.
The cylinder block is made of cast iron. It has 4 cylinders which are approximately 2 times the length of
the piston stroke. The top of the cylinders is closed off by the cylinder head and the lower end of the cyl-
inders becomes the crankcase, in which the crankshaft is installed. In .addition, the cylinder block con-
tains a water jacket, through which coolant is pumped to cool the cylinders.
The oil pan is bolted onto the bottom of the cylinder block. The oil pan is an oil reservoir made of
pressed steel shoot. A dividing plate is included inside the oil pan to keep sufficient oil in the bottom of
the pan even when the vehicle is tilted. This dividing plate also prevents the oil from making waves when
the vehicle is topped suddenly and thus shifting the oil away from the oil pump suction pipe.
± ENGINE MECHANICALDescription (3S±FE)EM±3

The 2VZ±FE engine has 6 cylinder in a V arrangement at bank of 60°. From the front of the RH bank cylin-
ders are numbered 1 ± 3 ± 5, and from the front of the LH bank cylinders are numbered 2 ± 4 ±r 6. The crankshaft is
supported by 4 bearings inside the crankcase. These bearing are made of copper and lead alloy.
The crankshaft is integrated with 5 weights for balance. Oil holes are placed in the center of the crankshaft for sup-
plying oil to the connecting rods, pistons and other components.
This engine's ignition order is 1 ± 2 ± 3 ± 4 ± 5 ± 6. The cylinder head is made of aluminum alloy, with a cross flow
type intake and exhaust layout and with pent±roof type combustion chambers. The spark plugs are located in the
center of the combustion chambers.
At,the front and rear of the intake port of the intake manifold, a water passage has been provided which connects
the RH and LH cylinder heads.
Exhaust and intake valves are equipped with irregular pitch springs made of special valve spring carbon steel which
are capable of functioning no matter what the engine speed.
The RH and LH intake camshaft are driven by a single timing belt, and a gear on the intake side camshaft engages
with a gear on the exhaust side camshaft to drive it. The cam journal is supported at 5 (intake) or 4
(exhaust) places between the valve liters of each cylinder and on the front end of the cylinder head. Lubrication of
the cam journals and gears is accomplished by oil being supplied through the oiler port in the center of the camshaft.
Adjustment of the valve clearance is done by means of outer shim type system, in which valve adjusting shims are
located above the valve lifters. The permits replacement of the shims without removal of the camshafts.
The timing belt cover is composed of resin type No. 2 and No. 1 above and below the RH mounting bracket.
Piston are made high temperature±resistant aluminum alloy, and a depression is built into the piston head to prevent
interference with the valves.
Piston pins are the semi±floating type, with the pins fastened to the connecting rods by pressure fitting, allowing the
pistons and pins to float.
The No. 1 compression ring is made of steel and the No. 2 compression ring is made±of cast iron. The oil ring is
made of a combination of steel and stainless steel. The outer diameter of each piston ring is slightly larger than the
diameter of the piston and the flexibility of the rings allows them to hug the cylinder walls when they are mounted on
the piston. Compression rings No. 1 and No. 2 work to prevent gas leakage from the cylinder and oil ring works to
clear oil off the cylinder walls to prevent it from entering the combustion chambers.
The cylinder block is made of cast iron with a bank angle of 60°. It has 6 cylinders which are approximately 2
times the length of the piston stroke. The top of the cylinders is closed off by the cylinder heads and the lower end of
the cylinders becomes the crankcase, in which the crankshaft is installed. In addition, the cylinder block contains a
water jacket, through which coolant is pumped to cool the cylinders.
The oil pan is bolted onto the bottom of the cylinder block. The oil pan is an oil reservoir made of pressed steel
sheet. A dividing plate is included inside the oil pan to keep sufficient oil in the bottom of the pan even when the ve-
hicle is tilted. This dividing plate also prevents the oil from making waves when the vehicle is stopped suddenly and
thus shifting the oil away from the oil pump suction pipe.
± ENGINE MECHANICALDescription (2VZ±FE)EM±5

No fuel supply to injector
wNo fuel in tank
wFuel pump no working
wFuel filter clogged
wFuel line clogged or leaking
EFI system problems
Ignition problems
wIgnition coil
wIgniter
wDistributor
Spark plug faulty
High±tension cord disconnected or broken
Vacuum leaks
wPCV line
wEGR line
wIntake manifold
wAir intake chamber
wThrottle body
wISC valve
wBrake booster tine
Pulling in air between air flow meter and
throttle body
Low compression
Spark plug faulty
High±tension cord faulty
Ignition problems
wIgnition coil
wIgniter
wDistributor
Incorrect ignition timing
Vacuum leaks
wPCV line
wEGR line
wIntake manifold
TROUBLESHOOTING
ENGINE OVERHEATING
Inspect coil
Inspect igniter
Inspect distributor
Reset timing
Repair as necessaryInspect plugs
Inspect cords
Repair as necessary Troubleshoot cooling system
Reset timing
Engine will not start/
hard to start
(cranks OK)Cooling system faulty
Incorrect ignition timing
Repair as necessary
Perform spark test Engine will not crank or
cranks slowly
IG±7, 12
IG±8, 12
IG±7, 12
IG±16, 20 Rough idle, stalls or
misses
HARD STARTING
Troubleshoot starting system
Inspect plugs
Inspect cords Troubleshoot EFI system
ROUGH IDLING
Starting system faulty
Check compression Repair as necessary Engine overheats
IG±6, 10
IG±6, 10 IG±6, 10
IG±6, 10 Possible cause
Possible cause Possible cause
Remedy Remedy
Problem
Remedy Problem Problem
IG±5, 9
EM±22Page
Page
Page CO±4
FI±10 ST±2
± ENGINE MECHANICALTroubleshootingEM±6

Spark plug faulty
High±tension cord faulty
Vacuum leaks
wPCV line
wEGR line
wIntake manifold
wAir intake chamber
wThrottle body
wISC valve
wBrake booster line
Pulling in air between air flow meter and
throttle body
Incorrect ignition timing
Incorrect valve clearance
Fuel system clogged
Air cleaner clogged
EFI system problems
Emission control system problem
(cold engine)
wEGR system always on
Engine overheats
Low compression Vacuum leaks (Cont'd)
wAir intake chamber
wThrottle body
wISC valve
wBrake booster line
Pulling in air between air flow meter and
throttle body
Incorrect idle speed
Incorrect valve clearance
EFI system problems
Engine overheats
Low compressionCheck ISC system
Adjust valve clearance
Repair as necessary
Check cooling system
Check compression
Reset timing
Adjust valve clearance
Check fuel system
Check air cleaner
Repair as necessary
ENGINE HESITATES/POOR ACCELERATION
Check EGR system
Check cooling system
Check compressionInspect plugs
Inspect cords
Repair as necessary
ROUGH IDLING (Cont'd)
Rough idle, stalls or
misses (Cont'd)
Engine hesitates/
poor acceleration
EC±8,21
Co±4
EM±22FI±116, 118
EM±11, 15
IG±16, 20
EM±11, 15 Repair as necessary
IG±6, 10
IG±6, 10 Possible causePossible cause
CO±4
EM±22 Remedy Problem
RemedyProblemPage
MA±5Page
± ENGINE MECHANICALTroubleshootingEM±7

Fuel leak
Air cleaner clogged
Incorrect ignition timing
EFI system problems
wInjector faulty
wDeceleration fuel cut system faulty
Idle speed too high
Spark plug faulty
EGR system always on
Low compression
Tires improperly inflated
Clutch slips
Brakes drag
Incorrect idle speed
Incorrect ignition timing
Vacuum leaks
wPCV line
wEGR line
wIntake manifold
wAir intake chamber
wThrottle body
wISC valve
wBrake booster line
EFI system problemsCheck ISC system
Inspect plugs
Check EGR system
Check compression
Inflate tires to proper pressure
Troubleshoot clutch
Troubleshoot brakesRepair as necessary
Check air cleaner
Reset timing
Repair as necessary
EXCESSIVE FUEL CONSUMPTION
Check ISC system
Reset timing
Repair as necessaryFI±116,118
IG±6, 10
EC±8, 21
EM±22
UNPLEASANT ODOR
Poor gasoline
mileage
FI±116, 118
IG±16, 20
Repair as necessaryMA±5
IG±16, 20
Unpleasant odorPossible cause Possible cause
Problem
ProblemRemedy
RemedyPage Page
± ENGINE MECHANICALTroubleshootingEM±9

ENGINE TUNE±UP
INSPECTION OF ENGINE COOLANT
(See steps 1 and 2 on page CO±4)
INSPECTION OF ENGINE OIL
(See steps 1 and 2 on page LU±6)
INSPECTION OF BATTERY
(See steps 1 and 2 on page CH±3)
Standard specific gravity:
1.25 ±1.27 when fully charged at 2O°C (68°F)
INSPECTION OF AIR FILTER
(See step 3 on page MA±5)
INSPECTION OF HIGH±TENSION CORDS
(See page IG±6 or 10)
Maximum resistance: 25 kW per cord
INSPECTION OF SPARK PLUGS (3S±FE)
(See page IG±6)
Correct electrode gap: 1.1 mm (0.043 in.)
Recommended spark plugs:
ND Q16R±U11
NGK BCPR5EY11
INSPECTION OF SPARK PLUGS (2VZ±FE)
(See page IG±10)
Correct electrode gap of new plug:
1.1 mm (0.043 in.)
Maximum electrode gap: 1.3 mm (0.051 in.)
Recommended spark plugs:
ND P020R
NGK BCPR6EP11
INSPECTION OF ALTERNATOR DRIVE BELT
(See step 3 on page CH±3)
Drive belt tension:
3S±FE w/ A/C New belt 175 +5 Ib
Used belt 130 +10 Ib
w/o A/C New belt 125 +25 Ib
Used belt 95 +20 Ib
2VZ±FE New belt 175 +5 Ib
Used belt 115 +20 Ib
± ENGINE MECHANICALEngine Tune±UpEM±10

COMPRESSION CHECK
HINT: If there is lack of power, excessive oil consumption or
poor fuel economy, measure the compression pressure.
1. WARM UP AND STOP ENGINE
Allow the engine to warm up to normal operating tempera-
ture.
2. DISCONNECT COLD START INJECTOR CONNECTOR
3. DISCONNECT DISTRIBUTOR CONNECTOR
4. REMOVE SPARK PLUGS (See page IG±6 or 11)
5. CHECK CYLINDER COMPRESSION PRESSURE
(a) Insert a compression gauge into the spark plug hole.
(b) Fully open the throttle.
(c) While cranking the engine, measure the compression pres-
sure.
HINT: Always use a fully charged battery to obtain engine
speed of 250 rpm or more.
(d) Repeat steps (a) through (c) for each cylinder.
NOTICE: This measurement must be in as short a time
as possible.
Compression pressure:
12.5 kg±cm
2 (178 psi, 1,226 kPa) or more
Minimum pressure:
10.0 kg/cm
2 (142 psi, 981 kPa)
Difference between each cylinder:
1.0 kg/cm
2 (14 psi, 98 kPa) or less
(e) if the cylinder compression in one or more cylinders is low,
pour a small amount of engine oil into the cylinder through
the spark plug hole and repeat steps (a) through (e) for cyl-
inders with low compression.
wIf adding oil helps the compression chances are that the pis-
ton rings and/or cylinder bore are worn or damaged.
wIf pressure stays low, a valve may be sticking or seating is im-
proper, or there may be leakage past the gasket.
6. REINSTALL SPARK PLUGS (See page IG±7 or 11)
Torque: 180 kg±cm 0 3 ft±Ib, 18 N±m)
7. RECONNECT DISTRIBUTOR CONNECTOR
8. RECONNECT COLD START INJECTOR CONNECTOR
± ENGINE MECHANICALCompression CheckEM±22

9. SLIGHTLY JACK UP ENGINE
.
Raise the engine enough to remove the weight from the en-
gine mounting on the right side.
10. REMOVE ENGINE RH MOUNTING INSULATOR AND
BRACKET
(a) (2WD)
Remove the four nuts, bolt and mounting insulator.
(b) (4WD)
Remove through bolt, two nuts and mounting insulator.
(c) Remove the three bolts and mounting bracket.
11. REMOVE SPARK PLUGS (See page IG±6)
13. SET NO.1 CYLINDER TO TDC/COMPRESSION
(a) Turn the crankshaft pulley and align its groove with the tim-
ing mark º0º of the No. 1 timing belt cover. (4WD)
Remove the bolt, nut, ground strap and mounting
stay.
12. REMOVE No.2 TIMING BELT COVER
Remove the five bolts, belt cover and gaskets.
± ENGINE MECHANICALTiming Belt (3S±FE)EM±24