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9ES300 — NEW FEATURES

NEW FEATURES

� 1MZ–FE ENGINES

1. Description

The 1MZ–FE engine, the successor to the 3VZ–FE, is a newly developed V6, 3.0–liter DOHC engine. Designed tocontinue throughout the next generation, it offers high performance, fuel economy, and quiet operation, in alightweight and compact package, while conforming to stricter exhaust emission regulations.

10 ES300 — NEW FEATURES

2. Engine Specifications and Performance Curve

Engine1MZ FE 3VZ FE

Item1MZ–FE 3VZ–FE

Item

No. of Cyls. & Arrangement 6–Cylinder, V Type ←

Valve Mechanism 16–Valve DOHC,Belt & Gear Drive

←

Combustion Chamber Pentroof Type ←

Manifolds Cross–Flow ←

Displacement cm3 (cu. in.) 2995 (182.8) 2959 (180.6)

Bore x Stroke mm (in.) 87.5 x 83.0 (3.44 x 3.27) 87.5 x 82.0 (3.44 x 3.23)

Compression Ratio 10.5 : 1 9.6 : 1

Max. Output [SAE–NET]140 kW @ 5200 rpm

(188 HP @ 5200 rpm)

138 kW @ 5200 rpm

(185 HP @ 5200 rpm)

Max.Torque [SAE–NET]275 N⋅m @ 4400 rpm

(203 ft⋅lbf @ 4400 rpm)264 N⋅m @ 4400 rpm

(195 ft⋅lbf @ 4400 rpm)

INOpen 4� BTDC 8� BTDC

Valve Timing

IN.Close 44� ABDC 42� ABDC

Valve Timing

EXOpen 46� BBDC ←

EX.Close 2� ATDC 4� ATDC

Fuel Octane Number RON 96 ←

Oil Grade API SH, EC–II / ILSAC API SG, EC–II


3. Features of 1MZ–FE Engine

The 1MZ–FE has done the following features.

Features Contents

High Performanceand Economy

� A valve mechanism in which valves are directly operated by four camshafts is usedto ensure valve movement at high engine speed range.

� A high compression ratio of 10.5:1 is used.

� Upright, small–diameter type intake ports are used in the cylinder head to increasethe intake efficiency.

� Friction reduction measures have improved the continuously moving componentssuch as the pistons or crankshaft.

� ACIS (Acoustic Control Induction System) is used to deliver high power output inall engine speed ranges.

� An air assist fuel injection system is used to promote atomizing of the fuel forimproved fuel economy.

� The EI* [DIS (Direct Ignition System)] contributes to the powerful high output byproviding a powerful spark to the engine.

� The hot–wire type mass air flow meter improves the accuracy of the intake airvolume measurement.

Lightweight andCompact Design

� Cylinder block made of aluminum alloy

� Cylinder head size is reduced by using a scissors gear mechanism.

� Cylinder head cover made of magnesium.

� Use of an aluminum oil pan having an integral stiffener.

Low Noise and LowVibration

� A highly rigid crankshaft with 9 semi balance weights is used.

� Use of an aluminum oil pan having an integral stiffener.

� Stainless steel (SUS) exhaust manifolds in which ceramic wool has beensandwiched.

� An auto–tensioner is provided for the timing belt.

� An Electronically Controlled Hydraulic Cooling Fan System is used.

Good Serviceability

� The EI [DIS] makes ignition timing adjustment unnecessary.

� An auto–tensioner is provided for the timing belt.

� An engine oil lever sensor is used.

*EI: Electronic Ignition


4. Engine Proper

Cylinder Heads

� Pentroof type combustion chambers, with the spark plug located in the center, are used to assure high combustionefficiency.

� Most of the combustion chamber capacity is provided by the cylinder head, and the valve recesses on top of thepiston have been considerably reduced to further improve the engine’s combustion rate and anti–knocking ability.

� Intake and exhaust ports are cross–flow type, with intake ports on the inside and exhaust ports on the outside ofthe left and right banks.

� Upright, small diameter intake ports are adopted to improve the torque at low–to–medium speeds.

� In order to reduce intake and exhaust air resistance, the protrusion of the valve guide into the intake port has beenreduced b reducing the valve stem diameter and the valve guide outer diameter.

� The angle of the intake and exhaust valves is narrowed, set at 22.5� to permit a compact cylinder head.

� By positioning the scissors gear mechanism in the rear of the engine. the intake port configuration has beenoptimized. Each of the cylinder heads is made specifically for the right or the left bank.

� The right bank cylinder head, which has a larger slant angle, is provided its own blow–by vent pipe to improvereturn to the oil pan and reduce oil starvation.

� In addition to smoothing out the cam journal holes and the lifter holes, the cam cap installation accuracy has beenimproved by providing all cam cap positions with ring pins, thereby reducing friction loss.


Cylinder Block

� 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.

� Light weight aluminum alloy is used for the cylinder block.

� A thin cast–iron liner is press–fit inside the cylinder to ensure an added reliability.

� A water pump swirl chamber and an inlet passage to the pump are provided in the V–bank to help make the enginecompact.

� Knock sensor bosses are provided at 2 locations in the V–bank.

� The crankshaft bearing caps are fastened using 4 plastic–region tightening bolts for each journal. In addition, eachcap is fastened laterally to improve its reliability.


Cylinder Head Cover

� Lightweight yet high–strength magnesiumdiecast cylinder head covers are used.

� In order to improve sealing, reduce noise, andprevent excessive tightening during service, analuminum washer made of vibration–dampinglaminated aluminum sheet is used on the evenlyspaced shoulder bolts that fasten the cylinderhead covers.

Piston

� The piston skirt area is applied with resin coating to decrease friction

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

Connecting Rod

� Connecting rods are sintered and forged for highstrength and low weight variation.

� An aluminum bearing with overlay is used forthe connecting rod bearings to further enhancetheir reliability.

� Plastic region tightening bolts are used.


Crankshaft

� A forged crankshaft with four main journals (� ~ �) and 9 semi–balance weights is used.

� Pin diameter and journal diameter are 53 mm (2.09 in.) and 61 mm (2.40 in.) respectively, and all fillets areroll–finished to maintain adequate strength.

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

Crankshaft Pulley

� The crankshaft pulley hub is made of aluminumto reduce weight and vibration


5. Valve Mechanism

General

� Each cylinder has two intake valves and two exhaust valves. Intake and exhaust efficiency is increased by meansof the larger total port areas.

� The valves are directly opened and closed by four camshafts.

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

Camshafts

� The camshafts are made of cast iron alloy.

� In conjunction with the use of the EI [DIS], the No. 4 camshaft is provided with timing rotors to trigger thecamshaft position sensors.

� The intake camshafts are driven by gears on the exhaust camshafts. The scissors gear mechanism is used on theexhaust camshaft to control backlash and suppress gear noise.


Timing Pulleys and Belt

� The camshaft timing pulleys, integrating a belt guide, are made of sintered forged steel from which excel weighthas been removed.

� The timing belt tooth configuration has been designed to help reduce noise and to enable the belt to transmit powerunder high load factors.

� An auto tensioner uses a spring and oil damper, and maintains proper timing belt tension at all times. The autotensioner suppresses noise generated by the timing belt.

� The belt cover is divided into 3 pieces, designated No. 1 to No. 3 The No. 1 and 2 belt covers are made of resin,and fastened with evenly spaced bolts. The No. 3 belt cover is made of steel sheet, and is attached to the enginewith rubber bushings.


6. Lubrication System

General

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

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


Oil Pan

� The oil pan is made up of two pieces. No. 1 oil pan is made of aluminum alloy and No. 2 oil pan is made of steelsheet.

� The upper oil pan section is secured to the cylinder block and the torque converter housing, increasing rigidity.

� An oil level sensor is provided in the oil pan for efficient servicing.

When the oil level falls below the specified level, the oil level sensor causes the low engine oil level warning lightinside the combination meter to light up.


7. Cooling System

Cooling Circuit

� The cooling system is a pressurized, forced–circulation type.

� A thermostat, having a by–pass valve, is located on the water pump inlet side of the cooling circuit. As the coolanttemperature rises, the thermostat opens and the by–pass valve closes, so the system maintains suitable temperaturedistribution in the cylinder head and block.


Electronically Controlled Hydraulic Cooling Fan System

In the same way as in the 3VZ–FE engine, the cooling fan ECU controls the hydraulic pressure acting on the hydraulicmotor, thus controlling the speed of the cooling fan steplessly in response to the condition of the engine and aircondition.

In this way, the fan noise and engine load are reduced.

The system has the same basic construction and operation as in the 1UZ–FE engine in the SC400. For details, seethe New Car Features for the SC400 (Pub. No. NCF 073U), page 50.

8. Intake and Exhaust System

Throttle Body

� A non–linear, cam type valve opening angle hasbeen adopted in the accelerator linkage systemto produce smooth output characteristics whenthe accelerator pedal is depressed.

� The IAC [ISC] valve is compactly tucked underthe throttle body.


Intake Air Chamber

The intake air chamber consists of upper and lower sections and contains an intake air control valve. This valve isactivated by ACIS (Acoustic Control Induction System) and is used to alter the intake pipe length to improve theengine performance at all speed ranges.

Intake Manifold

� Port sections and port lengths are carefullydesigned for good performance

� A coolant passage connects the left and rightbanks at the rear end of the intake manifold.

� The intake manifold gasket and intake airchamber gasket have rubber coating appliedonto both surfaces, and provide superiordurability.


Exhaust Manifold

� The exhaust manifolds are made of stainless steel (SUS) for weight reduction, and ceramic wood is sandwichedbetween the insulator and pipe, making a 3–layer construction, which helps reduce radiant sounds in addition toimproving the exhaust gas temperature rise characteristics.

� The shape of the exhaust manifold is modified so that the length of the left and right exhaust manifolds from theengine to the exhaust pipe connection are the same. This design helps to prevent interference of the exhaust gas.

9. Fuel System

Air Assist Fuel Injection System

This system is designed to regulate air intake to the upperstream (atmospheric side) of the throttle valve using theIAC [ISC] valve, and direct it to the nozzle of the fuel injector inside the intake manifold (negative pressure side).This promotes atomization of the fuel while reducing emissions and improving fuel economy and idle stability.


10. Ignition System

General

The EI* [DIS] (Direct Ignition System) is adopted in the 1MZ–FE engine.

� There are six ignition coils provided, and each coil fits over a spark plug. High–tension cords have beeneliminated, greatly decreasing the losses involved in the high–voltage transmission, and increasing the ignitionreliability.

� Each cylinder is provided with an independent wire harness through which the ignition trigger (IGT) signal fromthe ECM [engine ECU] is output.

� Each cylinder is provided with independent ignition

* EI: Electronic Ignition

Camshaft Position Sensor

The camshaft position sensor is provided with an oilseal packing with perfect sealing construction, andmounted onto the exhaust side of the cylinder headon bank 2. The timing rotor is integrated with theexhaust side camshaft. For information on thesensor operation and its output signal, see page 35.


Crankshaft Position Sensor

The crankshaft position sensor has a perfect sealing construction, and is mounted onto the left side of the oil pumpbody as illustrated below. The timing rotor is installed on the guide area of the crankshaft timing pulley. Forinformation on the sensor operation and its output signal, see page 35.

ECM [Engine ECU]

The ECM [engine ECU] determines the ignition timing according to the signals from the camshaft position sensor(G) and the crankshaft position sensor (NE). According to the ignition timing thus determined, the ECM outputs theignition trigger signals (IGT1 to IGT6) for each of the cylinders to the igniter. Then, ignition confirmation signals(IGF signals) are returned to the ECM in response to each of the IGT signals. In the DIS system, the output waveformof these IGF signals differ from those of other models. The IGF signals in DIS is normally HI (ON), and turns to LO(OFF) during ignition. Accordingly, the ECM keeps track of when the signal changes from HI to LO.

The relationship between the IGT and IGF signals can be illustrated as follows.


Igniter

After the igniter provides various corrections to the IGT signal which has been output by the ECM, it activates thetransistor through the drive circuit to output the primary ignition signal (IGC). At the same time, the igniter also sendsan ignition confirmation signal (IGF) as a fail–safe function to the ECM [engine ECU].

Ignition Coils

In the EI [DIS] system, there are six ignition coils provided, and each cylinder is provided with a coil. A plug capis integrated with each ignition coil to provide direct contact with each spark plug.

High tension cords have thus been eliminated, allowing the secondary voltage to be supplied directly to each sparkplug. This greatly decreases the losses involved in the high–voltage transmission and helps provide a strong spark.

These ignition coils have a magnet instead of an iron core. Since the magnetic flux is thus strengthened, the numberof coiled within the coil can be reduced, making the coil compact and lightweight.

Since the secondary coil in this ignition coil is equipped with a high–voltage diode inside, coilresistance cannot be measured. In order to determine whether or not the coil is defective, firstswap the coil in question with another coil, and check for a spark.

Service Tip


11. Engine Mounting

� The engine is mounted on the front sub–frame at three points (front, rear, and left side).

� A torque rod is provided on the right side of the engine compartment to regulate rolling of the engine. An absorberis fitted to the front of the frame to suppress engine vibration.

� The front mount is a liquid–filled compound mount. This mount is basically the same as that in the 3VZ–FE enginein terms of construction and operation.

� The rear mount is integrated with the center bearing bracket of the drive shaft to reduce the number of parts andincrease the rigidity of the brackets.


12. Engine Control System

General

The engine control system in the 1MZ–FE engine is basically the same as that of the 3VZ–FE engine of the previousmodel. However, the diagnosis system has been extensively revamped to meet the OBD–II requirements.

Comparison of the engine control system between the 1MZ–FE engine and 3VZ–FE is as follows.

System Outline 1MZ–FE 3VZ–FE

SFIAn L–type SFI [EFI] system directly detects the intake airvolume with a hot wire type mass air flow meter.

� —

(Sequential Fuel

Injection)An L–type SFI [EFI] system directly detects the intake airvolume with a vane type volume air flow meter.

— �Injection)

[EFI] The fuel injection system is a sequential multiport fuelinjection system

� �

Cold Start Injector

Since the ECM can minutely regulate the fuel injectoroperator during the starting of the engine, the cold startinjector that was used in the 3VZ–FE engine is no longerneeded.

— �

ESA

(El t i S k

Ignition timing is determined by the ECM based on sig-nals from various sensors. Corrects ignition timing in re-sponse to engine knocking.

� �

(Electronic Spark

Ad )2 knock sensors are used to improve knock detection. � �

Advance)Torque control correction during gear shifting has beenused to minimize the shift shock.

� �

IAC A rotary solenoid type IAC [ISC] valve controls the fast�IAC

(Idl Ai C t l)

A rotary solenoid type IAC [ISC] valve controls the fastidle and idle speeds.

� —

(Idle Air Control)

[ISC]A step motor type IAC [ISC] valve controls the fast idleand idle speeds.

— �

ACISAcoustic ControlInduction System

The intake air passages are switched according to the en-gine speed and throttle valve angle to increase perfor-mance in all speed ranges.

� �

Fuel PressureControl

In hot engine conditions, the fuel pressure is increased toimprove restartability.

� �

Oxygen SensorHeater Control

Maintains the temperature of the oxygen sensors at anappropriate level to increase accuracy of detection of theoxygen concentration in the exhaust gas.

� �

EGRCut–Off Control

Cuts off EGR according to the engine condition to main-tain drivability of the vehicle and durability of the EGRcomponents.

� �

Air ConditioningCut–Off Control

By turning the air conditioning compressor ON or OFF inaccordance with the engine condition, drivability is main-tained.

� �

When the ECM detects a malfunction, the ECM diagnosesand memorizes the failed section.

� �

Diagnosis It is a new diagnosis system in which the features of theconventional diagnosis system have been extensively de-veloped. (See page 38 for further details)

� —

Fail–SafeWhen the ECM detects a malfunction, the ECM stops or con-trols the engine according to the data already stored inmemory.

� �


Construction

The configuration of the engine control system can be broadly divided into three groups: the ECM [engine ECU],the sensors and the actuators as shown in the following chart.

Shaded portions are different from the 3VZ–FE engine for the previous models.


Summary of Engine Control System

The following list summarizes each system and control item of the 1MZ–FE engine, including related sensors, ECM

[ECU] and others. Shaded portions are different from the 3VZ–FE engine for the ’93 ES300.


Engine Control System

*1 MIL : Malfunction Indicator Lamp [Check Engine Lamp]

*2 DLC1, 2 & 3: Data Link Connector 1 [Check Connector]Data Link Connector 2 [TDCL]Data Link Connector 3 (for OBD–II)


Layout of Components


Main Components of Engine Control System

1) General

The following table compares the main components of the 1MZ–FE engine and 3VZ–FE engine

Engine1MZ FE 3VZ FE

Components1MZ–FE 3VZ–FE

Mass Air Flow Meter Hot–Wire Type —

Volume Air Flow Meter — Vane Type

Crankshaft Position Sensor Pick–Up Coil Type, 1 ←

Camshaft Position Sensor Pick–Up Coil Type, 1 Pick–Up Coil Type, 2

Throttle Position Sensor Linear Type ←

Knock Sensor Built–In Piezoelectric Type, 2 ←

Heated Oxygen Sensor

Bank 1 Sensor 1 [Main OxygenSensor on Right Bank]

Bank 2 Sensor 1 [Main OxygenSensor on Left Bank]

Bank 1 Sensor 2[Sub–Oxygen Sensor]

Bank 1 Sensor 2[Sub–Oxygen Sensor]

Oxygen Sensor — Bank 1 Sensor 1 [Main OxygenBank 2 Sensor 1 Sensors]

Injector 2–Hole Type ←

IAC [ISC] Valve Rotary Solenoid Type Step Motor Type

2) Mass Air Flow Meter

a. Description

The 1MZ–FE engine adopts the hot–wire typemass air flow meter designed for directelectrical measurement of the intake air massflow.

This mass air flow meter offers superiormeasuring precision and its plastic housing isshaped for minimal flow resistance. In additionto the sensor itself being miniscule, this systemmeasures the bypass air, which is unlikely to beaffected by the air cleaner drift current, and hasthe following features:

� Compact and lightweight, the pressure loss caused by this sensor is small, and offers only slight intake airflow resistance.

� Superior response and measuring accuracy.

� Ability to measure a wide airflow range.

� Having no mechanical functions, it offers superior durability.


b. PrincipleWhen the hot wire is placed in a gaseous current, the hot wire temperature varies in accordance with the amountof the air mass flow. If the temperature difference between the hot wire and air mass at that time is “∆T”, air massflow is “G”, and the dissipated heat is “Q”, the relationship between them can be described with the followingformula:

Q = (a + b√G) � ∆Τ (“a” and “b” are constants)Furthermore, this heat value “Q” can be electrically represented. If the hot wire resistance is “R”, electricalcurrent flowing through the hot wire is “I”, the heat value “Q” can be described with the following formula:

Q = I2RAccordingly, the two formulas above can be described as follows:

I2R = (a + b√G) � ∆ΤIf current “I” is flowed in order to make the temperature difference “∆Τ” consistent, since “R”, “a”, “b”, and “∆Τ”are all constant, a proportional relationship is created between the air mass flow “G” and the current “I”, enablingthe air mass flow “G” to be represented by the current “I”.

By converting this current “I” into voltage, the hot–wire type mass air flow meter outputs the air mass flow signalsto the ECM [engine ECU].

c. Construction and OperationTo keep the temperature of the platinum hot wire constant with the sum of the intake air temperature measuredby the air temperature resistance and the predetermined temperature difference (∆Τ), this hot–wire type massair flow meter has an electric bridge circuit which includes the hot wire and other resistances. Combined withan operational amplifier and power transistor, the feedback loop, as described below, is achieved. In this circuit,the resistors are selected to make the temperature difference between the hot wire and air mass constant whenthe electrical potential at points “A” and “B” becomes equal. When the hot wire is cooled by the intake air, itsresistance value decreases. As a result, the voltage at point “B” becomes higher than that of the point “A”. Atthis time, the operational amplifier detects this electrical potential difference, and controls the power transistorso that the electrical potentials of the points “A” and “B” becomes equal, and flows the current to the circuit.

The mass air flow meter outputs the voltage at point “B”, immediately following the hot wire.

The ECM uses this voltage (VG signal) to determine the intake air mass flow according to the aforementionedprinciple.

The VG signal, which varies in accordance with the intake air mass flow, is continuously output from the massair flow meter. The relationship between the output voltage of the VG signal and the intake air mass flow canbe represented as a parabolic curve shown below.


3) Camshaft and Crankshaft Position Sensors

a. Camshaft Position Sensor

The camshaft position sensor consists of a magnet, coil and iron core, and mounted onto the exhaust side of thecylinder head on bank 2. The timing rotor is integrated with the No. 4 camshaft.

Each time the camshaft rotates, the air gap between the pickup coil and the protrusion integrated onto thecamshaft is varied. This causes the magnetic flux passing through the pickup coil to increase and decrease,generating an electromotive force. Since the voltage generated when the camshaft protrusion approaches thepickup coil is the opposite of when it departs, an alternating electrical current is produced.

b. Crankshaft Position Sensor

The crankshaft position sensor also consists of a magnet, coil and iron core, and is mounted onto the left sideof the oil pump body as illustrated below

The timing rotor is integrated with the crankshaft pulley. The rotor’s teeth are spaced 10° apart, according tocrankshaft angle, but since there are two teeth missing, as illustrated below, there is a total of 34 teeth.Accordingly, the ECM can detect the crankshaft angle in addition to the crankshaft speed.


c. Output Wave Forms

The output wave forms of the camshaft position sensor signal (G) and crankshaft position sensor signal (NE) areshown below.

4) IAC [ISC] Valve

� The IAC [ISC] valve is a rotary solenoid type valve which is lightweight and compact and has good controlresponse and high reliability. This IAC valve is also using Air Assist system. It consists of two coils, thepermanent magnet, bimetallic coil, valve shaft and valve.

When current flows to the coils by the signals from the ECM, the permanent magnet turns, causing the controlvalve to open or close and change the opening area of the bypass port. In this way the intake air volumebypassing the throttle valve is changed, maintaining the target engine speed.


The IAC valve has a fail–safe device incorporating a bimetallic coil. One end of the strip is fixed by a pinand a guard is fitted at the other end. A lever, integrated with the valve shaft, is placed between the two clawsof the guard. The lever is normally separated from the claws. In an event of a malfunction in the electric circuitof the IAC system, either claw of the guard suppresses the movement of the level to prevent the idle speedfrom rising or dropping sharply.

� The idle speed is controlled in conjunctionwith the air control VSV, in response to theON or OFF signal from the air conditioningECU.

SFI [EFI]

The SFI [EFI] system of the 1MZ–FE engine is basically the same in construction and operations as that of the3VZ–FE engine. Refer to ES300 New Car Features (Pub. No. NCF076U).


Diagnosis

1) General

The diagnosis system of the 1MZ–FE engine has been extensively revamped to meet the OBD–II requirements.The system differs therefore from that of the previous 3VZ–FE engine in the areas shown below. (See General1994 Features, page 2, for information on the OBD–II regulations.)

The following table compares the diagnosis system of the 1MZ–FE engine and the 3VZ–FE engine.

Engine


In addition to the DLC1 [check connector]and DLC2 [TDCL], the DLC3 has beennewly provided to comply with the SAEJ1962 requirements.

The DLC1 [check connector] and DLC2[TDCL] are provided.

�DLC1�

Data LinkConnector

�DLC3�

*1 CG : Chassis Ground

*2 SDL : The communication system andterminals between the ECM[engine ECU] and the LEXUShand–held tester use the VPW(Variable Pulse Width) system inaccordance with the SAE J1850requirements.

*3 SG : Signal Ground

�DLC2�

After connecting LEXUS hand–held testercomplying with SAE J1978 to the DLC3,read the code display directory on theLEXUS hand–held tester.

After connecting terminals TE1 and E1 ofthe DLC1 or 2 using a diagnosis checkwire, read the code on malfunctionindicator lamp [CHECK Engine Lamp] inthe combination meter.

DiagnosticTrouble CodeCheck Method


Engine


DiagnosticTrouble Code

Diagnostic trouble codes include SAEcontrolled codes and Manufacturecontrolled codes.

The SAE controlled codes are setaccording to the SAE J2012 requirements.The manufacturer controlled codes are setindependently by the manufacturer inaccordance with the regulations.

(See the diagnostic trouble code chart).

All of them are decided by theManufacturer.

ECM[Engine ECU]Memory Items

In addition to recording the diagnostictrouble codes, freezed frame data *3 is alsorecorded in the ECM memory.

*3 Freezed Frame Data:

Data in which various sensor outputs are recorded when the ECM has detected a malfunction.

When malfunctions are detected, theapplicable diagnostic trouble codes arerecorded in the ECM memory.


DIAGNOSTIC TROUBLE CODE CHART (SAE CONTROLLED)

DTC*1

No.Detection Item MIL* 2 Memory*3

P0100Mass Air Flow-Meter CircuitMalfunction

ON YES

P0101

Mass Air FlowCircuit Range/PerformanceProblem

ON YES

P0110

Intake AirTemp.CircuitMalfunction

ON YES

P0115

Engine CoolantTemp.Circuit Malfunction

ON YES

P0116

Engine CoolantTemp. CircuitRange/PerformanceProblem

ON YES

P0120

Throttle PositionCircuitMalfunction

ON YES

P0121

ThrottlePosition CircuitRange/PerformanceProblem

ON YES

P0125

ExcessiveTime to EnterClosed LoopFuel Control

ON YES

P0130

Heated OxygenSensor CircuitMalfunction(Bank 1Sensor 1)

ON YES

P0133

Heated OxygenSensor CircuitSlow Response(Bank 1Sensor1)

ON YES

P0135

Heated OxygenSensor HeaterCircuitMalfunction(Bank 1Sensor1)

ON YES

DTC*1


P0136

Heated OxygenSensor CircuitMalfunction(Bank 1Sensor 2)

ON YES

P0139

Heated Oxygen Sensor CircuitSlow Response(Bank 1Sensor 2)

ON YES

P0141

Heated OxygenSensor HeaterCircuitMalfunction(Bank 1Sensor 2)

ON YES

P0150

Heated OxygenSensor CircuitMalfunction(Bank2Sensor 1)

ON YES

P0153

Heated OxygenSensor CircuitSlow Response(Bank 2Sensor 1)

ON YES

P0155

Heated OxygenSensor HeaterCircuit Malfunction(Bank 2Sensor 1)

ON YES

P0171 System tooLean (Fuel trim)

ON YES

P0172 System tooRich (Fuel trim)

ON YES

Injector CircuitMalfunction

P0201P0202P0203P0204P0205P0206

–Cylinder 1–Cylinder 2–Cylinder 3–Cylinder 4–Cylinder 5–Cylinder 6

ON YES

*1 DTC (Diagnostic Trouble Code)

*2 MIL (Malfunction Indicator Lamp)

*3 DTC and Freeze Frame Data are Stored in the Memory


DTC*1


P0300 Random MisfireDetected

ON YES

MisfireDetected

P0301P0302P0303P0304P0305P0306

–Cylinder 1–Cylinder 2–Cylinder 3–Cylinder 4–Cylinder 5–Cylinder 6

ON YES

P0325Knock Sensor 1CircuitMalfunction

ON YES

P0330Knock Sensor 2CircuitMalfunction

ON YES

P0335

CrankshaftPosition SensorCircuitMalfunction

ON YES

P0336

CrankshaftPosition SensorCircuit Range/Performance

ON YES

P0340

CamshaftPosition SensorCircuitMalfunction

ON YES

DTC*1


P0401

Exhaust GasRecirculationFlowInsufficientDetected

ON YES

P0402

Exhaust GasRecirculationFlow ExcessiveDetected

ON YES

P0420

Catalyst SystemEfficiencyBelowThreshold

ON YES

P0500Vehicle SpeedSensorMalfunction

ON YES

P0505Idle Control System Malfunction

ON YES

P0510Closed ThrottlePosition SwitchMalfunction

ON YES

DIAGNOSTIC TROUBLE CODE CHART (Manufacturer Controlled)

DTC*1


P1300 Igniter CircuitMalfunction

ON YES

P1500Starter SignalCircuitMalfunction

OFF DTC only

P1600 ECM BATTMalfunction

ON YES

P1605Knock ControlCPUMalfunction

ON YES

P1780Park/NeutralPosition SwitchMalfunction

ON YES

*1 DTC (Diagnostic Trouble Code)

*2 MIL (Malfunction Indicator Lamp)

*3 DTC and Freeze Frame Data are Stored in the Memory


13. Emission Control System

System Purpose

System Abbreviation Purpose

Positive crankcase ventilation PCV Reduces blow–by gas (HC)

Evaporative emission control EVAP Reduces evaporative HC

Exhaust gas recirculation EGR Reduces NOx

Three–way catalytic converter TWC Reduces HC, CO and NOx

Sequential multiport fuel injection[Electronic fuel injection]

SFI [EFI] Regulates all the engine conditions forreduction of exhaust emission

Components Layout and Schematic Drawing

new features - international mr2 owners club | fsm data... · · 2013-09-161mz–fe engines 1....

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