2000 TOYOTA CAMRY Timing

If the ECM detects the above diagnosis conditions, it operates the fail safe function in which the
corrective retard angle value is set to the maximum value.
DIAGNOSIS TROUBLE CODE DETECTION DRIVING PATTERN
Purpose of the driving pattern.
(a) To simulate diagnostic trouble code detecting condition after diagnostic trouble code is
recorded.
(b) To check that the malfunction is corrected when the repair is completed confirming that diag-
nostic trouble code is no longer detected.
Start engine and warm up.
After engine is warmed up, let it idle for 3 min.
With the A/C ON, perform quick racing (5,000 rpm) 3 times.
(Rapidly depress the accelerator pedal and suddenly release it.)
HINT: If a malfunction exists, the malfunction indicator lamp will light up when sudden
racing is performed.
NOTICE: If the conditions in this test are not strictly followed, detection of the mal-
function will not be possible.
CIRCUIT DESCRIPTION
Knock sensor is fitted the cylinder block to detect engine knocking. This sensor contains a piezoelec-
tric element which generates a voltage when it becomes deformed, which occurs when the cylinder
block vibrates due to knocking. If engine knocking occurs, ignition timing is retarded to suppress it.
w
Open or short in knock sensor circuit.
wKnock sensor (looseness)
wECM Open or short in knock sensor circuit with engine
speed between 1,200 rpm and 6,000 rpm.
Malfunction: Open or Short in Knock Sensor
Diagnostic Trouble Code Detecting Condition
Trouble Area
DTC 52 Knock Sensor Circuit
DTC No.
± 5S±FE ENGINECIRCUIT INSPECTIONEG1±385

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

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.

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.

48ENGINEÐ1MZ±FE ENGINE

ENGINE CONTROL SYSTEM
1. General
The engine control system of the new 1MZ±FE engine is basically the same in construction and operation as that of
the previous 1MZ±FE engine. However, the fuel pressure control has been discontinued and the EGR control system
has been changed.
The engine control system of the new 1MZ±FE engine and previous 1MZ±FE engine are compared below.
System
OutlineNewPrevious
SFI
(SequentialA L±type SFI system directly detects intake air mass with
a hot wire type mass air flow meter.(q
Multiport Fuel
Injection)The fuel injection system is a sequential multiport fuel
injection system.
ESA
Ignition Timing is determined by the ECM based on
signals from various sensors. The ECM corrects ignition
timing in response to engine knocking.

(Electronic Spark2 knock sensors are used to improve knock detection.(p
Advance)In vehicles equipped with automatic transaxle, torque
control correction during gear shifting has been used to
minimize the shift shock.

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.
ACIS
(Acoustic Control
The intake air passages are switched according to the en-
gine speed and throttle valve angle to increase perfor(Acoustic Control
Induction System)
gine speed and throttle valve angle to increase perfor-
mance in all speed ranges.
Fuel Pressure
ControlIn hot engine conditions, the fuel pressure is increased to
improve restartability.
Oxygen Sensor
Heater ControlMaintains the temperature of the oxygen sensor at an
approppiate level to increase accuracy of detection of
the oxygen concentration in the exhaust gas.

EGR Cut±Off
ControlCuts off EGR according to the engine condition to
maintain drivability of the vehicle and durability of
EGR components.
Ð
EGR Control
Uses the duty control type VSV and EGR valve position
sensor, controlling the EGR volumne in accordance with
engine conditions.
Ð
Evaporative
Emission ControlThe ECM controls the purge flow of evaporative emis-
sions (HC) in the charcoal canister in accordance with
engine conditions.

Diagnosis
When the ECM detects a malfunction, the ECM diagnoses
and memorizes the failed section.
DiagnosisThe diagnosis system includes a function that detects a
malfunction in the evaporative control system.Ð
Fail SafeWhen the ECM detects a malfunction, the ECM stops
or controls the engine according to the data already stored
in memory


72CHASSISÐBRAKES
5. Function of Components
No.ComponentFunction
1Slip Indicator LightBlinks to inform the driver when the TRAC system is operated.
2TRAC OFF Indicator Light
Lights to inform the driver when the TRAC system is turned OFF by
the by the TRAC OFF switch. And, blinks to alert the driver when
the ECU detects the malfunction in the TRAC system.
3ECM
Sends signals to the ABS & TRAC ECU, such as the throttle
valve opening angle, specific volume of intake air signal, etc.
Controls the engine output and shift timing in accordance with
the fuel cutoff request and shift timing request that are output by
the ABS & TRAC ECU.
4ABS & TRAC ECU
Judges the vehicle driving condition based on signals from 4 speed
sensors and signals from ECM, and sends fuel cut and shift timing
demand signals to the ECM and brake control signal to the ABS &
TRAC actuator.
5ABS & TRAC Actuator
Controls the brake fluid pressure to each brake wheel cylinder
of the driving wheel (front wheel) by signals from the ABS &
TRAC ECU.
ABS & TRAC
Solenoid RelayDirects electricity to the solenoid valves in the actuator.
6ABS & TRAC
RelayPump Motor
RelayControls the pump motor operation in the actuator.
7Speed Sensors (Front and Rear)Detect the wheel speed of each of four wheels.
8Throttle Position SensorDetects the throttle valve opening angle.
9TRAC OFF SwitchTurns the TRAC system inoperative.

80 CHASSISÐBRAKES
ABS & TRAC ECU
1) Wheel Speed Control
The ABS & TRAC ECU constantly receives signals from 4 speed sensors and calculates the speed of each wheel and
vehicle speed.
During sudden acceleration or driving on a slippery surface, if the drive wheels (front wheels) start to slip, the
difference in speed between the drive wheels are slipping.
Then, the ABS & TRAC ECU executes the right and left independent control of the front wheel brakes, the engine
torque control through fuel cutoff, and shift timing control according to the extent of the slip.
TRAC operation processes are described below.
1. The vehicle speed is determined by way of the rear wheel speed. This speed is then compared to the speed of the
front wheels, which are the drive wheels, to determine the slip condition of the drive wheels (front wheels).
2. The target control speed for the drive wheels is set based on the estimated vehicle speed.
3. If the speed of the front wheels, which are the drive wheels, exceeds the control starting speed, the ABS & TRAC
ECU determines that a slip has occurred and cuts off fuel according to the number of cylinders. By executing
engine torque control and brake control in this manner, the system regulates the speed
so that front wheels attain the target control speed. In addition, the system executes control to
prohibit the shifting of the automatic transaxle at this
time.
4. TRAC control ends when the drive wheels move to non±slippery surface or when the driver releases the
accelerator pedal.