2000 TOYOTA CAMRY plug

CAMRY ± NEW FEATURES 38
2. Features of 5S-FNE Engine
Features of the 5S-FNE engine are listed below.
Item
Features
Performance
High compression ratio is used.
High lift camshaft is used.
Low back pressure muffler is used.
Fuel Economy
High compression ratio is used.
Valve spring load has been reduced.
Low-friction. TiN (titanium nitride) coated valve lifters has been adopted.
Low Emission
A fuel injection system containing gas injectors has been adopted.
Because the fuel is in the gaseous state, it does not come in contact with
the wall surface, making optimal air-fuel ratio control possible
immediately after the engine has been started.
Precision air-fuel ratio feedback control that uses an air-fuel ratio sensor
and a heated oxygen sensor has been adopted.
Two catalytic converters designed exclusively for the natural gas engine
have been adopted: the WU-TWC (Warm Up Three-Way Catalytic
Converter) and the TWC (Three-Way Catalytic Converter).
Other Features
Highly rigid pistons have been adopted to accommodate the high
compression ratio.
A CNG (Compressed Natural Gas) pressure regulator that precisely
regulates the CNG has been adopted.
A large-bore delivery pipe and fuel hose with minimal internal conduit
resistance have been adopted.
The electro magnetic fuel shutoff valve is added on the delivery pipe.
A fuel pressure sensor that corrects the fuel injection volume and a fuel
temperature sensor have been provided on the delivery pipe.
The starting performance of the engine at low temperatures has been
ensured by increasing the volume of the airflow of the IAC (Idle Air
Control).
Materials that excel in wear resistance have been adopted on the valves
and valve seats for both the intake and exhaust.
Rust-resistant spark plugs have been adopted.
Aluminum lining and carbon fiber have been adopted in the fuel tank.
For the fuel gauge, a fuel tank fuel temperature sensor and a fuel pipe fuel
pressure sensor have been adopted.

3
CAMRY ± NEW FEATURES
167CN03 167CN02
5S-FNE Engine 5S-FE Engine39
3. Engine Proper
General
The cylinder head and the pistons have been changed for the CNG application.
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 de-
signed exclusively for the CNG application.
The shape of water jacket around plug has been modified to prevent the deformation.
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.

CAMRY ± NEW FEATURES
172CM16
: Plating Area
Platinum Tip
48
Fuel Temperature and Pressure Sensor for Fuel Gage
A fuel temperature sensor that detects the temperature in the fuel tank is provided on the tank valve assem-
bly.
A fuel pressure sensor that detects the pressure in the fuel main pipe is provided immediately upstream of
the fuel pressure regulator.
The pressure and the temperature of the fuel are detected by these sensors and are input into the ECM.
These values are then converted by the ECM into the equivalent pressure at 21C to actuate the fuel gauge.
7. Ignition System
Because the spark plugs are susceptible to rust when used with natural gas, corrosion-resistant spark plugs
have been adopted. These spark plugs are the platinum-tipped spark plugs that have their metallic portion
plated.

Recommended Spark Plug 
DENSOPK20TR8-G
Plug Gap0.8 ± 1.0 mm (0.031 ± 0.39 in.)

CAMRY ± NEW FEATURES
No.4 INJECTOR
SPARK PLUGSIGNITERS and
IGNITION COILS
No.2 INJECTOR
No.1 INJECTOR
No.3 INJECTOR
SENSORS ACTUATORS
MANIFOLD ABSOLUTE
PRESSURE SENSORSFI PIM#10+
CRANKSHAFT POSITION
SENSORNE
CAMSHAFT POSITION
SENSORG
ENGINE COOLANT TEMP.
SENSORTHW
INTAKE AIR TEMP. SENSORTHA
THROTTLE POSITION SENSORVTA
COMBINATION METER
SPD
Vehicle Speed Signal
AIR FUEL RATIO SENSOR
(Bank 1, Sensor 1)AF
HEATED OXYGEN SENSOR
(Bank 1, Sensor 2)OX2
POWER STEERING OIL
PRESSER SWITCHPSW
TAILLIGHT & REAR WINDOW
DEFOGGER SYSTEMELS
IGNITION SWITCHSTA
PARK / NEUTRAL POSITION
SWITCHNSW
STOP LIGHT SWITCHSTP
AIRBAG SENSOR ASSEMBLY
F/PS
Fuel Cut-Off Signal
#10
#20+
#20
#30+
#30
#40+
#40
ESA
IGT1,
IGT2
IGF
CONTROL VALVEIACRSD
VSV EGREGR
AIR FUEL RATIO SENSOR
HEATER AIR FUEL RATIO SENSOR
HEATER CONTROLHTAF
HEATED OXYGEN SENSOR
HEATER OXYGEN SENSOR HEATER
CONTROLHT2
MAGNET CLUTCH RERAYAIRE CONDITIONING
CUT-OFF CONTROLMGC
FUEL GAGE
LOW FUEL LEVEL WARNING
LIGHT
ECM
AIR CONDITIONING SWITCHA/C SW
R, 2, L
FUEL
FUEL W
50
Construction
The configuration of the engine control system in the 5S-FNE engine is as shown in the following chart.
(Continued)

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

Plug for vacuum hose, fuel hose
etc.
Battery specific gravity gauge09256±00030 Hose Plug Set
09904±00010 Expander Set
Piston ring compressorEngine tune±up tester Connecting rod aligner
Precision straight edge
EQUIPMENT
Piston ring expander Compression gauge
Magnetic finger Cylinder gauge
Torque wrenchDye penetrant CO/HC meterCaliper gauge
Spring tester
ThermometerDial indicator
Steel squareMicrometer
Valve spring
Valve spring Plastigage
Soft brushHeater
± 5S±FE ENGINEENGINE MECHANICALEG1±6

3. Delco Battery:
CHECK HYDROMETER
Green Dot visible:
Battery is adequately charged
Dark (Green Dot not visible):
Battery must be charged
Clear or Light Yellow:
Replace battery
HINT: There is no need to add water during the entire
service life of the battery.
AIR FILTER INSPECTION
1. INSPECT AIR FILTER
Visually check that the element is not excessively
dirty, damaged or oily.
2. CLEAN AIR FILTER
Clean the element with compressed air.
First blow air from the inside thoroughly. Then blow
off the outside of the element.B. Except Maintenance Free Battery
Check the specific gravity of each cell.
Standard specific gravity:
55D23L battery for GNB Incorporated
1.25 ± 1.27 at 205C (685F)
55D23L battery for JOHNSON CONTROLS
1.26 ± 1.28 at 275C (815F)
80D26L battery for GNB Incorporated
1.27 ± 1.29 at 205C (685F)
80D26L battery for JOHNSON CONTROLS
1.28 ± 1.30 at 27
C (81
F)
If the gravity is less than specification, charge the
battery.
HINT: Check the indicator as shown in the illustration.
HIGH±TENSION CORDS INSPECTION
1. DISCONNECT HIGH±TENSION CORDS FROM
SPARK PLUGS
Disconnect the high ± tension cords at the rubber
boot. Do not pull on the high±tension cords.
NOTICE: Pulling on or bending the cords may damage the
conductor inside.
± 5S±FE ENGINEENGINE MECHANICALEG1±10

GENERATOR DRIVE BELT INSPECTION
INSPECT DRIVE BELT
(a) Visually check the drive belt for excessive wear,
frayed cords etc.
If any defect has been found, replace the drive belt.
HINT: Cracks on the rib side of a drive belt are consid±
ered acceptable. If the drive belt has chunks missing
from the ribs, it should be replaced.4. INSPECT HIGH±TENSION CORD RESISTANCE
Using an ohmmeter, measure the resistance.
Maximum resistance:
25 k
per cord
If the resistance is greater than maximum, check the
terminals. If necessary, replace the high ± tension
cord.
5. RECONNECT HIGH±TENSION CORDS TO
DISTRIBUTOR CAP
6. CALIFORNIA ONLY:
RECONNECT HIGH±TENSION CORD TO IGNITION
COIL
7. RECONNECT HIGH±TENSION CORDS TO SPARK
PLUGS2. CALIFORNIA ONLY:
DISCONNECT HIGH±TENSION CORD FROM
IGNITION COIL
3. DISCONNECT HIGH ±TENSION CORDS FROM
DISTRIBUTOR CAP
(b) Using a belt tension gauge, measure the belt tension.
Belt tension gauge:
Nippondenso BTG±20 (95506±00020)
Borroughs No. BT±33±73F
± 5S±FE ENGINEENGINE MECHANICALEG1±11