2000 TOYOTA CAMRY sensor

CIRCUIT DESCRIPTION
Park/Neutral Position Switch Signal*
The ECM uses the signals from the park/neutral position switch to determine whether the transmis±
sion is in park or neutral, or in some other gear.
Air Conditioning Switch Signal
The ECM uses the output from the air conditioning switch to determine whether or not the air
conditioning is operating so that it can increase the idling speed of the engine if necessary.
Throttle Position Sensor IDL Signal
The IDL contacts are mounted in the throttle position sensor, and detects the idle condition.
(1) 3 sec. or more after engine starts with closed
throttle position switch OFF (IDL).
(2) * Park/ Neutral position switch OFF.
(Shift position in ªRº, ªDº, ª2º or ªLº positions).
(3) A/C switch ON.
*: Only vehicles with A/T.
HINT: In this circuit, diagnosis can only be made in the test mode.
wThrottle position sensor IDL circuit
wAccelerator pedal and cable
wPark/Neutral position switch circuit
wA/C switch circuit
wECM Diagnostic Trouble Code Detecting Condition
DIAGNOSTIC CHART
WIRING DIAGRAM
Trouble Area
DTC 51 Switch Condition Signal Circuit
DTC No.
± 5S±FE ENGINECIRCUIT INSPECTIONEG1±396

Check and repair harness or connector between
sensor and ECM.Proceed to next circuit inspection shown on
matrix chart (See page EG1±327).
Check for open and short in harness and
connector between A/C amplifier and ECM.Adjust or replace throttle position sensor
(See page EG1±209). Check resistance of throttle position sensor.
Repair or replace harness or connector.
DIAGNOSTIC CHART
Check and replace A/C amplifier. Check input circuit of A/C.NG (PNP)
NG (A/C)
Check and replace ECM.Check for input signal.See page EG1±400.
NG (IDL)
± 5S±FE ENGINECIRCUIT INSPECTIONEG1±397

Setting the test mode.
(1) Turn ignition switch OFF.
(2) Connect terminals TE2 and E1 of DLC2.
(3) Turn ignition switch ON.
(For checking terminal IDL, disconnect the
vacuum hose from the throttle body, then
apply vacuum to the throttle opener (See page
EG1±204).)
(For checking terminal A/C, start the engine.)
(4) Connect terminals TE1 and E1 of DLC2.
*: Before the STA signal is input (ST is not ON),
diagnostic trouble code 43 is also output. Check output condition of diagnostic trouble code 51.
Proceed to next circuit inspection shown on
matrix chart (See page EG1±327).IDL .... Go to step
A/C ... Go to step
INSPECTION PROCEDURE
PN P ... Go to page
EG1±400. Park/Neutral Position
Switch (PNP)
Accelerator pedal
depressed Accelerator pedal
released
Throttle Position
Sensor ( IDL)R, D, 2 or L position
A/C Switch (A/C)P or N position
A/C SW OFFA/C SW ONCondition
Normal*
Normal*
NormalCode
51*
51*
Check if code ª51º is output by the malfunc-
tion indicator lamp.
Diagnostic trouble code 42 is output with vehicle
speed 3 mph (5 km/h) or below.
± 5S±FE ENGINECIRCUIT INSPECTIONEG1±398

(1) Remove glove compartment
(See page BO±114).
(2) Disconnect A/C amplifier connector.
(3) Turn ignition switch on.
Measure voltage between terminal AC2 of A/C
amplifier connector and body ground.(1) Disconnect throttle position sensor connec±
tor.
(2) Disconnect the vacuum hose from the throt±
tle body, then apply vacuum to the throttle
opener (See page EG1±204).
Measure resistance between terminals 2 (IDL)
and 1(E2) of throttle position sensor connector.
Check for open and short in harness and connector between
engine control module and A/C amplifier (See page IN±31). Disconnect A/C amplifier connector, check voltage between
terminal AC2 of A/C amplifier connector and body ground.
Check and repair harness or connector between
engine control module and throttle position sensor.Adjust or replace throttle position sensor
(See page EG1±209).
Check resistance of throttle position sensor.
Check and replace engine control module.Repair or replace harness or connector. Check and replace A/C amplifier.
1 M
or higher Less than 2.3 k
Throttle Valve
Fully closed
Resistance
Opened
Voltage: 9 ±14 V
± 5S±FE ENGINECIRCUIT INSPECTIONEG1±399

32ENGINEÐ5S±FE ENGINE
 MAJOR DIFFERENCES
Major differences between the new 5S±FE engine and previous engine are listed below.
Item
Features
Engine ProperThe squish area of the combustion chamber in the cylinder head has been
optimised to improve torque in the low±to mid±speed range.
Cooling SystemAn aluminum radiator core is used for weight reduction.
Intake and Exhaust System
The ports of the manifold have been extended to improve torque in the low±
to mid±speed range.
The exhaust manifold is made of stainless steel plates for improve engine per-
formance and weight reduction.
Through the optimized allocation of the exhaust pipe supports, the number of
supports has been reduced from 5 to 4, thus reducing the noise and vibration
which are transmitted to the vehicle body.
Fuel SystemA fuel returnless system has been adopted to prevent the internal temperature
of the fuel tank from rising and to reduce evaporative emissions.
Ignition SystemThe DIS (Direct Ignition System) contributes to the powerful high output by
providing a powerful spark to the engine.
Engine MountingTo reduce noise and vibration and to improve drivability, the allocation of the
engine mounts*1 and their characteristics have been revised.
Engine Control System
The injection pattern for engine starting have changed form the 2 group
injection type to sequential multiport injection type.
In place of the oxygen sensor (bank 1, sensor 1), a new air fuel ratio sensor has
been adopted. *
2
The power steering idle±up control has been changed from the system using
an air control valve to the one using a pressure switch and an IAC valve.
Emission Control System
The EGR valve body has been changed from cast iron to aluminum alloy for
weight reduction.
A TWC (Three±Way Catalytic Converter) that is integrated with a stainless
steel exhaust manifold has been adopted.*
2
The TWC, which was previously installed below the exhaust manifold has
been discontinued.*3
*1: Only for Automatic Transaxle Models.
*
2: Only for California Specification Models.
*
3: Except for California Specification Models.

37 ENGINEÐ5S±FE ENGINE
 ENGINE CONTROL SYSTEM
1. General
The engine control system of the new 5S±FE engine is basically the same in construction and operation as that of the
previous 5S±FE engine, except fo rthe changed listed bleow.
The exhaust emissions has been reduced through the adoption of the sequential multiport fuel injection system for
engine starting and the air±fuel ratio sensor*
2
The function of an air conditioning amplifier has been internally added to the ECM.
The engine control system of the new 5S±FE engine and previous 5S±FE engine and previous 5S±FE engine are
compared below.
System
OutlineNewPrevious
SFI
(SequentialA D±type SFI system is used, which indirectly detects
intake air volume by manifold absolute pressure.(q
Multiport Fuel
Injection)The fuel injection system is a sequential multiport fuel
injection system.
ESA
(Electronic SparkIgnition Timing is determined by the ECM based on
signals from various sensors. The ECM corrects ignition
timing in response to engine knocking.

(Electronic Spark
Advance)Torque control correction during gear shifting has been
used to minimize the shift shock.*1*1
IACA rotary solenoid type IAC valve controls the fast idle(Idle Air Control)
A rotary solenoid type IAC valve controls the fast idle
and idle speeds.
Fuel Pump
ControlFuel pump operation is controlled by signal from the
ECM.
Oxygen Sensor
(Air Fuel Ratio
Sensor*
2)
Heater Control
Maintains the temperature of the oxygen sensor (or air
fuel ratio sensor*2) at an approppiate level to increase
accuracy of detection of the oxygen concentration in the
exhaust gas.Ð
EGR Cut±Off
ControlCuts off EGR according to the engine condition to
maintain drivability of the vehicle and durability of
EGR components.

Evaporative
Emission ControlThe ECM controls the purge flow of evaporative emis-
sions (HC) in the charcoal canister in accordance with
engine conditions.
*1*1
Air Conditioning
Cut±Off ControlBy turning the air conditioning compressor ON or
OFF in accordance with the engine condition,
drivability is maintained
*3
Diagnosis
When the ECM detects a malfunction, the ECM diagnoses
and memorized the failed section.
DiagnosisThe diagnosis system includes a function that detects a
malfunction in the evaporative control system.*1*1
Fail SafeWhen 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 Models., *2: Only for California Specification Models,
*
3: The air conditioning magnet scutch controled by the ECM.

42ENGINEÐ5S±FE ENGINE
5. Main Components of Engine Control System
The following table compares the main components of the new 5S±FE engine, and previous 5S±FE engine.
Model
NewPreviousComponentNewPrevious
Manifold Absolute Pressure SensorSemiconductoru
Throttle Position SensorLinear Typeu
Crankshaft Position SensorPick±Up Coil Type, 1u
Camshaft Position SensorPick±Up Coil Type, 1Ð
DistributorCamshaft PositionPick Up Coil Type 1DistributorSensorÐPick±Up Coil Type, 1
Knock SensorBuilt±In Piezoelectric
Element Type 1u
Oxygen Sensor
Heated Oxygen Sensor
(Bank 1, Sensor 1)*
1
(Bank 1, Sensor 2)
Air Fuel Ratio Sensor*
2
Oxygen Sensor
(Bank 1, Sensor 1)
(Bank 1, Sensor 2)
Injector2±Hole Typeu
IAC ValveRotary Solenoid Typeu
*1: Except for California Specification Models.
*
2: Only for California Specification Models.
Camshaft Position Sensor
The camshaft position sensor is mounted onto the
cylinder head. Using the protusion that is provided
on the timing pulley, the sensor generates 1 signal
for every revolution. This signal is then sent to the
ECM as a cranskshaft angle system.

43 ENGINEÐ5S±FE ENGINE
Air Fuel Ratio Sensor (California Specifications Models Only)
As illustrated below, the conventional oxygen sensor is characterized by a sudden change in its output voltage at the
threshold of the stoichiometric air±fuel ration (14.7 to 1). Incontrast, the air±fuel ratio sensor outputs a voltage that
is approximately proportionate to the existing air±fuel ratio by converting the oxygen density to the voltage. As a
reslut, the detection precision of the air±fuel ratio has been improved.
6. SFI (Sequential Multiport Fuel Injection)
Fuel Injection Pattern
The fuel injection pattern during engine starting has been changed from the 2±group injection type to the sequential
multiport injection type to reduce exhaust emissions during engine starting.
Air Fuel Ratio Feedback Control (California Specification Models Only)
The precision of the air±fuel ratio feedback control has been improved through the adoption of the air±fuel ratio
sensor. As illustrated below, if the existing air±fuel ratio diverts from the stoichiometric air±fuel ratio, the
conventional oxygen sensor used to correct the air±fuel ratio at a constant proportion. However, with the air±±fuel
ratio sensor, the ECM can determine the extent of diversion from the stoichiometric air±fuel ratio and excute an
immediate correction.