2000 TOYOTA CAMRY Diagnostic

1
GENERAL 2000 FEATURES
170EG08
VSV
(for Canister
Closed Valve)VSV
(for
EVAP)
Fuel Tank
Purge Line
Fresh Air LineVapor Pressure
SensorVSV
(for Pressure Switching Valve)
Chacoal Canister
Fresh Air Valve
Drain 2
ENGINE
EVAPORATIVE EMISSION CONTROL SYSTEM
The method for detecting evaporative emission leaks has been changed from the previous internal pressure
monitor type to the vacuum type. The vacuum type forcefully introduces the purge vacuum into the entire
system and a leak is detected by monitoring the transitions in pressure. The changes associated with this sys-
tem are as follows:

A VSV for canister closed valve has been added to the fresh air introduction line.

The 3-way VSV for vapor pressure sensor has been discontinued, and a VSV for pressure switching valve
has been added.

The sensing position of the vapor pressure sensor has been changed from the charcoal canister to the fuel
tank in order to enhance the precision of the vapor pressure sensor.

The fresh air valve characteristics of the charcoal canister have been changed.

Diagnostic trouble codes (DTCs) have been added. For details on the DTCs, refer to the each Repair Manu-
al.

CAMRY
CAMRY ± OUTLINE OF NEW FEATURES 26
OUTLINE OF NEW FEATURES
The CAMRY is a high-quality family sedan with advanced technology and sporty performance. The following
changes are made for the 2000 model year.
1. Model Line-Up
The 5S-FNE CNG (Compressed Natural Gas) engine model has been added.
2. Exterior
Four new exterior colors have been added, for a total of 10 colors.
The design of the front and rear bumpers has been changed.
The bumper and the radiator grille have been made separate, and the radiator grille is chrome-plated.
The side protection molding has been increased in size. On the XLE grade model, chrome stripes have been
adopted for the side protection molding.
The 4-light multi-reflector type headlights are adopted with new styling.
The design and styling of the rear combination light has been changed.
The 16º aluminum alloy wheel and wheel cap has been added.
The styling of the 15º full wheel cover has been changed.
3. Interior
Wood-grain panels have been adopted in the interior of the XLE grade model.
CRS tether anchor brackets have been provided on the package tray trim. (except 5S-FNE engine Model)
A clock with an outside temperature gauge has been provided on the models with manual air conditioning.
4. 5S-FE Engine
The intake system from the inlet duct to the throttle body has been improved to increase torque and reduce
noise.
The direction of the rotation of the radiator cooling fan has been reversed.
A 2-way exhaust control system has been adopted on the TMMK made model.
Along with the discontinuance of the air assist system, the fuel injectors and the IAC valve have been
changed for the California specification model, in order to meet ULEV (Ultra-Low Emission Vehicle) re-
quirement.
The system for detecting evaporative emission leaks has been changed. For details, see the General 2000
Features section.
5. 5S-FNE Engine
Based on the 5S-FE gasoline engine, the 5S-FNE engine uses compressed natural gas. The fuel lines have
been designed exclusively for compressed natural gas application.
6. 1MZ-FE Engine
The system for detecting evaporative emission leaks has been changed. For details, see the General 2000
Features section.
A diagnostic trouble code (DTC) has been added for indicating a thermostat malfunction.
7. Automatic Transaxle
The overdrive switch has been changed to the momentary type. For details, see the General 2000 Features
section.
The differential gear ratio of the A140E automatic transaxle has been changed for the 5S-FNE engine mod-
el to accommodate the performance of the 5S-FNE engine.

ELECTRONIC CONTROL SYSTEM
The CAMRY 5S±FE engine is equipped with a TOYOTA Computer Controlled System (TCCS)
which centrally controls the MFI/SFI, ESA, IAC diagnosis systems etc. by means of an Engine
Control Module (ECM±formerly MFI/SFI computer) employing a microcomputer.
The ECM controls the following functions:
1. Multiport Fuel Injection (MFI)/Sequential Multiport Fuel Injection (SFI)
The ECM receives signals from various sensors indicating changing engine operation conditions
such as:
Intake manifold pressure
Intake air temperature
Engine coolant temperature
Engine speed
Throttle valve opening angle
Exhaust oxygen content etc.
The signals are utilized by the ECM to determine the injection duration necessary for an optimum
air±fuel ratio.
2. Electronic Spark Advance (ESA)
The ECM is programmed with data for optimum ignition timing under all operating conditions.
Using data provided by sensors which monitor various engine functions (RPM, engine coolant
temperature, etc.), the microcomputer (ECM) triggers the spark at precisely the right instant.
3. Idle Air Control (IAC)
The ECM is programmed with target idling speed values to respond to different engine conditions
(engine coolant temperature, air conditioning ON/OFF, etc.). Sensors transmit signals to the ECM
which controls the flow of air through the bypass of the throttle valve and adjusts idle speed to
the target value.
4. Diagnosis
The ECM detects any malfunctions and abnormalities in the sensor network and lights a
malfunction indicator lamp in the combination meter. At the same time, trouble is identified and
a diagnostic trouble code is recorded by the EC
5. The diagnostic trouble code can be read by the
number of blinks of the malfunction indicator lamp when terminals TE1 and E1 are connected.
The diagnostic trouble codes are referred to in later page. (See page EG1±300)
Fail±Safe Function
In the event of the sensor malfunction, a back±up circuit will take over to provide minimal
driveability, and the malfunction indicator lamp will illuminate. The MFI (Multiport Fuel Injection)/SFI (Sequential Multiport Fuel Injection) system is composed
of 3 basic sub±systems: Fuel, Air Induction and Electronic Control Systems.
FUEL SYSTEM
Fuel is supplied under constant pressure to the MFI/SFI injectors by an electric fuel pump. The
injectors inject a metered quantity of fuel into the intake port in accordance with signals from the
ECM (Engine Control Module).
AIR INDUCTION SYSTEM
The air induction system provides sufficient air for engine operation.
± 5S±FE ENGINEMFI/SFI SYSTEMEG1±166

The control system consists of sensors which detect various engine conditions, and a ECM which
determines the injection volume (timing) based on the signals from the sensors.
The various sensors detect the intake air pressure, engine speed, oxygen density in the exhaust
gas, engine coolant temperature, intake air temperature and atmospheric pressure etc. and
convert the information into an electrical signal which. is sent to the ECM. Based on these signals,
the ECM calculates the optimum ignition timing for the current conditions and operates the
injectors.
The ECM not only controls the fuel injection timing, but also the self diagnostic function which
records the occurrence of a malfunction, ignition timing control, idle speed control and EGR
control.
ELECTRONIC CONTROL SYSTEM
± 5S±FE ENGINEMFI/SFI SYSTEMEG1±169

PRECAUTION
1. Before working on the fuel system, disconnect the
negative (±) terminal cable from the battery.
HINT: Any diagnostic trouble code retained by the
computer will be erased when the battery terminal is
removed.
Therefore, if necessary, read the diagnosis before
removing the terminal.
CAUTION: Work must be started after 90 seconds from
the time the ignition switch is turned to the 'LOCK'
position and the negative (±) terminal cable is discon±
nected from the battery.
2. Do not smoke or work near an open flame when
working on the fuel system.
3. Keep gasoline away from rubber or leather parts.
3. IN EVENT OF ENGINE MISFIRE, FOLLOWING
PRECAUTIONS SHOULD BE TAKEN
(a) Check proper connection of battery terminals, etc.
(b) Handle high±tension cords carefully.
(c) After repair work, check that the ignition coil termi±
nals and all other ignition system lines are reconne±
cted securely.
(d) When cleaning the engine compartment, be especially
careful to protect the electrical system from water.
4. PRECAUTIONS WHEN HANDLING OXYGEN
SENSOR
(a) Do not allow oxygen sensor to drop or hit against an
object.
(b) Do not allow the sensor to come into contact with
water.
MAINTENANCE PRECAUTIONS
1. CHECK CORRECT ENGINE TUNE±UP
(See page EG1±8)
2. PRECAUTION WHEN CONNECTING GAUGE
(a) Use battery as the power source for the timing light,
tachometer, etc.
(b) Connect the tester probe of a tachometer to the termi±
nal IGE) of the data link connector 1.
± 5S±FE ENGINEMFI/SFI SYSTEMEG1±172

ELECTRONIC CONTROL SYSTEM
1. Before removing MFI/SFI wiring connectors, termi±
nals, etc., first disconnect the power by either turning
the ignition switch OFF or disconnecting the battery
terminals.
HINT: Always check the diagnostic trouble code
before disconnecting the negative (±) terminal cable
from the battery.
2. When installing the battery, be especially careful not
to incorrectly connect the positive (+) and negative
(±) cables.
3. Do not permit parts to receive a severe impact during
removal or installation. Handle all MFI/SFI parts care±
fully, especially the ECM.
4. Do not be careless during troubleshooting as there are
numerous transistor circuits and even slight terminal
contact can further troubles.
5. Do not open the ECM cover.
6. When inspecting during rainy weather, take care to
prevent entry of water. Also, when washing the
engine compartment, prevent water from getting on
the MFI/SFI parts and wiring connectors.
7. Parts should be replaced as an assembly.
AIR INDUCTION SYSTEM
1. Separation of the engine oil dipstick, oil filler cap, PCV
hose, etc. may cause the engine to run out of tune.
2. Disconnection, looseness or cracks in the parts of the
air induction system between the throttle body and
cylinder head will allow air suction and cause the
engine to run out of tune.
IF VEHICLE IS EQUIPPED WITH MOBILE
RADIO SYSTEM (HAM, CB, ETC.)
If the vehicle is equipped with a mobile communica±
tion system, refer to the precaution in the IN section.
± 5S±FE ENGINEMFI/SFI SYSTEMEG1±173

OXYGEN SENSOR
OXYGEN SENSOR INSPECTION
1. WARM UP ENGINE
Allow the engine to warm up to normal operating
temperature.
2. INSPECT FEEDBACK VOLTAGE
Connect the positive (+) probe of a voltmeter to
terminal VF1 of the data link connector 1 and nega±
tive (±) probe to terminal E1. Perform the test as
follows:
Using SST, connect terminals TE1 and E1 of the data link
connector 1.
SST 09843±18020
And maintain engine speed at 2,500 rpm.
Warm up the oxygen sensor with the engine at 2,500 rpm
for approx. 90 seconds. And maintain engine speed at
2,500 rpm.Warm up the oxygen sensor with the engine at 2,500 rpm
for approx. 90 seconds.
CONTINUED ON PAGE EG1±232
Disconnect terminals TE1 and E1 of the data link
connector 1. And maintain engine speed at 2,500 rpm. Check the number of times the voltmeter needle fluctuates
in 10 seconds.Zero again After replacing
1 the oxygen sensor
Check the number of times the voltmeter needle fluctuates in 10 seconds.
Read and record diagnostic trouble codes. (See page EG1±297)
Malfunction code(s)
(Ex. code Nos. 21, 25 and 26) Measure voltage between terminals VF1 and E1.
Repair the relevant diagnostic trouble code.
Normal code, code
Nos. 21, 25 and 26Replace the ECM.
Less than 8 timesLess than 8 times
8 times or more
More than 0 V8 times
or more
NormalZero
Zero
± 5S±FE ENGINEMFI/SFI SYSTEMEG1±231

Disconnect the engine coolant temp. sensor connector and
connect resistor with a resistance of 4 ± 8 k

or send an
equivalent simulation signal.
Warm up the oxygen sensor with the engine at 2,500 rpm for
approx. 90 seconds. And maintain engine at 2,500 rpm.Disconnect terminals TE1 and E1 of the data link connector 1.
And maintain engine at 2,500 rpm.
CONTINUED FROM PAGE EG1±231
Read and record diagnostic trouble codes. (See page
EG1±297)
Connect terminals TE1 and E1 of the data link connector 1.Malfunction code(s)
(Ex. code Nos. 21, 25 and 26)
Measure voltage between terminals VF1 and E1.
Measure voltage between terminals VF1 and E1, Measure voltage between terminals VF1 and E1.Repair the relevant diagnostic trouble code.
Normal code, code Nos.
21, 25 and 26
Replace the oxygen sensor. Disconnect the PCV hose.
Repair (Over Lean) Repair (Over rich)More than 0 V
± 5S±FE ENGINEMFI/SFI SYSTEMEG1±232