ENGINE — 1MZ-FE ENGINE EG-81

1MZ-FE ENGINE
JDESCRIPTION
The 1MZ-FE engine, which is a V6, 3.0-liter, 24-valve DOHC engine, based on the 1MZ-FE engine on
the ’01 Camry.
This engine has following features that have been newly adopted in order to realize the further improvement
of the engine performance, fuel economy and to reduce exhaust emissions.

D The PS (Planetary reduction Segment conductor motor) starter has been adopted.
D Meets the ULEV (Ultra Low Emission Vehicle) regulation requirements
D Meets the SFTP (Supplementary Federal Test Procedure) regulation requirements

D ETCS-i (Electronic Throttle Control System-intelligent) has been adopted.

D Air intake control system has been adopted.

" Engine Specification A

Model ’02 Camry ’01 Camry

No. of Cyls. & Arrangement 6-Cylinder, V Type z
24-Valve DOHC,
Valve Mechanism z
Belt & Gear Drive
Combustion Chamber Pentroof Type z
Manifolds Cross-Flow z
Fuel System SFI z
Displacement cm3 (cu. in.) 2995 (182.8) z
Bore × Stroke mm (in.) 87.5 × 83.0 (3.44 × 3.27) z
Compression Ratio 10.5 : 1 z
143 kw @ 5300 rpm 143 kw @ 5200 rpm
Max. Output (SAE-NET)
(192 HP @ 5300 rpm) (192 HP @ 5200 rpm)
283 N⋅m @ 4400 rpm 281 N⋅m @ 4400 rpm
Max. Torque (SAE-NET)
(209 lb⋅ft @ 4400 rpm) (207 lb⋅ft @ 4400 rpm)
Open 4°BTDC z
Intake
Valve Close 44°ABDC z
Timing Open 46°BBDC z
Exhaust
Close 2°ATDC z
Firing Order 1-2-3-4-5-6 z
Research Octane Number 91 or higher z
Octane Rating 87 or higher z
Dry Weight kg (lb) 158 (348) 155 (342)
Oil Grade API SJ, SL, EC or ILSAC API SH, SJ , EC or ILSAC
EG-82 ENGINE — 1MZ-FE ENGINE

JFEATURES OF 1MZ-FE ENGINE

The 1MZ-FE engine has been able to achieve the following performance through the adoption of the item
listed below.

(1) High performance and fuel economy

(2) Low noise and vibration
(3) Lightweight and compact design

(4) Good serviceability

(5) Clean emission

’02 ’01
Item (1) (2) (3) (4) (5)
Camry Camry
The ETCS-i has been adopted. f f —
A cylinder block made of aluminum alloy has been
f f 
adopted.
Independent type DIS (Direct Ignition System) has
f f f f —
been adopted.
The fuel returnless system has been adopted. f f f f 
Quick connectors are used to connect the fuel hose
f f 
with the fuel pipes.
12-hole type fuel injectors with high atomizing per-
f f f —
formance have been adopted.
Iridium-tipped spark plugs have been adopted. f f f —
ACIS (Acoustic Control Induction System) is used. f f 
Air intake control system has been adopted. f f f —
EGR system is used. f f 
A 2-way exhaust control system has been adopted. f f f 
The use of an air fuel ratio sensor allows precise con-
f f *
trol.
The PS (Planetary reduction-Segment conductor
f f —
motor) starter has been adopted.
*: California Specification Model
Other parts and construction are the same as in the ’01 Camry.
 ENGINE — 1MZ-FE ENGINE EG-83

JENGINE PROPER

1. Cylinder Head Cover

D Lightweight yet high-strength aluminum diecast cylinder head covers are used.

D An aluminum washer made of vibration-damping laminated aluminum sheet is used on the evenly spaced
shoulder bolts which fasten the cylinder head covers.

For Right Bank

For Left Bank

Rubber Aluminum
A

A
Cylinder
Head Cover
Engine Front Cylinder Head
A - A Cross Section
Gasket 208EG73

2. Cylinder Head Gasket

D A metal type cylinder head gasket which offers superior pressure resistance and sealing performance
has been adopted.

for Right Bank

for Left Bank

208EG104
Engine Front
EG-84 ENGINE — 1MZ-FE ENGINE

3. Cylinder Head

D The cylinder head, which is made of aluminum, has adopted a pentroof-type combustion chamber. The
spark plug has been located in the center of the combustion chamber.

D The angle of the intake and exhaust valves is narrowed and set at 22.5° to permit a compact cylinder
head.
D Upright, small-diameter intake ports are adopted.
D The cross section of the protrusion of the valve guide into the intake port has been reduced by decreasing
the valve stem diameter and the valve guide outer diameter.

D Plastic region tightening bolt is used for the cylinder head bolts for good axial tension.

Exhaust Valve
Intake Valve

Spark Plug Hole

View of Back Side 187EG07

 ENGINE — 1MZ-FE ENGINE EG-85

4. Cylinder Block

D The cylinder block has a bank angle of 60°, a bank offset of 36.6 mm (1.44 in.) and a bore pitch of
105.5 mm (4.15 in.), resulting in a compact block.

D Lightweight aluminum alloy is used for the cylinder block.

D A thin cast-iron liner is press- fit inside the cylinder to ensure an added reliability. This liner is thin,
so that boring is not possible.
D A water pump swirl chamber and an inlet passage to the pump are provided in the V-bank to help make
the engine compact.

D Knock sensor bosses are provided at 2 locations in V-bank.

D The crankshaft bearing caps are tightened using 4 plastic- region bolts for each journal. In addition,
each cap is tightened laterally to improve its reliability.

Knock Sensor Bosses

60°

36.6 mm
Water Pump Swirl Chamber 198EG38 105.5 mm

View of Top Side

208EG63

Crankshaft Bearing Cap

Seal Washer

Plastic Region Tightening Bolts

187EG10
EG-86 ENGINE — 1MZ-FE ENGINE

5. Piston

D The piston is made of aluminum alloy and skirt area is made compact and lightweight.
D The piston skirt has been coated with resin to reduce the friction loss.

D Full floating type piston pins are used.

D Each of the pistons is made specifically for the right or left bank.

Resin Coating

208EG105

for Right Bank

6. Connecting Rod

D Connecting rods that have been forged for high

strength are used for weight reduction.
D An aluminum bearing with overlay is used for the
connecting rod bearings. Knock Pin
D Plastic region tightening bolts are used.
D Knock pins are used at the mating surfaces of the
bearing caps of the connecting rod to minimize
the shifting of the bearing caps during assembly.

Plastic Region
Tightening Bolt 208EG106
 ENGINE — 1MZ-FE ENGINE EG-87

7. Crankshaft

D The crankshaft is made of forged steel and has 4 journals and 9 balance weights.
D All pin and journal fillets are roll-finished to maintain adequate strength.

D The crankshaft bearings for the No.1 and No.4 journals are made wider to decrease noise and vibration,
and those for the No.2 and No.3 journals are made narrower friction.

Balance Weight
Roll-Finished

Engine Front

No. 1 Journal
No. 4 Journal
208EG72

8. Crankshaft Pulley

D The crankshaft pulley hub is made of aluminum

to reduce weight and vibration.
D The rigidity of the torsional damper rubber has Cast Iron
been optimized to reduce noise. Torsional
Damper Rubber

Steel
Engine
Front
Aluminum

187EG14
EG-88 ENGINE — 1MZ-FE ENGINE

JVALVE MECHANISM

1. General

D The valves are directly opened and closed by 4 camshafts.

D The exhaust camshafts are driven by a timing belt, while the intake camshafts are driven through gears
on the exhaust camshafts.

Exhaust Camshaft

Intake Valves
Intake Camshafts

Exhaust Valve

Exhaust
Camshaft

208EG107
 ENGINE — 1MZ-FE ENGINE EG-89

2. Camshafts

D The camshafts are made of cast iron alloy.

D In conjunction with the use of the DIS (Direct Ignition System), the No.4 camshaft is provided with
timing rotor to trigger the camshaft position sensor.
D The intake camshafts are driven by gears on the exhaust camshafts.The scissors gear mechanism is used
on drive gear of the exhaust camshaft to control backlash and suppress gear noise.

Scissors Gear Mechanism

No. 2 Camshaft
(Exhaust)

No. 1 Camshaft
(Intake)
No. 3 Camshaft
(Intake) Timing Rotor
Driven Gear
No. 4 Camshaft
208EG108
(Exhaust)
EG-90 ENGINE — 1MZ-FE ENGINE

3. Intake and Exhaust Valve and Valve Lifter

D Narrower valve stems have been adopted to reduce the intake and exhaust resistance and for weight
reduction.

D The adjusting shim has been located directly above the valve lifter. This construction allows the adjusting
shim to be replaced without removing the camshaft, which improves the serviceability during valve
clearance adjustment.
D A cutout is provided in the valve lifter to improve the serviceability of replacing the adjusting shims.

Adjusting Shim
Camshaft

Adjusting Shim
Cutout
Valve Lifter
Valve Lifter
Valve
187EG17

208EG64

Service Tip
The adjusting shims are available in 17 sizes in increments of 0.050 mm (0.0020 in.), from 2.500 (0.0984
in.) to 3.300 (0.1299 in.).
For details, refer to see the 2002 Camry Repair Manual (Pub. No. RM881U).
 ENGINE — 1MZ-FE ENGINE EG-91

4. Timing Belt

The timing belt tooth configuration has been de- Camshaft Timing Pulleys
signed to help to reduce noise and to enable the belt
to transmit power under high load factors. No. 2 Idler

Timing
Belt Water Pump
Pulley

No. 1 Idler
(Tension Adjuster)

Crankshaft Timing
Pulley
198EG40

5. Timing Belt Tensioner

The timing belt tensioner uses a spring and silicon

oil damper, and maintains proper timing belt tension
at all times.
The timing belt tensioner suppresses noise generated
by the timing belt.

Belt Tensioner
Plunger Return
198EG41
Spring Spring
EG-92 ENGINE — 1MZ-FE ENGINE

JLUBRICATION SYSTEM

1. General

D The lubrication is fully pressurized and all oil passes through an oil filter.

D A trochoid gear type oil pump is directly driven by the crankshaft.

Oil Pump

Oil Filter
Oil Strainer
208EG109

MAIN OIL HOLE

CYLINDER HEAD CRANKSHAFT CYLINDER HEAD

(FOR LEFT BANK) JOURNAL (FOR RIGHT BANK)

BYPASS OIL FILTER EXHAUST INTAKE CRANKSAFT INTAKE EXHAUST

VALVE CAMSHAFT CAMSHAFT PINS CAMSHAFT CAMSHAFT
JOURNALS JOURNALS JOURNALS JOURNALS

RELIEF OIL PUMP OIL JETS

VALVE

OIL SCISSORS GEAR SCISSORS GEAR

STRAINER MECHANISM
PISTONS MECHANISM

OIL PAN

208EG110
 ENGINE — 1MZ-FE ENGINE EG-93

" Specifications A

Dry 5.5 (5.8, 4.8)

Oil Capacity
with Oil Filter 4.7 (5.0, 4.1)
Liters
Li (US qts, IImp. qts)) without Oil Filter 4.5 (4.8, 4.0)
EG-94 ENGINE — 1MZ-FE ENGINE

JCOOLING SYSTEM
D The cooling system is a pressurized, forced-circulation type.
D A thermostat having a bypass valve is located on the water pump inlet side of the cooling circuit.

Intake Manifold
Bypass Passage

To Heater
Water Outlet
From Heater

From Radiator
To Radiator

208EG119

Water Pump
Thermostat

Heater

Heater Valve

Cylinder Block Throttle Body

Water
Pump Thermostat

Bypass Passage

Radiator

187EG25
 ENGINE — 1MZ-FE ENGINE EG-95

" Specifications A

Capacity liters (US qts, Imp. qts) 9.2 (9.7, 8.1)

Engine Coolant TOYOTA Long Life Coolant
Type
or Equivalent
Thermostat Opening Temperature °C (°F) 80 - 84 (176 - 183)
EG-96 ENGINE — 1MZ-FE ENGINE

JINTAKE AND EXHAUST SYSTEM

1. General

D The adoption of the ETCS-i (Electronic Throttle Control System-intelligent) has realized excellent
throttle control.

D The adoption of the ACIS (Acoustic Control Induction System) has improved the engine performance.
D The adoption of the air intake control system has improved engine noise reduction and performance.
For details, see page EG-86.

D 2-way exhaust control system is provided to reduce noise and vibration in the main muffler.
D The EGR (Exhaust Gas Recirculation) system is used to reduce and control NOx formation.

Throttle Body
EGR Valve

Intake Air Chamber

Intake Manifold

Main Muffler

Exhaust Manifold
TWCs 208EG111
 ENGINE — 1MZ-FE ENGINE EG-97

2. Throttle Body

D The link-less type ETCS-i has adopted and it real-

izes excellent throttle control.
For details of ETCS-i control, refer to see page
EG-81.

D A DC motor with excellent response and minimal

power consumption is used for the throttle control
motor. The ECM performs the duty ratio control
of the direction and the amperage of the current Throttle Position
that flows to the throttle control motor in order Sensor
to regulate the opening angle of the throttle valve. Throttle Control Motor
208EG112

3. Intake Air Chamber

The intake air chamber consists of upper and lower sections and contains an intake air control valve. This
valve is activated by ACIS (Acoustic Control Induction System) and is used to alter the intake pipe length
to improve the engine performance in all speed ranges. For details of ACIS control, refer to see page EG-83.

Intake Air Control Valve

Actuator (for ACIS)

208EG46
EG-98 ENGINE — 1MZ-FE ENGINE

4. Intake Manifold

D The port diameter of the intake manifold has been increased and the port length has been optimized
to improve engine performance.

D An engine coolant passage connects the left and right banks at the rear end of the intake manifold.
D The intake manifold gaskets has rubber coating applied onto surface, and provide superior durability.

A
Engine Coolant
Passage

A
Engine Coolant Passage
A - A Cross Section
B
B
Rubber Coating

Outer Side z ! Intake

Port

B - B Cross Section 208EG66

5. Exhaust Manifold

D A stainless steel exhaust manifold is used for improving the warm-up of three-way catalytic converter
and for weight reduction.

D The air fuel ratio sensor has been adopted to the exhaust manifold.
D An ultra thin-wall, high-cell metal type TWC (Three-Way Catalytic Converter) has been adopted. This
TWC enables to improve exhaust emissions by optimizing the cells density.

Air Fuel
Ratio Sensor
(Bank 1, Sensor 1)
Air Fuel
Ratio Sensor
TWCs (Bank 2, Sensor 1)

for Right Bank for Left Bank

208EG114 208EG113
 ENGINE — 1MZ-FE ENGINE EG-99

6. Exhaust Pipe

D An ultra thin-wall, high-cell ceramic type TWC has been adopted. This TWC enables to improve exhaust
emissions by optimizing the cells density.

D 2- way exhaust control system is provided to reduce noise and vibration in the main muffler. For details,
see page EG-23 in 2AZ-FE engine section.

TWC
Muffler

208EG115
EG-100 ENGINE — 1MZ-FE ENGINE

JFUEL SYSTEM

1. General

D A fuel returnless system has been used to reduce evaporative emissions.

D A compact fuel pump in which a fuel filter and pressure regulator are integrated in the module fuel
pump assembly has been adopted. For details, see page EG-26 in 2AZ-FE engine section.
D A quick connector has been adopted to connect the fuel pipe with the fuel hose to improve serviceability.
D A compact 12-hole type injector with high atomizing performance has been adopted to improve the
atomization of fuel. As the result, the air assist system used on ’01 Camry has been discontinued.
D A tether has been provided on the fuel filter cap to prevent the cap from being lost, which results in
preventing the leakage of fuel or the evaporative gas.
D The quick-turn type fuel tank cap has been newly adopted to improve usability.

D The ORVR (On-board Refueling Vapor Recovery) system has been adopted. For details, see page EG-45.

ORVR Valve
Fuel Tank

Pulsation Damper

Fuel Pump
• Pressure Regulator
• Sender Gauge
• Fuel Filter

Injector
208EG116
 ENGINE — 1MZ-FE ENGINE EG-101

2. Fuel Returnless System

This system has been adopted to reduce the evaporative emission. As shown below, integrating the fuel
filter, pressure regulator, and fuel sender gauge with fuel pump assembly, it possible to discontinue the
return of fuel from the engine area and prevent temperature rise inside the fuel tank.

Pulsation Damper

Pressure Regulator

Fuel Filter
Module Fuel
Pump Assembly

Fuel Pump

Fuel Tank

208EG117

3. Fuel Injector

The 12-hole type injector has been adopted to im-

prove the atomization of fuel.

View A

A
208EG118
EG-102 ENGINE — 1MZ-FE ENGINE

JIGNITION SYSTEM

1. General

D A DIS (Direct Ignition System) has been adopted. The DIS improves the ignition timing accuracy, reduces
high-voltage loss, and enhances the overall reliability of the ignition system by eliminating the distributor.
The DIS in this engine is an independent ignition system which has one ignition coil (with igniter) for
each cylinder.
D Iridium-tipped spark plugs have been adopted to realize a 120,000 mile (192,000 km) maintenance-free
operation. For details, see page EG-27 in 2AZ-FE engine section.

Ignition Coil (with Igniter)

+B
IGT1 No. 1
Cylinder
Camshaft G22
Position IGT2 No. 2
Sensor Cylinder
IGT3 No. 3
Cylinder
Crankshaft NE IGT4
Position ECM No. 4
Sensor Cylinder
IGT5 No. 5
Cylinder
IGT6 No. 6
Various
Cylinder
Sensors
IGF

161EG43

2. Ignition Coil

The DIS provides 6 ignition coils, one for each cylinder. The spark plug caps, which provide contact to
the spark plugs, are integrated with an ignition coil. Also, an igniter is enclosed to simplify the system.
 EG-103
JSTARTING SYSTEM
A compact and lightweight PS (Planetary reduction-Segment conductor motor) starter has been adopted
on all models. For details, see page EG-28 in 2AZ-FE engine.
EG-104 ENGINE — 1MZ-FE ENGINE

JENGINE CONTROL SYSTEM

1. General
The engine control system of the 1MZ-FE engine has following system.
’02 ’01
System Outline
Camry Camry
SFI
(Sequential Multiport An L-type SFI system directly detects the intake air mass with
f z
Fuel Injection) a hot wire type mass air flow meter.
(For details, see page EG-80)
ESA
Ignition timing is determined by the ECM based on signals
(Electronic Spark
from various sensors. The ECM corrects ignition timing in re- f z
Advance)
sponse to engine knocking.
(For details, see page EG-80)
ETCS-i
(Electronic Throttle Optimally controls the throttle valve opening in accordance
Control with the amount of accelerator pedal effort and the condition f —
System-intelligent) of the engine and the vehicle.
(For details, see page EG-81)
ACIS
The intake air passages are switched according to the engine
(Acoustic Control
speed and throttle valve opening angle to provide high perfor- f z
Induction System)
mance in all speed ranges.
(For details, see page EG-83)
Air Intake Control The intake air duct is divided into two areas, and the ECM con-
System trols the air intake control valve and the actuator that are pro- f —
(For details, see page EG-86) vided in one of the areas to reduce the amount of engine noise.
Fuel Pump Control Fuel pump operation is controlled by signal from the ECM. f z
Air Fuel Ratio Sensor, Maintains the temperature of the air fuel ratio sensor or oxy-
Oxygen Sensor gen sensor at an appropriate level to increase accuracy of f z
Heater Control detection of the oxygen concentration in the exhaust gas.
• This system recirculates a portion of the exhaust gases
through the intake in order to reduce the amount of NOx in
EGR
the exhaust gases.
(Exhaust Gas f
• Cuts off EGR according to the engine condition to maintain
z
Recirculation) System
drivability of the vehicle and durability of the EGR compo-
nents.
• The ECM controls the purge flow of evaporative emission
(HC) in the charcoal canister in accordance with engine
Evaporative conditions.
Emission Control • Using 3 VSVs and a vapor pressure sensor, the ECM detects f z
(For details, see page EG-44) any evaoprative emission leakage occurring between the
fuel tank and the charcoal canister through the changes in
the tank pressure.
Air Conditioning By turning the air conditioner compressor ON or OFF in accor-
f z
Cut-off Control dance with the engine condition, drivability is maintained.
Prohibits fuel delivery and ignition if an attempt is made to
Engine Immobiliser f z
start the engine with an invalid ignition key.
When the ECM detects a malfunction, the ECM diagnoses and
f z
Diagnosis memorizes the failed section.
(For details, see page EG-87) To increase the speed for processing the signals, the 32-bit
f —
CPU of the ECM has been adopted
When the ECM detects a malfunction, the ECM stops or con-
Fail-Safe
trols the engine according to the data already stored in the f z
(For details, see page EG-88)
memory.
 ENGINE — 1MZ-FE ENGINE EG-105

2. Construction
The configuration of the engine control system in the 1MZ-FE engine in the ’02 Camry is as shown in
the following chart.
SENSORS ACTUATORS
VG
MASS AIR FLOW METER SFI
#10
THA No. 1 INJECTOR
INTAKE AIR TEMP. SENSOR #20
No. 2 INJECTOR
#30
THW
No. 3 INJECTOR
ENGINE COOLANT TEMP. SENSOR #40
No. 4 INJECTOR
#50
No. 5 INJECTOR
NE #60
CRANKSHAFT POSITION SENSOR No. 6 INJECTOR
G22
CAMSHAFT POSITION SENSOR ESA
IGF
VTA1, 2 IGNITION COIL with IGNITER
THROTTLE POSITION SENSOR IGT1~
VC IGT6
SPARK PLUGS
AIR FUEL RATIO SENSOR AFR
(Bank 1, Sensor 1) ETCS-i
M
AIR FUEL RATIO SENSOR AFL THROTTLE CONTROL MOTOR
(Bank 2, Sensor 1)
AIR INTAKE CONTROL SYSTEM
HEATED OXYGEN SENSOR OX1B AICV
VSV
(Bank 1, Sensor 2)

HEATED OXYGEN SENSOR OX2B ECM EGR SYSTEM

(Bank 2, Sensor 2) EGR
VSV
KNK R
KNOCK SENSORS ACIS
KNK L ACIS
VSV
IGNITION SWITCH STA
• Starting Signal IGSW
FUEL PUMP CONTROL
• Ignition Signal FC
CIRCUIT OPENING RELAY
NEUTRAL START SWITCH NSW AIR FUEL RATIO SENSOR
• Neutral Start Signal P, R, N HEATER CONTROL
• Shift Lever Position Signal
HAFR AIR FUEL RATIO SENSOR
COMBINATION METER HEATER (Bank 1, Sensor 1)
SPD
HAFL AIR FUEL RATIO SENSOR
• Vehicle Speed Signal HEATER (Bank 2, Sensor 1)
MREL AIR FUEL RATIO SENSOR
POWER STEERING OIL PS HEATER RELAY
PRESSURE SWITCH
EFI MAIN RELAY
PTNK
VAPOR PRESSURE SENSOR OXYGEN SENSOR HEATER CONTROL

VPA HT1B HEATED OXYGEN SENSOR

ACCELERATOR PEDAL POSITION SENSOR HEATER (Bank 1, Sensor 2)
VPA2
HT2B HEATED OXYGEN SENSOR
STP
STOP LIGHT SWITCH HEATER (Bank 2, Sensor 2)

(Continued)
208EG36
EG-106 ENGINE — 1MZ-FE ENGINE

TXCT
TRANSPONDER KEY RXCK AIR CONDITIONING CONTROL
AMPLIFIER*1 CODE ACMG AIR CONDITIONING
MAGNET CLUTCH
KSW
UNLOCK WARNING SWITCH*1

CCS
CRUISE CONTROL SWITCH
EVAPORATIVE EMISSION
ECM CONTROL
A/T FLUID TEMPERATURE THO
CCV VSV
SENSOR
(for Canister Closed Valve)
TBP VSV
(for Pressure Switching Valve)
RL
GENERATOR EVP 1
VSV (for EVAP)
TRC
SKID CONTROL ECU*2
ENG

EGLS
EGR VALVE POSITION SENSOR
COOLING FAN CONTROL
THG
EGR GAS TEMP. SENSOR CF
COOLING FAN RELAYS
A/C S
AIR CONDITIONING SWITCH*3

A/C S
AIR CONDITIONING ECU*4
W MALFUNCTION INDICATOR
SIL LIGHT
DATA LINK CONNECTOR 3
TC

+B BATT
EFI MAIN RELAY BATTERY

208EG37
*1: with Engine Immobiliser System
*2: with VSC System
*3: with Manual Air Conditioning System
*4: with Automatic Air Conditioning System
 ENGINE — 1MZ-FE ENGINE EG-107

3. Engine Control System Diagram

Perk/Neutral Position Switch

Ignition
Switch
Combination Meter
EFI
Circuit Main Electronic Controlled
Opening Relay Transmission Solenoid Valve
Relay
Vapor
Pressure
Sensor
MIL Air Conditioning
ECU* DLC3

Battery
Stop Light Switch
Fuel Pump
Air Fuel Ratio Sensor Heater Relay
VSV
(for Canister
Closed Valve) ECM

VSV
(for Pressure Switching Valve)

VSV
Pulsation (for EVAP)
Damper
VSV
(for EGR)

VSV (for ACIS)

Throttle
VSV Control Motor
(for Air Intake
Control Valve

Actuator Vacuum
Intake Air Throttle Tank
Position Sensor
Temp. Mass Air
Sensor Flow Meter

Engine Coolant Injector

Air Fuel
Temp. Sensor EGR
Ratio
Valve
Ignition Coil EGR Gas Sensor
with Igniter Temp. Sensor (Bank 2,
Air Fuel Ratio Sensor Sensor 1)
(Bank 1, Sensor 1)

Knock Sensor TWC

TWC

TWC
Heated Oxygen Crankshaft Heated Oxygen
Sensor Sensor
(Bank 1, Sensor 2) Position Sensor (Bank 2, Sensor 2)

*: with Automatic Air Conditioning System 208EG38

EG-108 ENGINE — 1MZ-FE ENGINE

4. Layout of Main Component

VSV
DLC3 (for Pressure Switching Valve)
Mass Air Flow Meter Vapor Pressure
Sensor

ECM

Fuel Pump

VSV
(for Canister Closed Valve)
VSV
(for Air Intake Control Valve)
EGR Gas Temp. Sensor
Engine Coolant EGR Valve
Temp. Sensor
VSV Throttle Position
(for EVAP) Sensor
VSV
(for ACIS)

Ignition Coil VSV (for EGR)

with Igniter
Injector

Knock Sensors

Camshaft Position Air Fuel Ratio Sensor

Sensor (Bank 1, Sensor 1)

Crankshaft Position
Sensor Air Fuel Ratio Sensor
(Bank 2, Sensor 1)

Heated Oxygen Sensor

(Bank 2, Sensor 2) Heated Oxygen Sensor
(Bank 1, Sensor 2)
208EG39
 ENGINE — 1MZ-FE ENGINE EG-109

5. Main Components of Engine Control System

General

The following table compares the main components.

New Previous
Components
Outline Quantity Outline Quantity
ECM 32-bit CPU 1 16-bit CPU 1
Mass Air Flow Meter
Hot-wire Type 1 z
(For details, see page EG-36)
Crankshaft Position Sensor Pick-up Coil Type
1 z
(Rotor Teeth) (36-2)
Camshaft Position Sensor Pick-up Coil Type
1 z
(Rotor Teeth) (3)
Throttle Position Sensor Linear Type 1 z
Accelerator Pedal
Position Sensor Linear Type 1 —
(For details, see page EG-38)
Built-in Piezoelectric
Knock Sensor 1 z
Type
Air Fuel Ratio Sensor
(Bank 1, Sensor 1) with Heater Type 2 z (A/T Model)
(Bank 2, Sensor 1)
3
Oxygen Sensor (M/T Model)
(Bank 1,
1 Sensor 2) with Heater
with Heater Type 2
(Bank 2, Sensor 2) Type 1
(A/T Model)
Injector 12-hole Type 6 4-hole Type 6

Crankshaft Position Sensor

The timing rotor of the crankshaft consists of 34 teeth, with 2 teeth missing. The crankshaft position
sensor outputs the crankshaft rotation signals every 10°, and the missing teeth are used to determine the
top-dead-center.

Timing Rotor (720° CA)

Engine
Front

2 Teeth
Missing
10° CA
Crankshaft
Position Sensor 208EG40
Timing Rotor
EG-110 ENGINE — 1MZ-FE ENGINE

Camshaft Position Sensor

The camshaft position sensor is mounted on the left side cylinder head. To detect the camshaft position,
a timing rotor that is provided on the camshaft is used to generate 1 pulses for every 2 revolutions of
the crankshaft.

Timing Rotor (720° CA)

Engine
Front

Timing Camshaft
Rotor Position Sensor

208EG41

Throttle Position Sensor

This sensor converts the throttle valve opening angles into electronic signals with two differing characteris-
tics and outputs them to the ECM. One is the VTA signal that linearly outputs the voltage along the entire
range of the throttle valve opening angle. The other is the VTA 2 signal that outputs an offset voltage.

Close

Open
Open
Close

E2 VTA2 VTA VC

V
5.0

VTA2
Output
Voltage
VTA
Throttle Position Sensor
0
Close Open

208EG42
 ENGINE — 1MZ-FE ENGINE EG-111

6. SFI (Sequential Multiport electronic Fuel Injection) System

D An L-type SFI system directly detects the intake air mass with a hot wire type mass air flow meter.
D An independent injection system (in which fuel is injected once into each cylinder for each two revolution
of the crankshaft) has been adopted.
D There are two types of fuel injection:
a) One is synchronous injection in which corrections based on the signals from the sensors are added
to the basic injection time so that injection occurs always at the same timing.

b) The other is non-synchronous injection in which injection is effected by detecting the requests from
the signals of the sensors regardless of the crankshaft angle.
Furthermore, to protect the engine and improve fuel economy, the system effects fuel cutoff in which
the injection of fuel is stopped temporarily in accordance with the driving conditions.

Synchronous Injection
Non-Synchronous Injection
Ignition
Intake Combustion
#1
#2
#3
#4
#5
#6

Independent Injection
208EG43

7. ESA (Electronic Spark Advance)

This system selects the optimal ignition timing in accordance with the signals received from the sensors
and sends the (IGT) ignition signal to the igniter. The default ignition timing is set to 5° BTDC.
EG-112 ENGINE — 1MZ-FE ENGINE

8. ETCS-i (Electronic Throttle Control System-intelligent)

General

D In the conventional throttle body, the throttle valve opening in determined invariably by the amount of
the accelerator pedal effort. In contrast, the ETCS-i uses the ECM to calculate the optimal throttle valve
opening that is appropriate for the respective driving condition and uses a throttle control motor to con-
trol the opening.
D The accelerator cable and link have been discontinued, and an a accelerator position sensor has been pro-
vided on the accelerator pedal.

" System Diagram A

Throttle Valve

Throttle Position Sensor

Accelerator Pedal
Position Sensor Throttle
Control
Motor

Skid
Mass Air
Flow Meter ECM Control
ECU

Ignition Fuel
Coil Injector
208EG44
 ENGINE — 1MZ-FE ENGINE EG-113

Operation

1) General

The ECM drives the throttle control motor by determining the target throttle valve opening in accordance
with the respective vehicle operating condition.
D Idle Speed Control
D Shift Shock Reduction Control

D Cruise Control
2) Idle Speed Control

Controls the ECM and the throttle valve in order to constantly effect ideal idle speed control.
3) Shift Shock Reduction Control

The throttle control is synchronized to the ECT (Electronically Controlled Transmission) control during
the shifting of the transmission in order to reduce the shift shock.
4) TRAC Throttle Control

As part of the TRAC system, the throttle valve is closed by a demand signal from the skid control ECU
if an excessive amount of slippage is created at a driving wheel, thus facilitating the vehicle in ensuring
stability and driving force.
5) VSC Coordination Control

In order to bring the effectiveness of the VSC system control into full play, the throttle valve opening
angle is controlled by effecting a coordination control with the skid control ECU.
6) Cruise Control

An ECM with an integrated cruise control ECU directly actuates the throttle valve to effect the operation
of the cruise control.
EG-114 ENGINE — 1MZ-FE ENGINE

9. ACIS (Acoustic Control Induction System)

General

The ACIS is realized by using a bulkhead to divide the intake manifold into 2 stages, with an intake
air control valve in the bulkhead being opened and closed to vary the effective length of the intake manifold
in accordance with the engine speed and throttle valve opening angle. This increases the power output
in all ranges from low to high speed.

" System Diagram A

Actuator Intake Air Control Valve

VSV

To Surge Tank
Engine Speed
Throttle Opening Angle ECM
Vacuum Tank

208EG45
 ENGINE — 1MZ-FE ENGINE EG-115

General

1) Intake Air Control Valve

The intake air control valves, which are provided

in the intake air chamber, open and close to change Intake Air Control Valve
the effective length of the intake manifold in two
stages.

208EG46
Actuator

2) VSV (Vacuum Switching Valve)

Controls the vacuum that is applied to the actuator

by way of the signal (ACIS) that is output by the
ECM.
To Actuator
From Vacuum Tank

Atmosphere

208EG47

3) Vacuum Tank

Equipped with an internal check valve, the vacuum tank stores the vacuum that is applied to the actuator
in order to maintain the intake air control valve fully closed even during low-vacuum conditions.
EG-116 ENGINE — 1MZ-FE ENGINE

Operation

1) When the Intake Control Valve Closes (VSV ON)

The ECM activates the VSV to match the longer pulsation cycle so that the negative pressure acts on
the diaphragm chamber of the actuator. This closes the control valve. As a result, the effective length
of the intake manifold is lengthened and the intake efficiency in the low-to-medium speed range is im-
proved due to the dynamic effect of the intake air, thereby increasing the power output.

VSV ON
Open

Throttle
Valve

Close

: Effective Intake Manifold Length Low High

Engine Speed
208EG48

2) When the Intake Control Valve Open (VSV OFF)

The ECM deactivates the VSV to match the shorter pulsation cycle so that atmospheric air is led into
the diaphragm chamber of the actuator and opens the control valve. When the control valve is open,
the effective length of the intake air chamber is shortened and peak intake efficiency is shifted to the
high engine speed range, thus providing greater output at high engine speeds.

Open

Throttle
Valve

Close VSV OFF

: Effective Intake Manifold Length Low High

: Effective Intake Air Chamber Engine Speed

208EG49
 ENGINE — 1MZ-FE ENGINE EG-117

10. Air Intake Control System

General

The air cleaner inlet is divided into two areas, and a air intake control valve and an actuator have beenpro-
vided in one of the areas.
As a result, a reduction in intake noise in the low-speed range and an increase in the power output in
the high-speed range have been realized.

" Layout of Components A

Actuator
VSV

Air Intake
Control Valve

208EG50

Operation

When the engine is operating in the low-to mid-speed range, this control operates the air intake control
valve to close one side of the air cleaner inlet.
When the engine is operating in the high-speed range, this control operates the air intake control valve
to open both side of the air cleaner inlet to effect the intake of air.

Vacuum Tank

VSV
Open
Throttle
Opening
Angle
Air Intake
Control Valve

Engine Speed
Air Intake Control Valve Condition

208EG51
EG-118 ENGINE — 1MZ-FE ENGINE

11. Diagnosis

When the ECM detects a malfunction, the ECM makes a diagnosis and memorizes the failed section.
Furthermore, the MIL (Malfunction Indicator Light) in the combination meter illuminates or blinks to inform
the driver.
The ECM will also store the DTCs of the malfunctions.
The DTCs can be accessed the use of the hand-held tester.

Service Tip
The length of time to clear the DTC via the battery terminal has been changed from the previous 10
seconds to 1 minute.

— Changes (from ’01 Camry) —

The DTCs (Diagnostic Trouble Codes) listed below have been added or discontinued.

" Added DTCs A

DTC No. Detection Item

P0156 O2 Sensor Circuit Malfunction (Bank 2, Sensor 2)
P0161 O2 Sensor Heater Circuit Malfunction (Bank 2, Sensor 2)
P0430 Catalyst System Efficiency Below Threshold (Bank 2)
P0605 Internal Control Module Read Only Memory (ROM) Error
P1120 Accelerator Pedal Position Sensor Circuit Malfunction
P1121 Accelerator Pedal Position Sensor Range/Performance Problem
P1125 Throttle Control Motor Circuit Malfunction
P1127 ETCS Actuator Power Source Circuit Malfunction
P1128 Throttle Control Motor Lock Malfunction
P1129 Electric Throttle Control System Malfunction
P1633 ECM Malfunction (ETCS Circuit)

" Discontinued DTCs A

DTC No. Detection Item

P0130 O2 Sensor Circuit Malfunction (Bank 1, Sensor 1)
P0133 O2 Sensor Circuit Slow Response (Bank 1, Sensor 1)
P0135 O2 Sensor Heater Circuit Malfunction (Bank 1, Sensor 1)
P0150 O2 Sensor Circuit Malfunction (Bank 2, Sensor 1)
P0153 O2 Sensor Circuit Slow Response (Bank 2, Sensor 1)
P0155 O2 Sensor Heater Circuit Malfunction (Bank 2, Sensor 1)
 ENGINE — 1MZ-FE ENGINE EG-119

12. Fail-Safe

General

When the ECM detects a malfunction, the ECM stops or controls the engine according to the data already
stored in the memory.

" Fail-Safe Control List A

: New
Location on Malfunction Description Control
In case of a signal malfunction, the engine could operate poor-
ly or the catalyst could overheat if the engine continues to be
Mass Air Flow Meter controlled with the signals from the sensors.
Therefore, the ECM effects control by using the values in the
ECM or stops the engine.
In case of a signal malfunction, the ECM calculates the accel-
erator pedal opening angle that is limited by the dual system
Accelerator Pedal Position Sensor
sensor value and continues effecting throttle valve control. If
(For details, see page EG-89)
both system malfunction, the ECM considers that the accelera-
tor pedal is fully closed.
In case of a signal malfunction, the ECM cuts off the current
to the throttle control motor. The throttle valve returns to the
Throttle Position Sensor prescribed opening by the force of the return spring. The ECM
(For details, see page EG-90) then adjusts the engine output by controlling the fuel injection
and ignition timing in accordance with the accelerator pedal
opening angle to enable the vehicle to continue driving.
In case of a signal malfunction, the use of the values from the
sensors will make the air-fuel ratio become too rich or too lean,
Engine Coolant Temp. Sensor which could causes the engine to stall or to run poorly during
and cold operation. Therefore, the ECM fixes the air-fuel ratio to
Intake Air Temp. Sensor the stoichiometric ratio and uses the constant values of 80°C
engine coolant temperature and 20°C intake air temperature to
perform the calculation.
In case of a malfunction in the knock sensor or in the knocking
signal system (open or short circuit), the engine could become
damaged if the timing is advanced despite the presence of
Knock Sensor
knocking. Therefore, if a malfunction is detected in the knock
sensor system, the ECM turns the timing retard correction of
the knock sensor into the maximum retard value.
In case of a malfunction in the ignition system, such as an open
circuit in the ignition coil, the catalyst could be become over-
heated due to engine misfire. Therefore, if the (IGF) ignition
Ignition Coil
signal is not input twice or more in a row, the ECM determines
(with Igniter)
that a malfunction occurred in the ignition system and stops
only the injection of fuel into the cylinder with the malfunc-
tion.
EG-120 ENGINE — 1MZ-FE ENGINE

Fail-Safe of Accelerator Pedal Position Sensor

D The accelerator pedal position sensor comprises two (main, sub) sensor circuits. If a malfunction occurs
in either one of the sensor circuits, the ECM detects the abnormal signal voltage difference between these
two sensor circuit and switches to the limp mode. In the limp mode, the remaining circuit is used to calcu-
late the accelerator pedal opening, in order to operate the vehicle under limp mode control.

ECM

Accelerator Pedal
Position Sensor Open

Main
Sub Main
Sub
Return Throttle
Throttle Control
Throttle Valve Spring
Position Motor
Sensor

Accelerator Pedal Throttle Body 199EG45

D If both systems malfunction, the ECM detects the abnormal signal voltage between these two sensor cir-
cuits and regards that the opening angle of the accelerator pedal is fully opened and then continues the
throttle control. At this time, the vehicle can be driven within its idling range.

ECM

Accelerator Pedal
Position Sensor Close

Main
Sub Main
Sub
Return Throttle
Throttle Throttle Valve Control
Position Spring
Motor
Sensor

Accelerator Pedal Throttle Body 199EG46

 ENGINE — 1MZ-FE ENGINE EG-121

Fail-Safe of Throttle Position Sensor

D The throttle position sensor comprises two (main, sub) sensor circuits. If a malfunction occurs in either
one of the sensor circuits, the ECM detects the abnormal signal voltage difference between these two
sensor circuits, cuts off the current to the throttle control motor, and switches to the limp mode. Then,
the force of the return spring causes the throttle valve to return and stay at the prescribed opening. At
this time, the vehicle can be driven in the limp mode while the engine output is regulated through the
control of the fuel injection and ignition timing in accordance with the accelerator opening.
D The same control as above is effected if the ECM detects a malfunction in the throttle control motor sys-
tem.

Injectors ECM Ignition Coil

Accelerator Pedal Open

Position Sensor

Main Sub
Main
Sub
Return Throttle
Throttle Valve Spring Control
Motor

199EG47
Accelerator Pedal Throttle Body