1986 TOYOTA CAMRY V20 spark plugs replace

Check that there is specified voltage between ECU terminal VF
and body ground.
Check for suction of air into exhaust
system.Check wiring between ECU terminal E1 and body ground.
Check wiring between oxygen sensors and
ECU connectors.There is no voltage between ECU terminals VF and E1.
Check for air leak from air intake system.
Check distributor and ignition system.
Check operation of oxygen sensors. Check cold start injector±.
Replace oxygen sensors.* Rich malfunction only Check fuel pressure.
Check air flow meter.Check spark plugs.Repair or replace.
Repair air suction.
Repair or replace.
Repair or replace. Repair or replace.
Repair or replace.
Repair or replace. Repair or replace. Try another ECU.
Check injectors.
System normal.Repair air leak.
Repair wiring. BAD
BADBADBADBAD
BADBAD
BAD BADBAD
BAD
± EFI SYSTEMTroubleshooting with Volt OhmmeterFI±48

Check that there is specified voltage between ECU terminals VF
and body ground. ¿ There is no voltage between ECU terminals VF and E 1.
Check wiring between ECU terminal E i and body ground.
Check for suction of air into exhaust system.
Check wiring between oxygen sensors and
ECU connectors. ¿¿ Check operation of oxygen sensors.Check for air leak from air intake system.
Check cold start injector.Check distributor and ignition system.
Replace oxygen sensors.* Rich malfunction only Check fuel pressure.
Check air flow meter.Check spark plugs.Repair air suction.
Repair or replace. Repair or replace_Repair or replace.
Repair or replace.
Repair or replace.Repair or replace.
Repair or replace. Try another ECU.
Check injectors.
System normal.Repair air leak.
Repair wiring. BAD
BAD
BADBADBAD BAD
BAD
BAD
BAD BADBAD
± EFI SYSTEMTroubleshooting with Volt OhmmeterFI±66

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

ON±VEHICLE INSPECTION (3S±FE)
SPARK TEST
CHECK THAT SPARK OCCURS
(a) Disconnect the high±tension cords from the spark plugs.
(b) Remove the spark plugs.
(c) Install the spark plugs to each high±tension cord.
(d) Ground the spark plug.
(e) Check if spark occurs while engine is being cranked.
HINT: To prevent gasoline from being injected from injectors
during this test, crank the engine for no more than 1
± 2 seconds at a time.
If the spark does not occurs, perform the test as follows:
CHECK RESISTANCE OF IGNITION COIL
(See page IG±7)
Resistance (Cold):
Primary 0.38 ± 0.46


Secondary 7.7 ± 10.4 k

CHECK POWER SUPPLY TO IGNITION
COIL AND IGNITER
1. Ignition switch turn to ON.
2. Check that there is battery voltage at
ignition coil positive (+) terminal. CHECK RESISTANCE OF HIGH±TENSION
CORD (See page IG±6)
Maximum resistance: 25 k
per cord
CHECK RESISTANCE OF SIGNAL
GENERATOR (PICKUP COIL) (See page
IG±8) Resistance: 140 ± 180


CHECK AIR GAP OF DISTRIBUTOR
(See page IG±7)
Air gap: 0.2 mm (0.008 in.) or moreCHECK CONNECTION OF IGNITION
COIL, IGNITER AND DISTRIBUTOR
CONNECTORS
Check wiring between ignition switch
to ignition coil and igniter.
Replace the distributor housing
assembly.
Replace the distributor housing
assembly.Replace the ignition coil.
TRY ANOTHER IGNITERReplace the cord(s). Connect securely. SPARK TEST
BAD BAD
BAD
BAD BAD
BAD
± IGNITION SYSTEMON±Vehicle Inspection (3S±FE)IG±5

2. INSPECT HIGH±TENSION CORD RESISTANCE
Using an ohmmeter, measure the resistance without discon-
necting the distributor cap.
Maximum resistance: 25 k

per cord
If the resistance is greater than maximum, check the termi-
nals. If necessary, replace the high±tension cord and/
or distributor cap.
3. VISUALLY INSPECT SPARK PLUGS
Check the spark plug for electrode wear, thread damage or
insulation damage.
If abnormal, replace the spark plug.
Recommended spark plug: ND Q1 6R±U11
NGK6CPR5EY11
INSPECTION OF HIGH±TENSION
CORDS
1. CAREFULLY REMOVE HIGH±TENSION CORDS BY
THEIR RUBBER BOOTS FROM SPARK PLUGS
NOTICE: Pulling on or bending the cords may damage the
conductor inside.
INSPECTION OF SPARK PLUGS
1. REMOVE SPARK PLUGS
Using a 16 mm plug wrench, remove the spark plug.
2. CLEAN SPARK PLUG
Using a spark plug cleaner or wire brush, clean the spark
plug.
± IGNITION SYSTEMOn±Vehicle Inspection (3S±FE)IG±6

INSPECTION OF DISTRIBUTOR
1. INSPECT AIR GAP
Using a feeler gauge, measure the gap between the signal
rotor and pickup coil projection.
Air gap: 0.2 mm (0.008 in.) or more
If the air gap is not as specified, replace the distributor
housing assembly.INSPECTION OF IGNITION COIL
1. INSPECT PRIMARY COIL RESISTANCE
Using an ohmmeter, measure the resistance between posi-
tive (+) and negative (±) terminals.
Primary coil resistance (Cold): 0.38 ± 0.46

If the resistance is not as specified, replace the ignition coil.
2. INSPECT SECONDARY COIL RESISTANCE
Using an ohmmeter, measure the resistance between the
positive (+) and high±tension terminals.
Secondary coil resistance (Cold): 7.7 ±10.4 k


If the resistance is not as specified, replace the ignition coil.4. ADJUST ELECTRODE GAP
Carefully bend the outer electrode to obtain the correct elec-
trode gap.
Correct electrode plug: 1.1 mm (0.043 in.)
5. INSTALL SPARK PLUGS
Using a 16 mm plug wrench, install the spark plug.
Torque: 180 kg±cm (13 ft±lb, 18 N±m)
± IGNITION SYSTEMOn±Vehicle Inspection (3S±FE)IG±7

INSPECTION OF SPARK PLUGS
NOTICE:
wNever use a wire brush for cleaning
wNever attempt to adjust the electrode gap on used
spark plug.
wSpark plug should be replaced every 100,000 km
I60,000 miles).
6. If not using a megger:
(a) Quickly race the engine to 4,000 rpm five times.
(b) Remove the spark plug.
(See step 2 on page IG±11)
(C) Visually check the spark plug.
If the electrode is dry ... Okay
If the electrode is wet ... Proceed to step 3 INSPECTION OF HIGH±TENSION CORDS
1. CAREFULLY REMOVE HIGH±TENSION CORDS BY
THEIR RUBBER BOOTS FROM SPARK PLUGS
NOTICE: Pulling on or bending the cords may damage the
conductor inside.
1. INSPECT ELECTRODE
A. If using a megger (insulation resistance motor):
Measure the insulation resistance.
Correct insulation resistance: 10 M

or more
If the resistance is less than specified, proceed step 2. 2. INSPECT HIGH±TENSION CORD RESISTANCE
Using an ohmmeter, measure the resistance.
Maximum resistance: 25 k

per cord
If the resistance is greater than maximum, replace the high±
tension cord.
± IGNITION SYSTEMOn±Vehicle Inspection (2VZ±FE)IG±10