2000 TOYOTA CAMRY Shift solenoid

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

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.

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.

NF
NEW FEATURES Ð 5S-FNE ENGINE19
ENGINE CONTROL SYSTEM
1. General
An engine control system based on the 5S-FE engine has been adopted. The knock sensor has been discontin-
ued 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
Sequential
A D-type SFI system is used, which indirectly detects
intake air volume by manifold absolute pressure sensor.
Sequential
Multiport Fuel
Injection
The fuel injection system is a sequential multiport fuel
injection system.
Ignition timing is determined by the ECM based on sig-
nals from various sensors.
ESA
Electronic Spark
AdvanceThe ECM corrects the ignition timing in response to en-
gine knocking in accordance with the signals received
from the knock sensor.
Ð
Advance
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 sup-
ply of fuel when the ignition switch is turned OFF or
during abnormal conditions (such as engine stalling,
SRS airbag deployed, etc.).
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 accu-
racy of detection of the oxygen concentration in the ex-
haust 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 emis-
sions (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
When the ECM detects a malfunction, the ECM diag-
noses and memorized the failed section.
DiagnosisThe diagnosis system includes a function that detects a
malfunction in the evaporative emission control sys-
tem.
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

G
Position of Parts in Instrument Panel
J 1 Junction Connector
J 2 Junction Connector
J 3 Junction Connector
J 4 Junction Connector
J 5 Junction Connector
J 6 Junction Connector
J 7 Junction Connector
J 8 Junction Connector
J 9 Junction Connector
J 10 Junction Connector
J 11 Junction Connector
J 12 Junction Connector
J 13 Junction Connector
J 14 Junction Connector
J 15 Junction Connector
J 16 Junction Connector
J 17 Junction Connector
J 18 Junction Connector
J 19 Junction Connector
J 20 Junction Connector
J 21 Junction Connector
J 22 Junction Connector
J 23 Junction Connector
J 24 Junction Connector
J 25 Junction Connector
J 26 Junction Connector
J 27 Junction Connector
J 28 Junction Connector
J 29 Junction Connector
J 30 Junction Connector
J 31 Junction Connector
J 32 Junction Connector
J 33 Junction ConnectorJ 34 Junction Connector
J 35 Junction Connector
J 36 Junction Connector
J 37 Junction Connector
K 3 Key Interlock Solenoid
O 2 O/D Main SW and A/T Shift Lever Illumination
P 3 Parking Brake SW
P 4 Power Outlet
R 2 Radio and Player
R 3 Radio and Player
R 4 Radio and Player
R 5 Rear Window Defogger SW
R 6 Remote Control Mirror SW
R 7 Rheostat
S 3 Shift Lock ECU
S 4 Stereo Component Amplifier
S 5 Stereo Component Amplifier
S 6 Stop Light SW
T 3 Theft Deterrent ECU
T 4 Theft Deterrent ECU
T 5 Traction Off SW
T 6 Turn Signal Flasher
T 7 Transponder Key Amplifier
U 1 Unlock Warning SW
W 6 Wireless Door Lock ECU

(1MZ±FE)
Previous automatic transaxle have selected each gear shift using the mechanically controlled throttle hydraulic pressure,
governor hydraulic pressure and lock±up hydraulic pressure. The electronically controlled transmission, however, electrically
controls the line pressure and lock±up pressure etc., through the solenoid valve. Engine control module control of the
solenoid valve based on the input signals from each sensor makes smooth driving possible by shift selection for each gear
which is most appropriate to the driving conditions at that time.
1. GEAR SHIFT OPERATION
During driving, the engine control module selects the shift for each gear which is most appropriate to the driving conditions,
based on input signals from the engine coolant temp. sensor to TERMINAL THW of the engine control module, and also the
input signals to TERMINAL NC2+ of the engine control module from the vehicle speed sensor devoted to the O/D direct
clutch. Current is then output to the electronically controlled transmission solenoid. When shifting to 1st speed, current flows
from TERMINAL S1 of the engine control module to TERMINAL 3 of the electronically controlled transmission solenoid to
GROUND, and continuity to the No.1 solenoid causes the shift.
For the 2nd speed, current flows from TERMINAL S1 of the engine control module to TERMINAL 3 of the electronically
controlled transmission solenoid to GROUND, and from TERMINAL S2 of the engine control module to TERMINAL 6 of the
electronically controlled transmission solenoid to GROUND, and continuity to solenoids No.1 and No.2 causes the shift.
For the 3rd speed, there is no continuity to No.1 solenoid, only to No.2, causing the shift.
Shifting into 4th speed (Overdrive) takes place when there is no continuity to either No.1 or No.2 solenoid.
2. LOCK±UP OPERATION
When the engine control module judges from each signal that lock±up operation conditions have been met, current flows
from TERMINAL SL of the engine control module to TERMINAL 2 of the electronically controlled transmission solenoid to
GROUND, causing continuity to the lock±up solenoid and causing lock±up operation.
3. STOP LIGHT SW CIRCUIT
If the brake pedal is depressed (Stop light SW on) when driving in lock±up condition, a signal is input to TERMINAL STP of
the engine control module, the engine control module operates and continuity to the lock±up solenoid is cut.
4. OVERDRIVE CIRCUIT
*Overdrive on
When the O/D main SW is turned on (O/D off indicator light turns off), a signal is input to TERMINAL OD2 of the engine
control module and engine control module operation causes gear shift when the conditions for overdrive are met.
*Overdrive off
When the O/D main SW is turned to off (O/D off indicator light turns on), the current flowing through the O/D off indicator
light flows through the O/D main SW to GROUND. Causing the indicator light to light up. At the same time, a signal is
input to TERMINAL OD2 of the engine control module and engine control module operation prevents shift into overdrive.
E7 (A), E8 (B), E10 (D), E11 (E) ENGINE CONTROL MODULE (TURN ON THE IGNITION SW)
S1, S2±E1 :9.0±14.0 volts with the solenoid on
0±1.5 volts with the solenoid off
L±E1 :7.5±14.0 volts with the shift lever at L position
2±E1 :7.5±14.0 volts with the shift lever at 2 position
R±E1 :7.5±14.0 volts with the shift lever at R position
STP±E1 :7.5±14.0 volts with the brake pedal depressed
THW±E2 :0.2±1.0 volts with the engine coolant temp. 80°C (176°F)
VAT1±E2 :0.3±0.8 volts with the throttle valve fully closed
3.2±4.9 volts with the throttle valve fully opened
VC±E2 :4.5±5.5 volts
OD2±E1 :9.0±14.0 volts with the O/D main SW turned off
0±3.0 volts with the O/D main SW turned on
+B±E1 :9.0±14.0 volts
OD1±E1 :9.0±14.0 volts
E3 ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
2, 3, 6±GROUND : Each 11±15 W
O2 O/D MAIN SW
2±4 : Closed with the O/D main SW off, open with the O/D main SW on
SYSTEM OUTLINE
SERVICE HINTS

(5S±FE)
Previous automatic transaxle have selected each gear shift using mechanically controlled throttle hydraulic pressure,
governor hydraulic pressure and lock±up hydraulic pressure. The electronically controlled transmission, however, electrically
controls the line pressure and lock±up pressure etc., through the solenoid valve. Engine control module controls of the
solenoid valve based on the input signals from each sensor which makes smooth driving possible by shift selection for each
gear which is most appropriate to the driving conditions at that time.
1. GEAR SHIFT OPERATION
During driving, the engine control module selects the shift for each gear which is most appropriate to the driving conditions,
based on input signals from the engine coolant temp. sensor to TERMINAL THW of the engine control module, and also the
input signals to TERMINAL SPD of the engine control module from the vehicle speed sensor devoted to the electronically
controlled transmission. Current is then output to the electronically controlled transmission solenoid. When shifting to 1st
speed, current flows from TERMINAL S1 of the engine control module to TERMINAL (B) 3 of the solenoid to GROUND, and
continuity to the No.1 solenoid causes the shift.
For 2nd speed, current flows from TERMINAL S1 of the engine control module to TERMINAL (B) 3 of the solenoid to
GROUND, and from TERMINAL S2 of the engine control module to TERMINAL (B) 1 of the solenoid to GROUND, and
continuity to solenoids No.1 and No.2 causes the shift.
For 3rd speed, there is no continuity to No.1 solenoid, only to No.2, causing the shift.
Shifting into 4th speed (Overdrive) takes place when there is no continuity to either No.1 or No.2 solenoid.
2. LOCK±UP OPERATION
When the engine control module judges from each signal that lock±up operation conditions have been met, current flows
from TERMINAL SL of the engine control module to TERMINAL (A) 1 of the electronically controlled transmission solenoid to
GROUND, causing continuity to the lock±up solenoid and causing lock±up operation.
3. STOP LIGHT SW CIRCUIT
If the brake pedal is depressed (Stop light SW on) when driving in lock±up condition, a signal is input to TERMINAL STP of
the engine control module, the engine control module operates and continuity to the lock±up solenoid is cut.
4. OVERDRIVE CIRCUIT
*O/D main SW on
When the O/D main SW is turned on (O/D off indicator light turns off), a signal is input into TERMINAL OD2 of the engine
control module and engine control module operation causes gear shift when the conditions for overdrive are met.
*O/D main SW off
When the O/D main SW is turned to off, the current through the O/D off indicator light flows through the O/D main SW to
GROUND, causing the indicator light to light up. At the same time, a signal is input into TERMINAL OD2 of the engine
control module and engine control module operation prevents shift into overdrive.
E7 (A), E8 (B), E9 (C) ENGINE CONTROL MODULE (TURN ON THE IGNITION SW)
S1, S2±E1 :9.0±14.0 volts with the solenoid on
0±1.5 volts with the solenoid off
L±E1 :7.5±14.0 volts with the shift lever at L position
2±E1 :7.5±14.0 volts with the shift lever at 2 position
R±E1 :7.5±14.0 volts with the shift lever at R position
STP±E1 :9.0±14.0 volts with the brake pedal depressed
THW±E2 :0.2±1.0 volts with the engine coolant temp. 60°C (140°F) ± 120°C (248°F)
VTA±E2 :0.3±0.8 volts with the throttle valve fully closed
3.2±4.9 volts with the throttle valve fully opened
VC±E2 :4.5±5.5 volts
OD2±E1 :9.0±14.0 volts with the O/D main SW turned on
0±3.0 volts with the O/D main SW turned off
+B±E1 :9.0±14.0 volts
E3 (A), E4 (B) ELECTRONICALLY CONTROLLED TRANSMISSION SOLENOID
(A) 1, (B) 1, (B) 3±GROUND : Each 11±15 W
O2 O/D MAIN SW
2±4 : Closed with the O/D main SW off, open with the O/D main SW on
SYSTEM OUTLINE
SERVICE HINTS