2000 TOYOTA CAMRY Oil pump

3
CAMRY ± NEW FEATURES49
8. Engine Control System
General
An engine control system based on the 5S-FE engine has been adopted. The knock sensor has been discon-
tinued because natural gas has a high octane value and is less susceptible to knocking.
The engine control system of 5S-FNE and 5S-FE engines are compared below.
System
Outline5S-FNE5S-FE
SFI
Se
quential
A D-type SFI system is used, which indirectly detects
intake air volume by manifold absolute pressure sensor.Sequential
Multiport Fuel
InjectionThe fuel injection system is a sequential multiport fuel
injection system.
Ignition timing is determined by the ECM based on
signals from various sensors.
ESA
Electronic Spark
AdvanceThe ECM corrects the ignition timing in response to
engine knocking in accordance with the signals
received from the knock sensor.
Ð
dva ce
Torque control correction during gear shifting had been
used to minimize the shift shock.*1
IAC
(Idle Air Control)A rotary solenoid type IAC valve controls the fast idle
and idle speeds.(1-Coil Type
Built-in Driver)(2-Coil Type)
Fuel Pump ControlFuel pump operation is controlled by signal from the
ECM.Ð
Fuel Cut-Off
Control
The fuel shutoff valves for the fuel tank, fuel pressure
regulator, and delivery pipe are shut off to stop the
supply of fuel when the ignition switch is turned OFF or
during abnormal conditions (such as engine stalling,
SRS airbag deployed, etc.).
Ð
Injector ControlPrevents the frozen stuck of the injector to ensure the
startability of the engine at low temperature.Ð
Oxygen Sensor
and Air Fuel Ratio
Sensor
Heater ControlMaintains the temperature of the oxygen sensor and air
fuel ratio sensor at an appropriate level to increase
accuracy of detection of the oxygen concentration in the
exhaust gas.
*2
EGR Cut-Off
ControlCuts off EGR according to the engine condition to
maintain drivability of the vehicle and durability of the
EGR components.

Evaporative
Emission ControlThe ECM controls the purge flow of evaporative
emissions (HC) in the charcoal canister in accordance
with engine conditions.
Ð
Air Conditioning
Cut-Off ControlBy turning the air conditioning compressor ON or OFF
in accordance with the engine condition, drivability is
maintained.
*3*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 emission control system.Ð
Fail-Safe
When 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 Model
*
2: Air fuel ratio sensor only for California specification model
*
3: The air conditioning magnet clutch controled by the ECM

The 5S±FE engine is an in±line, 4±cylinder engine with the cylinders numbered 1±2±3±4
from the front. The crankshaft is supported by five bearings inside the crankcase. These bearings
are made of aluminum alloy.
The crankshaft is integrated with eight weights for balance. Oil holes are placed in the center of
the crankshaft to supply oil to the connecting rods, bearing, pistons and other components.
The firing order is 1±3±4±2. The cylinder head is made of aluminum alloy, with a cross flow
type intake and exhaust layout and with pent±roof type combustion chambers. The spark plugs
are located in the center of the combustion chambers.
The intake manifold has four independent long ports and utilizes the inertial supercharging effect
to improve engine torque at low and medium speeds.
Exhaust and intake valves are equipped with irregular pitch springs made of special valve spring
carbon steel which are capable of functioning no matter what the engine speed.
The intake camshaft is driven by a timing belt, and a gear on the intake camshaft engages with
a gear on the exhaust camshaft to drive it. The cam journal is supported at five places between
the valve lifters of each cylinder and on the front end of the cylinder head. Lubrication of the cam
journals and gears is accomplished by oil being supplied through the oiler port in the center of the
camshaft.
Adjustment of the valve clearance is done by means of an outer shim type system, in which valve
adjusting shims are located above the valve lifters. This permits replacement of the shims without
removal of the camshafts.
Pistons are made of high temperature±resistant aluminum alloy, and a depression is built into
the piston head to prevent interference with the valves.
Piston pins are the full±floating type, with the pins fastened to neither the piston boss nor the
connecting rods. Instead, snap rings are fitted on both ends of the pins, preventing the pins from
falling out.
The No.1 compression ring is made of steel and the No.2 compression ring is made of cast iron.
The oil ring is made of a combination of steel and stainless steel. The outer diameter of each
piston ring is slightly larger than the diameter of the piston and the flexibility of the rings allows
them to hug the cylinder walls when they are mounted on the piston. Compression rings No.1 and
No.2 work to prevent gas leakage from the cylinder and the oil ring works to scrape oil off the
cylinder walls to prevent it from entering the combustion chambers.
The cylinder block is made of cast iron. It has four cylinders which are approximately twice the
length of the piston stroke. The top of each cylinder is closed off by the cylinder head and the
lower end of the cylinders becomes the crankcase, in which the crankshaft is installed. In
addition, the cylinder block contains a water jacket, through which coolant is pumped to cool the
cylinders.
The oil pan is bolted onto the bottom of the cylinder block. The oil pan is an oil reservoir made of
pressed sheet steel. A dividing plate is included 'inside the oil pan to keep sufficient oil in the
bottom of the pan even when the vehicle is tilted. This dividing plate also prevents the oil from
making waves when the vehicle is stopped suddenly and the oil shifts away from the oil pump
suction pipe.
The 5S±FE engine uses two balance shafts. The balance shafts are fitted in balance shaft
housings that are located at the bottom of the cylinder block. The No. 1 balance shaft is driven by
the drive gear of the crankshaft No.3 counterweight at twice the speed of the crankshaft. The No.
2 balance shaft is driven by the No±1 balance shaft at the same speed in the same direction as the
crankshaft. The balance shafts are designed to eliminate secondary inertia force from the engine,
thereby reducing the engine noise (booming noise).
± 5S±FE ENGINEENGINE MECHANICALEG1±3

(09248±05011) Valve Lifter Press
(09248±05021) Valve Lifter Stopper
09226±10010 Crankshaft Front & Rear Bearing
Replacer
09616±30011 Steering Worm Bearing Adjusting
Screw Wrench09224±74010 Engine Balancer Backlash
Adjusting Tool
09330±00021 Companion Flange Holding Tool09248±55020 Valve Clearance Adjust Tool Set
RECOMMENDED TOOLS
09816±30010 Oil Pressure Switch Socket09278±54012 Drive Shaft Holding Tool09249±63010 Torque Wrench Adaptor
09843±18020 Diagnosis Check Wire
09090±04010 Engine Sling Device
09200±00010 Engine Adjust KitCamshaft timing pulley
For suspension engineCrankshaft pulley
Oil pump pulley
Knock sensor
± 5S±FE ENGINEENGINE MECHANICALEG1±5

TIMING BELT COMPONENTS INSPECTION
1. INSPECT TIMING BELT
NOTICE:
wDo not bend, twist or turn the timing belt Inside out.
wDo not allow the timing belt to come into contact
with oil, water or steam.
22. REMOVE CRANKSHAFT TIMING PULLEY
If the pulley cannot be removed by hand, use 2 screw±
drivers.
HINT: Position shop rags as shown to prevent
damage.20. REMOVE NO.1 IDLER PULLEY AND TENSION
SPRING
Remove the bolt, pulley and tension spring.
23. REMOVE OIL PUMP PULLEY
Using SST, remove the nut and pulley.
SST 09616±3001121. REMOVE NO.2 IDLER PULLEY
Remove the bolt and pulley.
± 5S±FE ENGINEENGINE MECHANICALEG1±31

3. INSPECT TENSION SPRING
(a) Measure the free length of tension spring.
Free length:
46.0 mm (1.811 in.)
If the free length is not as specified, replace the
tension spring.
(b) Measure the tension of the tension spring at the
specified installed length.
Installed tension (at 50.5 mm (1.988 in.)):
Green color
32 ± 37 N (3.25 ± 3.75 k9f, 7.2 ± 8.3 lbf)
Silver color
47 ± 52 N (4.75 ± 5.25 kgf, 10.5 ± 11.8 lbf)
If the installed tension is not as specified, replace the
tension spring.
TIMING BELT INSTALLATION
(See Components for Removal and Installation)
1. INSTALL OIL PUMP PULLEY
(a) Align the cutouts of the pulley and shaft, and slide on
the pulley. 2. INSPECT IDLER PULLEYS
Check that the idler pulley turns smoothly.
If necessary, replace the idler pulley.
(b) Using SST, install the nut.
SST 09616 ± 30011
Torque: 28 N±m (290 kgf±cm, 21 ft±lbf)
± 5S±FE ENGINEENGINE MECHANICALEG1±33

4. TEMPORARILY INSTALL NO.1 IDLER PULLEY AND
TENSION SPRING
(a) Install the pulley with the bolt. Do not tighten the bolt
yet.
HINT: Use a bolt 42 mm (1.65 in.) in length.
(b) Install the tension spring.
(c) Pry the pulley toward the left as far as it will go and
tighten the bolt.
(d) Check that the idler pulley moves smoothly.
5. TEMPORARILY INSTALL TIMING BELT
NOTICE: The engine should be cold.
(a) Using the crankshaft pulley bolt, turn the crankshaft
and position the key groove of the crankshaft timing
pulley upward.
(b) Remove any oil or water on the crankshaft pulley, oil
pump pulley, water pump pulley, No. 1 idler pulley, No.
2 idler pulley and keep them clean.
(c) Install the timing belt on the crankshaft timing pulley,
oil pump pulley, No.1 idler pulley, water pump pulley
and No.2 idler pulley.
HINT (When re±using timing belt): Align the points
marked during removal, and install the belt with the
arrow pointing in the direction of engine revolution. 2. INSTALL CRANKSHAFT TIMING PULLEY
(a) Align the timing pulley set key with the key groove of
the pulley.
(b) Slide on the timing pulley, facing the flange side
inward.
3. INSTALL NO.2 IDLER PULLEY
(a) Install the pulley with the bolt.
Torque: 42 N±m (425 kgf±cm, 31 ft±lbf)
HINT: Use a bolt 35 mm (1.38 in.) in length.
(b) Check that the idler pulley moves smoothly.
± 5S±FE ENGINEENGINE MECHANICALEG1±34

9. REMOVE TIMING BELT AND PULLEYS
10. REMOVE CYLINDER HEAD
11. REMOVE WATER PUMP AND GENERATOR
ADJUSTING BAR
12. REMOVE OIL PAN AND OIL PUMP
13. REMOVE OIL FILTER
14. w/ OIL COOLER:
REMOVE OIL COOLER 4. REMOVE REAR END PLATE
Remove the bolt and end plate.
5. INSTALL ENGINE TO ENGINE STAND FOR
DISASSEMBLY
6. REMOVE GENERATOR
7. REMOVE DISTRIBUTOR1. M/T:
REMOVE CLUTCH COVER AND DISC
2. M/T:
REMOVE FLYWHEEL
3. A/T:
REMOVE DRIVE PLATE
15. REMOVE KNOCK SENSOR
Using SST, remove the knock sensor.
SST 09816 ± 300108. REMOVE PS PUMP BRACKET
Remove the 3 bolts and PS pump bracket.
PREPARATION FOR DISASSEMBLY
± 5S±FE ENGINEENGINE MECHANICALEG1±93

B. If oil pump is installed to the cylinder block:
(a) Using a knife, cut off the oil seal lip.
(b) Using a screwdriver, pry out the oil seal.
NOTICE: Be careful not to damage the crankshaft. Tape
the screwdriver tip.
CRANKSHAFT OIL SEALS
REPLACEMENT
HINT: There are 2 methods (A and B) to replace the oil
seal which are as follows:
(b) Using SST and a hammer, tap in a new oil seal until its
surface is flush with the oil pump case edge.
SST 09223 ± 63010
(c) Apply MP grease to the oil seal lip. 1. REPLACE CRANKSHAFT FRONT OIL SEAL
A. If oil pump is removed from cylinder block:
(a) Using a screwdriver and a hammer, tap out the oil
seal.
(c) Apply MP grease to a new oil seal lip.
(d) Using SST and a hammer, tap in the oil seal until its
surface is flush with the oil pump case edge.
SST 09226 ±10010
± 5S±FE ENGINEENGINE MECHANICALEG1±116