2000 TOYOTA CAMRY fuel type

8
MAJOR COMPONENTS
The basic components of the new and previous Camry are as follows:
Model
NEWPREVIOUSItemNEWPREVIOUS
Drive SystemFF (Front Engine Wheel Drive)u
Type5S±FE: In±Line 4, 2.2±Literu
Displacement cm3 (cu. in.)2164 (132.0)u
Valve Mechanism16 Valves, DOHCu
eFuel SystemSFIu
n±Line
Engine
Max. Output [SAE±NET]
kW @ rpm (HP @ rpm)99 @ 5200 (133 @ 5200)
97 @ 5200 (130 @ 5200)*93 @ 5400 (125 @ 5400)
In± 4
E
Max. Torque [SAE±NET]
N
.m @ rpm (ft.lbf @ rpm)
199 @ 4400 (147 @ 4400)
197 @ 4400 (145 @ 4400)*197 @ 4400 (145 @ 4400)
Type1MZ±FE: V6, 3.0±Literu
Displacement cm3 (cu. in.)2995 (182.7)u
Valve Mechanism24 Valves, DOHCu
Fuel SystemSFIu
Engine
Max. Output [SAE±NET]
kW @ rpm (HP @ rpm)145 @ 5200 (194 @ 5200)140 @ 5200 (188 @ 5200)
V6
E
Max. Torque [SAE±NET]
N
.m @ rpm (ft.lbf @ rpm)283 @ 4400 (209 @ 4400)275 @ 4400 (203 @ 4400)
ClutchDry Type Single Plateu
Transaxle
Manual S51: 5±Speed (For 5S±FE)
E153: 5±Speed (For 1MZ±FE) S51: 5±Speed (For 5S±FE)
AutomaticA140E: 4±Speed (For 5S±FE)
A541E: 4±Speed (For 1MZ±FE)u
FrontVentilated Discu
BrakesRearSXV20 Series : Leading Trailing Drum
MCV20 Series : Solid Disc
SXV10 Series without ABS:
Leading Trailing Drum
SXV10 Series with ABS
and MCV10 Series: Solid Disc
Suspension4±Wheel MacPherson Strutu
SteeringGear TypeRack and PinionuSteeringPower SteeringEngine Revolution Sensing Typeu
*: California Specification Model

9
ENGINE
ENGINE LINE±UP
2 types of engine are available in the Camry, the 2.2±liter 5S±FE and the 3.0±liter 1MZ±FE engines.
Displace±
ment
Engine
TypeMax. Output
[SAE±NET]Max. Torque
[SAE±NET]Features
2.2 liters5S±FE
99 kW @ 5200 rpm
(133 HP @ 5200 rpm)
97 kW @ 5200 rpm*
(130 HP @ 5200 rpm)*199 N.m @ 4400 rpm
(147 ft
.lbf @ 4400 rpm)
197 N
.m @ 4400 rpm*
(145 ft
.lbf @ 4400 rpm)*
The 5S±FE engine offers increased
torque in the low± to mid±speed
range and reduced exhaust
emissions.
3.0 liters1MZ±FE145 kW @ 5200 rpm
(194 HP @ 5200 rpm)283 N.m @ 4400 rpm
(209 ft
.lbf @ 4400 rpm)
The 1MZ±FE engine achieves
reduced exhaust emissions.
*: California Specification Models
 5S±FE Engine
The 5S±FE engine is a 2.2±liter, 16±valve DOHC engine. Through the use of optimized intake and exhaust systems
and combustion chamber, this engine has improved its torque in the low± to mid±speed range. In addition, its
exhausts emissions have been reduced through the improvement of the engine control system.
 1MZ±FE ENGINE
The 1MZ±FE engine is a V6, 3.0±liter, 24±valve DOHC engine. Through the adoption of the fuel returnless system
and the changes made to the EGR control system, the 1MZ±FE engine achieves a reduction of exhaust emissions.

30
ENGINE
5S±FE ENGINE
 DESCRIPTION
The 5S±FE engine has improved the torque in the low±to±mid±speed range through improvements made for the intake
and exhaust systems and the combustion chamber. In addition, its exhaust emissions have been reduced through the
improvements made for the exhaust system and the engine control system.
 ENGINE SPECIFICATIONS AND PERFORMANCE CURVE
5S±FE EngineNewPreviousItemNewPrevious
No. of Cyls. & Arrangement6±Cylinder, In±Lineu
Valve Mechanisms16±Valve DOHC,
Belt & Gear Driveu
Combustion ChamberPentroof Typeu
ManifoldsCross±Flowu
Fuel SystemSFIu
Displacement cm3(cu. in.)2164 (132.0)u
Bore x Stroke mm (in.)87.0 x 91.0 (3.43 x 3.58)u
Compression Ratio9.5 : 1u
Max. Output [SAE±NET]
99 kW @ 5200 rpm
(133 HP @ 5200 rpm)
97 kW @ 5200 rpm*
(130 HP @ 5200 rpm)*
93 kW @ 5400 rpm
(125 HP @ 5400 rpm)
Max. Output [SAE±NET]
199 N.m @ 4400 rpm
(147 ft
.lbf @ 4400 rpm)
197 N
.m @ 4400 rpm*
(145 HP @ 4400 rpm)*
197 N.m @ 4400 rpm
(145 ft
.lbf @ 4400 rpm)
IntakeOpen3o BTDCu
Valve Timing
IntakeClose43o ABDCuValve Timing
ExhaustOpen45o
BBDCuExhaustClose3o
ATDCu
Fuel Octane Number RON91u
Oil GradeAPI SH EC±II, ILDAC or Betteru
*: California Specification Model

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.

44ENGINEÐ1MZ±FE ENGINE
1MZ±FE ENGINE

DESCRIPTION
The 1MZ±FE engine has achieved a reduction in exhaust emissions through the adoption of the fuel returnless system
and the changes made onto the EGR control system.

ENGINE SPECIFICATIONS AND PERFORMANCE CURVE
1MZ±FE EngineNewPreviousItemNewPrevious
No. of Cyls. & Arrangement6±Cylinder, V Typeu
Valve Mechanisms24±Valve DOHC,
Belt & Gear Driveu
Combustion ChamberPentroof Typeu
ManifoldsCross±Flowu
Fuel SystemsSFIu
Displacement cm3(cu. in.)2995 (182.7)u
Bore x Stroke mm (in.)87.5 x 83.0 (3.44 x 3.27)u
Compression Ratio10.5 : 1u
Max. Output {SAE_NET]145 kW @ 5200 rpm
(194 HP @ 5200 rpm)140 kW @ 5200 rpm
(188 HP @ 5200 rpm)
Max. Output {SAE_NET]283 N.m @ 4400 rpm
(209 ft
.lbf @ 4400 rpm)
275 N.m @ 4400 rpm
(203 ft
.lbf @ 4400 rpm)
IntakeOpen4o BTDCu
Valve Timing
IntakeClose44o ABDCuValve Timing
ExhaustOpen46oBBDCuExhaustClose2o
ATDCu
Fuel Octane Number RON91 OR Higheru
Oil GradeAPI SH EC±II, ILDAC or Betteru
Premium unleaded gasoline (96RON) is used for the above specifications.