2az Fe
2az Fe
2az Fe
ENGINE
2AZ-FE ENGINE
DESCRIPTION
The 2AZ-FE engine, which is an in-line, 4-cylinder, 2.4-liter, 16-valve DOHC engine, based on the
2AZ-FE engine on the ’01 Highlander.
This engine has following features that have been optimized in order to realize the further improvement
of the engine performance, fuel economy and to reduce exhaust emissions.
The PS (Planetary reduction Segment conductor motor) starter has been adopted.
Meets the ULEV (Ultra Low Emission Vehicle) regulation requirements.
ETCS-i (Electronic Throttle Control System-intelligent) has been adopted.
208EG01
208EG02
ENGINE — 2AZ-FE ENGINE EG-33
Engine Specification
HP kW
N·m ft·lbf
160 120 : Intake Valve Opening Angle
170
220
160 150 110
: Exhaust Valve Opening Angle
210
200 150 140
100
Torque 190 140 130 TDC
VVT-i Operation
180
130 120 90 Range 3° 4°
170
160 120 110 80 46°
100
70
90
60
236°
80
70
Output
50 228°
60
40
50
40 30
30
20
20 60°
10
10
0 0 45°
VVT-i Operation
1000 2000 3000 4000 5000 6000 Range
10°BDC
Engine Speed (rpm)
198EG01 206EG03
EG-34 ENGINE — 2AZ-FE ENGINE
ENGINE PROPER
Integrated Spark
Plug Gasket
185EG35
FIPG Coating
208EG05
Front
EG-36 ENGINE — 2AZ-FE ENGINE
3. Cylinder Head
The taper squish combustion chamber has been used to realize the highly engine’s knocking resistance
and fuel efficiency.
An upright intake port has been used to realize the highly intake efficiency.
Installing the injectors in the cylinder head enables the injectors inject fuel as close as possible to the
combustion chamber. This prevents the fuel from adhering to the intake port walls, which reduces HC
exhaust emissions.
The routing of the water bypass jacket in the cylinder head has been optimized to realize the highly
cooling performance. In addition, a water bypass passage has been provided below the exhaust ports
to reduce the number of parts and to achieve weight reduction.
Injector
A Exhaust Side
IN
EX
Bypass
Passage
A Intake Side
Taper Squish
208EG67 198EG29
4. Cylinder Block
Water Pump
Swirl Chamber Air Flow During Engine Revolution
Thermostat Housing
Crankcase
Air Flow
Oil Filter Air Conditioning
Bracket Compressor Bracket 179EG04
185EG42
EG-38 ENGINE — 2AZ-FE ENGINE
5. Piston
The piston is made of aluminum alloy and skirt area is made compact and lightweight.
The piston head portion has adopted a taper squish shape.
208EG06
6. Connecting Rod
208EG61
7. Crankshaft
208EG68
Balance Weight
EG-40 ENGINE — 2AZ-FE ENGINE
8. Balance Shaft
Crankshaft
Drive Gear
: Resin Gear
Balance Shaft No. 2
Balance Shaft No. 1
198EG04
ENGINE — 2AZ-FE ENGINE EG-41
VALVE MECHANISM
1. General
Each cylinder is equipped with 2 intake valves and 2 exhaust valves. Intake and exhaust efficiency has
been increased due to the larger total port areas.
Intake Camshaft
VVT-i Controller
Exhaust Camshaft
Chain Slipper
181EG10
Chain Damper
EG-42 ENGINE — 2AZ-FE ENGINE
2. Camshaft
The intake camshaft is provided with timing rotor to trigger the camshaft position sensor.
In conjunction with the adoption of the VVT-i system, an oil passage is provided in the intake camshaft
in order to supply engine oil pressure to the VVT-i system.
A VVT-i controller has been installed on the front of the intake camshaft to vary the timing of the intake
valves.
Intake Camshaft
Timing Rotor
181EG11
Timing Sprocket
ENGINE — 2AZ-FE ENGINE EG-43
Intake and exhaust valves with large-diameter valve face have been adopted to improve the intake air
and exhaust gas flow.
Narrow valve stems have been adopted to reduce the intake and exhaust resistance and for weight reduc-
tion.
Camshaft
Valve
Lifter
208EG69
Along with the increased amount of valve lift, shimless valve lifters that provide a large cam contact
surface have been adopted. The adjustment of the valve clearance is accomplished by selecting and replac-
ing the appropriate valve lifters.
Service Tip
The valve lifters are available in 35 size in increment of 0.020 mm (0.008 in.), from 5.060 (0.199 in.)
to 5.740 (0.226 in.).
For details, refer to see the 2002 Camry Repair Mnual (Pub. No. RM881U).
EG-44 ENGINE — 2AZ-FE ENGINE
4. Timing Chain
Chain
Slipper
Oil Jet
181EG14
ENGINE — 2AZ-FE ENGINE EG-45
LUBRICATION SYSTEM
1. General
The lubrication circuit is fully pressurized and oil passes through an oil filter.
Chain Tensioner
Oil Return Hole
208EG07
Oil Pump
RELIEF
VALVE
OIL PUMP OIL CONTROL CYLINDER BLOCK OIL JET
VALVE
OIL PAN
208EG08
EG-46 ENGINE — 2AZ-FE ENGINE
Specifications
2. Oil Pump
Relief Valve
Oil Pump
181EG43
ENGINE — 2AZ-FE ENGINE EG-47
COOLING SYSTEM
The cooling system is a pressurized, forced-circulation type.
A thermostat with a bypass valve is located on the water inlet housing to maintain suitable temperature
distribution in the cooling system.
This prevents sudden jumps in temperature while the engine is warming up.
The flow of the engine coolant makes a U-turn in the cylinder block to ensure a smooth flow of the
engine coolant. In addition, a bypass passage is enclosed in the cylinder head and the cylinder block.
Warm water from the engine is sent to the throttle body to prevent freeze-up.
Throttle Body
To Heater Core
To Radiator
Bypass Passage
208EG09
Cylinder Head
Bypass Passage
Heater Core
Water Pump
Cylinder Block
Thermostat
208EG10
Throttle Body
Radiator
Reservoir Tank
EG-48 ENGINE — 2AZ-FE ENGINE
Specifications
1. General
The two resonators, the side branch and PET* (Polyethylene Terephthalate) material have been newly
adopted to air cleaner inlet and air cleaner hose.
The adoption of ETCS-i (Electronic Throttle Control System-intelligent) has realized excellent throttle
control.
The intake manifold has been made of plastic to reduce the weight and the amount of heat transferred
from the cylinder head.
2-way exhaust control system is provided to reduce noise and vibration in the main muffler.
*: Using porous material that permits it to breath, air intake pulsating pressure will be let out to the outside
of air cleaner inlet.
Intake Manifold
Main Muffler
Exhaust Manifold
TWC
TWC 208EG11
Air Cleaner
EG-50 ENGINE — 2AZ-FE ENGINE
2. Air Cleaner
A flameless, full-fabric air filter has been adopted to reduce weight and to simplify its disposal.
The two resonators, the side branch and PET material have been newly adopted to air cleaner inlet and
air cleaner hose to reduce the intake air noise.
Side Branch
PET Material
Resonator
208EG12
3. Throttle Body
The adoption of the link-less type ETCS-i has realized excellent throttle control.
For details of ETCS-i control, refer to see page EG-40.
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 that
flows to the throttle control motor in order to regulate the opening angle of the throttle valve.
Throttle Valve
4. Intake Manifold
The intake manifold has been made of plastic to reduce the weight and the amount of heat transferred
from the cylinder head. As a result, it has become possible to reduce the intake air temperature and
improve the intake volumetric efficiency.
A resonator is installed inside the air intake chamber which makes use of the intake pulse to improve
torque in the mid-speed range.
The intake manifold cover is used on the intake manifold to reduce intake air noise.
198EG34
5. Exhaust Manifold
TWC
TWC Cross
Section
208EG14
EG-52 ENGINE — 2AZ-FE ENGINE
6. Exhaust Pipe
General
An ultra thin-wall, high-cell ceramic type TWC (Three-Way Catalytic Converter) has been adopted. This
TWC enables to improve exhaust emissions by optimizing the cells density.
2-way exhaust control system is provided to reduce noise and vibration in the main muffler.
TWC Cross
Section Main
Muffler
Sub Muffler
TWC 208EG15
ENGINE — 2AZ-FE ENGINE EG-53
A 2-way exhaust control system is used. This system reduces the back pressure by opening and closing
a variable valve that is enclosed in the main muffler, thus varying the exhaust gas pressure.
The valve opens steplessly in accordance with the operating condition of the engine, thus enabling a
quieter operation at lower engine speeds, and reducing back pressure at higher engine speeds.
1) Construction
The control valve is enclosed in the main-muffler. When the exhaust gas pressure overcomes the spring
pressure, the control valve opens steplessly in accordance with the exhaust gas pressure.
2) Operation
The valve opens more as the engine speed and the back pressure in the muffler increase. This allows
a large volume of exhaust gas to pass the bypass passage, thereby substantially decreasing the back
pressure.
Exhaust
Gas
FUEL SYSTEM
1. General
A compact fuel pump in which a fuel filter and pressure regulator are integrated in the module fuel
pump assembly has been adopted.
A quick connector has been adopted to connect the fuel pipe with the fuel hose to improve serviceability.
The aluminum die-cast delivery pipe has been integrated with the pulsation damper.
The ORVR (On-board Refueling Vapor Recovery) system has been used.
Fuel Pump
Fuel Tank
208EG17
Injector
ENGINE — 2AZ-FE ENGINE EG-55
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.
Injector
Pulsation Damper
Delivery Pipe
Pressure Regulator
Fuel Filter
Fuel Pump
208EG18
3. Fuel Injector
View from A
A 181EG41
EG-56 ENGINE — 2AZ-FE ENGINE
4. Fuel Pump
Fuel Sender
Gauge
Fuel Pump
208EG19
ENGINE — 2AZ-FE ENGINE EG-57
IGNITION SYSTEM
1. General
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.
Iridium-tipped spark plugs have been adopted.
Ignition Coil
ECM
(with Igniter)
Camshaft G22
Position +B
Sensor IGT1 No.1
Cylinder
Various
Sensors IGT4 No.4
Cylinder
IGF
165EG25
2. Ignition Coil
The DIS provides 4 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.
3. Spark Plug
Iridium-tipped spark plugs have been adopted to realize a 120,000 mile (192,000 km) maintenance-free
operation. By making the center electrode of iridium, the same ignition performance as of the platinum-
tipped spark plug and further improvement of durability have been realized.
Specifications
DENSO SK20R11
NGK IFR6A11
Iridium Tip
1.0 - 1.1 mm
Plug Gap
(0.0394 - 0.043 in.)
208EG70
EG-58 ENGINE — 2AZ-FE ENGINE
STARTING SYSTEM
Starter
1) General
A compact and lightweight PS (Planetary reduction-Segment conductor motor) starter has been
adopted on all models.
Because the PS starter contains an armature that uses square-shaped conductors, and its surface func-
tions as a commutator, it has resulted in both improving its output torque and reducing its overall
length.
In place of the field coil used in the conventional starter, the PS starter uses two types of permanent
magnets: main magnets and interpolar magnets. The main magnets and interpolar magnets have been
efficiently arranged to increase the magnetic flux and to shorten the length of the yoke.
Parmanent Magnet
Surface
Armature Brush Commutator
Armature
Brush
Yoke
Length
206EG18
206EG19
Specifications
2) Construction
Instead of the construction of the armature coil of the conventional starter that uses round-shaped
conductor wires, the PS starter uses square conductors. With this type of construction, the same condi-
tions that are realized by winding numerous round-shaped conductor wires can be achieved without
increasing the mass. As a result, the output torque has been increased, and the armature coil has been
made more compact.
Because the surface of the square-shaped conductors that are used in the armature coil functions as
a commutator, the overall length of the PS starter has been shortened.
Conventional Type Starter
Brush
Armature Square-Shaped Round-Shaped
Conductor Conductor Wire
Commutator
B
B
A
Brush A - A Cross Section B - B Cross Section
A
Armature PS Starter Conventional Type
Surface Starter
Commutator
PS Starter
206EG20
Instead of the field coils used in the conventional starter, the PS starter has adopted two types of
permanent magnets: the main magnets and the interpolar magnets. The main and interpolar magnets
are arranged alternately inside the yoke, allowing the magnetic flux that is generated between the
main and interpolar magnets to be added to the magnetic flux that is generated by the main magnets.
In addition to increasing the amount of magnetic flux, this construction shortens the overall length
of the yoke.
Interpolar Magnets
Yoke Magnetic Flux Generated
by Main Magnets
S N
S
N
S N
S N Magnetic Flux
N S
Generated by
Main Magnets Relationship
between Main
and Interpolar
Magnets
Armature
206EG21
Cross Section of Yoke Portion
EG-60 ENGINE — 2AZ-FE ENGINE
Crankshaft
Pulley
Air Conditioning
Compressor Pulley
198EG11
2. Automatic Tensioner
The automatic tensioner consists of an idler pulley, an arm, and a tensioner. The idler pulley maintains
belt tension by the force of the spring that is located in the tensioner.
Due to the different suppliers used, the tensioner comes in two types, although their basic operation
remain the same and they are interchangeable.
Tensioner
181EG18
ENGINE — 2AZ-FE ENGINE EG-61
1. General
The engine control system of the 2AZ-FE engine has following system.
System Outline
SFI
(Sequential Multiport An L-type SFI system directly detects the intake air mass with a hot
Fuel Injection) wire type mass air flow meter.
(For details, see page EG-39)
ESA Ignition timing is determined by the ECM based on signals from var-
(Electronic Spark Advance) ious sensors. The ECM corrects ignition timing in response to en-
(For details, see page EG-39) gine knocking.
ETCS-i
Optimally controls the throttle valve opening in accordance with the
(Electronic Throttle Control
amount of accelerator pedal effort and the condition of the engine
System-intelligent)
and the vehicle.
(For details, see page EG-40)
VVT-i
(Variable Valve Controls the intake camshaft to an optimal valve timing in accor-
Timing-intelligent) dance with the engine condition.
(For details, see page EG-42)
Fuel Pump Control Fuel pump operation is controlled by signal from the ECM.
Air Fuel Ratio Sensor, Maintains the temperature of the air fuel ratio sensor or oxygen sensor
Oxygen Sensor at an appropriate level to increase accuracy of detection of the oxygen
Heater Control concentration in the exhaust gas.
• The ECM controls the purge flow of evaporative emission (HC) in
Evaporative the charcoal canister in accordance with engine conditions.
Emission Control • Using 3 VSVs and a vapor pressure sensor, the ECM detects any
(For details, see page EG-44) 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 conditioning compressor ON or OFF in accor-
Cut-off Control dance with the engine condition, drivability is maintained.
Radiator cooling fan operation is controlled by engine coolant tem-
Cooling Fan Control
perature sensor signal (THW) and the condition of the air condition-
(For details, see page EG-43)
ing operation.
Prohibits fuel delivery and ignition if an attempt is made to start the
Engine Immobiliser
engine with an invalid ignition key.
• When the ECM detects a malfunction, the ECM diagnoses and
Diagnosis memorizes the failed section.
(For details, see page EG-49) • To increase the speed for processing the signals, the 32-bit CPU
of the ECM has been adopted.
Fail-Safe When the ECM detects a malfunction, the ECM stops or controls the
(For details, see page EG-50) engine according to the data already stored in the memory.
EG-62 ENGINE — 2AZ-FE ENGINE
2. Construction
The configuration of the engine control system in the 2AZ-FE engine in the ’02 Camry is as shown in
the following chart.
SENSORS ACTUATORS
VG
MASS AIR FLOW METER SFI
THA #10
No. 1 INJECTOR
INTAKE AIR TEMP. SENSOR #20
No. 2 INJECTOR
THW #30
ENGINE COOLANT TEMP. SENSOR No. 3 INJECTOR
#40
VTA No. 4 INJECTOR
THROTTLE POSITION SENSOR
VTA2
NE ESA
CRANKSHAFT POSITION SENSOR IGF
IGNITION COIL with IGNITER
G22 IGT1~
CAMSHAFT POSITION SENSOR IGT4
SPARK PLUGS
AIR FUEL RATIO SENSOR AF1A
(Bank 1, Sensor 1) VVT-i
HEATED OXYGEN SENSOR OX1B OCV CAMSHAFT TIMING OIL
(Bank 1, Sensor 2) CONTROL VALVE
VPA
ACCELERATOR PEDAL POSITION SENSOR ETCS-i
VPA2
KNK1 M
KNOCK SENSOR Throttle Control Motor
(Continued)
208EG20
ENGINE — 2AZ-FE ENGINE EG-63
TXCT
IMLD
TRANSPONDER KEY RXCK SECURITY INDICATOR LIGHT*4
AMPLIFIER*4 CODE
KSW
UNLOCK WARNING SWITCH*4 ECM MREL
EFI MAIN RELAY
D
CLUTCH PEDAL SWITCH*5
CCS
CRUISE CONTROL SWITCH
W MALFUNCTION INDICATOR
SIL LIGHT
DATA LINK CONNECTOR 3
TC
+B BATT
EFI MAIN RELAY BATTERY
Accelerator
Pedal Position
VSV Sensor
Ignition
(for Canister Switch
Closed Valve) Combination Vehicle
Power Steering
Battery Oil Pressure Meter Speed
Switch
Signal
Malfunction
Indicator Light
Circuit Opening Relay
VSV
(for EVAP)
ECM DLC3
Vapor Pressure
Park/Neutral*
Sensor Camshaft Position Switch
Position
VSV Sensor
(for Pressure Camshaft
Switching
Valve) Fuel Pump Timing Oil
Control Valve
Charcoal
Canister
Throttle
Mass Air Flow Meter Control
(Built-in Intake
Air Temp. Sensor) Motor DIS
ECM
Fuel Pump
Accelerator Pedal
Position Sensor
VSV
(for Canister Closed Valve)
Ignition Coil
with Igniter Injector
General
This mass air flow meter, which is a plug-in type, allows a portion of the intake air to flow through the
detection area. By directly measuring the mass and the flow rate of the intake air, the detection precision
has been improved and the intake air resistance has been reduced.
This mass air flow meter has a built-in intake air temperature sensor.
Air Flow
Platinum Hot-wire
199EG35
ENGINE — 2AZ-FE ENGINE EG-67
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
10° CA
2-Teeth Missing
208EG24
Crankshaft Position Sensor
The camshaft position sensor is mounted on the left bank of cylinder head. To detect the camshaft position,
a protrusion that is provided on the timing pulley is used to generate 1 pulse for every 2 revolution of
the crankshaft.
Timing Rotor
208EG25
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 VTA2 signal that outputs an offset voltage.
Close
Open
Open
Close
E2 VTA VTA2 VC
V
5.0
VTA2
Output
Voltage VTA
Throttle Position Sensor
0
Close Open 208EG26
This sensor converts the accelerator pedal depressed angles into electric signals with two differing charac-
teristics and outputs them to the ECM. One is the VPA signal that linearly outputs the voltage along
the entire range of the accelerator pedal depressed angle. The other is the VPA2 signal that outputs on
offset voltage.
Close Open
Accelerator Pedal
Position Sensor Open Close
V
5.0
VPA2
Output
Voltage VPA
0 Close Open
208EG27
ENGINE — 2AZ-FE ENGINE EG-69
An L-type SFI system directly detects the intake air mass with a hot wire type mass air flow meter.
An independent injection system (in which fuel is injected once into each cylinder for each two revolution
of the crankshaft) has been adopted.
Also, when the engine is starting, a group injection system (in which fuel is injected once into two cylin-
ders for each one revolution of the crankshaft) has been adopted.
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.
#1 Intake Combustion #1
#3 #3
#4 #4
#2 #2
Independent Injection
Engine Coolant
Temp.
Group Injection
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-70 ENGINE — 2AZ-FE ENGINE
General
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.
The accelerator cable and link have been discontinued, and an a accelerator position sensor has been pro-
vided on the accelerator pedal.
System Diagram
Throttle Valve
Throttle Position Sensor
Accelerator Pedal
Position Sensor Throttle
Control
Motor
Mass Air
Flow Meter ECM
Ignition Fuel
Coil Injection 208EG30
ENGINE — 2AZ-FE ENGINE EG-71
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.
Idle Speed Control
Shift Shock Reduction Control
Cruise Control
2) Idle Speed Control
Controls 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) Cruise Control
An ECM with an integrated cruise control ECU directly actuates the throttle valve to effect the operation
of the cruise control.
EG-72 ENGINE — 2AZ-FE ENGINE
General
The VVT-i system is designed to control the intake camshaft within a wide range of 50° (of crankshaft
angle) to provide a valve timing that is optimally suited to the engine condition, thus realizing improved
torque in all the speed ranges and fuel economy, and reduce exhaust emissions. The actual intake valve
timing is feedback by means of the camshaft position sensor for constant control to the target valve timing.
Engine Coolant
Temp. Sensor
Throttle Position
Sensor
ECM
198EG19
ECM
In contrast to the previous electric cooling fan system, the water temperature switch has been discontinued.
Instead, by sharing the engine coolant temperature sensor to control the fan motor, a simpler system has
been realized.
This cooling fan control turns 3 fan relays ON/OFF in accordance with the water temperature and the operat-
ing conditions of the air conditioner system. When it is ON, the control is switched to operate the 2 fan
motors at Low (serial) or High (parallel).
Wiring Diagram
CDS
RDI
ACC
AM1 AM1
IG1
ST1
Fan
ALT Ignition SW No. 2
Fan Relay Fan
IG1 Fan No. 1 No. 3
A/C
Condenser
Relay Relay Relay Relay Motor
MAIN
Radiator
Fan Motor
ECM
General
The vacuum type has been adopted on the ’02 Camry to detect leaks in the evaporative emission control
system. This vacuum type detects leaks by forcefully introducing the purge vacuum into the entire system
and monitoring the changes in the pressure. It consists of the following main components:
A VSV (for canister closed valve) that closes the fresh air line from the air cleaner to the charcoal canister
has been adopted.
A VSV (for pressure switching valve) that opens the evaporator line between the fuel tank and the char-
coal canister has been adopted.
Function to close the purge line from the air intake chamber to the charcoal canister for this system is
added to the original functions of VSV (for EVAP).
A vapor pressure sensor that measures the pressure in the fuel tank while checking for evaporative emis-
sion leaks and sends signals to the ECM has been adopted.
Tank Valve
ORVR (On-Board Refueling Vacuum Assembly Tank Pressure
Vapor Recovery) Valve Check Valve
Vapor
Pressure Valve
Sensor Charcoal Canister
To Intake
Manifold Pressure
VSV Switching
(for EVAP) Valve
From Air
Connector
Purge
Valve
Service
Port Purge Line
Operation
1) Purge Flow
When the engine has reached predetermined parameters (closed loop, engine coolant temp. above 74°C
(165°F), etc.), stored fuel vapors are purged from the charcoal canister whenever the purge valve is opened
by the ECM. At the appropriate time, the ECM will turn on the VSV (for EVAP).
The ECM will change the duty ratio cycle of the VSV (for EVAP) thus controlling purge flow volume.
Purge flow volume is determined by manifold pressure and the duty ratio cycle of the VSV (for EVAP).
Atmospheric pressure is allowed into the canister to ensure that purge flow is constantly maintained
whenever purge vacuum is applied to the canister.
Close
To Intake
Manifold
Open
From Air
Connector
Pipe Close
Open
Open
208EG32
Close
2) ORVR (On-Board Refueling Vapor Recovery)
During refueling, low pressure above the diaphragm in the onboard recovery valve lifts allowing fuel
vapors into the charcoal canister. At the same time, the air drain valve opens and the charcoal absorbs
the fuel vapors.
Open Close
Close
Close
Close
to Open
Atmosphere
208EG33
EG-76 ENGINE — 2AZ-FE ENGINE
3) Monitor
The monitor sequence begins with a cold engine start. The intake air temp. and engine coolant temp.
sensors must have approximately the same temperature reading. The ECM is constantly monitoring fuel
tank pressure. As the temperature of the fuel increases, pressure slowly rises. The ECM will purge the
charcoal canister at the appropriate time. With VSV (for pressure switching valve) closed, pressure will
continue to rise in fuel tank.
Close
To Intake
Manifold
Open
From Air
Connector Close
Pipe
Open
Open
Close 208EG34
Canister Open
Closed Valve Close
Pressure Open
Switching Valve Close
Open
Purge Valve
Close
Abnormal
Vapor Pressure
Normal
Vapor Pressure
189EG33
ENGINE — 2AZ-FE ENGINE EG-77
Initially, when the canister closed valve is closed, and the pressure switching valve and the purge valve
are opened, a vacuum is applied to the purge line from the air intake to the charcoal canister and to
the evaporator line from the charcoal canister to the fuel tank. Next, the purge valve is closed in order
to maintain a vacuum from the VSV (for EVAP) to the inside of the fuel tank. Then, any subsequent
changes in the pressure are monitored by the vapor pressure sensor in order to check for evaporative
emission leaks.
If a leak is detected, the MIL (Malfunction Indicator Lamp) illuminates to inform the driver. Also, the
DTC (Diagnostic Trouble Code) can be accessed through the use of a hand-held tester.
For details on the DTCs, refer to the 2002 Camry Repair Manual (Pub. No. RM881U).
Close
Close
Open
Close 189EG34
Close Close
At a predetermined point, the ECM closed the canister closed valve and opens the pressure switching
valve causing a pressure drop in the entire EVAP system. The ECM continues to operate the VSV (for
EVAP) until the pressure is lowered to a specified point at which time the ECM closed the purge valve.
If the pressure did not drop, or if the drop in pressure increase beyond the specified limit, the ECM
judges the VSV (for EVAP) and related components to be faulty and the MIL illuminates to inform
the driver. Also, the DTC can be accessed through the use of a hand-held tester.
For details on the DTCs, refer to the 2002 Camry Repair Manual (Pub. No. RM881U).
Close
To Intake
Manifold
Open
Open
Close
189EG35
Close Close
EG-78 ENGINE — 2AZ-FE ENGINE
This stage checks the VSV (for canister closed valve) and vent (air inlet side) operation. When the
vapor pressure rises to a specified point, the ECM opens the canister closed valve. Pressure will increase
rapidly because of the air allowed into the system. No increase or an increase below specifiedrate of
pressure increase indicates a restriction on the air inlet side. If a malfunction is detected, the MIL illumi-
nates to inform the driver. Also, the DTC can be accessed through the use of a hand-held tester.
For details on the DTCs, refer to the 2002 Camry Repair Manual (Pub. No. RM881U).
Close
Close
From Air
Connector Close
Pipe
Open
Open
Close 208EG35
Close
Close
Close
Close
189EG37
Close Close
ENGINE — 2AZ-FE ENGINE EG-79
12. Diagnosis
When the ECM detects a malfunction, the ECM makes a diagnosis and memorizes the failed section.
Furthermore, the MIL (Malfunction Indicator Lamp) 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.
EG-80 ENGINE — 2AZ-FE ENGINE
13. 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.