NEW FEATURES – 2GR-FKS ENGINE 69

2GR-FKS ENGINE
JDESCRIPTION
The 2GR-FKS engine is a 3.5-liter, 24-valve DOHC V6 engine. This engine uses a VVT-iW (Variable Valve
Timing-intelligent Wide) VVT-i (Variable Valve Timing-intelligent) system, DIS (Direct Ignition System),
ACIS (Acoustic Control Induction System) and ETCS-i (Electronic Throttle Control System-intelligent).
These control functions achieve improved engine performance, fuel economy, and clean emissions.

" Engine Specifications A

Engine Type 2GR-FKS

No. of Cyls. & Arrangement 6-Cylinder, V Type
24-Valve DOHC, Chain Drive (with VVT-iW and
Valve Mechanism
VVT-i)
Combustion Chamber Pentroof Type
Flow of Intake and Exhaust Gasses Cross-Flow
Fuel System SFI D-4S
Ignition System DIS
Displacement cm3 (cu. in.) 3456 (210.9)
Bore × Stroke mm (in.) 94.0 × 83.0 (3.70 × 3.27)
Compression Ratio 11.8 : 1
207 kW @ 6000 rpm
Max. Output (SAE-NET)*
(278 HP @ 6000 rpm)
359 N⋅m @ 4600 rpm
Max. Torque (SAE-NET)*
(265 ft⋅lbf @ 4600 rpm)
Type DENSO FK20HBR8 (Iridium)
Spark Plug
Plug Gap mm (in.) 0.7 – 0.8 (0.0276 – 0.0354)
Firing Order 1–2–3–4–5–6
Fuel Octane Rating 91 or higher
California ULEVIII, SFTP
Emission Tailpipe
Except California Tier2-Bin5, SFTP
Regulation
Evaporative LEVII, ORVR
*: Maximum output and torque rating is determined by revised SAE J1349 standard.
70 NEW FEATURES – 2GR-FKS ENGINE

" Valve Timing A

Exhaust VVT-i
Intake VVT-iW Operation Range
Operation Range TDC
0_ : Intake Valve Opening Angle
–33_ : Exhaust Valve Opening Angle
47_ 46.5_

Open –33_ to 47_ BTDC

105_ Intake
Close 105_ to 25_ ABDC
Open 64_ to 14_ BBDC
Exhaust
Close 0_ to 46.5_ ATDC
64_
Intake VVT-iW
Operation Range 25_ Exhaust VVT-i
14_ Operation Range
BDC
26L0EG111
 NEW FEATURES – 2GR-FKS ENGINE 71

JFeatures of 2GR-FKS Engine

The 2GR-FKS engine has achieved the following performance through the use of the items listed below.
(1) High performance and reliability
(2) Low noise and vibration
(3) Lightweight and compact design
(4) Good serviceability
(5) Clean emission and fuel economy

Item (1) (2) (3) (4) (5)

A high-expansion cycle (Atkinson cycle) is used. f — — — f
A steel laminate type cylinder head gasket is used. f — — — —
A taper squish shape is used for combustion
f — — — f
chamber.
A cylinder block sub-assembly made of aluminum
Engine Proper — — f — —
alloy is used.
The skirt portion of each piston has a resin coating
f f — — f
applied to reduce friction.
An oil pan sub-assembly made of aluminum alloy is
— f f — —
used.
A VVT-i (Variable Valve Timing-intelligent)
f — — — f
system is used.
A VVT-iW (Variable Valve Timing-intelligent
f — — — f
Wide) system is used.
Valve Mechanism
Hydraulic lash adjusters are used. f f — f —
A chain sub-assemblies and chain tensioner
— f f f —
assemblies are used.
Roller rocker arms are used. f — — — f
Lubrication System An oil filter with a replaceable element is used. — — — f —
The engine coolant is used the TOYOTA Genuine
Cooling System — — — f —
SLLC (Super Long Life Coolant).
A linkless type throttle body is used. — — f f —
An intake air surge tank assembly made of plastic is
— — f — —
Intake and used.
Exhaust System A stainless steel exhaust manifold is used. — — f — f
An ultra thin-wall, high-cell density ceramic type
— — — — f
TWC (Three-Way Catalytic converter) is used.
A Direct injection 4-stroke gasoline engine Superior
f — — — f
version (D-4S) system is used.
Fuel System
Quick connectors are used to connect the fuel hose
— — — f —
with the fuel pipe.
(Continued)
72 NEW FEATURES – 2GR-FKS ENGINE

Item (1) (2) (3) (4) (5)

The DIS (Direct Ignition System) makes ignition
f — — f f
timing adjustment unnecessary.
Ignition System
Long-reach type iridium-tipped spark plugs are
f — — f f
used.
A segment conductor type generator is used. f — f — —
Charging System
A generator pulley with a one way clutch is used. f — — — f
A PS (Planetary reduction-Segment conductor
Starting System — — f — —
motor) type starter is used.
Serpentine Belt
A serpentine belt drive system is used. — — f f —
Drive System
MRE (Magnetic Resistance Element) type VVT
f — — — —
sensors are used.
The ETCS-i (Electronic Throttle Control
Engine Control f — — — f
System-intelligent) is used.
System
An ACIS (Acoustic Control Induction System) is
f — — — —
used.
An evaporative emission control system is used. — — — — f
f: Applicable
—: Not Applicable
 NEW FEATURES – 2GR-FKS ENGINE 73

JEngine Proper

1. Cylinder Head Cover

D A light-weight, resin cylinder head cover has been adopted.
D An oil delivery pipe is installed inside the cylinder head cover sub-assemblies. This ensures lubrication
to the sliding parts of the roller rocker arms, improving reliability.

*1
*2 *6
*5

*3
*1

*4
26L0EG01

" Text in Illustration A

Cylinder Head Cover Sub-assembly

*1 Oil Delivery Pipe *2
RH
*3 Cylinder Head Cover Gasket *4 No. 2 Cylinder Head Cover Gasket
Cylinder Head Cover Sub-assembly
*5 *6 Oil Filler Cap Sub-assembly
LH
74 NEW FEATURES – 2GR-FKS ENGINE

2. Cylinder Head Gasket

Steel-laminate type cylinder head gaskets are used. A shim is used around the cylinder bore of each gasket
to help enhance sealing performance and durability.

A A

*1
*a

*c

*b 26L0EG02

" Text in Illustration A

*1 Shim — —
*a for Right Bank *b for Left Bank
*c A – A Cross Section — —

Engine Front — —
26L0EG68
 NEW FEATURES – 2GR-FKS ENGINE 75

3. Cylinder Head
D The cylinder head sub-assemblies structure is simplified by separating the cam journal portion (camshaft
housing sub-assembly) from the cylinder head.
D The cylinder head sub-assemblies, which is made of aluminum, contains pentroof-type combustion
chambers. The spark plug is located in the center of the combustion chamber in order to improve the
engine’s antiknock performance.
D A taper squish combustion chamber is used to improve anti-knock performance and intake efficiency. In
addition, engine performance and fuel economy are improved.
D The port configuration is an efficient cross-flow type in which the intake ports face the inside of the V bank
and the exhaust ports face the outside.
D A siamese type intake port is used. The port diameter gradually decreases toward the combustion chamber
to optimize the airflow speed and intake pulsation.

A
*c
*4
*1

*2 *c

*d
*3

*d
A *5
*a *b 26L0EG03

" Text in Illustration A

*1 Intake Valve *2 Spark Plug Hole

*3 Exhaust Valve *4 Camshaft Housing
*5 Taper Squish — —
*a View from Bottom Side *b A – A Cross Section
*c Intake Side *d Exhaust Side

— REFERENCE —

*a *b

26L0EG112

" Text in Illustration A

*a Siamese Type *b Independent Type

76 NEW FEATURES – 2GR-FKS ENGINE

4. Cylinder Block
D The cylinder block sub-assembly is made of aluminum alloy, thus making it lightweight.
D The cylinder block sub-assembly 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 (length and width) for its displacement.
D Installation bosses for the 2 knock control sensors are located on the inside of the left and right banks.

*a
60_

36.6 mm
(1.441 in.)
105.5 mm
26L0EG04
(4.15 in.)

" Text in Illustration A

*a Knock Control Sensor Boss — —

D A water passage has been provided between the cylinder bores. By allowing the engine coolant to flow
between the cylinder bores, this construction enables the temperature of the cylinder walls to be kept
uniform.

*a

26L0EG05

" Text in Illustration A

*a Water Passage — —
 NEW FEATURES – 2GR-FKS ENGINE 77

D A compact block has been achieved by producing the thin cast-iron liners and cylinder block sub-assembly
as a unit. It is not possible to rebore a block which uses this type of liner.
D The liners are a spiny-type, which have been manufactured so that their casting exterior forms a large
irregular surface in order to enhance the adhesion between the liners and the aluminum cylinder block
sub-assembly. The enhanced adhesion helps improve heat dissipation, resulting in a lower overall
temperature and reduced heat deformation of the cylinder bores.

*1 *2

*a

26L0EG06

" Text in Illustration A

*1 Liner *2 Cylinder Block Sub-assembly

Irregularly Shaped Outer Casting
*a — —
Surface of Liner

5. Piston
D The pistons are made of aluminum alloy.
D The top of the pistons use a taper squish shape to achieve fuel combustion efficiency.
D The piston skirt is coated with resin to reduce friction losses.
D The groove of the top ring is coated with alumite to ensure abrasion resistance.
D By increasing the machining precision of the cylinder bore diameter in the cylinder block sub-assembly,
only one size piston is required.

*1 *a

26L0EG08

" Text in Illustration A

*1 Front Mark — —
*a Taper Squish Shape — —
Resin Coating Alumite Coating
26L0EG69 26L0EG70
78 NEW FEATURES – 2GR-FKS ENGINE

6. Connecting Rod and Connecting Rod Bearing

D Connecting rod sub-assemblies that have been forged for high strength are used for weight reduction.
D Knock pins are used at the mating surfaces of the connecting rod caps to minimize the shifting of the
connecting rod caps during assembly.
D Nutless-type plastic region tightening bolts (connecting rod bolts) are used on the connecting rod
sub-assemblies for a lighter design.
D Aluminum bearings are used for the connecting rod bearings.
D The connecting rod bearings are reduced in width to reduce friction. The bearing lining surface is coated
with resin to improve wear and seizure resistance.

*4
*1
*2

*a

*3 *3
26L0EG09

" Text in Illustration A

*1 Connecting Rod Sub-assembly *2 Knock Pin

Plastic Region Tightening Bolt
*3 *4 Connecting Rod Bearing
(Connecting Rod Bolt)
*a Resin Coating — —
 NEW FEATURES – 2GR-FKS ENGINE 79

7. Crankshaft
D A crankshaft made of forged steel, which excels in rigidity and wear resistance, is used.
D The crankshaft has 4 main bearing journals and 5 balance weights.

*5

*1 *2 *3 *4
26L0EG10

" Text in Illustration A

*1 No. 1 Bearing Journal *2 No. 2 Bearing Journal

*3 No. 3 Bearing Journal *4 No. 4 Bearing Journal
*5 Balance Weight — —

Engine Front — —
26L0EG68
80 NEW FEATURES – 2GR-FKS ENGINE

8. Crankshaft Bearing and Crankshaft Bearing Cap

D The crankshaft bearings are made of aluminum alloy.
D The crankshaft bearings are reduced in width to reduce friction.
D The bearing lining surface is coated with resin to improve wear and seizure resistance.
D The upper crankshaft bearings have an oil groove around the inside circumference.
D The crankshaft bearing caps are tightened using 4 plastic region tightening bolts (crankshaft bearing cap
set bolts) for each journal. In addition, each cap is tightened laterally to improve its reliability.

*1

*6
*a

*2

*4

*3
*5
26L0EG11

" Text in Illustration A

Plastic Region Tightening Bolt

*1 *2 Crankshaft Bearing Cap
(Crankshaft Bearing Cap Set Bolt)
*3 Seal Washer *4 Resin Coating
*5 Lower Crankshaft Bearing *6 Upper Crankshaft Bearing
*a Oil Groove — —
 NEW FEATURES – 2GR-FKS ENGINE 81

9. Crankshaft Pulley
The rigidity of the crankshaft pulley with its built-in torsional damper rubber reduces noise.

*1

26L0EG12

" Text in Illustration A

*1 Torsional Damper Rubber — —

10. Oil Pan

D The oil pan sub-assembly is made of aluminum alloy.
D The No. 2 oil pan sub-assembly is made of steel.
D The oil pan sub-assembly is secured to the cylinder block sub-assembly and the transmission housing to
increase rigidity.

*3

*2

*1 26L0EG13

" Text in Illustration A

*1 Oil Filter Case *2 No. 2 Oil Pan Sub-assembly

*3 Oil Pan Sub-assembly — —
82 NEW FEATURES – 2GR-FKS ENGINE

JVALVE MECHANISM

1. General
D A high-expansion cycle (Atkinson cycle) is used to improve heat efficiency.
D On the intake side, Variable Valve Timing-intelligent Wide (VVT-iW), which is provided with an
intermediate lock mechanism that optimally controls the intake camshaft (camshaft) to the valve timings
according to driving conditions, is used.
D On the exhaust side, Variable Valve Timing-intelligent (VVT-i), which optimally controls the exhaust
camshaft (No. 2 camshaft) to the valve timings according to driving conditions, is used.

" Valve Timing Variable Range A

VVT-iW (Intake) + VVT-i (Exhaust)

Retard Advance Retard

Valve Lift Lock Position

Exhaust Crank Angle (CA) Intake

Dual VVT-i (Reference) Retard Advance

Valve Lift

Crank Angle (CA) 26L0EG113

 NEW FEATURES – 2GR-FKS ENGINE 83

D Each cylinder of this engine has 2 intake valves and 2 exhaust valves. Intake and exhaust efficiency is
increased due to the larger total port areas.
D This engine uses No. 1 valve rocker arm sub-assemblies with the built-in needle bearings. This reduces
the friction that occurs between the cams and the No. 1 valve rocker arm sub-assemblies that push the
valves down, thus improving fuel economy.
D Valve lash adjuster assemblies, which maintain a constant zero valve clearance through the use of oil
pressure and spring force, are used.
D The intake camshafts are driven by the crankshaft via the chain sub-assembly (primary). The exhaust
camshafts are each driven by the intake camshaft of their respective bank via a No. 2 chain sub-assembly
(secondary).
D This engine has the Dual Variable Valve Timing-intelligent Wide (Dual VVT-iW) system which controls
the intake and exhaust camshafts to provide optimal valve timing in accordance with driving conditions.
With this, lower fuel consumption, higher engine performance, and fewer exhaust emissions have been
achieved.

*4
*3

*2 *7
*5

*6

*8

*9
*1

*2

26L0EG14

" Text in Illustration A

*1 Chain Sub-assembly (Primary) *2 No. 2 Chain Sub-assembly (Secondary)

No. 2 Camshaft Sub-assembly
*3 *4 No. 1 Camshaft Sub-assembly (Intake)
(Exhaust)
No. 4 Camshaft Sub-assembly
*5 No. 3 Camshaft Sub-assembly (Intake) *6
(Exhaust)
*7 No. 1 Valve Rocker Arm Sub-assembly *8 Valve Lash Adjuster Assembly
*9 Valve — —
84 NEW FEATURES – 2GR-FKS ENGINE

2. Camshaft
D The camshafts are made of cast iron alloy.
D Oil passages are provided on the intake and exhaust camshafts in order to supply engine oil to the Variable
Valve Timing-intelligent Wide (VVT-iW) system and Variable Valve Timing-intelligent (VVT-i).
D Camshaft timing gear assemblies and camshaft timing exhaust gear assemblies are installed on the front
of the intake and exhaust camshafts to vary the timing of the intake and exhaust valves.
D Together with the use of the No. 1 valve rocker arm sub-assemblies, the cam profile has been modified.
This results in increased valve lift when the valve begins to open and as it finishes closing, helping to
achieve enhanced output performance.

*4
*1 *2 *4 *3
*a *a
*7

*4

*b *b

*5

*6
*8

*9 *4
26L0EG15

" Text in Illustration A

Camshaft Timing Exhaust Gear No. 2 Camshaft Sub-assembly

*1 *2
Assembly (Exhaust RH) (Exhaust RH)
No. 1 Camshaft Sub-assembly
*3 *4 Timing Rotor
(Intake RH)
Camshaft Timing Gear Assembly Camshaft Timing Gear Assembly
*5 *6
(Intake RH) (Intake LH)
No. 3 Camshaft Sub-assembly No. 4 Camshaft Sub-assembly
*7 *8
(Intake LH) (Exhaust LH)
Camshaft Timing Exhaust Gear
*9 — —
Assembly (Exhaust LH)
*a Increased Valve Lift *b Modified Profile of Camshaft Lobe
 NEW FEATURES – 2GR-FKS ENGINE 85

3. Timing Chain and Chain Tensioner

D The chain sub-assembly (primary) and No. 2 chain sub-assemblies (secondary) are roller chains with a
pitch of 9.525 mm (0.375 in.).
D All chain sub-assemblies are lubricated by an oil jet.
D A chain tensioner assemblies is provided for each primary and secondary chain sub-assemblies in each
bank.
D Both types of chain tensioner assemblies use a spring and oil pressure to maintain proper chain tension
at all times. They suppress noise generated by the chain sub-assemblies.
D The chain tensioner assembly (primary) is a ratchet type with a non-return mechanism.

*12 *11 *10 *11

*16
*1

*2
*5
*3

*4
*12
*6 *7 *4
*15

*9 *14
*2 *8 *13
26L0EG16

" Text in Illustration A

No. 2 Chain Tensioner Assembly

*1 *2 Ball
(Secondary RH)
*3 Main Spring *4 Plunger
No. 1 Chain Tensioner Assembly
*5 Ball Spring *6
(Primary)
*7 Spring *8 Cam Spring
*9 Cam *10 Idle Sprocket Assembly
*11 No. 2 Chain Vibration Damper *12 No. 2 Chain Sub-assembly (Secondary)
*13 Chain Tensioner Slipper *14 No. 1 Chain Vibration Damper
No. 3 Chain Tensioner Assembly
*15 Chain Sub-assembly (Primary) *16
(Secondary LH)
86 NEW FEATURES – 2GR-FKS ENGINE

4. Timing Chain Cover

D The timing chain cover has an integrated construction consisting of the cooling system (water pump and
water passage) and the lubrication system (oil pump and oil passage). Thus, the number of parts has been
reduced to reduce weight.
D The timing chain cover assembly has a structure which allows the installation of a cam timing oil control
solenoid assembly for VVT-iW control.
D The reinforced ribs have been optimally placed while the thickness of the timing chain cover assembly
has been reduced to achieve weight reduction and quietness.

*4

*4

*3
*5

*2

*6 *7

26L0EG17
*1 *a *b

" Text in Illustration A

*1 Engine Water Pump Assembly *2 Water Pump Gasket

*3 Water Pump Swirl Chamber *4 Timing Chain Cover
*5 Oil Pump Housing *6 Oil Pump Rotor
*7 Oil Pump Chamber — —
*a View from Front Side *b View from Back Side
 NEW FEATURES – 2GR-FKS ENGINE 87

5. Hydraulic Lash Adjuster

D The hydraulic lash adjusters, which are located at the fulcrum (pivot point) of the roller rocker arms, each
consist primarily of a plunger, plunger spring, check ball, and check ball spring.
D Both the engine oil that is supplied by the cylinder head and sub-assembly the built-in spring actuate the
hydraulic lash adjuster. The oil pressure and the spring force that act on the plunger push the roller rocker
arm against the cam, in order to adjust the clearance between the valve stem and rocker arm. This prevents
the generation of noise during the opening and closing of the valves. As a result, engine noise is reduced.

*8
*6 *7
*5

*1 *1

*2

*3
*4
285EG22

" Text in Illustration A

*1 Oil Passage *2 Check Ball

*3 Check Ball Spring *4 Plunger Spring
*5 Plunger *6 Hydraulic Lash Adjuster
*7 Roller Rocker Arm *8 Cam

Service Tip
Valve clearance adjustment is not necessary because hydraulic lash adjusters are used on this model.
88 NEW FEATURES – 2GR-FKS ENGINE

JLUBRICATION SYSTEM

1. General
D The lubrication circuit is fully pressurized and oil passes through an oil filter.
D A cycloid rotor type oil pump is used.
D The Variable Valve Timing-intelligent Wide (VVT-iW) system is used. This system is operated by the
engine oil.

Oil Pump

Oil Strainer Sub-assembly

Oil Cooler Assembly* 26L0EG18

Oil Filter Cap Assembly

*: Models with Oil Cooler Assembly

 NEW FEATURES – 2GR-FKS ENGINE 89

" Oil Circuit A

Main Oil Hole

Oil Cylinder Head Cylinder Head Cylinder Block Cylinder Head Cylinder Head
Cooler* Sub-assembly Sub-assembly Sub-Assembly Sub-assembly Sub-assembly
(for Left Bank) (for Right Bank) (for Left Bank) (for Right Bank)

Camshaft Camshaft Crankshaft Intake Intake

Oil Timing Timing Journal Camshaft Camshaft
Filter Gear Bolt Gear Bolt Journal Journal
Camshaft Camshaft Crankshaft
Relief Timing Timing Pins
Valve Gear Bolt Gear Bolt Exhaust Exhaust
Camshaft Camshaft
Oil Exhaust Exhaust Connecting Journal Journal
VVT-iW VVT-iW Rods
Pump Controller Controller
Intake Intake Primary
VVT-iW Chain
Oil Lash Lash
VVT-iW Adjuster Adjuster
Controller Controller Tensioner Jets
Secondly Secondly
Chain Chain
Relief Tensioner Tensioner
Valve

Oil Pan
26L0EG125

*: Models with Oil Cooler Assembly

2. Oil Pump
D A compact cycloid rotor type oil pump directly driven by the crankshaft is used.
D This oil pump uses an internal relief method which circulates relief oil to the suction passage in the oil
pump. This aims to minimize oil level change in the oil pan sub-assembly, reduce friction, and reduce the
air mixing rate in the oil.

Timing Chain Cover

Oil Pump Housing to Cylinder Block

to Oil Filter from Oil Strainer

Oil Pump Rotor Oil Passage in the Oil Pump
(Cycloid Rotor)
26L0EG19
90 NEW FEATURES – 2GR-FKS ENGINE

3. Oil Jet
D Oil jets for cooling and lubricating the pistons are provided in the cylinder block sub-assembly, in the
center of the right and left banks.
D 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

Check Valve
Oil

Oil Jet Cross Section

26L0EG20
 NEW FEATURES – 2GR-FKS ENGINE 91

4. Oil Filter
D An oil filter with a replaceable element is used. The element uses a high-performance filter paper to
improve filtration performance. It is also combustible for environmental protection.
D A plastic filter cap is used to extend its life.

Oil Filter Case

Element

Filter Cap

Drain Bolt
26L0EG21
92 NEW FEATURES – 2GR-FKS ENGINE

JCOOLING SYSTEM

1. General
D The cooling system is a pressurized, forced-circulation type. The reservoir tank is not pressurized.
D A thermostat valve is located in the water inlet housing to maintain suitable temperature distribution in
the cooling system.
D The engine coolant uses TOYOTA genuine SLLC (Super Long Life Coolant).

from Heater
from Throttle Body with Motor Assembly

to Heater

to Radiator Assembly

to Throttle Body with

Motor Assembly

Thermostat

from Radiator Assembly

Oil Cooler Assembly*

26L0EG22

*: Models with Oil Cooler Assembly

 NEW FEATURES – 2GR-FKS ENGINE 93

" Water Circuit A

Throttle Body with Motor Assembly

Outlet
Bypass Pipe
Heater Return Pipe
Thermostat
Air Bleeder Plug
Heater
Cylinder Head
Inlet Sub-assembly

Cylinder Block
Sub-assembly

Engine Water Pump

Assembly

Radiator Assembly

Oil Cooler
Assembly* 26L0EG126

*: Models with Oil Cooler Assembly

2. Water Pump
The engine water pump assembly has two volute chambers, and circulates coolant uniformly to the left and
right banks of the cylinder block sub-assembly.

from Water Inlet Housing

Timing Chain Cover Rotor

Water Pump Gasket

View from Back Side

Engine Water Pump

Volume Chambers Cross Section
Assembly
26L0EG23
94 NEW FEATURES – 2GR-FKS ENGINE

3. TOYOTA Genuine SLLC

TOYOTA genuine SLLC (Super Long Life Coolant) is used. The maintenance interval is as shown in the
table below:

Type TOYOTA Genuine SLLC

First Time 100,000 miles (160,000 km)
Maintenance Intervals
Subsequent Every 50,000 miles (80,000 km)
Color Pink

D SLLC is pre-mixed (50% coolant and 50% deionized water), so no dilution is needed when adding or
replacing SLLC in the vehicle.
D If LLC is mixed with SLLC, the interval for LLC (every 25,000 miles (U.S.A.), 32,000 km (Canada) or
24 months whichever come first) should be used.
D You can also apply the new maintenance interval (every 50,000 miles/80,000 km) to vehicles initially
filled with LLC (red-colored), if you use SLLC (pink-colored) for the engine coolant change.

4. Thermostat

" Specifications A

Thermostat Opening Temperature 85_C to 89_C (185_F to 192_F)

 NEW FEATURES – 2GR-FKS ENGINE 95

JINTAKE AND EXHAUST SYSTEM

1. General
D A link-less type throttle body with motor assembly is used which realizes excellent throttle control.
D The intake air surge tank assembly made of plastic is used.
D Stainless steel exhaust manifolds are used for weight reduction.
D The ETCS-i (Electronic Throttle Control System-intelligent) is used to ensure excellent throttle control
in all operating ranges. For details, see page 145.
D The ACIS (Acoustic Control Induction System) is used to improve the engine performance in all speed
ranges. For details, see page 158.
D TWCs (Three-way Catalytic converters) are provided in the exhaust manifold sub-assembly of each bank,
front exhaust pipe assembly and also in the No. 2 front exhaust pipe assembly.

Front Exhaust Pipe

Intake Air Surge Assembly
Tank Assembly
Exhaust Tail Pipe
No. 1 Air Assembly
Cleaner Hose

Air Cleaner
Assembly

Center Exhaust
Pipe Assembly
No. 2 Front Exhaust
Pipe Assembly
Exhaust Manifold Exhaust Manifold
Sub-assembly RH Sub-assembly LH

Throttle Body with

Motor Assembly
Intake Manifold
26L0EG24
96 NEW FEATURES – 2GR-FKS ENGINE

2. Air Cleaner
D A paper type air cleaner filter element sub-assembly is used.
D A charcoal filter, which absorbs 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
D A resonator is provided in the No. 1 air cleaner hose, helping to reduce intake noise.

Charcoal Filter

Resonator

Air Cleaner Cap

Air Cleaner Filter Element No. 1 Air Cleaner

Sub-assembly Hose

Air Cleaner Case

Sub-assembly

Air Cleaner Inlet

Sub-assembly
26L0EG25
 NEW FEATURES – 2GR-FKS ENGINE 97

3. Throttle Body
D A link-less type throttle body with motor assembly in which the throttle position sensor and the throttle
control motor are integrated is used. If realizes excellent throttle valve control. The throttle control motor
uses a DC motor with excellent response and minimal power consumption. The ECM performs duty ratio
control of the direction and the amperage of the current that follows to the throttle control motor in order
to regulate the throttle valve angle.

Throttle Position
Sensor

26L0EG26
Throttle Control Motor

4. Intake Air Chamber

D The intake air surge tank assembly is made of plastics to realize a lightweight construction.
D The intake air surge tank assembly consists of an upper and lower section and contains an intake air control
valve. This valve is activated by ACIS (Acoustic Control Induction System) and is used to alter the intake
pipe length to improve the engine performance in all engine speed ranges.
D The ACIS actuator uses an electric actuator.

Intake Air Surge Tank Assembly

ACIS Actuator

26L0EG27
98 NEW FEATURES – 2GR-FKS ENGINE

5. Intake Manifold
D A lightweight aluminum alloy is used for the intake manifold.
D The intake manifold gaskets have a rubber coating applied to their surfaces. They provide superior
durability.

Intake Manifold
Rubber Coating

A – A Cross Section

Intake Manifold Gasket

A
A

26L0EG28

6. Exhaust Manifold
D A stainless steel exhaust manifolds with an integrated TWC (Three-Way Catalytic converter) is used for
warm-up of the TWC and for weight reduction.
D An ultra-thin wall, high-cell density, ceramic type TWC is used. One of this type of TWC is incorporated
into the exhaust manifold for each of the right and left banks.
D This TWC enable an improvement in the reduction of exhaust emission by optimizing the cell density and
the cell wall thickness.

Exhaust Manifold
Sub-assembly RH

Exhaust Manifold to
Head Gasket

TWC

TWC
Exhaust Manifold
to Head Gasket

Exhaust Manifold
Sub-assembly LH 26L0EG29
 NEW FEATURES – 2GR-FKS ENGINE 99

7. Exhaust Pipe
D The exhaust pipes are made of stainless steel for improved rust resistance.
D A thin-wall, ceramic type TWC is used.
D A main muffler is used to ensure engine performance and reduce exhaust noise.
D A ball joint is used to join the front exhaust pipe assembly and center exhaust pipe assembly. As a result,
in-vehicle sound has been muffled, vibration has been minimized, and weight reduction has been realized.

Compression Spring

Gasket Flange Bolt

Exhaust Tail Pipe Assembly

Ball Joint

Front Exhaust
Pipe Assembly

Center Exhaust
Pipe Assembly
TWC

TWC
No. 2 Front Exhaust 26L0EG30
Pipe Assembly
100 NEW FEATURES – 2GR-FKS ENGINE

JFUEL SYSTEM
1. General
D The 2GR-FKS engine uses a Direct injection 4-stroke gasoline engine Superior version (D-4S) system,
which has both direct and port type fuel injection. Fuel sent from the fuel pump (low pressure) in the fuel
tank assembly is delivered to the low-pressure and high-pressure fuel systems. The fuel delivered to the
low-pressure fuel system is injected from the fuel injector assembly (for port injection) to the intake port.
The fuel delivered to the high-pressure fuel system is pressurized by the fuel pump assembly (high
pressure) and injected from the fuel injector assembly (for direct injection) to the combustion chamber.
The system achieves improved engine performance, fuel economy and clean emissions.
D The direct injection system mainly consists of the fuel pump assembly (high pressure), fuel delivery pipe
(for direct injection) and fuel injector assembly (for direct injection). In this system, the ECM controls the
fuel pump assembly (high pressure) and fuel injector assembly (for direct injection) based on signals from
various sensors, thus optimally controlling fuel pressure, injection volume and injection timing.
D The port injection system mainly consists of the fuel pump (low pressure), fuel delivery pipe (for port
injection) and fuel injector assembly (for port injection). In this system, the ECM controls the fuel pump
assembly (low pressure) and fuel injector assembly (for port injection) based on signals from various
sensors, thus optimally controlling injection volume and timing.
D The low-pressure fuel system uses the fuel pressure sensor (for low pressure) to perform variable fuel
pressure control. Low fuel consumption is achieved by reducing the power consumption of the fuel pump
(low pressure), which optimally controls the fuel pressure according to the driving conditions.
D Fuel pressure control for the high-pressure fuel system is performed via the spill control valve installed
in the fuel pump assembly (high pressure).
D A fuel cut control is used to stop the fuel pump (for low pressure) when any of the Supplemental Restraint
System (SRS) airbags are deployed.

2. D-4S System
D The Direct injection 4-stroke gasoline engine Superior version (D-4S) system is based on 2 types of fuel
injection systems: the direct injection system and the port injection system. Fuel sent from the fuel tank
assembly is delivered to the low-pressure and high-pressure fuel systems. The fuel delivered to the
low-pressure fuel system is injected from the fuel injector assembly (for port injection) to the intake port.
The fuel delivered to the high-pressure fuel system is pressurized by the fuel pump assembly (for high
pressure) and injected from the fuel injector assembly (for direct injection) to the combustion chamber.
D The direct injection system mainly consists of the fuel pump assembly (for high pressure), fuel delivery
pipe sub-assembly (for direct injection) and fuel injector assembly (for direct injection). In this system,
the ECM controls the fuel pump assembly (for high pressure) and fuel injector assembly (for direct
injection) based on signals from various sensors, thus optimally controlling fuel pressure, injection
volume, and injection timing.
D The port injection system mainly consists of the fuel pump assembly (for low pressure), fuel delivery pipe
sub-assembly (for port injection), and fuel injector assembly (for port injection). In this system, the ECM
controls the fuel pump assembly (low pressure) and fuel injector assembly (for port injection) based on
signals from various sensors, thus optimally controlling injection volume and timing.
 NEW FEATURES – 2GR-FKS ENGINE 101

" System Diagram A

Fuel Pressure Sensor

(for Low Pressure)

Injector Drive Signal

Fuel Injector Assembly

(for Port Injection)

Injector Drive Signal

Fuel Pump Drive
Request Signal
Fuel Pump ECM Fuel Injector Assembly
Control ECU (for Direct Injection)

Injector Drive Signal

Fuel Pressure Sensor (for High Pressure)

Fuel Pump Fuel Injector Assembly (for Port Injection)
Drive Signal
Injector Drive Signal

Low-pressure Fuel Pipe High-pressure Fuel Pipe

Fuel Pump Assembly (for High Pressure)

Spill Control Valve

Drive Signal Spill Control Valve

Fuel Pressure
Check Valve
Pulsation Damper

Fuel Main Valve Fuel Pressure

Assembly Regulator Assembly
(Relief Valve)

Relief Valve

Fuel Pump Lifter

Assembly

Fuel Filter Exhaust Camshaft

Assembly (Cam to Drive Fuel Pump)
Fuel Pump Assembly
(for Low Pressure)
Fuel Tank Assembly
26L0EG75
102 NEW FEATURES – 2GR-FKS ENGINE

3. Layout of Main Components

Fuel Pump Assembly Fuel Delivery Pipe

(for High Pressure) Sub-assembly Canister
(for Direct Injection)
Fuel Delivery Pipe
Sub-assembly
(for Port Injection)

Fuel Tank Assembly

Fuel Injector Assembly

(for Port Injection) Fuel Suction with Pump
and Gage Tube Assembly
D Fuel Pump Assembly (for Low Pressure)
Fuel Injector Assembly D Fuel Filter Assembly
(for Direct Injection) D Fuel Main Valve Assembly
D Fuel Pressure Regulator Assembly
D Fuel Sender Gauge Assembly

26L0EG31
 NEW FEATURES – 2GR-FKS ENGINE 103

4. Function of Main Components

The D-4S system has the following components and functions:

Component Function
The newly adopted full-demand variable fuel
Fuel Pump Assembly (for Low Pressure) pressure system controls fuel pressure in a range
between 300 and 530 kPa.
Increases the pressure of the fuel from the fuel
pump assembly (for low pressure) to a pressure of
Fuel Pump Assembly (for High Pressure)
2 to 20 MPa and sends it to the fuel delivery pipe
sub-assembly (for direct injection).
Closes and opens the fuel flow path to the
Spill Control Valve high-pressure fuel system in accordance with
signals from the ECM.
Reduces fuel pressure fluctuation (pulsation) and
Fuel Pressure Pulsation Damper
noise.
Fuel Delivery Pipe Sub-assembly Delivers the low-pressure fuel to the fuel injector
(for Port Injection) assembly (for port injection).
Fuel Delivery Pipe Sub-assembly Delivers the high-pressure fuel to the fuel injector
(for Direct Injection) assembly (for direct injection).
Detects a fuel pressure in the low pressure fuel pipe,
Fuel Pressure Sensor (for Low Pressure)
and output it to the ECM.
Detects a fuel pressure in the high pressure fuel
Fuel Pressure Sensor (for High Pressure)
pipe, and output it to the ECM.
Fuel is injected for an optimum injection period
Fuel Injector Assembly (for Port Injection) calculated by the ECM in accordance with the fuel
pressure detected by the fuel pressure sensor.
Injects a calculated (by the ECM) quantity of 2 to
Fuel Injector Assembly (for Direct Injection) 20 MPa (high pressure) fuel directly into the
combustion chamber.
Receives signals, output from the ECM, requesting
the fuel pump to be driven, and controls the fuel
Fuel Pump Control ECU
pump (low pressure) in accordance with the
received signals.
D Calculates low pressure fuel demand based on
vehicle state and the signals sent from various
sensors, and outputs signals requesting the fuel
pump to be driven to the fuel pump control ECU.
D Depending on the vehicle condition, and based
ECM
on signals from various sensors, the ECM
calculates the optimal injection timing and
volume, and controls the fuel injector assembly
(for direct injection) and fuel pump assembly
(for high pressure).
104 NEW FEATURES – 2GR-FKS ENGINE

5. Function
D The Direct injection 4-stroke gasoline engine Superior version (D-4S) system has both direct type fuel
injection, which directly injects high-pressure fuel into the combustion chamber, and port type fuel
injection, which injects fuel into the intake port. The system optimally controls the fuel injectors for direct
injection and port injection according to engine load.
D In low to medium engine load ranges, both direct type and port type fuel injections are used together or
one of them is used to create homogeneous mixed air, thus contributing to stable combustions. With this,
the system achieves low fuel consumption and low emissions. In addition, in high engine load ranges, only
the direct type fuel injection is used to cool down the intake air with the chilling effect of vapors in the
fuel which is injected into the cylinder, improving charging efficiency and anti-knock properties.
D Immediately after the engine is started in cold state, the fuel injector assembly on the port side is selected
for the injection aiming at homogenizing the mixture in the combustion chamber. Next, the fuel injector
assembly on the cylinder injection side performs fuel injection during the compression process in order
to stratify the mixture layers around the spark plug. This formation not only enables a substantial
retardation of ignition timing but also raises the exhaust gas temperature, which facilitates the warm-up
of the catalyst following a cold start.
D Slit-nozzle type injectors, which have 1 slit injection orifices, are used as fuel injectors for direct injection.
The fuel atomized by the high-pressure 1 slit fuel injector assembly is injected into the combustion
chamber via the 1 slit, spreading in a fan shaped pattern and winding up a mass of the air. Highly
pressurized and atomized fuel spreads through the whole combustion chamber by its own energy, without
depending on the air stream, then is mixed with the intake air, achieving the ideal combustion in all driving
ranges

Fuel Injector Assembly

(for Port Injection)

Fuel Injector Assembly

(for Direct Injection)

26L0EG76
 NEW FEATURES – 2GR-FKS ENGINE 105

6. Fuel Returnless System

A fuel returnless system is used to reduce evaporative emissions. As shown below, by integrating the fuel
filter assembly, fuel pressure regulator assembly and fuel pump assembly (for low pressure), it is possible
to discontinue the return of fuel from the engine area, thus preventing temperature rise inside the fuel tank
assembly. This reduces the generation of evaporative emissions in the fuel tank assembly.

to Fuel Pump Assembly

(for High Pressure)

Fuel Main
Valve
Assembly Fuel Pressure Regulator
Fuel Injector Assembly
(for Port Injection) Assembly (Relief Valve)

Fuel Tank
Assembly

Fuel Delivery Pipe

Sub-assembly Fuel Filter
Fuel Pump Assembly
(for Port Injection) Assembly
(for Low Pressure)
26L0EG77

7. Fuel Tank Assembly

D A multi-layer plastic fuel tank assembly is used. The multiplex layered plastic fuel tank assembly consists
of six layers of four types of materials, and one of those is a recyclable material to address environmental
concerns.
D Fuel drain marks have been provided at the lowest position of the fuel tank assembly. When dismantling
(scrapping) the vehicle, drain fuel by drilling a hole at the drain mark.

Fuel Drain Mark

View from Bottom Side 26L0EG35

106 NEW FEATURES – 2GR-FKS ENGINE

8. Fuel Pump
D A compact fuel pump assembly (for low pressure) is used. Its basic components are a fuel pump, a fuel
filter assembly, a fuel main valve assembly, a fuel pressure regulator assembly and a fuel sender gauge
assembly.
D The fuel pump assembly (for low pressure) is located in the fuel tank assembly. This fuel pump pressurizes
the fuel from the fuel tank assembly and sends the fuel to the high-pressure and low-pressure fuel systems.

Fuel Filter
Fuel Pump Assembly
Assembly
(for Low Pressure)

Fuel Sender
Fuel Main Valve Gauge Assembly
Assembly

Fuel Pressure Regulator

Assembly (Relief Valve)
26L0EG36
 NEW FEATURES – 2GR-FKS ENGINE 107

9. Fuel Pump (for High Pressure)

D The fuel pump assembly (for high pressure) consists of a plunger, spill control valve and check valve. A
fuel pressure pulsation damper assembly is also installed at the fuel inlet.
D The plunger is moved up and down by a lobe that is located at the rear end of the exhaust camshaft on the
right bank of the engine. This lobe causes 3 strokes of the pump piston to occur for each camshaft
revolution (3 protrusions exist 120 degrees from each other on the same camshaft “lobe”).
D The pressure of highly pressurized fuel is adjusted between 2.0 to 20 MPa in accordance with the vehicle
driving conditions, reducing friction loss.
D A spill control valve is used to control the pump discharge pressure. The spill control valve is located in
the inlet passage of the fuel pump assembly (for high pressure).
D A check valve is present in the outlet of the fuel pump assembly (for high pressure). As the pressure in
the outlet of the pump rises and becomes high enough to push the check valve off its seat, fuel will begin
to flow to the fuel delivery pipe sub-assembly (for direct injection) (minimum pressure to open the check
valve is 60 kPa).

Spill Control Valve Fuel Delivery Pipe Sub-assembly

Low-pressure Fuel (from (for Direct Injection) (Bank 1)
Fuel Pump Assembly
(for Low Pressure))

Fuel Injector Assembly

(for Direct Injection)

Plunger
High-pressure Fuel (to Fuel
Delivery Pipe Sub-assembly
(for Direct Injection) (Bank 1) Fuel Pressure Sensor
Fuel Delivery Pipe Sub-assembly (for High Pressure)
(for Direct Injection) (Bank 2)
Fuel Pump Assembly
(for High Pressure)
Fuel Pump Assembly (for High Pressure)
Fuel Pressure
Pulsation Damper Spill Control Valve
to Fuel Injector Assembly
(for Port Injection) Check Valve

Fuel Main Valve Fuel Pressure

Assembly Regulator Assembly
(Relief Valve)
Relief Valve

Fuel Tank Fuel Pump Lifter

Assembly Assembly

Exhaust Camshaft
Fuel Filter (Cam to Drive Fuel Pump)
Fuel Pump Assembly
Assembly (for Low Pressure) 26L0EG37
108 NEW FEATURES – 2GR-FKS ENGINE

Operation
D During the intake portion of the pump cycle, the spill control valve is opened, and the pump plunger
(piston) is moved downward by spring force. This allows fuel to be drawn into the cylinder of the pump.
If the spill control valve has not been closed yet, when the cam forces the plunger to move upward, the
fuel in the pump cylinder (this fuel is not pressurized) will be pushed back to the pump inlet (fuel tank
side).
D In order to close the spill control valve as the piston is moving upward, the ECM sends a signal to the
valve. When the spill control valve is closed and the plunger is moving upward, the pressure in the pump
cylinder will rise. As this pressure rises above 60 kPa (or the pressure of the delivery pipe, whichever
is higher), the fuel will begin to flow to the fuel delivery pipe sub-assembly (for direct injection). The
ECM calculates the target fuel pressure based on driving conditions. The ECM controls the pressure by
operating the spill control valve. The timing and duration of the spill control valve closing are varied to
cause the pump pressure to meet the target pressure.

Pressure Rise Suction Pressure Rise

Inactive
Plunger Lift

Spill Control
Valve
Valve Closed Valve Open Valve Closing
Timing Control to Fuel Delivery
Fuel Pump Assembly Pipe Sub-assembly
(for High Pressure) Spill Control Valve Check Valve (for Direct Injection)

Plunger

Fuel Pump Lifter Exhaust Camshaft

Assembly Lobe (3 peaks)
Suction Inactive Pressure Increase

from Fuel Delivery

Pipe Sub-assembly
(for Direct Injection)

Relief Valve

Relief 26L0EG78
 NEW FEATURES – 2GR-FKS ENGINE 109

10. Fuel Delivery Pipe (for Direct Injection)

D An iron fuel delivery pipe sub-assembly (for direction injection) is used.
D A fuel pressure sensor (for high pressure) is installed to the fuel delivery pipe (for direct injection).
D An injector clamp is used for the installation area of the fuel injector assembly (for direct injection). The
injector clamp constantly pushes the fuel injector assembly (for direct injection) by the force of the spring
to prevent the fuel injector assembly (for direct injection) from moving when fuel pressure is applied to
the fuel injector assembly (for direct injection) while starting the engine with low fuel pressure. As a result,
vibration and noise are reduced while at the same time airtightness is increased.
D A metal touch taper seal is used for the fuel pressure sensor (for high pressure) and fuel pipe (for high
pressure) fastener.

No. 3 Fuel Pipe Assembly

No. 2 Fuel Pipe

Assembly

Fuel Delivery Pipe Sub-assembly

(for Direct Injection) (Bank 1)

Fuel Pressure Sensor

(for High Pressure)

Injector Clamp Fuel Delivery Pipe Sub-assembly

(for Direct Injection) (Bank 2)
Fuel Injector Assembly
(for Direct Injection)
26L0EG38
110 NEW FEATURES – 2GR-FKS ENGINE

11. Fuel Delivery Pipe (for Port Injection)

D A pressed fuel delivery pipe sub-assembly (for port injection), whose walls create a damping effect on fuel
pressure vibrations (pulses) that occur when the fuel injector assembly (for port injection) injects fuel, is
used. As a result, the fuel pressure pulsation damper was able to be discontinued, reducing the number of
parts while achieving weight and size reduction.
D A fuel pressure sensor (for low pressure ) is installed to the fuel delivery pipe sub-assembly (for port
injection).
D A metal touch taper seal is used for the fuel pressure sensor assembly fastener.

Fuel Pressure Sensor

Fuel Delivery Pipe Sub-assembly (for Low Pressure)
(for Port Injection)

Fuel Injector Assembly

(for Port Injection) 26L0EG39
 NEW FEATURES – 2GR-FKS ENGINE 111

12. Fuel Injector (for Direct Injection)

D A 1-hole type high pressure slit nozzle fuel injector assembly (for direct injection), which has 1 injection
hole shaped like a slit, is used.
D The use of this fuel injector assembly (for direct injection) causes the fuel to become highly atomized and
spread over a wide fan-shaped area. At the same time, the fuel is mixed with a large amount of air and
injected into the combustion chamber. As a result, fuel injection dissipation performance is improved to
achieve a homogeneous air-fuel mixture, high performance and high engine output.
D An O-ring and backup ring* are used in the fuel injector assembly (for direct injection). As a result, the
transmission of operation noise from the fuel injector assembly (for direct injection) is reduced to improve
quietness and ensure fastener airtightness.
NOTICE:
*: The backup ring is installed to securely support the rubber O-ring, which is subjected to high
pressures. Take care to install the backup ring in the correct direction at the correct installation
position.

O-ring

Backup Ring

Insulator

Injection Hole

Teflon Sealant

Fuel Injector Assembly (for Direct Injection)

Cross Section 26L0EG40

112 NEW FEATURES – 2GR-FKS ENGINE

13. Fuel Injector (for Port Injection)

A 12-hole long nozzle type fuel injector assembly (for port injection) is used. As a result, low fuel
consumption and low emissions are achieved by optimizing the intake airflow inside the intake port.

Injection Hole

Fuel Injector Assembly (for Port Injection)

Cross Section 26L0EG41
 NEW FEATURES – 2GR-FKS ENGINE 113

JIGNITION 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 need for a distributor. The
DIS is an independent ignition system which has 1 ignition coil assembly (with igniter) for each cylinder.

from
Ignition Switch

IGT1
No. 1 Cylinder
IGT3
VVT Sensors No. 3 Cylinder
IGT5
No. 5 Cylinder
IGF1
Crank Position ECM
Sensor IGT2
No. 2 Cylinder
IGT4
No. 4 Cylinder
Various Sensors IGT6
No. 6 Cylinder
IGF2
Ignition Coil Assembly
(with Igniter) 26L0EG71

2. Ignition Coil
The DIS provides 6 ignition coils, for each cylinder. The Spark plug caps, which provide contact to spark
plugs, are integrated with the ignition coil assembly. Also, an igniter is enclosed to simplify the system.

Ignition Coil Assembly

26L0EG42
114 NEW FEATURES – 2GR-FKS ENGINE

3. Spark Plug
D Long-reach type spark plugs are used. This type of spark plugs allows the area of the cylinder head
sub-assembly that receive the spark plugs to be made thick. Thus, the water jacket can be extended near
the combustion chamber, which contributes to cooling performance.
D The triple ground electrode type iridium-tipped spark plugs are used to achieve a 96000 km (60000 miles)
maintenance interval. By making the tip of the electrode out of iridium, it is possible to achieve superior
ignition performance and durability when compared to platinum-tipped spark plugs, Furthermore, 2
ground electrodes have been added to further enhance ignitability, wear resistance, and fouling resistance.

Long-reach
Iridium Tip

Platinum Tip 26L0EG72

" Specifications A

DENSO FK20HBR8
Plug Gap mm (in.) 0.7 – 0.8 (0.028 – 0.031)
 NEW FEATURES – 2GR-FKS ENGINE 115

JCHARGING SYSTEM

1. General
D A compact and lightweight segment conductor type generator assembly is used. This type of generator
generates a high amperage output in a highly efficient manner.
D This generator uses a joined segment conductor system, in which multiple segment conductors are welded
together at the starter. 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.

Segment Conductor
Stator Conductor Stator Segment Stator
Stator Wire
Conductor
Conductor Wire

A B
Joined
A – A Cross B – B Cross
Joined Segment Section Section
A Conductor System B Wiring System

Segment Conductor Type Generator Conventional Type Generator

206EG40 206EG41

Stator

Segment Conductor

Cross Section

Stator of Segment Conductor Type Generator 206EG42

116 NEW FEATURES – 2GR-FKS ENGINE

" Specifications A

Models with Automatic Transmission:

Type CSC1
Rated Voltage V 12
Rated Output A 130
Initial Output Starting Speed rpm Max. 1,300

Models with Manual Transmission:

Type CSC0 CSC1*
Rated Voltage V 12 12
Rated Output A 100 130
Initial Output Starting Speed rpm Max. 1,300 1,300
*: Models with Towing Package

" Wiring Diagram A

Generator
B
Rectifier Rectifier

LIN
Stator Regulator ECM

Rotor
E
26L0EG73
 NEW FEATURES – 2GR-FKS ENGINE 117

2. Dual Winding System

A dual winding is used. This system consists of two sets of three-phase windings whose phase are staggered
30_. This system results in the reduction of both electrical noise (ripple and spike), and magnetic noise (a
hum that is heard as generator load is increased). This system significantly suppresses noise at the source
(generator). Because the waves that the respective windings generate have opposite polarities, magnetic
noise is reduced. The magnetic noise is significantly reduced, but the electrical power generated dose not
cancel itself out, due to the use of separate rectifiers. The opposite polarities that are generated can be seen
below.

30_

A C
B

Two Sets of Three-Phase Windings Three-Phase Windings

Staggered 30_
C

A B
Dual Windings Single Windings
Electromagnetic pulsation (Magnetic Noise) 26L0EG74
118 NEW FEATURES – 2GR-FKS ENGINE

JSTARTING SYSTEM

General
An RA (Reduction Armature) type starter assembly is used.

" Specifications A

Type RA1.4
Length*1 mm (in.) 153.1 (6.0)
Weight g (lb) 3800 (8.4)
Rated Voltage V 12
Rated Output kW 1.4
Rotational Direction*2 Clockwise
*1: Length from the mounted area to the rear end of the starter assembly.
*2: Viewed from pinion side.
 NEW FEATURES – 2GR-FKS ENGINE 119

JSERPENTINE BELT DRIVE SYSTEM

1. General
D Accessory components are driven by a serpentine belt consisting of a single V-ribbed belt. It reduces the
overall engine length, weight and number of engine parts.
D An automatic tensioner eliminates the need for tension adjustment.

*7
*2

*6

*1

*5

*2
*4
*3 *8
26L0EG127

" Text in Illustration A

*1 Power Steering Pump Pulley *2 Belt Idler No. 2

*3 Crankshaft Pulley *4 Air Conditioning Compressor Pulley
*5 Idler Pulley for Automatic Tensioner *6 Generator Pulley
*7 Water Pump Pulley *8 Belt Idler No. 1
120 NEW FEATURES – 2GR-FKS ENGINE

2. Automatic Tensioner
The tension of the V-ribbed belt is properly maintained by the tension spring that is enclosed in the automatic
tensioner.

*b
*2

*5

*c

*1
*3

*a *4
26L0EG43

" Text in Illustration A

*1 Fulcrum *2 Idler Pulley

*3 Arm *4 Bracket
*5 Spring — —
*a Cross Section *b Force of Belt
*c Force of Tensioner — —
 NEW FEATURES – 2GR-FKS ENGINE 121

JENGINE CONTROL SYSTEM

1. General
The engine control system of the 2GR-FKS engine has the following features.

System Outline
D This is an L-type SFI system. It directly detects the intake air mass
with a hot wire type mass air flow mater sub-assembly.
Direct Injection 4-stroke D The D-4S SFI system is a fuel injection system which combines direct
Gasoline Engine Superior injection injectors and port injection injectors.
Version Sequential Multiport D Based on signals from each sensor, the ECM controls the injection
Fuel Injection (D-4S SFI) volume and timing of each type of injector (direct and port injection
types) in accordance with the engine speed and engine load in order
to optimize combustion conditions.
D Ignition timing is determined by the ECM based on signals from
various sensors. The ECM corrects ignition timing in response to
ESA engine knocking.
(Electronic Spark Advance) D This system selects the optimal ignition timing in accordance with the
signals received from the sensors and sends (IGT) ignition signals to
the igniters.
ETCS-i
(Electronic Optimally controls the opening angle of the throttle valve in accordance
Throttle Control with the accelerator pedal input and the engine and vehicle conditions.
System-intelligent)
VVT-iW
Regulates operation of the intake camshaft to ensure an optimal valve
(Variable Valve
timing in accordance with the engine condition.
Timing-intelligent Wide)
VVT-i
Regulates operation of the intake camshaft to ensure an optimal valve
(Variable Valve
timing in accordance with the engine condition.
Timing-intelligent)
ACIS The intake air passages are switched based on engine speed and throttle
(Acoustic Control valve opening angle to provide high performance in all engine speed
Induction System) ranges.
for
Regulates the fuel pressure within a range of 2.4 to 20 MPa in
High-pressure
accordance with driving conditions.
Pump
Fuel Pump
D Fuel pump operation is controlled by signals from the fuel pump
Control for
control ECU.
Low-pressure
D The fuel pump is stopped when an SRS airbag is deployed in a frontal,
Pump
side, or rear side collision.
Air Conditioning Cut-off By controlling the air compressor with pulley assembly in accordance
Control with the engine operating conditions, drivability is maintained.
Air Fuel Ratio Maintains the temperature of the air fuel ratio sensors or oxygen sensors
Sensor and Oxygen at an appropriate level to increase the ability of the sensor to accurately
Sensor Heater Control detect oxygen concentration.
(Continued)
122 NEW FEATURES – 2GR-FKS ENGINE

System Outline
D The ECM controls the purge flow of evaporative emissions (HC)
from the charcoal canister in accordance with engine operating
conditions.
Evaporative Emission D Approximately 5 hours after the ignition switch has been turned OFF,
Control the ECM operates the pump module to check for evaporative
emission leakage between the fuel tank and the charcoal canister. The
ECM can detect leaks by monitoring for changes in the fuel tank
pressure.
Prohibits fuel delivery and ignition if an attempt is made to start the
Engine Immobilizer
engine with an invalid ignition key.
The driving torque is restricted when both the accelerator and brake
Brake Override System pedals are depressed. (For the Activation Conditions and Inspection
Method, refer to the repair manual.)
When the ECM detects a malfunction, the ECM stops or controls the
Fail-Safe
engine according to the data already stored in the memory.
When the ECM detects a malfunction, the ECM records the malfunction
Diagnosis
and information that relates to the fault.
 NEW FEATURES – 2GR-FKS ENGINE 123

2. Construction
The configuration of the engine control system is as shown in the following chart.

Intake Mass Air Flow SFI (for Direct Injection)

Meter Sub-assembly
No. 1 Fuel Injector Assembly
Intake Air Temperature Sensor No. 2 Fuel Injector Assembly
No. 3 Fuel Injector Assembly
Crank Position Sensor No. 4 Fuel Injector Assembly
No. 5 Fuel Injector Assembly
VVT Sensors (Intake Camshaft) No. 6 Fuel Injector Assembly

VVT Sensors (Exhaust Camshaft)

SFI (for Port Injection)
E.F.I. Engine Coolant
No. 1 Fuel Injector Assembly
Temperature Sensor
No. 2 Fuel Injector Assembly
Throttle Position Sensor No. 3 Fuel Injector Assembly
No. 4 Fuel Injector Assembly
No. 5 Fuel Injector Assembly
Knock Control Sensor
No. 6 Fuel Injector Assembly

Stop Light Switch Assembly

ECM ESA
Power Steering Oil Pressure
Switch
Ignition Coil Assembly

Park/Neutral Position Switch

Assembly* Spark Plug

Transmission Control Switch*

ETCS-i
Ignition or Starter Switch
Assembly Throttle Control Motor

Accelerator Pedal Rod Assembly

VVT-i W (Intake Side)
Cruise Control Main Switch
Cam Timing Oil Control
Fuel Pressure Sensor Solenoid Assembly RH
(for Low Pressure)
Cam Timing Oil Control
Solenoid Assembly LH
Fuel Pressure Sensor
(for High Pressure)

26L0EG118

*: Models with A/T

(Continued)
124 NEW FEATURES – 2GR-FKS ENGINE

Air Fuel Ratio Sensor VVT-i (Exhaust Side)

(Bank 1, Sensor 1) Cam Timing Oil Control

Valve Assembly RH
(Bank 2, Sensor 1)
Cam Timing Oil Control
Valve Assembly LH

Oxygen Sensor
ACIS
(Bank 1, Sensor 1)
ACIS Actuator
(Bank 2, Sensor 2)

Fuel Pump Control

Battery Fuel Pump Control ECU

Fuel Pump
EFI MAIN Relay
Air Fuel Ratio sensor and
Oxygen Sensor Heater Control
LIN ECM
Generator Assembly Air Fuel Ratio Heater
(Bank 1, Sensor 1)
(Bank 2, Sensor 1)
DLC3 Oxygen Sensor Heater
CAN (Bank 1, Sensor 1)
(V1 Bus)
(Bank 2, Sensor 2)
Air Bag Sensor Assembly

Evaporative Emission Control

Transponder Key ECU Assembly*
Canister Pump Module
Canister Pressure Sensor

Air conditioner Amplifier Leak Detection Pump

Assembly
Vent Valve

Combination Meter Assembly No. 1 Vacuum Switching

Valve Assembly
Vehicle Speed Signal
26L0EG119

*: Models with Smart Key System

 NEW FEATURES – 2GR-FKS ENGINE 125

3. Layout of Main Components

*6 *7
*5
*4
*3

*2

*1

*8 26L0EG56

" Text in Illustration A

Air Fuel Ratio Sensor (Bank 1, Sensor

*1 Purge VSV *2
1)
Air Fuel Ratio Sensor (Bank 2, Sensor
*3 ECM *4
1)
*5 Oxygen Sensor (Bank 1, Sensor 2) *6 Fuel Pump (Low Pressure)
*7 Charcoal Canister Assembly *8 Oxygen Sensor (Bank 2, Sensor 2)
126 NEW FEATURES – 2GR-FKS ENGINE

*4

*1

*2
*3

26L0EG59

" Text in Illustration A

*1 Stop Light Switch Assembly *2 DLC3

*3 Accelerator Pedal Rod Assembly *4 Combination Meter Assembly
 NEW FEATURES – 2GR-FKS ENGINE 127

*1 *2
*3
*4
*5

*6

*9

*8
*7

26L0EG57

" Text in Illustration A

Intake Mass Air Flow Meter Throttle Body with Motor Assembly
*1 Sub-assembly *2 D Throttle Position Sensor
D Intake Air Temperature Sensor D Throttle Control Motor
Fuel Injector Assembly (for Port Fuel Injector Assembly (for direct
*3 *4
Injection) injection)
Fuel Pressure Sensor (for Low Fuel Pressure Sensor (for High
*5 *6
Pressure) Pressure)
Cam Timing Oil Control Solenoid
*7 Crank Position Sensor *8
Assembly LH
Cam Timing Oil Control Solenoid
*9 — —
Assembly RH
128 NEW FEATURES – 2GR-FKS ENGINE

*4 *5
*3
*2

*1

*6

*9
*7

*8

26L0EG58

" Text in Illustration A

*1 VVT Sensor (Bank 2 Intake) *2 Ignition Coil Assembly

*3 Knock Control Sensor (Bank 1) *4 VVT Sensor (Bank 1 Intake)
Fuel Pump Assembly (for High
*5 VVT Sensor (Bank 1 Exhaust) *6
Pressure)
*7 Engine Coolant Temperature Sensor *8 Knock Control Sensor (Bank 2)
*9 VVT Sensor (Bank 2 Exhaust) — —
 NEW FEATURES – 2GR-FKS ENGINE 129

4. Main Components of Engine Control System

General
The main components of the engine control system are as follows:

Components Outline Quantity Function

The ECM optimally controls the SFI, ESA
and ETCS-i to suit the operating
ECM 32-bit CPU 1
conditions of the engine in accordance
with the signals provided by the sensors.
Mass Air Flow This sensor has a built-in silicon chip to
Hot-wire Type 1
Intake Mass Meter directly detect the intake air mass.
Air Flow Meter Intake Air This sensor detects the intake air
Sub-assembly Temperature Thermistor Type 1 temperature by means of an internal
Sensor thermistor.
This sensor detects the engine coolant
E.F.I. Engine Coolant Temperature
Thermistor Type 1 temperature by means of an internal
Sensor
thermistor.
The sensor senses the fuel pressure in the
Fuel Pressure Sensor Semiconductor Type 1
fuel delivery pipe.
Crank Position Sensor Pick-up Coil Type This sensor detects the engine speed and
1
[No. of Rotor Teeth] [36 - 2] crankshaft angle.
D This sensor performs cylinder
Magnetic-Resistance
VVT Sensor (Intake Camshaft) 2 identification.
Element (MRE)
[No. of Rotor Teeth] (1 each bank) D This sensor is used to detect the intake
Type [3]
camshaft position.
D This sensor performs cylinder
Magnetic-Resistance
VVT Sensor (Exhaust Camshaft) 2 identification.
Element (MRE)
[No. of Rotor Teeth] (1 each bank) D This sensor is used to detect the
Type [3]
exhaust camshaft position.
Accelerator Pedal Sensor Assembly Linear This sensor detects the amount of pedal
1
(Accelerator Pedal Position Sensor) (Non-contact) Type effort applied to the accelerator pedal.
Throttle Body
Throttle Position Linear This sensor detects the throttle valve
with Motor 1
Sensor (Non-contact) Type opening angle.
Assembly
Built-in This sensor detects an occurrence of
Knock Control Sensor Piezoelectric Type 2 engine knocking indirectly from the
(Bank 1 and Bank 2) (Non-resonant (1 each bank) vibration of the cylinder block caused by
Type / Flat Type) the occurrence of engine knocking.
As with the oxygen sensor, this sensor
detects the oxygen concentration in the
Air Fuel Ratio Sensor Heated Type 2
exhaust gas. However, it detects the
(Bank 1, Sensor 1) (Bank 2, Sensor 1) (Planar Type) (1 each bank)
oxygen concentration in the exhaust gas
linearly.
This sensor detects the oxygen
Oxygen Sensor (Bank 1, Sensor 2) Heated Type 2 concentration in the exhaust gas by
(Bank 2, Sensor 2) (Cup Type) (1 each bank) measuring the electromotive force which
is generated in the sensor itself.
The injector is an
electromagnetically-operated nozzle
for Port injection 12-hole Type 6
which injects fuel in accordance with
Fuel Injector signals from the ECM.
Assembly
High Pressure This injector contains a high-pressure
for Direct
Double Slit Nozzle 6 electromagnetically-operated nozzle to
injection
Type inject fuel directly into the cylinder.
130 NEW FEATURES – 2GR-FKS ENGINE

Mass Air Flow Meter

D The intake mass air flow meter sub-assembly, which is a slot-in type, allows a portion of the intake air
to flow through the detection area.
D This intake mass air flow meter sub-assembly has built-in intake air temperature sensors.
D Intake air flows past the temperature sensor (before heater), the heater, and then the temperature sensor
(after heater) of the silicon chip sensor in the by-pass duct. As the intake air is warmed up when it is
exposed to the heater, the temperature of the intake air as it flows past the temperature sensor (after heater)
is higher than when it flows past the temperature sensor (before heater). The difference in temperature
of the intake air at each temperature sensor varies depending on the velocity of the intake air that flows
past the silicon chip sensor. The temperature sensor bridge circuit detects the difference in temperature
and the control circuit converts it into a pulse signal and outputs it to the ECM. When the temperature
detected by the temperature sensor (before heater) is higher than that detected by the temperature sensor
(after heater), backflow of the intake air is detected.
D The ECM calculates the intake air volume based on the pulse signal received from the intake mass air
flow meter sub-assembly, and uses it to determine the fuel injection duration necessary for an optimal
air fuel ratio.
D The heater control bridge circuit has a temperature sensor and power transistor, and maintains the heater
temperature at a specific temperature.

Temperature Sensor
(before Heater) Temperature Sensor
(after Heater)

Intake
Air Silicon
Chip
Sensor

Heater
Intake
Air

5V

Digital Output
Circuit

GND

Heater Control Bridge Circuit Intake Air Volume Detection 26L0EG44

Bridge Circuit
 NEW FEATURES – 2GR-FKS ENGINE 131

Service Tip
When either of these DTCs is stored, the ECM enters fail-safe mode. During fail-safe mode, the
ECM calculates the fuel injection duration based on the engine speed and throttle valve angle.
Fail-safe mode continues until a pass condition is detected. For details, refer to the Repair Manual.

Crankshaft Position Sensor

The timing rotor of the crankshaft consists of 34 teeth with 2 teeth missing. The crank position sensor
outputs the crankshaft rotation signals every 10_, and the change of the signal due to the missing teeth is
used to determine top-dead-center.

NE Signal Plate (720_ CA)

Engine
Front
10_ CA
2 Teeth
Timing Rotor Missing
Crank Position
Sensor
26L0EG106
132 NEW FEATURES – 2GR-FKS ENGINE

Intake and Exhaust VVT Sensors

General
Magneto-Resistance Element (MRE) type VVT sensors (intake and exhaust) are used. To detect each
camshaft (intake) position, a timing rotor that is secured to the camshaft (intake) in front of the camshaft
timing gear assembly is used to generate 6 (3 high output, 3 low output) pulses for every 2 revolutions
of the crankshaft. The timing rotor for each camshaft (exhaust) is part of the respective camshaft.

*2

*1

26L0EG107

" Text in Illustration A

*1 Timing Rotor *2 VVT Sensor

" Sensor Output Waveforms A

VVT Sensor Signal Plate (720_ CA)

60_ CA 180_ CA 120_ CA

VVT
Sensor
Signal 180_ CA 60_ CA 120_ CA
0V
360_ CA 360_ CA
Crank
Position
Sensor
Signal
0V

10_ CA 285EG84
 NEW FEATURES – 2GR-FKS ENGINE 133

MRE Type VVT Sensor

D An MRE type VVT sensor consists of an MRE, a magnet and a sensor. The direction of the magnetic field
changes due to the profile (protruding and non-protruding portions) of the timing rotor, which passes by
the sensor. As a result, the resistance of the MRE changes, and the output voltage to the ECM changes
to high or low. The ECM detects the camshaft position based on this output voltage.

" Wiring Diagram A

VC
VV1+
ECM
VV1–
VVT Sensor (Bank 1
Timing Rotor Intake Side)

271EG160
Intake VVT Sensor RH

" MRE Type and Pick-up Coil Type Output Waveform Image Comparison A

Engine Engine No Detecting

Speed Speed

Analog Output
Digital
Sensor Output Sensor
Output Output

MRE Type Pick-up Coil Type

232CH41
134 NEW FEATURES – 2GR-FKS ENGINE

Accelerator Pedal Position Sensor

This non-contact type accelerator pedal position sensor uses a Hall IC, which is mounted on the accelerator
pedal arm.
D A magnetic yoke is mounted at the base of the accelerator pedal arm. This yoke rotates around the Hall
IC in accordance with the amount of effort that is applied to the accelerator pedal. The Hall IC converts
the changes in the magnetic flux that occur into electrical signals, and outputs them in the form of
accelerator pedal position signals to the ECM.
D The Hall IC contains 2 circuits, one for the main signal, and one for the sub signal. It converts the
accelerator pedal position (angle) into electric signals that have differing characteristics and outputs them
to the ECM.

*3

*1

*2

26L0EG83

" Text in Illustration A

*1 Hall IC *2 Accelerator Pedal Arm

*3 Magnetic Yoke — —

Accelerator Pedal
Position Sensor
Magnet
V
VPA
5
EPA
Hall VCPA
IC Output VPA2
VPA2 ECM Voltage
Hall
IC
VPA
EPA2
0
VCP2
Fully Fully
Magnet Closed Open

Accelerator Pedal Position (Angle)

26L0EG108

Service Tip
The inspection method differs from a conventional accelerator pedal position sensor because this
sensor uses a Hall IC. For details, refer to the Repair Manual.
 NEW FEATURES – 2GR-FKS ENGINE 135

Throttle Position Sensor

This non-contact type throttle position sensor uses a Hall IC, which is mounted on the throttle body with
motor assembly.
D 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.
D The Hall IC contains circuits for the main and sub signals. It converts the throttle valve opening angle
into electric signals that have differing characteristics, and outputs them to the ECM.

Magnet

Hall IC

Magnet

Throttle Position Sensor

(V)
Magnet Hall IC
5
VTA2
VTA Output
Voltage
E2 ECM VTA
VC
VTA2 0
20 40 60 80
Magnet Fully Closed Fully Open
Hall IC
Throttle Position Sensor Throttle Valve Opening Angle

26L0EG84
136 NEW FEATURES – 2GR-FKS ENGINE

Knock Sensor (Flat Type)

1) General
In a conventional type knock control sensor (resonant type), a vibration plate is built into the sensor. This
plate has the same resonance point as the knocking* frequency of the engine block. This sensor can only
detect vibration in this frequency band.
The other type of knock control sensor, a flat type knock control sensor (non-resonant type) has the ability
to detect vibration in a wider frequency band (from about 6 kHz to 15 kHz). It has the following features:
D The engine knocking frequency will vary slightly depending on the engine speed. The flat type knock
sensor can detect vibration even when the engine knocking frequency changes. Due to the use of the
flat type knock control sensor, the vibration detection ability is increased compared to a conventional
type knock control sensor, and more precise ignition timing control is possible.
*: The term “Knock” or “Knocking” is used in this case to describe either preignition or detonation of
the air fuel mixture in the combustion chamber. This preignition or detonation refers to the air fuel
mixture being ignited earlier than is advantageous.
This use of “Knock” or “Knocking” is not primarily used to refer to a loud mechanical noise that may
be produced by an engine.

: Resonance Characteristic of Conventional Type

: Resonance Characteristic of Flat Type

(V) A: Detection Band of

A Conventional Type
B: Detection Band of
Flat Type
Voltage

Frequency (Hz)
Characteristic of Knock Control Sensor 214CE04
 NEW FEATURES – 2GR-FKS ENGINE 137

2) Construction
D A flat type knock control sensor is installed to an engine by placing it over the stud bolt installed on
the cylinder block sub-assembly. For this reason, a hole for the stud bolt exists in the center of the
sensor.
D In the sensor, a steel weight is located in the upper portion. An insulator is located between the weight
and a piezoelectric element.
D An open/short circuit detection resistor is integrated in the sensor.

*1 *4
*3
*2

*3 *5

*a *b
26L0EG110

" Text in Illustration A

*1 Steel Weight *2 Insulator

*3 Piezoelectric Element *4 Open Circuit Detection Resistor
*5 Vibration Plate — —
Flat Type Knock Sensor Conventional Type Knock Sensor
*a *b
(Non-Resonant Type) (Resonant Type)
138 NEW FEATURES – 2GR-FKS ENGINE

3) Operation
Vibrations caused by knocking are
transmitted to the steel weight. The inertia of *1
this weight applies pressure to the *2
piezoelectric element. This action generates *3
electromotive force.
214CE08

" Text in Illustration A

*1 Steel Weight *2 Inertia

*3 Piezoelectric Element — —

4) Open/Short Circuit Detection Resistor

When the ignition is ON, the open/short circuit detection resistor in the knock control sensor and the
resistor in the ECM keep the voltage at terminal KNK1 constant.
An IC (Integrated Circuit) in the ECM constantly monitors the voltage of terminal KNK1. If the
open/short circuit occurs between the knock control sensor and the ECM, the voltage of terminal KNK1
will change and the ECM will detect the open/short circuit and store a DTC (Diagnostic Trouble Code).

ECM

Piezoelectric
Element 5V
Flat Type Knock Control Sensor
200 kΩ
KNK1
IC
200 kΩ
EKNK

Open/Short Circuit 214CE06

Detection Resistor
 NEW FEATURES – 2GR-FKS ENGINE 139

Air Fuel Ratio Sensor and Heated Oxygen Sensor

1) General
D A planar type air fuel ratio sensor and a cup type oxygen sensor are used.
D The oxygen sensors are located behind each left and right Three-Way Catalytic converters (TWCs).
The output voltage of the oxygen sensor changes in accordance with the oxygen concentration in the
exhaust gas. The ECM uses this output voltage to determine whether the present air fuel ratio is richer
or leaner than the stoichiometric air fuel ratio.
D The planar type air fuel ratio sensor uses alumina, which excels in heat conductivity and electrical
insulation, to integrate a sensor element with a heater, thus improving the warm-up performance of
the sensor.

*g
*e *h
*c *d
*h
*d

*g

*e

*f *f
*a *b
26L0EG85

" Text in Illustration A

*a Air Fuel Ratio Sensor (Planar Type) *b Oxygen Sensor (Cup Type)
*c Dilation Layer *d Alumina
*e Platinum Electrode *f Sensor Element (Zirconia)
*g Heater *h Atmosphere
140 NEW FEATURES – 2GR-FKS ENGINE

2) Characteristics
As illustrated below, the conventional 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 proportionate 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 only be read using a Techstream.

: Air Fuel Ratio Sensor

: Heated Oxygen Sensor
(V) 4.2 1 (V)

Air Fuel Ratio Sensor

Data Displayed on Oxygen Sensor
Hand-held Tester Output

2.2 0.1
11 (Rich) 14.7 19 (Lean)
Air Fuel Ratio D13N11

*: This calculation value is used internally in ECM and is not an ECM terminal voltage.
 NEW FEATURES – 2GR-FKS ENGINE 141

5. SFI (Sequential Multiport Fuel Injection) System

D The D-4S SFI system directly detects the intake air mass with a hot-wire type intake mass air flow meter
sub-assembly.
D The D-4S system is a fuel injection system which combines direct injection injectors and port injection
injectors.
D Based on signals from each sensor, the ECM controls the injection volume and timing of each type of fuel
injector (direct and port injection types) in accordance with engine load and engine speed in order to
optimize combustion conditions.
D To promote warm-up of the catalyst after a cold engine start, this system uses a stratified air fuel mixture.
This creates an area near the spark plug that is richer than the rest of the air fuel mixture. This also allows
a greater amount of ignition timing retard to be used, raising the exhaust gas temperature. The increased
exhaust gas temperatures promote rapid warm-up of the catalysts, significantly reducing exhaust
emissions.

Direct Injection
Heavy

Engine Load
Direct Injection
+ Port Injection

Engine Speed High

Fuel Injection System Activation Ranges 26L0EG86

D Stratified Combustion: To achieve stratified combustion, immediately after a cold engine start, fuel is
injected into the intake port from the fuel injector assembly (for port injection) during the exhaust stroke.
Fuel is also injected from the fuel injector assembly (for direct injection) near the end of the compression
stroke. This results in an air fuel mixture that is stratified, and the area near the spark plug is richer than
the rest of the air fuel mixture. This allows a retarded ignition timing to be used, raising the exhaust gas
temperature. The increased exhaust gas temperatures promote rapid warm up of the catalysts, and
significantly improve exhaust emission performance.
142 NEW FEATURES – 2GR-FKS ENGINE

Expansion to Intake Stroke Intake Stroke

Fuel is injected into the intake port from The intake valves open and a
the fuel injector assembly (for port homogeneous air fuel mixture is
injection) before the intake valves open. drawn into the combustion chamber.

Combustion
Mixture Layer

Ignition to Combustion Stroke Compression Stroke

Injected fuel is directed along the piston contour Fuel is injected into the combustion
to the area near the spark plug. This produces a chamber from the fuel injector
com bustible area of rich air fuel mixture that assembly (for direct injection) near
allows for easy ignition. This allows combustion the end of compression stroke.
of a lean air fuel mixture to occur.

26L0EG79

D Homogeneous Combustion: To optimize combustion conditions, the ECM controls injection volume and
timing of the fuel injector assemblies (for port injection) which inject fuel into the intake ports during the
expansion, exhaust, and intake strokes. The ECM also controls the injection volume and timing of the fuel
injector assemblies (for direct injection) which inject fuel during the first half of the intake stroke. The
homogeneous air fuel mixture is created by either combined or individual use of the 2 different types of
injectors. This allows utilization of the evaporation heat of the injected fuel to cool the compressed air,
and it also allows an increase of charging efficiency and power output.
 NEW FEATURES – 2GR-FKS ENGINE 143

Expansion to Intake Stroke Intake Stroke

Fuel is injected into the intake port from the The intake valves open to allow the
fuel injector assembly (for port injection) homogeneous air fuel mixture into the
before the intake valves open. combustion chamber, and fuel is injected
into the combustion chamber from the fuel
injector assembly (for direct injection)
during the first half of the intake stroke.

The injected fuel and air are evenly

mixed by intake air force.

Ignition to Combustion Stroke Compression Stroke

The spark plug ignites the homogeneous The homogeneous air fuel mixture is
air fuel mixture. compressed.

26L0EG80
144 NEW FEATURES – 2GR-FKS ENGINE

6. ESA (Electronic Spark Advance) System

D The Direct Ignition System (DIS) is used. Each ignition coil assembly is equipped with a built-in igniter,
and one ignition coil assembly is provided for each cylinder.
D The ECM assembly calculates the most appropriate ignition timing and the time that current is applied to
the primary windings of the ignition coil based on the signals sent from various sensors. The ECM
assembly then sends an ignition command signal to the igniter of the ignition coil assembly.
D The ignition timing is obtained using the following formula:
Ignition timing = A or B + C
Where: A: Base ignition timing, B: Basic advance, C: Compensation advance

" Ignition Timing Controls A

The base ignition timing is 10_ BTDC. It is fixed at 5_ BTDC while

A. Fixed advance characteristics
the engine is starting.
The most appropriate ignition timing is selected from a map based
B. Basic advance characteristics
on the signals from a variety of sensors.
C. Compensation advance The ignition timing is advanced or retarded depending on the signals
characteristics from a variety of sensors.
When the engine coolant temperature is low, the ignition timing is
C-1. Warm engine advance
advanced in accordance with driving conditions to enhance
characteristics
drivability.
C-2. Idle stabilization advance If the idle speed drops, the ignition timing is advanced to stabilize the
characteristics idle speed. If the idle speed increases, the ignition timing is retarded.
C-3. Transition compensation To prevent knocking, the ignition timing is retarded during sudden
retard acceleration at a coolant temperature of 60_C (140_F) or more.
The ignition timing is temporarily retarded during acceleration to
C-4. Retard when accelerating
enhance drivability.
If knock occurs, the ignition timing is corrected based on the signal
C-5. Knock compensation retard
from the knock sensor.
 NEW FEATURES – 2GR-FKS ENGINE 145

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

1) General
With a conventional throttle body, the throttle valve angle is determined invariably by the position of the
accelerator pedal. In contrast, ETCS-i uses the ECM to calculate the optimal throttle valve angle that is
appropriate for the corresponding driving conditions. The ETCS-i throttle uses a throttle control motor
to control the angle.

" System Diagram A

Throttle Valve Throttle Position Sensor

Accelerator Pedal
Position Sensor

Throttle Control Motor

Intake Mass Flow

Meter Sub-assembly
Ignition Coil Assembly

Cruise Control ECM

Main Switch Fuel Injector Assembly
(for Port Injection)
CAN
(V1 Bus)
Skid Control ECU Fuel Injector Assembly
(for Direct Injection)

26L0EG89
146 NEW FEATURES – 2GR-FKS ENGINE

2) Control

a. General
The ETCS-i consists of the following functions:
D Normal Throttle Control (Non-linear Control)
D ISC (Idle Speed Control)
D TRAC (Traction Control)
D VSC (Vehicle Stability Control)
D Cruise Control*
*: Models with cruise control system

b. Normal Throttle Control (non-linear control)

Controls the throttle to an optimal throttle valve angle that is appropriate for the driving condition based
on information such as the amount of the accelerator pedal effort and the engine speed in order to realize
excellent throttle control and comfort in all operating ranges.

" Control Examples During Acceleration and Deceleration A

: With Control
: Without Control
"
Vehicle’s
Longitudinal G
0

"
Throttle Valve
Opening Angle
0
"
Ignition Timing
0
Time !
150EG37

c. Idle Speed Control

The ECM controls the throttle valve in order to constantly maintain an ideal idle speed.

d. TRAC Throttle Control

As part of the TRAC system, the throttle valve is closed by a demand signal from the Skid Control ECU
if an excessive amount of slippage occurs at a drive wheel, thus facilitating excellent vehicle stability
and driving force.
 NEW FEATURES – 2GR-FKS ENGINE 147

e. VSC Coordination Control

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

f. Cruise Control
An ECM directly actuates the throttle valve to control engine power for cruise control.
148 NEW FEATURES – 2GR-FKS ENGINE

8. VVT-i (Variable Valve Timing-intelligent) System

1) General
D The VVT-iW (Variable Valve Timing-intelligent Wide) control is designed to control the intake
camshaft within a range of 80_ (of Crankshaft Angle) to provide valve timing optimally suited to the
engine condition. This improves torque in all the speed ranges as well as increasing fuel economy and
reducing exhaust emissions.
D The operation angle for the VVT-iW has been made larger for the retarded side compared to the VVT-i.
During partial load driving, the Atkinson cycle is entered, pumping loss is further reduced and fuel
economy is enhanced.

" VVT-iW System A

Intake Mass Air Flow

Meter Sub-assembly
Intake Air
Temperature Sensor

Crank Position Sensor

VVT Sensor
(Bank 1 Intake Side)
Duty Cycle
Cam Timing Oil Control
Control Solenoid Assembly
VVT Sensor
(Bank 2 Intake Side) ECM (Bank 1 Intake Side)

Duty Cycle
Control Cam Timing Oil Control
Vehicle Speed Signal Solenoid Assembly
(Bank 2 Intake Side)

Engine Coolant
Temperature Sensor

Throttle Position
Sensor

Accelerator Pedal
Sensor Assembly

26L0EG90
 NEW FEATURES – 2GR-FKS ENGINE 149

D The Variable Valve Timing-intelligent (VVT-i) control is designed to control the exhaust camshaft
within a range of 51_ respectively (of Crankshaft Angle) to provide valve timing optimally suited to
the engine condition. This improves torque in all the speed ranges as well as increasing fuel economy
and reducing exhaust emissions.

" VVT-i System A

Intake Mass Air Flow

Meter Sub-assembly
Intake Air
Temperature Sensor

Crank Position Sensor

VVT Sensor
(Bank 1 Exhaust Side)
Duty Cycle
Control Cam Timing Oil Control
VVT Sensor Solenoid Assembly
(Bank 2 Exhaust Side) ECM (Bank 1 Exhaust Side)

Duty Cycle
Cam Timing Oil Control
Control
Vehicle Speed Signal Solenoid Assembly
(Bank 2 Exhaust Side)

Engine Coolant
Temperature Sensor

Throttle Position
Sensor

Accelerator Pedal
Sensor Assembly
26L0EG114
150 NEW FEATURES – 2GR-FKS ENGINE

2) Effectiveness of the VVT-i System

D In order to ensure engine startability, an intermediate lock mechanism is used for the VVT-iW.
D The following effects can be achieved due to the advanced angle and retarded angle of the intake and
exhaust valves.

" Operation Model Diagram: Upon Starting and Idling A

Exhaust Valve Opening

(Advanced Position) Intake Valve Opening
(Intermediate Position)

Ensuring Starting Ability 26L0EG91

" Operation Model Diagram: At Partial Load A

Exhaust Valve Opening

(Retarded Position)
Intake Valve Opening
(Retarded Position)

Atkinson Cycle 26L0EG92

" Operation Model Diagram: At Partial Load to Heavy Load A

Intake Valve Opening

Exhaust Valve Opening (Advanced Position)
(Retarded Position)

Using Internal EGR or Improving Exhaust Ability 26L0EG93

 NEW FEATURES – 2GR-FKS ENGINE 151

D The throttle valve, VVT-iW, and VVT-i are coordinated to optimally control the vehicle while driving
normally. Also, the ECM controls each actuator in accordance with the driver’s intentions during
acceleration to achieve a high torque response.

3) Construction

a. VVT-iW Controller
D The intake side uses a camshaft timing gear assembly with 3 vanes.
D 2 lock pins are used to lock the vane during the intermediate phase of the VVT-iW operation range.
D An assist spring, which assists torque in the advanced direction, is used so that the vane returns to
the intermediate phase in response the intake camshaft (camshaft) torque fluctuations to securely
connect the 2 lock pins. As a result, engine startability is ensured when starting the engine (when
cranking) after the engine was stopped in the retarded operation state.
D An oil control valve is built into the camshaft timing gear bolt, which secures the vane to the intake
camshaft (camshaft). As a result, the controlled oil passage is shortened to improve response
performance and operation at low temperatures. The oil control valve switches the oil passage when
pressed by the cam timing oil control solenoid assembly. Oil passage switching is controlled to
continuously change the intake camshaft (camshaft) phase.
D The oil control valve has a structure which allows independent control of when the 2 lock pins are
connected and released, separate from the advance control and retard control. As a result, a lock
operation can be performed during the intermediate phase of the VVT-iW operation range.

" Intake Side VVT-iW Controller A

*7 *8 *9
*4
*3

*2

*1
*6
*5

26L0EG45

" Text in Illustration A

*1 Camshaft Timing Gear Bolt *2 Assist Spring

Vane (Fixed on Intake Camshaft
*3 Camshaft Timing Gear Cover FR *4
(Camshaft))
*5 Lock Pin *6 Housing
*7 Timing Gear Cover RR *8 Sprocket
*9 Intake Camshaft (Camshaft) — —
152 NEW FEATURES – 2GR-FKS ENGINE

" Lock Pin A

*1 *c

*2 *d
*a *b
26L0EG94

" Text in Illustration A

*1 Outer Pin *2 Inner Pin

*a Lock Pin Connected *b Lock Pin Released
*c Engine Oil *d Ratchet Groove

" Camshaft Timing Gear Bolt (Built into Oil Control Valve) A

*1 *b *c *d

*a

*a *e
*d 26L0EG47

" Text in Illustration A

*1 Oil Control Valve — —

*a Drain *b to Advance Side Vane Chamber
*c to Retard Side Vane Chamber *d Engine Oil
*e to Lock Pin — —

b. VVT-i Controller
D The exhaust side uses a camshaft timing exhaust gear assembly with 4 vanes.
D When the engine stops, each camshaft timing exhaust gear assembly is locked at the most advanced
angle. This ensures excellent engine startability.
D The oil pressure sent from the advance or retard side passages of the exhaust camshafts causes
rotation of the vane relative to the timing chain sprocket, to vary the valve timing continuously.
D An advance assist spring is provided on the camshaft timing exhaust gear assembly. This helps to
apply torque in the advance angle direction so that the vane lock pin securely engages with the
housing when the engine stops.
 NEW FEATURES – 2GR-FKS ENGINE 153

" Exhaust Side VVT-i Controller A

*5 *6
*4
*3
*2

*1

26L0EG46

" Text in Illustration A

*1 Camshaft Timing Gear Bolt *2 Camshaft Timing Gear Cover FR

Vane (Fixed on Intake Camshaft
*3 Housing *4
(Camshaft))
*5 Camshaft Timing Gear Cover RR *6 Exhaust Camshaft (No. 2 Camshaft)

*1 *b *c

*a

*d
*a *c
*b 26L0EG48

" Text in Illustration A

*1 Oil Control Valve — —

*a Drain *b to Advance Side Vane Chamber
*c to Retard Side Vane Chamber *d Engine Oil
154 NEW FEATURES – 2GR-FKS ENGINE

4) Operation

a. Advance
The cam timing oil control solenoid assembly operates according to the advance signal from the ECM.
When the oil control valve reaches the position shown in the following illustration, the advance side
vane chamber of the VVT-iW controller (camshaft timing gear assembly) is affected by oil pressure and
the vane inside the VVT-iW controller (camshaft timing gear assembly) rotates in the advanced
direction. The intake camshaft (camshaft) fixed to the vane also rotates to the advanced side.

" Intake Side A

*a *b *2
*e

*g

*1
*3 *f *d *f
*c 26L0EG49

" Text in Illustration A

*1 Vane *2 ECM
Cam Timing Oil Control Solenoid
*3 — —
Assembly
*a Rotation Direction *b Retard Side Vane Chamber
*c Advance Side Vane Chamber *d to Advance Side Vane Chamber
*e from Retard Side Vane Chamber *f Drain
*g Oil Pressure — —
 NEW FEATURES – 2GR-FKS ENGINE 155

" Exhaust Side A

*2
*a
*d
*1 *e

*g

*b *c
*3 *f
*f 26L0EG51

" Text in Illustration A

*1 Vane *2 ECM
Cam Timing Oil Control Solenoid
*3 — —
Assembly
*a Rotation Direction *b Retard Side Vane Chamber
*c Advance Side Vane Chamber *d to Advance Side Vane Chamber
*e from Retard Side Vane Chamber *f Drain
*g Oil Pressure — —
156 NEW FEATURES – 2GR-FKS ENGINE

b. Retard
The cam timing oil control solenoid assembly operates according to the retard signal from the ECM.
When the oil control valve reaches the position shown in the following illustration, the retard side vane
chamber of the VVT-iW controller (camshaft timing gear assembly) is affected by oil pressure and the
vane inside the VVT-iW controller (camshaft timing gear assembly) rotates in the retarded direction.
The intake camshaft (camshaft) fixed to the vane also rotates to the retarded side.

" Intake Side A

*2
*d *e
*a

*g
*1
*b *3
*c *f 26L0EG50

" Text in Illustration A

*1 Vane *2 ECM
Cam Timing Oil Control Solenoid
*3 — —
Assembly
*a Rotation Direction *b Retard Side Vane Chamber
*c Advance Side Vane Chamber *d from Retard Side Vane Chamber
*e to Retard Side Vane Chamber *f Drain
*g Oil Pressure — —
 NEW FEATURES – 2GR-FKS ENGINE 157

" Exhaust Side A

*2
*a
*1 *d *e

*g

*b *3 *f 26L0EG52
*c

" Text in Illustration A

*1 Vane *2 ECM
Cam Timing Oil Control Solenoid
*3 — —
Assembly
*a Rotation Direction *b Retard Side Vane Chamber
*c Advance Side Vane Chamber *d from Retard Side Vane Chamber
*e to Retard Side Vane Chamber *f Drain
*g Oil Pressure — —

c. Hold
The ECM calculates the target advanced angle according to driving conditions and performs control.
After setting the target timing, timings are maintained by the neutral oil control valve as long as driving
conditions do not change. As a result, unnecessary engine oil discharge is suppressed while valve
timings are aligned to the desired target position.
158 NEW FEATURES – 2GR-FKS ENGINE

9. ACIS (Acoustic Control Induction System)

1) General
The Acoustic Control Induction System (ACIS) uses a bulkhead to divide the intake manifold, creating
2 stages. The intake air control valve in the bulkhead is opened or closed to vary the effective length of
the intake manifold in accordance with the engine speed and throttle valve opening angle. This increases
the power output in all ranges from low to high speed.

" System Diagram A

Crankshaft
Position Sensor Throttle Opening Angle

Throttle Valve

ECM

ACIS Actuator
Intake Air Control Valve

285EG58

2) Construction

a. Intake Air Control Valve

The intake air control valve is installed in the intake air chamber. It opens and closes to provide two
effective lengths of the intake manifold.

b. ACIS Actuator (Motor)

The ACIS actuator activates the intake air control valve based on signals from the ECM.

*1

*2

26L0EG53

" Text in Illustration A

*1 Intake Air Control Valve *2 ACIS Actuator

 NEW FEATURES – 2GR-FKS ENGINE 159

3) Operation

a. Intake Control Valve Closed

While the engine is running at low or medium speed under high load, the ECM causes the actuator to
close the control valve. As a result, the effective length of the intake manifold is lengthened and the
intake efficiency, in the low or medium speed range, is improved due to the dynamic effect (inertia) of
the intake air, thereby increasing power output.

When the intake air control valve closes:

Intake Air Control Valve (Closed) Control Valve Closed
Throttle Valve
Wide

Torque

Narrow
Low High
: Effective Intake Manifold Length Engine Speed
26L0EG115

b. Intake Control Valve Open

Under any condition except when the engine is running at low or medium speed under high load, the
ECM causes the actuator to open the control valve. When the control valve is open, the effective length
of the intake air chamber is shortened and peak intake efficiency is shifted to the high engine speed
range, thus providing greater output at high engine speeds.

When the intake air control valve opens:

Intake Air Control Valve (Open) Control Valve Open

Throttle Valve Wide

Torque

: Effective Intake Manifold Length Narrow

Low High
: Effective Intake Air Surge Tank Length Engine Speed
26L0EG116
160 NEW FEATURES – 2GR-FKS ENGINE

10. Fuel Pump Control

D The fuel pump control ECU receives an operation request signal (duty signal) from the ECM and operates
the fuel pump.
D Three-phase Pulse Width Modulation (PWM) control is used for the fuel pump control ECU to steplessly
adjust the rotation of the fuel pump speed. Due to this control, the fuel pump can be operated at the optimal
speed for the required fuel flow, reducing power consumption and improving fuel efficiency.
D In addition to when the engine is stopped, the fuel pump is stopped when any of the Supplemental Restraint
System (SRS) airbags have deployed, minimizing fuel leakage.

EFI MAIN
Relay

CAN
from each Airbag (V1 Bus) Fuel Pump
Fuel
Airbag Sensor ECM Control
Assembly Pump
Sensor ECU

26L0EG95
 NEW FEATURES – 2GR-FKS ENGINE 161

11. Evaporative Emission Control System

1) General
D The evaporative emission control system prevents the fuel vapor that is created in the fuel tank
assembly from being released directly into the atmosphere.
D The canister stores the fuel vapor that has been created in the fuel tank assembly.
D This system consists of a purge VSV, canister, canister pump module and ECM.
D The ECM controls the purge VSV in accordance with the driving conditions in order to direct the fuel
vapor into the engine, where it is burned.
D In this system, the ECM checks for evaporative emission leaks and stores Diagnostic Trouble Codes
(DTCs) in the event of a malfunction. An evaporative emission leak check consists of an application
of vacuum to the evaporative emission system and the ECM monitoring the system for changes in
pressure in order to detect a leak.
D The Onboard Refueling Vapor Recovery (ORVR) system is used.
D The canister pressure sensor is included in the canister pump module.
D A canister filter is provided on the fresh air line. This canister filter is maintenance-free.
D The following are the typical conditions necessary to enable an evaporative emission leak check:

D 5 hours have elapsed after the engine has been turned OFF*.
D Altitude: Below 2400 m (8000 feet)
D Battery Voltage: 10.5 V or more
Typical Enabling Condition
D Ignition Switch: OFF
D Engine Coolant Temperature: 4.4 to 35_C (40 to 95_F)
D Intake Air Temperature: 4.4 to 35_C (40 to 95_F)

*: If engine coolant temperature does not drop below 35_C (95_F), this time should be extended to 7
hours. Even after that, if the temperature is not less than 35_C (95_F), the time should be 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 luggage compartment for several minutes. This does not indicate a malfunction.
D 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 Repair Manual.
162 NEW FEATURES – 2GR-FKS ENGINE

2) System Diagram

" Evaporative Emission Control System A

to Intake Manifold

Roll-over Valve

Purge VSV

Cut-off Valve

Fuel Tank Assembly

Vent Valve

Fresh Air Purge Air Line

Line

Canister Filter
ECM
Charcoal
Canister
Leak Detection Pump
Canister Pressure Assembly
and Pump Motor
Sensor

Canister Pump Module

Reference Orifice
0.02 in. Diameter
26L0EG105
 NEW FEATURES – 2GR-FKS ENGINE 163

3) Layout of Main Components

*6

*5
*1

*4
*2
*3
26L0EG54

" Text in Illustration A

*1 Purge Air Line *2 Fuel Tank Assembly

*3 Canister Filter *4 Fresh Air Line
Pump Module
D Canister Vent Valve
*5 *6 Charcoal Canister Assembly
D Vacuum Pump
D Pressure Sensor

Front — —
26L0EG96

4) Function of Main Components

Component Function
Contains activated charcoal to absorb the fuel vapor that is created in the fuel
Charcoal Canister
tank assembly.
Fresh air goes into the charcoal canister and the cleaned drain air goes out
Fresh Air Line
into the atmosphere.
Canister Vent Valve Opens and closes the fresh air line in accordance with signals from the ECM.
Vacuum Pump and Applies vacuum pressure to the evaporative emission system in accordance
Pump
Pump Motor with signals from the ECM.
Module
Detects the pressure in the evaporative emission system and sends the
Pressure Sensor
signals to the ECM.
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
EVAP Valve
canister into the intake manifold. In system monitoring mode, this valve
controls the introduction of vacuum into the fuel tank.
Canister Filter Prevents dust and debris in the fresh air from entering the system.
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
ECM
the driving conditions. In addition, the ECM monitors the system for any
leakage and stores a DTC if a malfunction is found.
164 NEW FEATURES – 2GR-FKS ENGINE

5) Construction and Operation

a. Fuel Inlet (Fresh Air Inlet)

In accordance with the change of structure of the evaporative emission control system, the location of
the fresh air line inlet has been moved from the air cleaner to the near the fuel inlet. The fresh air from
the atmosphere and drain air cleaned by the charcoal canister will go in or out of the system through
the passages shown below.

*1

*3

*2

*a 26L0EG81

" Text in Illustration A

*1 Fuel Cap *2 Canister Filter

*3 Fuel Inlet Pipe — —
*a to Canister — —

Fresh Air Cleaned Drain Air

26L0EG96 26L0EG117
 NEW FEATURES – 2GR-FKS ENGINE 165

b. Pump Module
D The canister pump module consists of the vent valve, reference orifice, canister pressure sensor, leak
detection pump and pump motor.
D The vent valve switches the passages in accordance with the signals received from the ECM.
D A DC type brushless motor is used for the pump motor.
D A vane type leak detection pump is used.

Canister Pressure
Fresh Air
Sensor Fresh Air

Pump Motor

Leak Detection
Pump
Vent Valve

Reference
Orifice

Simplified Diagram: Canister

Canister Pump Module

Vent Valve (OFF)

Filter

Fresh Air

to Canister
Leak Detection Pump
and Pump Motor
Filter

Canister Pressure
Sensor

Reference Orifice [0.5 mm (0.020 in.) Diameter] 26L0EG55

166 NEW FEATURES – 2GR-FKS ENGINE

6) System Operation

a. Purge Flow Control

D When the engine has reached a predetermined state [closed loop, engine coolant temperature above
70_C (158_F), etc.], stored fuel vapor is purged from the canister whenever the purge VSV is opened
by the ECM.
D The ECM will change the duty ratio cycle of the purge VSV, thus controlling purge flow volume.
Purge flow volume is determined by intake manifold pressure and the duty ratio cycle of the purge
VSV. Atmospheric pressure is allowed into the canister to ensure that purge flow is constantly
maintained whenever purge vacuum is applied to the canister.
to Intake
Manifold Atmosphere Charcoal Canister
Assembly
Purge VSV
(Open)

ECM

26L0EG97

b. ORVR (Onboard Refueling Vapor Recovery)

When the internal pressure of the fuel tank assembly increases during refueling, the fuel vapor enters
the canister. The air that has had the fuel vapor removed from it will be discharged through the fresh
air line. The vent valve is used to open and close the fresh air line. The valve is always open (even when
the engine is stopped) except when the vehicle is in monitoring mode (the valve will remain open as
long as the vehicle is not in monitoring mode). If the vehicle is refueled in system monitoring mode,
the ECM will recognize the refueling by way of the canister pressure sensor, which will detect the
sudden pressure increase in the fuel tank assembly, and the ECM will open the vent valve.

Charcoal Canister
Purge VSV Assembly
(Close)

Vent Valve

26L0EG98
 NEW FEATURES – 2GR-FKS ENGINE 167

c. EVAP Leak Check

General
The EVAP leak check operates in accordance with the following timing chart:

" Timing Chart A

On (Open)
Purge VSV
Off (Closed)

On
Vent Valve
Off (Vent)

On
Leak Detection Pump
Off

Atmospheric Pressure

System Pressure

First Reference Pressure

1) 2) 3) 4) 5) 6)

26L0EG99
168 NEW FEATURES – 2GR-FKS ENGINE

Order Operation Description Time

The ECM turns the vent valve off (vent)
Atmospheric Pressure
1) and measures EVAP system pressure to 60 sec.
Measurement
determine the atmospheric pressure.
The leak detection pump creates negative
pressure (vacuum), limited by a reference
First Reference
2) orifice and the pressure is measured. The 360 sec.
Pressure Measurement
ECM determines this as the reference
pressure.
The leak detection pump creates negative
pressure (vacuum) in the EVAP system and
the EVAP system pressure is measured. If
the stabilized pressure is larger than the
Within
3) EVAP Leak Check reference pressure, ECM determines that
15 min.
the EVAP system has a leak. If the EVAP
pressure does not stabilize within 15
minutes, the ECM cancels the EVAP
monitor.
The ECM opens the purge VSV and
measures the EVAP pressure increase. If
4) Purge VSV Monitor 10 sec.
the increase is large, the ECM interprets
this as normal.
The leak detection pump creates negative
pressure (vacuum) limited by a reference
Second Reference
5) orifice and the pressure is measured. The 60 sec.
Pressure Measurement
ECM determines this as the reference
pressure.
The ECM measures the atmospheric
6) Final Check —
pressure and records the monitor result.
 NEW FEATURES – 2GR-FKS ENGINE 169

d. Atmospheric Pressure Measurement

D When the engine switch is turned off, the purge VSV and the vent valve are turned off. Therefore,
atmospheric pressure is introduced into the canister.
D The ECM measures the atmospheric pressure using the canister pressure sensor.
D If the measured atmospheric pressure is out of range, the ECM actuates the leak detection pump in
order to monitor changes in the pressure.

Atmosphere

Purge VSV (Off)

Fuel Tank Assembly

Vent Valve (Off)

ECM
Leak Detection Pump Charcoal
and Pump Motor Canister
Canister Pump Module Assembly
Canister Pressure Sensor

On (Open)
Purge VSV
Off (Closed)

On
Vent Valve
Off (Vent)

On
Leak Detection Pump
Off

Atmospheric Pressure

System Pressure

First Reference Pressure

26L0EG100
Atmospheric Pressure Measurement
170 NEW FEATURES – 2GR-FKS ENGINE

e. Reference Pressure Measurement

D The purpose of this measurement is to confirm leak detection pump operation, and to provide a
baseline measurement value that will be used for comparison in subsequent leak test steps.
D The vent valve remains off, atmospheric pressure is introduced into the canister and the ECM
actuates the leak detection pump, creating a vacuum in the piping close to the canister pressure
sensor.
D At this time, the pressure will not decrease below what is referred to as the reference pressure due
to the atmospheric pressure that enters the piping close to the pump and sensor through the reference
orifice.
D The ECM compares its standard and this pressure. If the pressure is within the acceptable range, the
ECM stores this pressure as the reference leak pressure.
D If the pressure is below the standard, the ECM will determine that the reference orifice is clogged
and store DTC P043E in its memory.
D If the pressure is above the standard, the ECM will determine that a high flow rate pressure is passing
through the reference orifice and store DTCs P043F, P2401 and P2402 in its memory.
 NEW FEATURES – 2GR-FKS ENGINE 171

Atmosphere

Purge VSV (Off)

Fuel Tank Assembly

Vent Valve (Off)

ECM

Leak Detection Pump Charcoal

and Pump Motor Canister
Assembly
Canister Pressure Sensor
Reference Orifice
Canister Pump Module

On (Open)
Purge VSV
Off (Closed)

On
Vent Valve
Off (Vent)

On
Leak Detection Pump
Off

Atmospheric Pressure

System Pressure

First Reference Pressure

Atmospheric Pressure Measurement

26L0EG101
172 NEW FEATURES – 2GR-FKS ENGINE

7) EVAP Leak Check

D While actuating the leak detection pump, the ECM turns the vent valve on in order to introduce a
vacuum into the canister.
D When the pressure in the system stabilizes, the ECM compares this pressure and the reference pressure
in order to determine if a leak is present.
D If the detected pressure is below the reference pressure, the ECM determines that there is no leak.
D If the detected pressure is above the reference pressure and near atmospheric pressure, the ECM
determines that there is a gross leak (large hole) and stores DTC P0455 in its memory.
D If the detected pressure is above the reference pressure, the ECM determines that there is a small leak
(minor leak) and stores DTC P0456 in its memory.

Purge VSV (Off)

Fuel Tank Assembly

Vent Valve (On)

ECM

Leak Detection Pump Charcoal

and Pump Motor Canister
Assembly
Canister Pressure Sensor Reference Orifice
Canister Pump Module

On (Open)
Purge VSV
Off (Closed)

On
Vent Valve
Off (Vent)

On
Leak Detection Pump
Off
P0455
Atmospheric Pressure
P0456
System Pressure

First Reference Pressure

Normal

26L0EG102
EVAP Leak Check
 NEW FEATURES – 2GR-FKS ENGINE 173

8) Purge VSV Monitor

D After completing an EVAP leak check, the ECM turns the purge VSV on (open) with the leak detection
pump actuated, and introduces the atmospheric pressure from the intake manifold to the canister.
D If the pressure change at this time is within the normal range (a pressure change occurs), the ECM
determines the condition to be normal.
D If the pressure change is out of the normal range (insufficient pressure change occurs), the ECM will
stop the purge VSV monitor (purge monitor) and store DTC P0441 in its memory.

Atmosphere

Purge VSV (On)

Fuel Tank Assembly

Vent Valve (On)

ECM
Leak Detection Pump Charcoal
and Pump Motor Canister
Assembly
Canister Pressure Sensor
Canister Pump Module

On (Open)
Purge VSV
Off (Closed)

On
Vent Valve
Off (Vent)

On
Leak Detection Pump
Off

Atmospheric Pressure

System Pressure Normal

First Reference Pressure

P0441

Purge VSV Monitor 26L0EG103

174 NEW FEATURES – 2GR-FKS ENGINE

9) Second Reference Pressure Measurement

D While the ECM operates the leak detection pump, the purge VSV and vent valve are turned off and
a second reference pressure measurement is performed.
D The ECM compares the measured pressure with the pressure during the EVAP leak check.
D If the pressure during the EVAP leak check is less than the second reference pressure measurement,
the ECM determines that there is no leak.
D If the pressure during the EVAP leak check is above the reference pressure and near atmospheric
pressure, the ECM determines that there is a gross leakage (large hole) and stores DTC P0455 in its
memory.
D If the pressure during the EVAP leak check is above the reference pressure measurement, the ECM
determines that there is a small leak and stores DTC P0456 in its memory.
 NEW FEATURES – 2GR-FKS ENGINE 175

Atmosphere

Purge VSV (Off)

Fuel Tank Assembly

Vent Valve (Off)

ECM

Leak Detection Pump Charcoal

and Pump Motor Canister
Assembly
Canister Pressure Sensor Reference Orifice
Canister Pump Module

On (Open)
Purge VSV
Off (Closed)

On
Vent Valve
Off (Vent)

On
Leak Detection Pump
Off
P0445
Atmospheric Pressure

System Pressure
P0446
First Reference Pressure
Normal

Second Reference Pressure Measurement

26L0EG104
176 NEW FEATURES – 2GR-FKS ENGINE

12. Diagnosis
D When the ECM detects a malfunction, the ECM records information related to the fault. Furthermore, the
Malfunction Indicator Lamp (MIL) in the combination meter assembly illuminates or blinks to inform the
driver.
D The ECM also stores Diagnostic Trouble Codes (DTCs) for malfunctions it has detected. The DTCs can
be accessed by using the Techstream.
D A permanent DTC is used for the DTCs associated with the illumination of the MIL. The permanent DTCs
cannot be cleared by using the Techstream or disconnecting the battery terminal.
D For details, refer to the Repair Manual.

13. Fail-Safe
When a malfunction of any of the sensors is detected, there is a possibility of an engine or other malfunction
occurring if the ECM were to continue normal control. To prevent such a problem, the fail-safe function of
the ECM either relies on the data stored in memory to allow the engine control system to continue operating,
or stops the engine if a hazard is anticipated. For details, refer to the Repair Manual.

1) Fail-safe Operation due to Accelerator Pedal Position Sensor Malfunction

The accelerator pedal position sensor comprises 2 (Main, Sub) sensor circuits.
D If a malfunction occurs in either of the sensor circuits, the ECM detects the abnormal signal voltage
difference between these 2 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
Accelerator Pedal Open
Position Sensor
Main Sub
Main M
Sub
Throttle Throttle
Throttle Valve
Position Control
Sensor Motor

Throttle Body with Motor Assembly

D13N08
 NEW FEATURES – 2GR-FKS ENGINE 177

D 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
Accelerator Pedal Closes
Position Sensor
Main Sub
Main
M
Sub
Throttle Throttle
Throttle Valve
Position Control
Sensor Motor

Throttle Body with Motor Assembly

D13N09

2) Fail-safe Operation due to Throttle Position Sensor Trouble

The throttle position sensor comprises two (Main, Sub) sensor circuits.
D If a malfunction occurs in either of the sensor circuits, the ECM detects the abnormal signal voltage
difference between these 2 sensor circuits, cuts off the current to the throttle control motor, and
switches to a fail-safe mode.
D Then, the force of the return spring causes the throttle valve to return and stay at the prescribed base
opening position. At this time, the vehicle can be driven in the fail-safe mode while the engine output
is regulated through control of the fuel injection and ignition timing in accordance with the accelerator
pedal position.
D The same control as above is effected if the ECM detects a malfunction in the throttle control motor
system.

Injectors ECM Ignition Coil

Return Spring
Accelerator Pedal Open
Position Sensor
Main Sub
Main
M
Sub
Throttle Throttle Valve
Throttle
Position Control
Sensor Motor

Throttle Body with Motor Assembly

D13N10