2000 TOYOTA CAMRY fuel type

NEW FEATURES Ð 5S-FNE ENGINE
NEW FEATURES
6
5S-FNE ENGINE
DESCRIPTION
The 5S-FNE engine is a new engine that uses CNG (Compressed Natural Gas) as fuel, which has been
developed based on the 5S-FE gasoline engine.
The main component of natural gas is methane (CH
4), which has fewer carbons (C) than gasoline (mean
molecular formula: C
7.5H13.4). Therefore, the amount of CO2 discharged by this engine is approximately
70% that of the gasoline engine. Furthermore, this engine achieves low-emission operation by precisely
controlled air-fuel ratio and using special catalysts for the CNG application.
However, because the fuel is in the gaseous form, its volumetric efficiency is low, causing lower power
output if this fuel is used in the base engine.
Therefore, the 5S-FNE engine has adopted the following features: a high compression ratio, the intake
valves with early closed timing, the intake and exhaust valves with increased lift, a low back pressure muffler
made possible by the 2-way exhaust system, injectors for gaseous fuel, and a catalytic converter designed
exclusively for CNG application. At the same time, precision air-fuel ratio control is effected through the
use of the air-fuel ratio sensor* and the heater oxygen sensor, thus achieving the level of performance that
is equivalent to the base engine. Moreover, this engine realizes extremely low emissions and restoring engine
torque.
*: Already adopted on the California specification 5S-FE engine.

Specifications 
Item
5S-FNE Engine5S-FE Engine
No. of Cyls. & Arrangement4-Cylinder, In-Line
Valve Mechanism16-Valve DOHC,
Belt & Gear Drive
Combustion CamberPentroof Type
ManifoldsCross-Flow
Fuel SystemSFI
Displacement cm3 (cu. in.)2164 (132.0)
Bore
Stroke mm (in.)87.0
91.0 (3.43
3.58)
Compression Ratio11.0 : 19.5 : 1
Max. Output [SAE-NET]88 kW @ 5200 rpm
(118 HP @ 5200 rpm)
99 kW @ 5200 rpm
(133 HP @ 5200 rpm)
97 kW @ 5200 rpm*
(130 HP @ 5200 rpm)*
Max. Torque [SAE-NET]178 N´m @ 2400 rpm
(131 ft´lbf @ 2400 rpm)
199 N´m @ 4400 rpm
(147 ft´lbf @ 4400 rpm)
197 N´m @ 4400 rpm*
(145 ft´lbf @ 4400 rpm)*
IntakeOpen35 BTDC
Valve
IntakeClose385 ABDC435 ABDCValve
Timing
ExhaustOpen455 BBDCExhaustClose35 AT D C
Fuel Octane Number RON13091
Oil GradeAPI SJ EC or ILSAC
*: California Specification Models

NF
NEW FEATURES Ð 5S-FNE ENGINE19
ENGINE CONTROL SYSTEM
1. General
An engine control system based on the 5S-FE engine has been adopted. The knock sensor has been discontin-
ued because natural gas has a high octane value and is less susceptible to knocking.
The engine control system of 5S-FNE and 5S-FE engines are compared below.
System
Outline5S-FNE5S-FE
SFI
Sequential
A D-type SFI system is used, which indirectly detects
intake air volume by manifold absolute pressure sensor.
Sequential
Multiport Fuel
Injection
The fuel injection system is a sequential multiport fuel
injection system.
Ignition timing is determined by the ECM based on sig-
nals from various sensors.
ESA
Electronic Spark
AdvanceThe ECM corrects the ignition timing in response to en-
gine knocking in accordance with the signals received
from the knock sensor.
Ð
Advance
Torque control correction during gear shifting had been
used to minimize the shift shock.*1
IAC
(Idle Air Control)A rotary solenoid type IAC valve controls the fast idle
and idle speeds.
(1-Coil Type
Built-in Driver)(2-Coil Type)
Fuel Pump ControlFuel pump operation is controlled by signal from the
ECM.Ð
Fuel Cut-Off
Control
The fuel shutoff valves for the fuel tank, fuel pressure
regulator, and delivery pipe are shut off to stop the sup-
ply of fuel when the ignition switch is turned OFF or
during abnormal conditions (such as engine stalling,
SRS airbag deployed, etc.).
Ð
Oxygen Sensor
and Air Fuel Ratio
Sensor
Heater ControlMaintains the temperature of the oxygen sensor and air
fuel ratio sensor at an appropriate level to increase accu-
racy of detection of the oxygen concentration in the ex-
haust gas.
*2
EGR Cut-Off
ControlCuts off EGR according to the engine condition to
maintain drivability of the vehicle and durability of the
EGR components.

Evaporative
Emission ControlThe ECM controls the purge flow of evaporative emis-
sions (HC) in the charcoal canister in accordance with
engine conditions.
Ð
Air Conditioning
Cut-Off ControlBy turning the air conditioning compressor ON or OFF
in accordance with the engine condition, drivability is
maintained.
*3*3
When the ECM detects a malfunction, the ECM diag-
noses and memorized the failed section.
DiagnosisThe diagnosis system includes a function that detects a
malfunction in the evaporative emission control sys-
tem.
Ð
Fail-Safe
When the ECM detects a malfunction, the ECM stops
or controls the engine according to the data already
stored in memory.

*1: Only for Automatic Transaxle Model
*
2: Air fuel ratio sensor only for California specification model.
*
3: The air conditioning magnet clutch controled by the ECM

NF
NEW FEATURES Ð A140E AUTOMATIC TRANSAXLE AND BRAKES
A140E AUTOMATIC TRANSAXLE
DESCRIPTION
As in the 5S-FE engine model, the A140E automatic transaxle is used on the 5S-FNE engine model.
The gear ratio of the differential has been lowered to accommodate the performance of the 5S-FNE engine
and to ensure fuel economy.

Specifications 
Item
5S-FNE Engine5S-FE Engine
1st2.810
2nd1.549
Gear Ratio3rd1.000
Overdrive0.706
Reverse2.296
Counter Gear Ratio0.945
Differential Gear Ratio4.1763.944
Fluid Capacity litersTransmission5.6 (5.9, 4.9)Fluid Capacity liters
(US qts, Imp. qts)Differential1.6 (1.7, 1.4)
Fluid TypeATF D-II or
DEXRONIII (DEXRONII)
BRAKES
DESCRIPTION
The front brake size has been changed.

Specifications 
Item
5S-FNE Engine Model5S-FE Engine Model
TypeVentilated Disc
Caliper TypePE60PE57
Front BrakeWheel Cylinder Diameter
mm (in.)60.33 (2.38)57.22 (2.25)
Rotor Size (D
T)*
mm (in.)275
28
(10.83
1.10)255
28
(10.04
1.10)
*: D : Outer Diameter, T : Thickness

NEW FEATURES Ð BODY 6
BODY
DESCRIPTION
To install the fuel tank in the front area of the luggage compartment, the upper back panel has been
cut.
To prevent reducing the rigidity of the body due to the upper back panel that has been cut out, as well
as for installing the fuel tank, rear seat back, and package tray trim, a performance rod is used for joining
both rear suspension strut towers.
The luggage door support has been changed from the torsion bar to the damper stay type.
To prevent reducing the capacity of the luggage compartment due to the installation of the fuel tank
in the luggage compartment, the shape of the rear floor pan has been changed.
A ± A Cross Section
167CN16
Performance Rod
167CN17
167CN18
Cut Area
Dumper Stay
Rear Floor Pan for
Gasoline Engine Model
Main Muffler
for Gasoline
Engine Model
Rear Floor Pan for
CNG Engine Model
A
A

APPENDIX
Curb to Curb m (ft.)
Rear
Model Code
Front mm (in.)
Rear mm (in.)4-Door Sedan
ItemArea
Body Type
Vehicle Grade
OverallLength mm (in.)
Width mm (in.)
Height* mm (in.)
Wheel Base mm (in.)
Tread
Rear mm (in.)
Effective Head Room
Front mm (in.)
Overhang
Min. Running Ground Clearance mm (in.)
Angle of Approach degrees
Angle of Departure degrees
Curb Weight
Gross Vehicle WeightFront kg (lb)
Rear kg (lb)
Total kg (lb)
Front kg (lb)
Rear kg (lb)
Total kg (lb)
Fuel Tank Capacity (US.gal., Imp. gal)
Max. Speed km / h (mph)
Max. Cruising Speed km / h (mph)
Acceleration
Wall to Wall m (ft.) 0 to 100 km/h sec.
Valve Mechanism
Brake Type
Parking Brake Type
Brake Booster Type and Size in.
Proportioning Valve Type
Suspension Type
Stabilizer Bar
Steering Gear Type
Steering Gear Ratio (Overall)
Power Steering TypeFront
Front
Rear Front
Rear
5
10
15
20
25
30
35
40
45
50
55
60
65
70
Major Dimensions & Vehicle Weights Performance Chassis
U.S.A.
Shoulder Room
Front mm (in.)
Rear mm (in.)
Front mm (in.)
Rear mm (in.)
Front mm (in.)
Rear mm (in.) Effective Leg Room
Turning Diameter
(Outside Front)0 to 400 m sec.
Engine
Electrical
Engine Type
Bore
Stroke mm (in.)
Differential Gear Ratio (Final) Counter Gear RatioIn Fifth
In Reverse Transmission Gear
RatioIn Third
In Fourth In First
In Second
Clutch Type
Transaxle TypeStarter Output kW Generator Output Watts Battery Capacity (5HR) Voltage & Amp. hr. Carburetor Type Compression Ratio Displacement cm
3 (cu.in.)
Max. Torque (SAE-NET) N´m/rpm (lb-ft@rpm) Research Octane No. RON
Max. Output (SAE-NET) kW/rpm (HP@rpm)
Engine
3rd Gear km/h (mph)
4th Gear km/h (mph) 1st Gear km/h (mph)
2nd Gear km/h (mph)
Max. Permissible
Speed
Luggage Compartment Capacity
28
MAJOR TECHNICAL SPECIFICATIONS
LE
SXV23L-AEPNCA
4785 (188.4)
1780 (70.1)
1420 (55.9)
2670 (105.1)
1545 (60.8)
1520 (59.8)
980 (38.6)
940 (37.0)
1102 (43.4)
901 (35.5)
1427 (56.2)
1425 (56.1)
970 (38.2)
1140 (44.9)
130 (5.1)
165
165
860 (1896)
595 (1312)
1455 (3208)
970 (2140)
950 (2095)
1920 (4235)
135 (35.7, 29.2)*1, 43 (11.4. 9.5)*2
0.332 m3 *3, 8.921 ft3
*4
180 (112)
Ð
Ð
Ð
66 (41)
119 (74)
Ð
Ð
11.9 (39.0)
11.4 (37.4)
5S-FNE
16-Valve, DOHC
87.0
91.0 (3.43
3.58)
2164 (132.0)
11.0 : 1
SFI
130
88/5200 (118/5200)
178/2400 (131/2400)
12 ± 55
960
1.4
Ð
A140E
2.810
1.549
1.000
0.706
Ð
2.296
0.945
4.176
Ventilated Disc
L.T. Drum
Drum
Tandem 8º + 9º
Dual-P Valve
MacPherson Strut
MacPherson Strut
STD
STD
Rack and Pinion
17.4 : 1
Integral Type
*: Unladed Vehicle
*
1: Water Volume
*2: Equivalent Gasoline Capacity
*3: VDA
*4: SAE Suitcase

SCHEDULED MAINTENANCE LOGS22Engine Valves
Inspect for excessive lifter noise and engine vibration and adjust if
necessary. A qualified technician should perform this operation.
Exhaust Pipes and Mountings
Visually inspect the exhaust pipes, muffler and hangers for
cracks, deterioration and damage. Start the engine and listen
carefully for any exhaust gas leakage. Tighten connections or
replace parts as necessary.
Fuel Lines and Connections, Fuel Tank Band
and Fuel Tank Vapor Vent System Hoses
Visually inspect for corrosion, damage, cracks and loose or leaking
connections. Tighten connections or replace parts as necessary.
Fuel Tank Cap Gasket
Visually inspect for cracks, deterioration and damage and
replace if necessary.
Nuts and Bolts on Chassis and Body
Re- tighten the seat mounting bolts and front/rear suspension
member retaining bolts to specified torque.
Propeller Shaft
Lubricate the propeller shaft spiders and slide yokes with
lithium- base chassis grease and the double cardan joint with
molybdenum- disulfide lithium- base chassis grease, and re-
torque the flange bolts. Only a qualified technician should
re- torque the flange bolts.
Spark Plugs
Install new plugs of the same type as originally equipped. A
qualified technician should perform this operation.
Steering Gear Box
Inspect for signs of leakage. If you discover any leakage, have it
repaired immediately by a qualified technician.
Explanation of Maintenance Items

ENGINE CONTROL (1MZ±FE)
2. CONTROL SYSTEM
*SFI system
The SFI system monitors the engine condition through the signals, which are input from each sensor (Input signals (1) to
(12) ). The best fuel injection volume is decided based on this data and the program memorized by the engine control
module, and the control signal is output to TERMINALS #10, #20, #30, #40, #50 and #60 of the engine control module
to operate the injector (Inject the fuel). The SFI system produces control of fuel injection operation by the engine control
module in response to the driving conditions.
*ESA system
The ESA system monitors the engine condition through the signals, which are input to the engine control module from
each sensor (Input signals from 1, 3, 4, 12). The best ignition timing is decided according to this data and the memorized
data in the engine control module and the control signal is output to TERMINALS IGT1, IGT2 and IGT3. This signal
controls the igniter to provide the best ignition timing for the driving conditions.
*Heated oxygen sensor heater control system
The heated oxygen sensor heater control system turns the heater on when the intake air volume is low (Temp. of
exhaust emissions is low), and warms up the heated oxygen sensor to improve detection performance of the sensor.
The engine control module evaluates the signals from each sensor (Input signals from 1, 4, 9, 10), current is output to
TERMINALS HTL, HTR and HTS, controlling the heater.
*Idle air control system
The idle air control system (Rotary solenoid type) increases the RPM and provides idle stability for fast idle±up when the
engine is cold, and when the idle speed has dropped due to electrical load and so on, the engine control module
evaluates the signals from each sensor (Input signals from 1, 4, 5, 8, 9), current is output to TERMINALS RSO and RSC
to control idle air control valve.
*EGR control system
The EGR control system detects the signal from each sensor (Input signals from 1, 4, 9, 10), and outputs current to
TERMINAL EGR to control the VSV (EGR).
The EGR valve position sensor is mounted on the EGR valve. this sensor converts the EGR valve opening height into a
voltage and sends it to the engine control module as the EGR valve position signal.
*ACIS
ACIS includes a valve in the bulkhead separating the surge tank into two parts. This valve is opened and closed in
accordance with the driving conditions to control the intake manifold length in two stages for increased engine output in
all ranges from low to high speeds.
The engine control module judges the engine speed by the signals ( (4), (5) ) from each sensor and outputs signals to
the TERMINAL ACIS to control the VSV (Intake air control).
3. DIAGNOSIS SYSTEM
With the diagnosis system, when there is a malfunction in the engine control module signal system, the malfunctioning
system is recorded in the memory.
4. FAIL±SAFE SYSTEM
When a malfunction occurs in any systems, if there is a possibility of engine trouble being caused by continued control
based on the signals from that system, the fail±safe system either controls the system by using data (Standard values)
recorded in the engine control module memory or else stops the engine.

2. CONTROL SYSTEM
*SFI system
The SFI system monitors the engine condition through the signals, which are input from each sensor (Input signals from
(1) to (14) etc.) to the engine control module. The best fuel injection volume is decided based on this data and the
program memorized by the engine control module, and the control signal is output to TERMINALS #10, #20, #30 and
#40 of the engine control module to operate the injector. (Inject the fuel). The SFI system produces control of fuel
injection operation by the engine control module in response to the driving conditions.
*ESA system
The ESA system monitors the engine condition through the signals, which are input to the engine control module from
each sensor (Input signals from (1), (2), (4) to (12) etc.) the best ignition timing is detected according to this data and the
memorized data in the engine control module, and the control signal is output to TERMINALS IGT1 and IGT2. This
signal controls the igniter to provide the best ignition timing for the driving conditions.
*Idle Air Control system
The IAC system (Step motor type) increases the RPM and provides idling stability for fast idle±up when the engine is
cold and when the idle speed has dropped due to electrical load, etc. The engine control module evaluates the signals
from each sensor (Input signals (1), (4) to (8), (13) etc.), outputs current to TERMINALS ISCO and ISCC, and controls
the idle air control valve.
*Fuel pump control system
The engine control module operation outputs to TERMINAL FC and controls the CIR OPN relay. Thus controls the fuel
pump drive speed in response to conditions.
*EGR control system
The EGR cut control system controls the VSV (EGR) by evaluating the signals from each sensor which are input to the
engine control module (Input signals (1), (5), (6), (9) etc.) and by sending output to TERMINAL EGR of the engine
control module.
*A/C conditioning operation system
In addition to the conventional A/C cut control, the engine control module performs the air conditioning operation as well
since the A/C amplifier function is built in it.
3. DIAGNOSIS SYSTEM
With the diagnosis system, when there is a malfunctioning in the engine control module signal system, the malfunction
system is recorded in the memory. The malfunctioning system can then be found by reading the display (Code) of the
malfunction indicator lamp.
4. FAIL±SAFE SYSTEM
When a malfunction occurs in any system, if there is a possibility of engine trouble being caused by continued control based
on the signals from that system, the fail±safe system either controls the system by using data (Standard values) recorded in
the engine control module memory or else stops the engine.
E7 (A), E8 (B), E9 (C), E10 (D) ENGINE CONTROL MODULE
Voltage at engine control module wiring connector
BATT±E1 : Always 9.0±14.0 volts
+B±E1 :9.0±14.0 volts (Ignition SW at ON position)
VC±E2 :4.5± 5.5 volts (Ignition SW at ON position)
VTA±E2 :0.3± 0.8 volts (Ignition SW on and throttle valve fully closed)
3.2±4.9 volts (Ignition SW on and throttle valve open)
PIM±E2 :3.3± 3.9 volts (Ignition SW at ON position)
THA±E2 :0.5±3.4 volts (Ignition SW on and intake air temp. 20°C, 68°F)
THW±E2 :0.2± 1.0 volts (Ignition SW on and coolant temp. 80°C, 176°F)
STA±E1 :6.0±14.0 volts (Engine cranking)
W±E1 :9.0±14.0 volts (No trouble and engine running)
TE1±E1 :9.0±14.0 volts (Ignition SW at ON position)
NSW±E1 :0± 3.0 volts (Ignition SW on and Park/Neutral position SW position P or N position)
9.0±14.0 volts (Ignition SW on and except Park/Neutral position SW position P or N position)
IGT1, IGT2±E1 : Pulse generation (Engine cranking or idling)
#10, #20, #30, #40±E01, E02 :9.0±14.0 volts (Ignition SW at ON position)
RESISTANCE AT ENGINE CONTROL MODULE WIRING CONNECTORS
(Disconnect wiring connector)
VC±E2 :2.5±5.0 kW
THA±E2 :2.21±2.69 kW (Intake air temp. 20°C, 68°F)
THW±E2 :0.29±0.354 kW (Coolant temp. 80°C, 176°F)
SERVICE HINTS