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E i Proper
Engine
P
(1)
(2)
(3)
(4)
Cooling System
Ignition System
Charging System
Serpentine Belt
Drive System
Engine Control
System
(5)
EG-141
VALVE MECHANISM
1. General
Each cylinder has 2 intake valves and 2 exhaust valves. Intake and exhaust efficiency is increased by means
of the larger total port areas.
The valves are directly opened and closed by 4 camshafts.
The intake camshafts are driven by a timing belt, while the exhaust camshafts are driven through gears
on the intake camshafts.
A VVT-i controller is installed on the front of each intake camshaft to vary the timing of the intake valves.
Inner shim type valve adjusting shims, which allow a greater amount of valve lift, are used.
VVT-i Controller
(For Right Bank)
Valve Adjusting Shim
Automatic Tensioner
Valve
Lifter
Valve
EG-142
2. Camshaft
The camshafts are made of a cast iron alloy. The cam lobes have been chill treated to increase abrasion
resistance.
An oil passage is provided in the intake camshaft in order to supply engine oil to the VVT- i controller.
A timing rotor for the VVT-i sensor is provided on the intake camshaft to detect the actual position of the
intake camshaft.
The exhaust camshafts are driven by gears on the intake camshafts. The scissors gear mechanism is used
on the exhaust camshaft to control backlash and suppress gear noise.
Timing Rotor
Intake Camshaft
VVT-i Controller
Chill Treated
Oil Passages
Exhaust Camshaft
Scissors Gear Mechanism
04E0EG45C
3. Automatic Tensioner
The automatic tensioner is made up of a spring and
oil damper, and maintains proper timing belt tension
at all time. The automatic tensioner suppresses noise
generated by the timing belt.
Push Rod
Oil Seal
Silicone Oil
Check Ball
Spring
Automatic Tensioner
156EG12
EG-143
4. Diagnosis
When the ECM detects a malfunction, the ECM records the fault and memorizes the information that
relates to the fault. Furthermore, it illuminates or blinks the MIL (Malfunction Indicator Lamp) in the
combination meter to inform the driver.
The ECM will also store the DTCs (Diagnostic Trouble Codes) of the malfunctions. The DTCs can be
accessed using the hand-held tester or Techstream*.
For details, see the 2007 TOYOTA TUNDRA Repair Manual (Pub. No. RM04E2U).
Service Tip
The ECM uses the CAN protocol for diagnostic communication. Therefore, a hand-held tester or
Techstream* and a dedicated adapter [CAN VIM (Vehicle Interface Module)] are required for
accessing diagnostic data.
To clear a DTC that is stored in the ECM, use a hand-held tester or Techstream*, disconnect the battery
terminal or remove the EFI fuse for 1 minute or longer.
For details, see the 2007 TOYOTA TUNDRA Repair Manual (Pub. No. RM04E2U).
*: Techstream is the name for the diagnostic tester in North America, but other countries will continue to use
the hand-held tester.
5. 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.
For details of the fail-safe chart, see the 2007 TOYOTA TUNDRA Repair Manual (Pub. No. RM04E2U).
Fail-safe Operation due to Accelerator Pedal Position Sensor Malfunction
The accelerator pedal position sensor contains two (Main, Sub) sensor circuits.
If a malfunction occurs in either of the sensor circuits, the ECM detects the abnormal signal voltage
difference between these two sensor circuits and switches into a fail-safe mode. In this fail-safe mode,
the remaining circuit is used to calculate the accelerator pedal opening, in order to operate the vehicle
under fail-safe mode control.
ECM
Return Spring
Open
Accelerator Pedal
Position Sensor
Main
Sub
Main
Sub
Throttle
Position
Sensor
Throttle
Valve
Throttle Body
M
Throttle Control
Motor
0240EG27C
EG-144
If both circuits malfunction, the ECM detects the abnormal signal voltage from these two sensor circuits
and discontinues throttle control. At this time, the vehicle can be driven using the power generated by
the engine at idle.
ECM
Return Spring
Close
Accelerator Pedal
Position Sensor
Main
Sub
Main
M
Throttle Control
Motor
Sub
Throttle
Position
Sensor
Throttle
Valve
Throttle Body
0240EG28C
Injectors
ECM
Ignition Coil
Return Spring
Open
Accelerator Pedal
Position Sensor
Main
Sub
Main
Sub
Throttle
Position
Sensor
Throttle
Valve
M
Throttle Control
Motor
Throttle Body
0240EG29C
EG-145
2UZ-FE ENGINE
DESCRIPTION
The 2UZ-FE engine is a 4.7-liter, 32-valve DOHC V8. This engine uses the VVT-i (Variable Valve
Timing-intelligent) system, DIS (Direct Ignition System), ACIS (Acoustic Control Induction System),
ETCS-i (Electronic Throttle Control System-intelligent), and AI (Air Injection) system. These control
functions achieve stable engine performance, fuel economy, and clean emissions.
04E0EG35Z
04E0EG34Z
EG-146
Engine Specification
Engine Type
2UZ-FE
8-Cylinder, V Type
32-Valve DOHC, Belt &
Gear Drive (with VVT-i)
Valve Mechanism
Combustion Chamber
Pentroof Type
Cross-Flow
Fuel System
SFI
Ignition System
DIS
cm3
Displacement
Bore Stroke
(cu. in.)
4664 (284.5)
mm (in.)
Compression Ratio
10.0 : 1
Oil Capacity
p y
Dry
Oil Grade
ILSAC
Type
Capacity
Engine Coolant
Type
Spark
Plug
p
g
DENSO
SK20R11 (Iridium)
NGK
IFR6A11 (Iridium)
Plug Gap
mm (in.)
Firing Order
1-8-4-3-6-5-7-2
87 or higher
Tailpipe
California
ULEVII, SFTP
Except California
Evaporative
Engine Service
Mass*3
(Reference)
Tier2-Bin5, SFTP
LEVII, ORVR
kg (lb)
237 (523)
*1: Maximum output and torque rating are determined using the revised SAE J1349 procedure.
*2: Similar high quality ethylene glycol based non-silicate, non-amine, non-nitrite, and non-borate coolant
with long-life hybrid organic acid technology. (Coolant with long-life hybrid organic acid technology
consists of a combination of low phosphates and organic acids.)
*3: The figure shown is the weight of the part without coolant and oil.
EG-147
Intake
224
Exhaust
Open
Close
Open
Close
15 ATDC to 25 BTDC
59 to 19 ABDC
46 BBDC
3 ATDC
229
59
VVT-i
Operation
Range
46
19
BDC
04E0EG75C
Performance Curve
(HP) kW
320
300
240
220
280
200
260
240
Nm (ftlbf)
220
340
200
440
Torque
400
160
140
Output
180
300
160
360
180
260
140
320
220
120
100
120
80
100
80
60
1000
2000
3000
4000
5000
60
40
6000
04E0EG36C
EG-152
Main Muffler
TWC
Intake Manifold
Throttle Body
Air Cleaner
Exhaust Manifold
(For Right Bank)
Exhaust Manifold
(For Left Bank)
TWC
04E0EG48Z
EG-153
2. Air Cleaner
A nonwoven, full-fabric type air cleaner element is used.
A carbon filter, which adsorbs the HC that accumulates in the intake system when the engine is stopped,
is used in the air cleaner case in order to reduce evaporative emissions. This filter is maintenance-free.
Carbon Filter
Air Cleaner Element
(Nonwoven Fabric)
04E0EG49C
3. Throttle Body
A cable-less type throttle body in which the throttle position sensor and the throttle control motor are
integrated is used. It realizes excellent throttle valve control. For details, see page EG-130.
As a throttle control motor, a DC motor with excellent response and minimal power consumption is used.
The ECM performs duty ratio control of the direction and the amperage of the current that is supplied to
the throttle control motor in order to regulate the throttle valve angle.
Throttle Valve
Throttle Position
Sensor
EG-154
4. Intake Manifold
A plastic intake manifold is used for weight reduction.
The low-to-mid speed range torque is improved by increasing the length of the intake manifold port.
The intake manifold contains an ACIS (Acoustic Control Induction System) actuator. The ACIS actuator
actuates the intake air control valve that is used to change the intake pipe length to improve engine
performance in all engine speed ranges. For details, see page EG-136.
ACIS Actuator
Front
Front
04E0EG50C
5. Exhaust Manifold
A stainless steel exhaust manifold is used for weight reduction.
Along with the adoption of the air injection system, air injection pipes are provided for the right and left
bank exhaust manifolds.
Exhaust Manifold
(For Right Bank)
Gaskets
Exhaust Manifold
(For Left Bank)
04E0EG51C
EG-155
6. Exhaust Pipe
A stainless steel exhaust pipe is used for weight reduction and rust resistance.
Two ceramic type TWCs (Three-Way Catalytic converter) are provided in the exhaust front pipe for the
left bank and also two for the right bank. The exhaust emission performance of the engine is improved as
a result of these TWCs.
TWC
TWC
04E1EG73C
EG-156
ENGINE PROPER
1. Cylinder Head Cover
Lightweight yet high-strength aluminum cylinder head covers are used.
An oil filler extension housing is provided on the left bank cylinder head cover for use when filling the
engine oil to improve serviceability.
The cylinder head cover gaskets use a double-bead cross-sectional construction to improve their
reliability.
Cylinder Head Cover RH
A
A
Double-Bead
A - A Cross Section
04E0EG37C
A - A Cross Section
Shim
Right Bank
Front
B - B Cross Section
Left Bank
04E0EG38C
EG-157
3. Cylinder Head
The cylinder head, which is made of aluminum, contains a pentroof-type combustion chamber. The spark
plug is located in the center of the combustion chamber in order to improve the engines anti-knocking
performance.
Upright intake ports are used to improve the intake efficiency.
A taper squish combustion chamber is used to improve anti-knocking performance and intake efficiency.
In addition, engine performance and fuel economy are improved.
A lead-free valve seat is used for environmental purposes.
Plastic region tightening bolts are used for the cylinder head to ensure good axial tension.
The air injection port is provided for the air injection system. For details, see page EG-140.
Air Injection Port
A
Intake Valve
IN
EX
Exhaust Valve
Spark Plug Hole
Upright
Intake Port
Taper Squish
04E0EG68C
273GX76
A - A Cross Section
4. Cylinder Block
The cylinder block is made of cast iron alloy.
The cylinder block has a bank angle of 90, a bank offset of 21 mm (0.827 in.) and a bore pitch of 105.5
mm (4.15 in.), resulting in a compact block in its length and width considering its displacement.
Part of the volute chamber of the water pump is incorporated into the cylinder block to shorten the engine
length.
Installation bosses of the two knock sensors are located on the inner side of left and right banks.
105.5 mm
(4.15 in.)
21 mm
(0.827 in.)
90
04E0EG39C
04E0EG40C
EG-158
5. Piston
Front Mark
Resin Coating
Service Tip
The same pistons are used for both right and left banks. When installing a piston, the front mark should
face the front of the engine.
EG-159
6. Connecting Rod
The sintered and forged connecting rod is very rigid and has little weight fluctuation.
A weight-adjusting boss is provided at the bearing caps to reduce fluctuation of weight and balance the
engine.
The connecting rods for the right and left banks are placed in opposite directions with the outer marks
facing the crankshaft.
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 bolts are used.
Aluminum bearings are used for the connecting rod bearings.
Left Bank
Connecting Rod
Right Bank
Connecting Rod
Outer Mark
Knock Pin
Crankshaft
Front
Plastic Region
Tightening Bolt
Outer Mark
Weight Adjusting Boss
Outer Marks
(Projected)
156EG03
04E0EG42C
7. Crankshaft
A crankshaft made of steel, which excels in rigidity and wear resistance, is used.
The crankshaft has 5 main bearing journals, 4 crankshaft pins and 8 balance weights.
The crankshaft main bearings are made of aluminum alloy.
Balance Weight
Front
Oil Hole
No.1 Journal
No.5 Journal
04E0EG43C
EG-160
NOTE: The positions of the crankshaft pins and pistons are illustrated below.
Right Bank
Left Bank
No.8
Cylinder
No.7
Cylinder
No.6
Cylinder
No.5
Cylinder
No.4
Cylinder
No.3
Cylinder
No.2
Cylinder
Front
No.1
Cylinder
Bank Angle
90
No.6
No.1
No.2, 8
No.3, 5
No.4 No.7
Front
No.3, 4
No.7, 8
Crankshaft Pin Crankshaft Pin
No.1, 2
TDC
No.5, 6
BDC
No.7, 8
No.3, 4
Bearing Journal
No.5, 6
No.1, 2
Crankshaft Pin Crankshaft Pin
8. Crankshaft Pulley
The rigidity of the torsional damper rubber is
optimized to reduce noise.
Torsional Damper
Rubber
232EG26
EG-161
9. Oil Pan
The oil pan No.1 material is made of aluminum alloy.
The oil pan No.2 material is made of steel.
The oil pan No.1 is secured to the cylinder block and the torque converter housing to increase rigidity.
Oil Strainer
04E0EG02C
EG-162
Belt Idler
Power Steering
Pump Pulley
Air Conditioning
Compressor Pulley
Generator Pulley
Crankshaft Pulley
196EG08
2. Automatic Tensioner
The tension of the V-ribbed belt is properly maintained by the tension spring that is enclosed in the automatic
tensioner.
Spring
Bracket
Idler Pulley
Shaft
Arm
Bracket
A
Spring
Force
Spring
Idler
Pulley
B
Cross Section
04E0EG56C
196EG21
EG-163
FUEL SYSTEM
1. General
A fuel cut control is used to stop the fuel pump when SRS airbags deploy in a frontal or side collision. For
details, see page EG-138.
Compact 4-hole type fuel injectors are used to improve the atomization of fuel.
Fuel delivery pipes made of aluminum alloy are used to realize weight savings.
Quick connectors are used to connect the fuel lines for ease of serviceability.
A multi-layer plastic fuel tank is used to address environmental concerns.
A fuel drain mark is provided on the fuel tank.
An ORVR (Onboard Refueling Vapor Recovery) system is used. For details, see page EG-151.
Fuel Tank
Fuel Delivery Pipe
Pulsation Damper
Charcoal Canister
Pressure Regulator
Quick Connectors
Injector
Quick Connectors
Injector
04E0EG52Z
EG-164
Service Tip
A fuel drain mark has been provided at the fuel tank. When dismantling (scrapping) the vehicle, drain
the fuel by making a hole at this mark.
04E0EG10C
2. Fuel Tank
The multi-layer plastic fuel tank consists of six layers of four types of materials, and one of those is a
recyclable material to address environmental concerns.
Adhesive
Recyclable Material
Exterior of Fuel Tank
D13N27
EG-165
Outline
SFI
(Sequential Multiport Fuel Injection)
[See page EG-129]
A L-type SFI system detects the intake air volume with a hot-wire type
mass air flow meter.
ESA
(Electronic Spark Advance)
ETCS-i
(Electronic Throttle Control
System-intelligent)
[See page EG-130]
VVT-i
(Variable Valve Timing-intelligent)
[See page EG-132]
ACIS
(Acoustic Control Induction System)
[See page EG-136]
The intake air passages are switched based on engine speed and throttle
valve opening angle to provide high performance in all engine speed
ranges.
Based on signals from the ECM, the Fuel Pump ECU controls the fuel
pump to 3 stages.
The fuel pump is stopped when the SRS airbag is deployed in a frontal,
side, or side rear collision.
The ECM controls the air injection time based on the signals from the
crankshaft position sensor, engine coolant temp. sensor, mass air flow
meter and air pressure sensor.
Once the ignition switch is turned to the START position, this control
operates the starter until the engine starts.
Maintains the temperature of the air fuel ratio sensors or oxygen sensors
at an appropriate level to increase the detection accuracy of the exhaust
gas oxygen concentration.
The ECM controls the purge flow of evaporative emission (HC) in the
charcoal canister in accordance with engine conditions.
Approximately five hours after the ignition switch has been turned
OFF, the ECM operates the pump module to detect any evaporative
emission leakage occurring between the fuel tank and the charcoal
canister. The ECM can detect leaks by monitoring for changes in the
fuel tank pressure.
Engine Immobilizer
Prohibits fuel delivery and ignition if an attempt is made to start the engine
with an invalid ignition key.
Diagnosis
[See page EG-158]
When the ECM detects a malfunction, the ECM records the malfunction
and memorizes information related to the fault.
Fail-Safe
[See page EG-158]
When the ECM detects a malfunction, the ECM stops or controls the
engine according to the data already stored in the memory.
EG-166
IGNITION SYSTEM
1. General
A DIS (Direct Ignition System) is used. The DIS improves ignition timing accuracy, reduces high-voltage
loss, and enhances the overall reliability of the ignition system by eliminating the distributor.
The DIS is an independent ignition system which has one ignition coil (with an integrated igniter) for each
cylinder.
Ignition Coil with Igniter
IGT1
Camshaft
Position
Sensor
IGT2
IGT3
IGT4
Crankshaft
Position
Sensor
ECM
IGT5
IGT6
IGT7
Various
Sensor
IGT8
IGF1
IGF2
151EG05
2. Ignition Coil
The DIS provides 8 ignition coils, one for each
cylinder. The spark plug caps, which provide contact
to spark plugs, are integrated with the ignition coil.
Also, an igniter is enclosed to simplify the system.
Igniter
Primary Winding
Iron Core
Secondary
Winding
Plug Cap
Ignition Coil Cross Section
04E0EG53C
EG-167
3. Spark Plug
Iridium-tipped spark plugs are used to achieve a 60000 mile (100000 km) maintenance interval. By adopting
an iridium center electrode, ignition performance that is superior to that of platinum-tipped spark plugs is
achieved and durability is increased.
Iridium Tip
208EG70
EG-168
LUBRICATION SYSTEM
1. General
The lubrication circuit is fully pressurized and oil passes through an oil filter.
A trochoid gear type oil pump is used. This pump is directly driven by the crankshaft.
A water-cooled type engine oil cooler is used.
Camshaft Oil Control Valves
Oil Pump
Oil Strainer
Oil Jet
Oil Cooler
273GX05
Oil Circuit
No.1 PISTON No.2 PISTON No.3 PISTON No.4 PISTON No.5 PISTON No.6 PISTON
OIL JET
OIL JET
OIL JET
OIL JET
LH Bank
BYPASS
VALVE
OIL FILTER
BYPASS
HOLE
OIL COOLER
CYLINDER HEAD
INTAKE
CAMSHAFT
JOURNALS
RELIEF
VALVE
EXHAUST
CAMSHAFT
JOURNALS
CAMSHAFT
OIL CONTROL
VALVE FILTER
CAMSHAFT
TIMING OIL
CONTROL
VALVE
CRANKSHAFT
JOURNALS
CRANKSHAFT
PINS
CAMSHAFT
TIMING OIL
CONTROL
VALVE
CYLINDER HEAD
EXHAUST
CAMSHAFT
JOURNALS
INTAKE
CAMSHAFT
JOURNALS
CONNECTING
RODS
OIL PUMP
VVT-i
CONTROLLER
VVT-i
CONTROLLER
SCISSORS GEAR
OIL STRAINER
CAMSHAFT
OIL CONTROL
VALVE FILTER
SCISSORS GEAR
PISTONS
OIL PAN
04E0EG46C
EG-169
2. Oil Jet
Four oil jets for cooling and lubricating the pistons are provided in the cylinder block, in the center of the
right and left banks.
These oil jets contain a check valve to prevent oil from being fed when the oil pressure is low. This prevents
the overall oil pressure in the engine from dropping.
Oil Jet
Oil
Check Valve
Check Valve Opening Pressure:
2.1 to 2.5 kgf/cm2, (210 to 250 kPa)
04E0EG47C
EG-170
3. Construction
The configuration of the engine control system is as shown in the following chart.
SENSORS
MASS AIR FLOW METER
ACTUATORS
VG
SFI
#1
#2
THA
#3
#4
CRANKSHAFT POSITION
SENSOR
#5
NE
#6
#7
CAMSHAFT POSITION
SENSOR
#8
G2
NO.1 INJECTOR
NO.2 INJECTOR
NO.3 INJECTOR
NO.4 INJECTOR
NO.5 INJECTOR
NO.6 INJECTOR
NO.7 INJECTOR
NO.8 INJECTOR
ESA
ENGINE COOLANT TEMP.
SENSOR
THW
IGT1, 4, 6, 7
IGF1
ACCELERATOR PEDAL
POSITION SENSOR
VPA
IGT2, 3, 5, 8
VPA2
IGF2
THROTTLE POSITION
SENSOR
KNOCK SENSORS
VTA1
VTA2
ECM
SPARK PLUGS
SPARK PLUGS
No.2, 3, 5, 8
No.1, 4, 6, 7
KNK1
KNK2
ETCS-i
VVT SENSORS
TRANSFER NEUTRAL
POSITION SWITCH*
VV1
VV2
STP
VVT-i
OC1
OC2
TFN
L4
ACIS
COMBINATION METER
Vehicle Speed Signal
SPD
ACIS
VSV
04E0EG57C
(Continued)
EG-171
AIP
FPC
AIP2
D1
CAN
FUEL PUMP
IGNITION SWITCH
STSW
Starter Signal
Ignition Signal
IGSW
PARK/NEUTRAL
POSITION SWITCH
NSW
R, D, N, P
TRANSMISSION CONTROL
SWITCH
ARP2
SFTU
SFTD
ARV2
ECM
AID2
A1A+
A2A+
STARTER CONTROL
OX1B
OX2B
ACCR
STAR
PUMP MODULE
PRESSURE SENSOR
PPMP
STA
STARTER RELAY
04E0EG58C
(Continued)
EG-172
GENERATOR
ALT
PSP
(Bank 1, Sensor 1)
(Bank 2, Sensor 1)
OXYGEN SENSOR HEATER
HT1B
HT2B
(Bank 1, Sensor 2)
(Bank 2, Sensor 2)
AC1
ACT
EVAPORATIVE EMISSION
CONTROL
ECM
PUMP MODULE
MPMP
VPMP
IMO
IMI
PRG
CAN
DLC3
TC
VACUUM PUMP
CANISTER VENT VALVE
EVAP VALVE
COMBINATION METER
W
MIL
MREL
BATTERY
BATT
+B
04E1EG76C
EG-173
CHARGING SYSTEM
1. General
A compact and lightweight segment conductor type generator (alternator) is used. This type of generator
generates a high amperage output in a highly efficient manner.
This generator uses a joined segment conductor system, in which multiple segment conductors are welded
together at the stator. Compared to the conventional winding system, the electrical resistance is reduced
due to the shape of the segment conductors, and their arrangement helps to make the generator more
compact.
Stator
Segment
Conductor
Stator
Stator
Stator
Segment
Conductor
Conductor
Wire
Conductor Wire
A
Joined
Joined Segment
Conductor System
A - A Cross
Section
Wiring System
B - B Cross
Section
206EG40
206EG41
Stator
Segment Conductor
Cross Section
206EG42
Specifications
Equipment
Standard
Type
Segment Conductor
Rated Voltage
Rated Output
100 A
130 A
EG-174
Wiring Diagram
Generator
B
Rectifier
M
IG
Ignition Switch
S
Regulator
Stator
L
Discharge
Warning Light
Rotor
E
Standard Equipment
0310EG37C
Generator
B
Rectifier
Rectifier
M
IG
Ignition Switch
Stator
Regulator
Discharge
Warning Light
Rotor
E
04E0EG54C
EG-175
30
Three-Phase Windings
C
Dual Winding
Single Winding
*: Only the optional generator (alternator) for the Towing Package has this system.
0270EG33C
EG-176
COOLING SYSTEM
1. General
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.
An aluminum radiator core is used for weight reduction.
A 2-stage temperature-controlled coupling fan is used. It rotates at lower speeds when the engine is started
to minimize fan noise.
The engine coolant that is used is TOYOTA genuine SLLC (Super Long Life Coolant).
From Heater Core
Thermostat
Opening Temp: 80 - 84C
Opening Temp (176 - 183F)
Throttle Body
To Heater Core
Oil Cooler
156EG42
Water Circuit
Throttle Valve
Thermostat
Thermostat
Radiator
Water Pump
Oil Cooler
Heater
Heater Valve
156EG43
EG-177
2. Water Pump
The water pump has two volute chambers, and coolant circulates uniformly to the left and right banks of
the cylinder block.
The water pump is driven by the timing belt.
The rotor is made of resin.
From Water
Inlet Housing
Rotor
Pulley
Volute Chamber
(To Left Bank)
Rotor
Volute Chamber
(To Right Bank)
156EG13
156EG14
Type
First Time
Subsequent
SLLC is pre-mixed (50 % coolant and 50 % deionized water), so no dilution is needed when adding or
replacing SLLC in the vehicle.
If LLC is mixed with SLLC, the interval for LLC (every 25000 miles (U.S.A.), 32000 km (Canada) or 24
months whichever come first) should be used.
You can also apply the new maintenance interval (every 50000 miles/80000 km) to vehicles initially filled
with LLC (red-colored), if you use SLLC (pink-colored) for the engine coolant change.
EG-178
STARTING SYSTEM
A RA (Reduction Armature) type starter is used.
Length
04E0EG55C
Specifications
Equipment
Type
Rated Output
Standard
RA
1.4 kW
Rated Voltage
2.0 kW
12 V
Length
Weight
Rotation Direction
EG-179
Charcoal Canister
Pump Module
Vacuum Pump
Pressure Sensor
Canister Vent Valve
DLC3
Accelerator Pedal
Position Sensor
04E0EG16Z
EG-180
Starter Relay
Fuel Pump Relay
ECM
Air Injection
Control Driver
04E0EG62Z
VVT Sensor RH
VSV
(For
EVAP
Valve)
Throttle Body
VVT Sensor LH
Engine Coolant Throttle Position Sensor
Temp. Sensor Throttle Control Motor
Ignition Coils
Ignition Coils
with Igniters
with Igniters
Injectors
Injectors
Knock Sensor 2
Camshaft Position
Sensor
Crankshaft Position
Sensor
Knock Sensor 1
ACIS Actuator
04E0EG63C
EG-181
ECM
04E0EG74C
By using the engine speed, intake air volume, throttle position and engine coolant temperature, the ECM
calculates optimal valve timing for each driving condition and controls the camshaft timing oil control
valve. In addition, the ECM uses signals from two VVT sensors and the crankshaft position sensor to
detect the actual valve timing, thus providing feedback control to achieve the target valve timing.
ECM
Crankshaft Position Sensor
Camshaft Timing
Oil Control Valve
Correction
VVT Sensors
EG-182
Objective
TDC
During Idling
At Light Load
Latest Timing
EX
IN
BDC
Effect
Improved output
04E0EG76C
To Advance Side
At Medium Load
EX
IN
185EG49
In Low to Medium
Speed Range with
Heavy Load
EX
IN
To Advance Side
185EG50
In High Speed
Range with Heavy
Load
EX
IN
To Retard Side
185EG48
Latest Timing
At Low Temp.
EX
Eliminating overlap to
prevent blow back to the
IN intake side leads to the lean
burning condition, and
stabilizes the idling speed at
fast idle
04E0EG76C
Latest Timing
Upon Starting
Stopping the
Engine
EX
IN
04E0EG76C
Eliminating overlap to
minimize blow back to the
intake side
Improved startability
EG-183
VVT-i controller consists of the housing, four vanes, and a lock pin. The oil pressure sent from the advance
or retard side path of the intake camshaft causes rotation in the VVT-i controller vane circumferential
direction to vary the intake valve timing continuously.
When the engine is stopped, the intake camshaft will be in the most retarded state to ensure startability.
When oil pressure is not applied to the VVT-i controller immediately after the engine has been started, the
lock pin locks the movement of the VVT-i controller to prevent a knocking noise.
Lock Pin
Oil Pressure
In Operation
Intake Camshaft
Advance Chamber
Housing
Retard Chamber
273GX18
Drain
Drain
Oil Pressure
For LH Bank
Sleeve
Spring
Spool Valve
Coil
For RH Bank
273GX73
EG-184
Operation
1) Advance
When the camshaft timing oil control valve is positioned as illustrated below by the advance signal from
the ECM, the resultant oil pressure is applied to the timing advance side vane chamber to rotate the
camshaft in the timing advance direction.
Retard Chamber
Drain
Advance Chamber
IN
273GX20
2) Retard
When the camshaft timing oil control valve is positioned as illustrated below by the retard signal from the
ECM, the resultant oil pressure is applied to the timing retard side vane chamber to rotate the camshaft
in the timing retard direction.
Retard Chamber
Drain
IN
Advance Chamber
273GX19
3) Hold
After reaching the target timing, the valve timing is held by keeping the camshaft timing oil control valve
in the neutral position unless the traveling state changes.
This maintains the valve timing at the desired target position and prevents the engine oil from running out
when it is unnecessary.
EG-185
Synchronous Injection
Non-synchronous Injection
Ignition
# 10
# 20
# 30
# 40
# 50
# 60
# 70
# 80
Sequential Multiport Fuel Injection
199EG41
EG-186
Pump Module
Charcoal Canister
Fuel Pump
Air Injection
Control Driver
(Bank 2)
Air Injection
Control Valve
(Bank 2)
Air Injection
Control Valve
(Bank 1)
Injector
*2
VVT Sensor RH
*1
Ignition Coil
with Igniter
Engine Coolant Temp. Sensor
A/F Sensor
(Bank 1, Sensor 1)
A/F Sensor
(Bank 2, Sensor 1)
Oxygen Sensor
(Bank 2, Sensor 2)
Oxygen Sensor
(Bank 1, Sensor 2)
Knock Sensor 1
Knock Sensor 2
Crankshaft Position
Sensor
ECM
A/C Amplifier
ACC Cut Relay
Battery
Combination Meter
Vehicle Speed Signal
MIL
Starter Relay
CAN
Starter
Airbag Sensor
Assembly
Park/Neutral
Position Switch
DLC3
Generator
04E1EG77C
EG-187
Accelerator Pedal
Position Sensor
Throttle Valve
Throttle Control
Motor
Mass Air
Flow Meter
Cruise Control
Switch
Ignition Coils
ECM
Junction
Connector
Fuel Injection
CAN
Skid Control
ECU
279EG19
EG-188
150EG37
EG-197
*: If engine coolant temperature does not drop below 35C (95F), this time is extended to 7 hours. Even
after that, if the temperature is not less than 35C (95F), the time is extended to 9.5 hours.
Service Tip
The pump module performs a fuel evaporative emission leakage check. This check is done
approximately 5 hours after the engine is turned off. Sound may be heard coming from underneath the
vehicle near the fuel tank for several minutes. This does not indicate a malfunction.
A pinpoint pressure test procedure is adopted by pressurizing the fresh air line that runs from the pump
module to the air filler neck. For details, see the 2007 TOYOTA TUNDRA Repair Manual (Pub. No.
RM04E2U).
EG-198
System Diagram
To Intake Manifold
Refueling Valve
EVAP Valve
Restrictor
Passage
Fuel Tank
Pump Module
Charcoal
Canister
Canister
Vent
Valve
Air Filter
Fresh Air Line
M
Vacuum Pump
& Pump Motor
ECM
P
Pressure Sensor
060XA15C
Air Filter
Fuel Tank
04E0EG20Z
EG-199
Refueling
Valve
Contains activated charcoal to absorb the fuel vapor that is created in the
fuel tank.
Controls the flow rate of the fuel vapor from the fuel tank to the charcoal
canister when the system is purging or during refueling.
Restrictor Passage
Pump Module
Function
Canister Vent
Valve
Opens and closes the fresh air line in accordance with the signals from the
ECM.
Vacuum Pump
& Pump Motor
Pressure Sensor
Detects the pressure in the evaporative emission system and sends the
signals to the ECM.
EVAP Valve
Opens in accordance with the signals from the ECM when the system is
purging, in order to send the fuel vapor that was absorbed by the charcoal
canister into the intake manifold. In system monitoring mode, this valve
controls the introduction of the vacuum into the fuel tank.
Air Filter
Prevents dust and debris in the fresh air from entering the system.
ECM
Controls the pump module and the EVAP valve in accordance with the
signals from various sensors, in order to achieve a purge volume that suits
the driving conditions. In addition, the ECM monitors the system for any
leakage and stores a DTC if a malfunction is found.
EG-200
Fresh Air
Line
Refueling
Valve (Open)
Chamber B
Charcoal
Canister
To Fuel
Tank
From Fuel
Tank
Internal Pressure
Positive Pressure
(Fuel Tank Pressure)
Restrictor
Passage
Negative Pressure
(Intake Manifold Pressure)
030LS05C
During Refueling
Fresh Air
To Charcoal Canister
Cleaned Drain Air
Fuel Inlet Pipe
228TU119
EG-201
The pump module consists of the canister vent valve, pressure sensor, vacuum pump, and pump motor.
The canister vent valve switches the passages in accordance with the signals received from the ECM.
A DC type brushless motor is used for the pump motor.
A vane type vacuum pump is used.
Pressure Sensor
Fresh Air
Pump Motor
Vacuum Pump
Pressure Sensor
Charcoal Canister
D13N15
279EG26
Simple Diagram
Pump Module
Canister Vent
Valve (OFF)
Fresh Air
Filter
To Charcoal
Canister
M
Vacuum Pump
& Pump Motor
P
Pressure Sensor
Filter
Reference Orifice
[0.5 mm, (0.020 in.) Diameter]
060XA16C
EG-202
System Operation
1) Purge Flow Control
When the engine has reached a predetermined state (closed loop, engine coolant temp. above 80C
(176F), etc.), stored fuel vapor is purged from the charcoal canister whenever the EVAP valve is opened
by the ECM.
The ECM will change the duty ratio cycle of the EVAP valve, thus controlling purge flow volume. Purge
flow volume is determined by intake manifold pressure and the duty ratio cycle of the EVAP valve.
Atmospheric pressure is allowed into the charcoal canister to ensure that purge flow is constantly
maintained whenever purge vacuum is applied to the charcoal canister.
To Intake Manifold
Atmosphere
EVAP Valve
(Open)
ECM
060XA17C
Close
060XA18C
EG-203
ON (Open)
OFF (Closed)
Canister
Vent
Valve
ON
OFF (Vent)
Pump Motor
ON
OFF
Atmospheric Pressure
System
Pressure
0.02 in. Pressure
1)
2)
3)
4)
5)
6)
060XA19C
Order
Operation
Description
Time
1)
Atmospheric Pressure
Measurement
The ECM turns the canister vent valve OFF (vent) and measures
EVAP system pressure to determine the atmospheric pressure.
2)
20 sec.
3)
Within
15 min.
4)
The ECM opens the EVAP valve and measures the EVAP pressure
increase. If the increase is large, the ECM interprets this as normal.
10 sec.
5)
20 sec.
6)
Final Check
EG-204
Pump Module
Canister Vent
Valve (OFF)
M
ECM
Pressure Sensor
060XA20C
ON (Open)
OFF (Closed)
EVAP Valve
ON
Canister
Vent Valve
OFF (Vent)
ON
Pump Motor
OFF
Atmospheric Pressure
System Pressure
D13N22
EG-205
The purpose of this measurement is to confirm vacuum pump operation, and to provide a baseline
measurement value that will be used for comparison in subsequent leak test steps.
1) The canister vent valve remains off, the ECM allows atmospheric pressure into the charcoal canister
and actuates the vacuum pump, creating a vacuum in the piping close to the pressure sensor.
2) At this time, the pressure will not decrease below what is referred to as the 0.02 in. pressure due to
the atmospheric pressure that enters the piping close to the pump and sensor through the 0.02 in.
diameter reference orifice.
3) The ECM compares its standard and this pressure. If the pressure is within the acceptable range the
ECM stores this pressure as the 0.02 in. leak pressure in its memory.
4) If the pressure is below the standard, the ECM will determine that the reference orifice is clogged and
store DTC (Diagnostic Trouble Code) P043E in its memory.
5) If the pressure is above the standard, the ECM will determine that a high flow rate is passing through
the reference orifice and store DTCs P043F, P2401 and P2402 in its memory.
Atmosphere
EVAP Valve
(OFF)
Pump Module
Canister Vent
Valve (OFF)
M
ECM
Pressure Sensor
Reference Orifice
060XA21C
EVAP Valve
Canister
Vent Valve
ON (Open)
OFF (Closed)
ON
OFF (Vent)
Pump Motor
ON
OFF
Atmospheric Pressure
System Pressure
060XA22C
EG-206
Pump Module
Vacuum
Canister Vent
Valve (ON)
M
Vacuum Pump &
Pump Motor
P
Pressure Sensor
Reference Orifice
ECM
060XA23C
EVAP Valve
ON (Open)
OFF (Closed)
Canister
Vent Valve
ON
OFF (Vent)
Pump Motor
ON
OFF
Atmospheric Pressure
P0455
System Pressure
P0456
0.02 in. Pressure
Normal
060XA24C
EG-207
1) After completing an EVAP leak check, the ECM turns the EVAP valve on with the vacuum pump still
actuated, and introduces atmospheric pressure from the intake manifold to the charcoal canister.
2) If the pressure change at this time is within the normal range (a pressure change occurs), the ECM
determines the condition of the EVAP valve to be normal.
3) If the pressure change is out of the normal range (insufficient pressure change occurs), the ECM will
stop the EVAP valve monitor and store DTC P0441 in its memory.
Atmosphere
Atmosphere
EVAP Valve
(ON)
Pump Module
Canister Vent
Valve (ON)
ECM
P
Pressure Sensor
060XA25C
EVAP Valve
ON (Open)
OFF (Closed)
Canister
Vent Valve
ON
OFF (Vent)
Pump Motor
ON
OFF
Atmospheric Pressure
System Pressure
Normal
0.02 in. Pressure
P0441
060XA26C
EG-208
Pump Module
Canister Vent
Valve (OFF)
M
Vacuum Pump &
Pump Motor
P
ECM
Pressure Sensor
Reference Orifice
060XA27C
EVAP Valve
ON (Open)
OFF (Closed)
Canister
Vent Valve
Pump Motor
ON
OFF (Vent)
ON
OFF
Atmospheric Pressure
System Pressure
P0456
0.02 in. Pressure
Normal
060XA28C
EG-209
ECM
Actuator
273GX22
EG-210
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 improved due
to the dynamic effect of the intake air, thereby increasing the power output.
60
Throttle Valve
Opening Angle
VSV ON
4200 rpm
Engine Speed
273GX23
189EG22
VSV OFF
60
Throttle Valve
Opening Angle
4200 rpm
Engine Speed
273GX24
189EG23
EG-211
Outline
Quantity
2
(1 each bank)
2
(1 each bank)
2
(1 each bank)
2
(1 each bank)
4-hole Type
ECM (Supplier)
Knock Sensors
Air Fuel Ratio Sensors
Heated Oxygen Sensors
Injectors
Bank 1, Sensor 1
Bank 2, Sensor 1
Bank 1, Sensor 2
Bank 2, Sensor 2
EG-212
Air Flow
Intake Air Temp.
Sensor
273GX15
120 CA
120 CA
60 CA
60 CA
180 CA
273GX77
Service Tip
The inspection method differs from the pick-up type because this sensor uses the MRE type. For details,
see the 2007 TOYOTA TUNDRA Repair Manual (Pub. No. RM04E2U).
EG-213
The timing rotor of the crankshaft consists of a 34 tooth plate with 2 teeth missing. The crankshaft position
sensor outputs a crankshaft rotation signal every 10 of crankshaft rotation, and the change of the signal due
to the missing teeth is used to determine top-dead-center.
10 CA
Timing Rotor
2 Teeth Missing
151EG18
279EG50
Crankshaft
Position Sensor
VVT Sensor
A VVT sensor is mounted on the intake side of each cylinder head. To detect the camshaft position, a timing
rotor that is provided on the intake camshaft is used to generate 3 pulses for every 2 revolutions of the
crankshaft.
VVT Sensor
270 CA
270 CA
180 CA
199EG38
EG-214
Sensor Housing
Magnetic Yoke
04E0EG19C
Hall
IC
5
Hall
IC
Magnet
ECM
Output
Voltage
VPA2
VPA
VPA2
EPA2
VCP2
Fully
Closed
Accelerator
Pedal Arm
Accelerator Pedal
Position Sensor
Fully
Open
228TU25
EG-215
This non-contact type throttle position sensor is mounted on the throttle body, and it uses a Hall IC.
The Hall IC is surrounded by a magnetic yoke. The Hall IC converts the changes that occur in the
magnetic flux into electrical signals, and outputs them in the form of throttle valve position signals to
the ECM.
The Hall IC contains circuits for the main and sub signals. It converts the throttle valve opening angle
into two electrical signals that have differing characteristics and outputs them to the ECM.
Magnet
Hall IC
(For Throttle
Position Sensor)
Magnet
0240EG33C
Cross Section
V
Magnet
5
VTA2
VTA1
Hall
IC
E2
Hall
IC
VC
Output
Voltage
VTA1
ECM
0
VTA2
30
Throttle Valve
Fully Closed
Magnet
60
90
Throttle Valve
Fully Open
238EG79
EG-216
(V)
A:Detection Band of
Conventional Type
B: Detection Band of
Flat Type
Voltage
B
(Hz)
Frequency
Characteristics of Knock Sensors
214CE04
2) Construction
A flat type knock sensor is installed to an engine by placing it over the stud installed on the cylinder
block. For this reason, a hole for the stud exists in the center of the sensor.
In the sensor, a steel weight is located in the upper portion. An insulator is located between the weight
and a piezoelectric element.
An open/short circuit detection resistor is integrated in the sensor.
Steel Weight
Open Circuit
Detection Resistor
Piezoelectric
Element
Insulator
Piezoelectric
Element
Vibration Plate
214CE01
214CE02
EG-217
Steel Weight
Inertia
Piezoelectric
Element
214CE08
200 k
EKNK
Service Tip
These knock sensors are mounted in specific directions at specific angles. To prevent the right and left
bank wiring connectors from being interchanged, make sure to install each sensor in its prescribed
direction. For details, refer to the 2007 TOYOTA TUNDRA Repair Manual (Pub. No. RM04E2U).
EG-218
Dilation Layer
Alumina
Atmosphere
Platinum
Electrodes
Atmosphere
Alumina
Platinum
Electrodes
Heater
Heater
Sensor Element (Zirconia)
Air Fuel Ratio Sensor (Planar Type)
2) Characteristics
As illustrated below, a conventional heated oxygen sensor is characterized by a sudden change in its output
voltage at the threshold of the stoichiometric air-fuel ratio (14.7:1). In contrast, the air-fuel ratio sensor
data is approximately proportional to the existing air-fuel ratio. The air-fuel ratio sensor converts the
oxygen density to current and sends it to the ECM. As a result, the detection precision of the air-fuel ratio
has been improved. The air-fuel ratio sensor data can be viewed using a hand-held tester or Techstream*1.
: Air-Fuel Ratio Sensor
: Heated Oxygen Sensor
(V) 4.2
Heated Oxygen
Sensor Output
Air-Fuel Ratio
Sensor Output*2
Data Displayed on
Hand-held Tester
or Techstream*1
1 (V)
2.2
0.1
11 (Rich)
14.7
19 (Lean)
D13N11
Air Fuel Ratio
Techstream is the name for the diagnostic tester in North America, but other countries will continue to use the
hand-held tester.
*2: This value is calculated internally in the ECM and is not an ECM terminal voltage.
*1:
EG-223
6. Diagnosis
When the ECM detects a malfunction, the ECM records the fault and memorizes the information that
relates to the fault. Furthermore, it illuminates or blinks the MIL (Malfunction Indicator Lamp) in the
combination meter to inform the driver.
The ECM will also store the DTCs (Diagnostic Trouble Codes) of the malfunctions. The DTCs can be
accessed using the hand-held tester or Techstream*.
For details, see the 2007 TOYOTA TUNDRA Repair Manual (Pub. No. RM04E2U).
Service Tip
The ECM uses the CAN protocol for diagnostic communication. Therefore, a hand-held tester or
Techstream* and a dedicated adapter [CAN VIM (Vehicle Interface Module)] are required for
accessing diagnostic data.
To clear a DTC that is stored in the ECM, use a hand-held tester or Techstream*, disconnect the battery
terminal or remove the EFI fuse for 1 minute or longer.
For details, see the 2007 TOYOTA TUNDRA Repair Manual (Pub. No. RM04E2U).
*: Techstream is the name for the diagnostic tester in North America, but other countries will continue to use
the hand-held tester.
7. 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.
For details of the fail-safe chart, see the 2007 TOYOTA TUNDRA Repair Manual (Pub. No. RM04E2U).
Fail-safe Operation due to Accelerator Pedal Position Sensor Malfunction
The accelerator pedal position sensor contains two (Main, Sub) sensor circuits.
If a malfunction occurs in either of the sensor circuits, the ECM detects the abnormal signal voltage
difference between these two sensor circuits and switches into a fail-safe mode. In this fail-safe mode,
the remaining circuit is used to calculate the accelerator pedal opening, in order to operate the vehicle
under fail-safe mode control.
ECM
Return Spring
Open
Accelerator Pedal
Position Sensor
Main
Sub
Main
Sub
Throttle
Position
Sensor
Throttle
Valve
Throttle Body
M
Throttle Control
Motor
0240EG27C
EG-224
If both circuits malfunction, the ECM detects the abnormal signal voltage from these two sensor circuits
and discontinues throttle control. At this time, the vehicle can be driven using the power generated by
the engine at idle.
ECM
Return Spring
Close
Accelerator Pedal
Position Sensor
Main
Sub
Main
M
Throttle Control
Motor
Sub
Throttle
Position
Sensor
Throttle
Valve
Throttle Body
0240EG28C
Injectors
ECM
Ignition Coil
Return Spring
Open
Accelerator Pedal
Position Sensor
Main
Sub
Main
Sub
Throttle
Position
Sensor
Throttle
Valve
M
Throttle Control
Motor
Throttle Body
0240EG29C
EG-225
Ignition
Switch
EFI Relay
Circuit
Opening
Relay
Front Airbag
Sensors
(RH and LH)
Airbag
Sensor
Assembly
Side & Curtain
Shield Airbag
Sensor
(RH or LH)
Fuel Pump
Operation
Request
CAN
Fuel
Pump
ECM
Fuel Pump
ECU
Diagnosis
Signal
Curtain Shield
Airbag Sensor
(RH or LH)
04E0EG23C
EG-226
Fuel Pump
Operation Request
FPC
FPC
Fuel Pump
Duty Signal
Fuel Pump
ECU
ECM
Diagnosis Signal
DI
DI
04E0EG24C
+B
Hi
GND
04E0EG25C
12.3 ms
8.2 ms
Middle
+B
04E0EG26C
GND
4.1 ms
+B
GND
Low
04E0EG27C
Stop
GND
04E0EG28C
EG-227
Starter Relay
ACC Cut
Relay
Ignition Switch
ACC
Starter
ST2
Park/Neutral
Position
Switch
ECM
Battery
EG-228
Operation
As indicated in the timing chart shown below, when the ECM detects a start signal from the ignition
switch, the ECM outputs a starter relay drive signal (STAR) that flows through the park/neutral position
switch to turn on the starter relay. As a result, the starter operates. (If the engine is already running, the
ECM will not turn on the starter relay.)
After the engine speed rises above approximately 500 rpm, the ECM determines that the engine has
started and stops the output of the starter relay drive signal (STAR) to stop the operation of the starter.
The ECM outputs an ACC cut relay drive signal (ACCR) to turn on the ACC cut relay, in order to prevent
accessory light flickering from occurring while cranking.
If the engine fails to start, the starter operates as long as its maximum continuous operation time and stops
automatically. The maximum continuous operation time is approximately 2 seconds through 25 seconds
depending on the engine coolant temperature. When the engine coolant temperature is extremely low,
maximum cranking time is approximately 25 seconds. When the engine is warmed up sufficiently,
maximum cranking time is approximately 2 seconds.
This system has following safety features:
- While the engine is running, the starter cannot operate.
- The starter will stop operating once the engine has started, even if the ignition switch stays in the START
position.
- Starter operation is limited to a maximum of 30 seconds to protect the starter motor.
- The starter will stop if the ECM cannot detect an engine speed signal (NE) while the starter is operating.
Timing Chart
Ignition Switch
(Start Signal)
ON
OFF
Cranking Limit
Approx. 2 to 25 sec.
ON
Starter Relay
OFF
ON
ACC Cut Relay
OFF
Successful
Starting of Engine
Engine Speed
Signal (NE)
Failed Starting of
Engine
ECM determines that the engine has started
successfully when the engine speed is
approximately 500 rpm.
230LX17
EG-241
5C (41F) or more
System Diagram
Pump Actuation Request
Valve Actuation Request
Air Injection
Control Driver
Diagnosis Signal
Air
To Exhaust Manifold
Air Injection
Control Valve
Air
Air Injection
Control Valve
Intake Air
Temp. Sensor
04E0EG29C
EG-242
Air OUT
DC Motor
Cross Section
04E0EG64C
Solenoid Coil
Air IN
Valve
Air IN
Air OUT
Air OUT
04E0EG65C
Cross Section
EG-243
The air pressure sensor consists of a semiconductor, which has a silicon chip that changes its electrical
resistance when pressure is applied to it. The sensor converts the pressure into an electrical signal, and
sends it to the ECM in an amplified form.
The structure and function of the air pressure sensor for the right bank and left bank are basically the
same.
(V)
Sensor Unit
4.5
Output
Voltage
0.5
Air Pressure of
Electric Air Pump
45
Air Pressure
150 (kPa)
04E0EG66C
257MA22
The ECM detects operation of the air injection system based on signals from the air pressure sensor as
follows:
1) When the electric air pump is ON and the air injection control valve is closed, the pressure is stable.
2) When the electric air pump is ON and the air injection control valve is open, the pressure drops slightly
and becomes unstable because of exhaust pulses.
3) When the electric air pump is OFF and the air injection control valve is closed, the pressure remains
at zero.
4) When the electric air pump is OFF and air injection control valve is open, the pressure drops below zero
and becomes unstable because of exhaust pulses.
Example: 1
Example: 2
Pressure
Pressure
Time
Example: 3
Example: 4
Pressure
Pressure
Time
Electric Air Pump: OFF
Air Injection Control Valve: Closed
Time
Time
Electric Air Pump: OFF
Air Injection Control Valve: Open
273GX81
EG-244
SIP
ECM
SIV
Air Injection
Control Driver
Air Injection Control Valve
VV
Duty Signal
AIDI
DI
271EG64
DI Terminal Output
Condition
AIRP
AIRV
GND
273GX28
GND
273GX29
20 ms
ON
Normal
GND
273GX30
GND
273GX31
GND
273GX32
GND
273GX33
ON
OFF
OFF
ON
OFF
OFF
ON
GND
273GX29