2000 TOYOTA CAMRY compression ratio

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

NEW FEATURES Ð 5S-FNE ENGINE 8
FEATURES OF 5S-FNE ENGINE
Features of the 5S-FNE engine are listed below.
Item
Features
Performance
wHigh compression ratio is used.
wHigh lift camshaft is used.
wLow back pressure muffler is used.
Fuel Economy
wHigh compression ratio is used.
wValve spring load has been reduced.
wLow-friction, TiN (titanium nitride) coated valve lifters has been
adopted.
Low Emission
wA fuel injection system containing gas injectors has been adopted.
wBecause the fuel is in the gaseous state, it does not come in contact with
the wall surface, making optimal air-fuel ratio control possible immedi-
ately after the engine has been started.
wPrecision air-fuel ratio feedback control that uses an air-fuel ratio sensor
and a heated oxygen sensor has been adopted.
wTwo catalytic converters designed exclusively for the natural gas engine
have been adopted: the WU-TWC (Warm Up Three-Way Catalytic Con-
verter) and the TWC (Three-Way Catalytic Converter).
Other Features
wHighly rigid pistons have been adopted to accommodate the high com-
pression ratio.
wA CNG (Compressed Natural Gas) pressure regulator that precisely reg-
ulates the CNG has been adopted.
wA large-bore delivery pipe and fuel hose with minimal internal conduit
resistance have been adopted.
wThe electro magnetic fuel shut off valve is added on the delivery pipe.
wA fuel pressure sensor that corrects the fuel injection volume and a fuel
temperature sensor have been provided on the delivery pipe.
wThe starting performance of the engine at low temperatures has been en-
sured by increasing the volume of the airflow of the IAC (Idle Air Con-
trol).
wMaterials that excel in wear resistance have been adopted on the valves
and valve seats for both the intake and exhaust.
wRust-resistant spark plugs have been adopted.
wAluminum lining and carbon fiber have been adopted in the fuel tank.
wFor the fuel gauge, a fuel tank fuel temperature sensor and a fuel pipe fuel
pressure sensor have been adopted.

NF
NEW FEATURES Ð 5S-FNE ENGINE9
ENGINE PROPER
1. General
The cylinder head and the pistons have been changed for the CNG application.
2. Cylinder Head
Materials that excel in wear resistance have been adopted on the valve seats for both the intake and
exhaust.
The shape of the holes into which the injectors mount has been changed to accommodate the injectors
designed exclusively for the CNG application.
The shape of water jacket around plug has been modified to prevent the deformation.
3. Piston
To achieve a high compression ratio, the shape of the top of the piston has been changed and pin boss
hole with taper has been adopted.
An additional surface treatment has been provided to improve heat resistance.
The material has been changed to increase rigidity.
167CN03
167CN02
5S-FNE Engine 5S-FE Engine

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

I01450
Condition: Insufficient cooling
I01393
Condition : Does not cool AC±8
± AIR CONDITIONINGAIR CONDITIONING SYSTEM
2490 Author: Date:
(8) Expansion valve improperly
Symptom seen in
refrigeration systemProbable causeDiagnosisRemedy

Pressure too high on both low
and high pressure sides

Frost or large amount of dew on
piping on low pressure side
Trouble in expansion valve

Excessive refrigerant in low
pressure piping

Expansion valve opened too
wide
Check expansion valve
Replace if defective
(9) Defective compression compressor
Symptom seen in
refrigeration systemProbable causeDiagnosisRemedy

Pressure too high on low and
high pressure sides

Pressure too low on high pres-
sure side
Internal leak in compressor

Compression defective

Valve leaking or broken sliding
parts
Repair or replace compressor

DI00L±03
DI±28
± DIAGNOSTICSENGINE (5S±FE)
263 Author: Date:
PROBLEM SYMPTOMS TABLE
SymptomSuspect AreaSee page
Engine does not crank (Does not start)1. Starter
2. starter relayST±2
ST±20
No initial combustion (Does not start)
1. ECM power source circuit
2. Fuel pump control circuit
3. Engine control module (ECM)DI±179
DI±183
IN±31
No complete combustion (Does not start)1. Fuel pump control circuitDI±183
Engine cranks normally (Difficult to start)
1. Starter signal circuit
2. Fuel pump control circuit
3. CompressionDI±176
DI±183
EM±3
Cold engine (Difficult to start)1. Starter signal circuit
2. Fuel pump control circuitDI±176
DI±183
Hot engine (Difficult to start)1. Starter signal circuit
2. Fuel pump control circuitDI±176
DI±183
High engine idle speed (Poor idling)1. A/C switch circuit
2. ECM power source circuitAC±84
DI±179
Low engine idle speed (Poor idling)1. A/C switch circuit
2. Fuel pump control circuit AC±84
DI±183
Rough idling (Poor idling)1. Compression
2. Fuel pump control circuitEM±3
DI±183
Hunting (Poor idling)1. ECM power source circuit
2. Fuel pump control circuitDI±179
DI±183
Hesitation/Poor acceleration (Poor driveability)1. Fuel pump control circuit
2. A/T faulty DI±183
DI±405
Surging (Poor driveability)1. Fuel pump control circuitDI±183
Soon after starting (Engine stall)1. Fuel pump control circuitDI±183
During A/C operation (Engine stall)1. A/C switch circuit
2. Engine control module (ECM) AC±84
IN±31
A/C switch indicatior blinking1. A/C Compressor lock sensor circuit
2. A/C Evaporator temp. sensor circuitDI±190
DI±192
Unable to refuel/ Difficult to refuel1. ORVR systemEC±6

DI07E±06
± DIAGNOSTICSENGINE (1MZ±FE)
DI±221
456 Author: Date:
PROBLEM SYMPTOMS TABLE
SymptomSuspect AreaSee page
Engine does not crank (Does not start)1. Starter
2. Starter relayST±18
ST±20
No initial combustion (Does not start)
1. ECM power source circuit
2. Fuel pump control circuit
3. Engine control module (ECM)DI±369
DI±374
IN±31
No complete combustion (Does not start)1. Fuel pump control circuitDI±374
Engine cranks normally (Difficult to start)
1. Starter signal circuit
2. Fuel pump control circuit
3. CompressionDI±384
DI±374
EM±3
Cold engine (Difficult to start)1. Starter signal circuit
2. Fuel pump control circuitDI±384
DI±374
Hot engine (Difficult to start)1. Starter signal circuit
2. Fuel pump control circuitDI±384
DI±374
High engine idle speed (Poor idling)1. A/C signal circuit (Compressor Circuit)
2. ECM power source circuitAC±88
DI±369
Low engine idle speed (Poor idling)1. A/C signal circuit (Compressor Circuit)
2. Fuel pump control circuitAC±88
DI±374
Rough idling (Poor idling)1. Compression
2. Fuel pump control circuitEM±3
DI±374
Hunting (Poor idling)1. ECM power source circuit
2. Fuel pump control circuitDI±369
DI±374
Hesitation/Poor acceleration (Poor driveability)1. Fuel pump control circuit
2. A/T faultyDI±374
DI±453
Surging (Poor driveability)1. Fuel pump control circuitDI±374
Soon after starting (Engine stall)1. Fuel pump control circuitDI±374
During A/C operation (Engine stall)1. A/C signal circuit (Compressor Circuit)
2. Engine control module (ECM)AC±88
IN±31
Unable to refuel/Difficult to refuel1. ORVR systemEC±6

DI±276
± DIAGNOSTICSENGINE (1MZ±FE)
511 Author: Date:
DTC P0300 Random/Multiple Cylinder Misfire Detected
DTC P0301 Cylinder 1 Misfire Detected
DTC P0302 Cylinder 2 Misfire Detected
DTC P0303 Cylinder 3 Misfire Detected
DTC P0304 Cylinder 4 Misfire Detected
DTC P0305 Cylinder 5 Misfire Detected
DTC P0306 Cylinder 6 Misfire Detected
CIRCUIT DESCRIPTION
Misfire: The ECM uses the crankshaft position sensor and camshaft position sensor to monitor changes in
the crankshaft rotation for each cylinder.
The ECM counts the number of times the engine speed change rate indicates that misfire has occurred.
When the misfire rate equals or exceeds the count indicating that the engine condition has deteriorated, the
MIL lights up.
If the misfire rate is high enough and the driving conditions will cause catalyst overheating, the MIL blinks
when misfiring occurs.
DTC No.DTC Detecting ConditionTrouble Area
P0300Misfiring of random cylinders is detected during any
particular 200 or 1,000 revolutions
Ignition system

Injector

Fuel line pressure
P0301
P0302
P0303For any particular 200 revolutions for engine, misfiring is de-
tected which can cause catalyst overheating
(This causes MIL to blink)

EGR

Compression pressure

Valve clearance not to specification

Valve timing

Mass air flow meterP0303
P0304
P0305
P0306For any particular 1,000 revolutions of engine, misfiring is de-
tected which causes a deterioration in emission
(2 trip detection logic)

Mass air flow meter

Engine coolant temp. sensor

Open or short in engine wire

Connector connection

ECM
DI07S±07