1996 TOYOTA T100 width

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− PREPARATIONSUPPLEMENTAL RESTRAINT SYSTEM
PP−11 5
1996 TOYOTA T100 (RM449U)
EQUIPMENT
Torque wrench
Bolt: Length: 35mm (1.38 in.) Pitch: 1.0 mm (0.039 in.)
Diam.: 6.0 mm (0.236 in.)Airbag disposal
Tire Width: 185 mm (7.28 in.) Inner diam.: 360 mm (14.17 in.)Airbag disposal
Tire with disc wheel Width: 185 mm (7.28 in.)
Inner diam.: 360 mm (14.17 in.)Airbag disposal
vinyl bagAirbag disposal

Downloaded from www.Manualslib.com manuals search engine SS092−01
SS−4
− SERVICE SPECIFICATIONSENGINE MECHANICAL (3RZ−FE)
178 Author: Date:
1996 TOYOTA T100 (RM449U)
ENGINE MECHANICAL (3RZ−FE)
SERVICE DATA
Valve
clearance
(Cold)Intake
Exhaust0.15 − 0.25 mm (0.006 − 0.010 in.)
0.25 − 0.35 mm (0.010 − 0.014 in.)
Ignition timing3 − 7° BTDC @ idle
Idle speed650 − 750 rpm
Compression
pressureat 250 rpm STD
Minimum
Difference of pressure between each cylinder1,230 kPa (12.5 kgf/cm2, 178 psi) or more
880 kPa (9.0 kgf/cm2, 127 psi)
98 kPa (1.0 kgf/cm2, 14 psi) or less
Cylinder headWarpage
Cylinder block side Maximum
Manifold sideMaximum
Valve seat
Refacing angleIntake
Exhaust
Contacting angle
Contacting width
Valve guide bushing bore diameter STD
O/S 0.05
Cylinder head bolt outside diameter STD
Minimum
0.05 mm (0.0020 in.)
0.10 mm (0.0039 in.)
30°, 45°, 60°
45°, 60°
45°
1.0 − 1.4 mm (0.039 − 0.055 in.)
11.000 − 11.027 mm (0.4331 − 0.4341 in.)
11.050 − 11.077 mm (0.4350 − 0.4361 in.)
10.76 − 10.97 mm (0.4236 − 0.4319 in.)
10.40 mm (0.4094 in.)
Valve guide
bushingInside diameter
Protrusion height
Replacing temperature (Cylinder head side)6.010 − 6.030 mm (0.2366 − 0.2374 in.)
8.2 − 8.6 mm (0.323 − 0.339 in.)
80 − 100°C (176 −212°F)
ValveValve overall length STD Intake
Exhaust
Minimum Intake
Exhaust
Valve face angle
Stem diameterIntake
Exhaust
Stem oil clearance STD Intake
Exhaust
Minimum Intake
Exhaust
Margin thickness STD
Minimum103.45 mm (4.0728 in.)
103.60 mm (4.0787 in.)
102.95 mm (4.0531 in.)
103.10 mm (4.0590 in.)
44.5°
5.970 − 5.985 mm (0.2350 − 0.2356 in.)
5.965 − 5.980 mm (0.2348 − 0.2354 in.)
0.025 − 0.060 mm (0.0010 − 0.0024 in.)
0.030 − 0.065 mm (0.0012 − 0.0026 in.)
0.08 mm (0.0031 in.)
0.10 mm (0.0039 in.)
1.0 mm (0.039 in.)
0.5 mm (0.020 in.)
Valve springDeviation Maximum
Installed tension at 37.5 mm (1.406 in.)2.0 mm (0.079 in.)
177 − 204 N (18.0 − 20.0 kgf, 45.9 − 39.7 lbf)
Valve lifterLifter diameter
Lifter bore diameter
Oil clearance STD
Maximum30.966 − 30.976 mm (1.1578 − 1.2195 in.)
31.000 − 31.016 mm (1.2205 − 1.2211 in.)
0.024 − 0.055 mm (0.0009 − 0.0022 in.)
0.07 mm (0.0028 in.)
ManifoldWarpageMaximum Intake
Exhaust0.20 mm (0.0078 in.)
0.50 mm (0.0197 in.)
Air intake
chamberWarpage Maximum0.20 mm (0.0078 in.)

Downloaded from www.Manualslib.com manuals search engine SS00O−07
− SERVICE SPECIFICATIONSENGINE MECHANICAL (5VZ−FE)
SS−9
183 Author: Date:
1996 TOYOTA T100 (RM449U)
ENGINE MECHANICAL (5VZ−FE)
SERVICE DATA
Compression
pressureat 250 rpm STD
Minimum
Difference of pressure between each cylinder1,200 kPa (12.2 kgf/cm2, 174 psi)
1,000 kPa (10.2 kgf/cm2, 145 psi)
100 kPa (1.0 kgf/cm2, 15 psi) or less
Valve
clearanceat cold Intake
Exhaust
Adjusting shim for repair part Mark 2.500
Mark 2.550
Mark 2.600
Mark 2.650
Mark 2.700
Mark 2.750
Mark 2.800
Mark 2.850
Mark 2.900
Mark 2.950
Mark 3.000
Mark 3.050
Mark 3.100
Mark 3.150
Mark 3.200
Mark 3.250
Mark 3.3000.13 − 0.23 mm (0.006 − 0.009 in.)
0.27 − 0.37 mm (0.011 − 0.014 in.)
2.500 mm (0.0984 in.)
2.550 mm (0.1004 in.)
2.600 mm (0.1024 in.)
2.650 mm (0.1043 in.)
2.700 mm (0.1063 in.)
2.750 mm (0.1083 in.)
2.800 mm (0.1102 in.)
2.850 mm (0.1122 in.)
2.900 mm (0.1142 in.)
2.950 mm (0.1161 in.)
3.000 mm (0.1181 in.)
3.050 mm (0.1201 in.)
3.100 mm (0.1220 in.)
3.150 mm (0.1240 in.)
3.200 mm (0.1260 in.)
3.250 mm (0.1280 in.)
3.300 mm (0.1299 in.)
Ignition timingw/ Terminals TE1 and E1 connected of DLC18 − 12° BTDC @ idle
Idle speed−700 ± 50 rpm
Intake manifold
vacuumat idle speed60 kPa (450 mmHg, 17.7 in.Hg) or more
Timing belt
tensionerProtrusion from housing side10.0 − 10.8 mm (0.394 − 0.425 in.)
Cylinder headWarpage Maximum
Valve seat
Refacing angle
Contacting angle
Contacting width
Valve guide bushing bore diameter STD
O/S 0.050.10 mm (0.039 in.)
30°, 45°, 60°
45°
1.0 − 1.4 mm (0.039 − 0.055 in.)
10.985 − 11.027 mm (0.4325 − 0.4341 in.)
11.050 − 11.077 mm (0.4350 − 0.4361 in.)
Valve guide
bushingInside diameter
Outside diameter for repair part STD
O/S 0.056.010 − 6.030 mm (0.2366 − 0.2374 in.)
11.033 − 11.044 mm (0.4344 − 0.4348 in.)
11.083 − 11.094 mm (0.4363 − 0.4368 in.)
ValveValve overall length STD Intake
Exhaust
Minimum Intake
Exhaust
Valve face angle
Stem diameterIntake
Exhaust
Stem oil clearance STD Intake
Exhaust
Maximum Intake
Exhaust
Margin thickness STD
Minimum95.15 mm (3.7461 in.)
94.90 mm (3.7362 in.)
94.60 mm (3.7244 in.)
94.40 mm (3.7165 in.)
44.5°
5.970 − 5.985 mm (0.2350 − 0.2356 in.)
5.965 − 5.980 mm (0.2348 − 0.2354 in.)
0.025 − 0.060 mm (0.0010 − 0.0024 in.)
0.030 − 0.065 mm (0.0012 − 0.0026 in.)
0.08 mm (0.0031 in.)
0.10 mm (0.0039 in.)
1.0 mm (0.039 in.)
0.5 mm (0.020 in.)

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− SERVICE SPECIFICATIONSCLUTCH
SS−41
215 Author: Date:
1996 TOYOTA T100 (RM449U)
CLUTCH
SERVICE DATA
Pedal height from flower panel154.6 − 164.6 mm (6.087 − 6.480 in.)
Pedal height from asphalt sheet Extra Cab (4WD)150.1 − 160.1 mm (5.909 − 6.303 in.)
Pedal height from asphalt sheet Others153.1 − 163.1 mm (6.027 − 6.421 in.)
Push rod play at pedal top1.0 − 5.0 mm (0.039 − 0.197 in.)
Pedal freeplay5.0 − 15.0 mm (0.197 − 0.591 in.)
Clutch release point from pedal full stroke end position25 mm (0.98 in.) or more
Clutch start switch ON−OFF Stroke5.0 ± 0.5 mm (0.197 ± 0.020 in.)
Slotted spring pin protrusion1.5 − 3.5 mm (0.059 − 0.138 in.)
Disc rivet head depth Min.0.3 mm (0.012 in.)
Disc runoutMax.0.8 mm (0.031 in.)
Flywheel runout Max.0.1 mm (0.004 in.)
Diaphragm spring finger wear Max. depth0.6 mm (0.024 in.)
Diaphragm spring finger wear Max. width5.0 mm (0.197 in.)
Diaphragm spring tip non−alignmentMax.0.5 mm (0.020 in.)

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DLC3 DI−4
− DIAGNOSTICSENGINE (3RZ−FE)
1996 TOYOTA T100 (RM449U)
The 2 trip repeats the same mode a 2nd time (How-
ever, the ignition switch must be turned OFF be-
tween the 1st trip and 2nd trip.).
Freeze frame data:
Freeze frame data records the engine condition
when a misfire (DTCs P0300 − P0304) or fuel trim
malfunction (DTCs P0171, P0172) or other mal-
function (first malfunction only), is detected.
Because freeze frame data records the engine
conditions (fuel system, calculator load, engine
coolant temperature, fuel trim, engine speed, ve-
hicle speed, etc.) when the malfunction is detected,
when troubleshooting it is useful for determining
whether the vehicle was running or stopped, the en-
gine warmed up or not, the air−fuel ratio lean or rich,
etc. at the time of the malfunction.
Priorities for troubleshooting:
If troubleshooting priorities for multiple DTCs are given in the
applicable DTC chart, these should be followed.
If no instructions are given troubleshoot DTCs according to the
following priorities.
(1) DTCs other than fuel trim malfunction (DTCs
P0171, P0172), EGR (DTCs P0401, P0402), and
misfire (DTC P0300 − P0304).
(2) Fuel trim malfunction (DTCs P0171, P0172), and
EGR (DTCs P0401, P0402).
(3) Misfire (DTCs P0300 ∼ P0304).
(b) Check the DLC3.
The vehicle’s ECM uses V.P.W. (Variable Pulse Width) for
communication to comply with SAE J1850. The terminal
arrangement of DLC3 complies with SAE J1962 and
matches the V.P.W. format.
Terminal No.Connection / Voltage or ResistanceCondition
2Bus  Line / Pulse generationDuring transmission
4Chassis Ground ↔ Body Ground / 1 Ω or lessAlways
5Signal Ground ↔ Body Ground / 1 Ω or lessAlways
16Battery Positive ↔ Body Ground / 9 − 14 VAlways

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IG Switch
(M/T)(A/T)
23ECM
E7 E7 1
AM2
IA3
8W−RW−R
8
2
27
B−R
R−L
W Battery
IE1R/B No.2B−R
B−R
25 V
Tr
1
20
317
E7 E7 14B−L
B−Y2
1 Tr
2
3 4
Tachometer To To
Spark plug
B−W
Igniter IgnitionCoil
IGT
IGF 5
− DIAGNOSTICSENGINE (3RZ−FE)
DI−103
1996 TOYOTA T100 (RM449U)
DTC P1300 Ignition Circuit Malfunction
CIRCUIT DESCRIPTION
The ECM determines the ignition timing, turns on Tr1 at a predetermined angle (°CA) before the desired igni-
tion timing and outputs an ignition signal (IGT) ”1” to the igniter.
Since the width of the IGT signal is constant, the dwell angle control circuit in the igniter determines the time
the control circuit starts primary current flow to the ignition coil based on the engine rpm and ignition timing
one revolution ago, that is, the time the Tr
2 turns on.
When it reaches the ignition timing, the ECM turns Tr
1 off and outputs the IGT signal ”0”.
This turns Tr
2 off, interrupting the primary current flow and generating a high voltage in the secondary coil
which causes the spark plug to spark. Also, by the counter electromotive force generated when the primary
current is interrupted, the igniter sends an ignition confirmation signal (IGF) to the ECM. The ECM stops fuel
injection as a fail safe function when the IGF signal is not input to the ECM.
DTC No.DTC Detecting ConditionTrouble Area
P1300No IGF signal to ECM for 4 consecutive IGT signal during
engine runningOpen or short in IGF or IGT circuit from igniter to ECM
Igniter
ECM
WIRING DIAGRAM
DI0U1−03

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DLC3 DI−130
− DIAGNOSTICSENGINE (5VZ−FE)
1996 TOYOTA T100 (RM449U)
The diagnosis system operates in normal mode
during normal vehicle use. It also has a check mode
for technicians to simulate malfunction symptoms
and troubleshoot. Most DTCs use 2 trip detection
logic* to prevent erroneous detection, and ensure
thorough malfunction detection. By switching the
ECM to check mode when troubleshooting, the
technician can cause the MIL to light up for a mal-
function that is only detected once or momentarily
(TOYOTA hand−held tester only).
*2 trip detection logic: When a logic malfunction is
first detected, the malfunction is temporarily stored
in the ECM memory. If the same malfunction is de-
tected again during the 2nd drive test, this 2nd
detection causes the MIL to light up.
The 2 trip repeats the same mode a 2nd time. (How-
ever, the ignition switch must be turned OFF be-
tween the 1st trip and 2nd trip.)
Freeze frame data:
Freeze frame data records the engine condition
when a misfire (DTCs P0300 − P0306) or fuel trim
malfunction (DTCs P0171, P0172) or other mal-
function (first malfunction only), is detected.
Because freeze frame data records the engine
conditions (fuel system, calculator load, engine
coolant temperature, fuel trim, engine speed, ve-
hicle speed, etc.) when the malfunction is detected,
when troubleshooting it is useful for determining
whether the vehicle was running or stopped, the en-
gine warmed up or not, the air−fuel ratio lean or rich,
etc. at the time of the malfunction.
Priorities for troubleshooting:
If troubleshooting priorities for multiple DTCs are given in the
applicable DTC chart, these should be followed.
If no instructions are given troubleshoot DTCs according to the
following priorities.
(1) DTCs other than fuel trim malfunction (DTCs
P0171, P0172), EGR (DTCs P0401, P0402) and
misfire (DTCs P0300 − P0306).
(2) Fuel trim malfunction (DTCs P0171, P0172) and
EGR (DTCs P0401, P0402).
(3) Misfire (DTCs P0300 − P0306).
(b) Check the DLC3
The vehicle’s ECM uses V.P.W. (Variable Pulse Width) for
communication to comply with SAE J1850. The terminal
arrangement of DLC3 complies with SAE J1962 and
matches the V.P.W. format.

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DI−266
− DIAGNOSTICSAUTOMATIC TRANSMISSION
1996 TOYOTA T100 (RM449U)
The diagnosis system operates in normal mode
during normal vehicle use, and also has a check
mode for technicians to simulate malfunction symp-
toms and perform troubleshooting. Most DTCs use
2 trip detection logic(*) to prevent erroneous detec-
tion. By switching the ECM to check mode when
troubleshooting, the technician can cause the MIL
to light up and for a malfunction that is only detected
once or momentarily (TOYOTA hand−held tester)
(See page DI−265).
*2 trip detection logic:
When a logic malfunction is first detected, the mal-
function is temporarily stored in the ECM memory.
If the same malfunction is detected again during the
2nd test drive, this 2nd detection causes the MIL to
light up.
(b) Inspect the DLC3.
The vehicle’s ECM uses the V.P.W. (Variable Pulse Width)
for communication to comply with SAE J1850. The termi-
nal arrangement of DLC3 complies with SAE J1962 and
matches the V.P.W. format.
Terminal No.Connection / Voltage or ResistanceCondition
2Bus  Line / Pulse generationDuring communication
4Chassis Ground ↔ Body / 1 Ω or lessAlways
5Signal Ground ↔ Body / 1 Ω or lessAlways
16Battery Positive ↔ Body / 9 − 14 VAlways
HINT:
If your display shows ”UNABLE TO CONNECT TO VEHICLE”
when you have connected the cable of OBD II scan tool or TOY-
OTA hand−held tester to DLC3, turned the ignition switch ON
and operated the scan tool, there is a problem on the vehicle
side or tool side.
If communication is normal when the tool is connected to
another vehicle, inspect DLC3 on the original vehicle.
If communication is still not possible when the tool is con-
nected to another vehicle, the problem is probably in the
tool itself, so consult the Service Department listed in the
tool’s instruction manual.