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Engine Overall Engine Proper Valve Mechanism Lubrication System Cooling System Intake and Exhaust System Fuel System Ignition System Engine Control System

Engine Overall 3ZR-FAE Engine
-W 3ZR-FAE Engine The newly developed 3ZR-FAE is in-line, 4-cylinder, 16-valve DOHC engine with Dual VVT-i, VALVEMATIC, ACIS, DIS and ETCS-i Engine Feature In-line, 4-cylinder, 16-valve DOHC gasoline engine Equipment Dual VVT-i (Variable Valve Timing-intelligent) VALVEMATIC ACIS (Acoustic Control Induction System) DIS (Direct Ignition System) ETCS-i (Electronic Throttle Control System-intelligent)

16-Valve DOHC, Chain Drive, Dual VVT-i, VALVEMATIC
Engine Overall -W Specification Engine 3ZR-FAE No. of Cylinders and Arrangement 4-Cylinder, In-line Valve Mechanism 16-Valve DOHC, Chain Drive, Dual VVT-i, VALVEMATIC Displacement [cm3 (cu. in.)] 1987 (121.3) Bore x Stroke [mm (in.)] 80.5 x 97.6 (3.17 x 3.84) Compression Ratio 10.0 : 1 Max. Output (EEC) rpm] 6200 Max. Torque (EEC) rpm] 4000 Valve Timing Intake Open 10° to -14° BTDC Close -60° to 70° ABDC Exhaust 65° to 25° BBDC -1° to 39° ATDC Firing Order 1 – 3 – 4 - 2 Emission Regulation EURO IV Engine Service Mass* (Reference) [kg (lb)] M/T: 129 (284.4) / CVT: 122 (269.0) [Other Specifications] Combustion Chamber: Pentroof Type Manifold: Cross-flow Fuel System: EFI Ignition System: DIS *: Weight shows the figure with oil and water fully filled

Engine Overall Main Features -W
DIS and Long-reach, Thin-electrode type Iridium Tipped Spark Plug VALVEMATIC (Intake Side) Pulsation Damper is discontinued Long Nozzle Injector (12-hole) Dual VVT-i MRE Type Camshaft Position Sensor Roller Rocker Arm Hydraulic Lash Adjuster Rotary Type ACIS Alternator Pulley with a clutch Oil Jet Offset Crankshaft

Engine Overall Features -W Item (1) (2) (3) (4) (5) Engine Proper
A cylinder block made of aluminum alloy is used O Spiny liners are used The skirt portion of the piston has a resin coating applied to reduce friction Low tension piston rings are used Valve Mechanism A timing chain and chain tensioner are used Hydraulic lash adjusters are used Roller rocker arms are used Lubrication System Element replacement type oil filter is used Cooling System The engine coolant that is used the TOYOTA Genuine SLLC (Super Long Lift Coolant) (1): High performance and fuel economy (2): Low noise and vibration (3): Light weight and compact design (4): Good serviceability (5): Clean emission

Engine Overall Features -W Item (1) (2) (3) (4) (5)
Intake and Exhaust System An intake manifold made of plastic is used O An upright intake port is used A stainless steel exhaust manifold is used The TWCs (Three-way Catalytic Converters) are used on the front pipe Fuel System A fuel returnless system is used Quick connectors are used to connect the fuel hose with the fuel pipe Ignition system The DIS (Direct Ignition System) makes ignition timing adjustment unnecessary Long-reach, thin-electrode type iridium tipped spark plugs are used Charging System A segment conductor type alternator is used Serpentine Belt Drive System A serpentine belt drive system is used (1): High performance and fuel economy (2): Low noise and vibration (3): Light weight and compact design (4): Good serviceability (5): Clean emission

Engine Overall Features -W Item (1) (2) (3) (4) (5)
Engine Control System MRE (Magnetic Resistance Element) type camshaft position sensors are used O The ETCS-i (Electric Throttle Control System-intelligent) is used The Dual VVT-i (Variable Valve Timing-intelligent) is used The starter control (Cranking hold function) is used The ACIS (Acoustic Control Induction System) is used The VALVEMATIC is used Charging control is used Starter control (Cranking hold function) is used [Models with Entry & Start System] (1): High performance and fuel economy (2): Low noise and vibration (3): Light weight and compact design (4): Good serviceability (5): Clean emission

[Engine Serial Number]
Engine Overall -W Identification Information Engine serial number is stamped on the cylinder block of the engine as shown in the photo [Engine Serial Number]

Engine Proper Relation Parts for Cylinder Head
-W Relation Parts for Cylinder Head Lightweight and high strength aluminum die-cast cylinder head cover is used Camshaft housing is adopted to simply the cylinder head construction Cylinder Head Cover Cylinder Head Cover Gasket (Acrylic Rubber) Cylinder Head Camshaft Bearing Cap (for IN and EX is one piece) Camshaft Camshaft bearing cap for intake side and exhaust side is one piece Camshaft housing is replaced with an assembled unit that includes the camshafts, camshaft bearing cap, valve rocker shaft and valve rocker arm lost motion damper. Do not disassemble the camshaft housing. For details, refer to Valve Mechanism slides. Camshaft Housing Cylinder Head Gasket NOTE: Do not disassemble the camshaft housing

Long Nozzle Type Injector
Engine Proper -W Relation Parts for Cylinder Head Cylinder head, which is made of aluminum, contains a pentroof-type combustion chamber 29 degrees Camshaft Housing Long Nozzle Type Injector Cylinder Head Gasket: 3-layer Steel Laminate Long nozzle type injectors are installed to reduce the fuel from adhering to the intake port walls Cylinder Head Taper Squish

Sticking performance and contact area increase
Engine Proper -W Cylinder Block Spiny type liners are used to increase cooling performance Sticking performance and contact area increase Approx. 1.0 mm (0.039 in.) Outside An aluminum cylinder block with a 7 mm (0.28 in.) distance between the cylinder bores in used to realize a compact and lightweight configuration. Through the use of the offset crankshaft, the bore center is shifted 8 mm (0.31 in.) toward the intake side, in relation to the crankshaft center. An oil separator is provided in the blowby gas passage inside the cylinder block. This separates the engine oil from the blowby gas in order to reduce the degradation and consumption of volume of the engine oil. Cylinder Block Cylinder Liner Oil Separator Liner Cross Section Oil Separator Cover NOTE: It is not possible to bore the block with this liner.

Engine Proper Piston Piston is made of aluminum alloy
-W Piston Piston is made of aluminum alloy Narrow-width and low tension piston rings are used Taper Squish Shape Hard Anodizing Treatment for Top Ring Groove [Low-tension Piston Rings] PVD Coated 1st Compression Ring Chrome-plated 2nd Compression Ring The piston is made of aluminum alloy to be compact and lightweight. Full floating type piston pins are used. The groove of the top ring is applied with hard anodizing treatment to ensure abrasion resistance. Narrow-width and low-tension piston rings and used to reduce friction. - Width of top and 2nd rings is approx. 1 mm (0.039 in.) - Width of oil ring is approx. 1.5 mm (0.059 in.) PVD Coated Pieces Oil Ring Resin Coating PVD: Physical Vapor Deposition

Engine Proper Crankshaft Bearing and Connecting Rod Bearing
-W Crankshaft Bearing and Connecting Rod Bearing Bearing without bearing claw is used for crankshaft bearings and connecting rod bearings Micro-grooved bearing surface No more bearing claw for both upper and lower bearing Without bearing claw

[Bearing for 3ZR-FAE Engine]
Engine Proper -W Crankshaft Upper Bearing The shape of oil groove changed and the amount of oil leaks became less, so that oil pump capacity decreased Oil leaks Micro-grooved [Bearing for 3ZR-FAE Engine] [Conventional Bearing]

Service Point (Engine Proper)
-W Installation of Crankshaft and Connecting Rod Bearings Crankshaft upper bearing should be positioned on oil groove and measure the position [“A”: 0.5 mm (0.020 in.) to 1.0 mm (0.039 in.)] Difference Between “B” and “C”: 0.5 mm (0.020 in.) or less] No.1, No.2, No.4 and No.5 Journals No.3 Journal B C A “A” is above 0.5 mm (0.020 in.) or below 1.0 mm (0.039 in.) Difference between “B” and “C” is 0.5 mm (0.020 in.) or less A Bearing Vernier Caliper Journal

Service Point (Engine Proper)
-W Installation of Crankshaft and Connecting Rod Bearings Crankshaft lower and connecting rod bearings should be positioned in center and measure the position Difference Between “A” and “B”: Crankshaft Lower Bearing: 0.7 mm (0.028 in.) or less Connecting Rod Bearings: 0.5 mm (0.020 in.) or less A Vernier Caliper B

Valve Mechanism Features
-W Features Valve mechanism consists of the roller rocker arm, hydraulic lash adjuster, Dual VVT-i system and VALVEMATIC mechanism MRE Type Camshaft Position Sensors Exhaust Camshaft Camshaft Timing Exhaust Gear Assy Intake Camshaft Valve Hydraulic Lash Adjuster Roller Rocker Arm VALVEMATIC that is able continuously to control the valve lift (duration) is adopted to the valve mechanism of the intake camshaft. VVT-i system is adopted for intake and exhaust camshafts (Dual VVT-i). The cam profile has been designed with an indented R (Radius). This results in increased valve lift when the valve begins to open and finishes closing, helping to achieve enhanced output performance. Camshaft Timing Gear Assy VALVEMATIC Mechanism

Service Point (Valve Mechanism)
-W Layout of Main Components (VALVEMATIC) Supply parts unit for VALVEMATIC Continuously Variable Valve Lift Controller (Supply Part) Straight Pin Camshaft Housing Sub Assembly (Supply Part) Continuously Variable Valve Lift Controller Valve Lift Control Actuator Connector Camshaft Housing Valve Lift Control Actuator Connector Clip Camshaft Timing Gear Assy Supply Parts Unit Continuously variable Valve lift controller (includes valve lift control actuator connector, valve lift control actuator clip and straight pin) Camshaft housing sub assembly (with continuously variable valve lift controller) Camshaft Timing Exhaust Gear Assy Cylinder Head NOTE: Do not disassemble the camshaft housing

-W Removal of Continuously Variable Valve Lift Controller Removal procedure Using a screwdriver, loosen the valve lift control clip from valve lift control actuator connector. NOTICE: Do not remove completely the valve lift control clip to prevent the straight pin drops. Straight Pin Valve Lift Control Actuator Connector Valve Lift Control Actuator Connector Clip

-W Removal of Continuously Variable Valve Lift Controller Removal procedure Remove the bolt and 2 nuts Using a screwdriver, uniformly loosen the continuously variable valve lift controller from the camshaft housing sub assembly Bolt 2 Nuts

-W Removal of Continuously Variable Valve Lift Controller Removal procedure Using a Magnet Hand (Magnetic Pick-up Tool), remove the straight pin from the valve lift control actuator connector NOTE: The straight pin may easily remove by rocking the continuously variable valve lift controller back and forth Remove the continuously variable valve lift controller Straight Pin

Valve Mechanism Hydraulic Lash Adjuster
-W Hydraulic Lash Adjuster Maintaining a constant zero valve clearance through use of oil pressure and spring force Plunger Low Pressure Chamber Zero Valve Clearance Oil Passage Check Ball Check Ball Spring The hydraulic lash adjuster, which is located at the fulcrum of the roller rocker arm, consists of plunger, plunger spring, check ball and check ball spring. Oil in chamber is stored and it decreases the clearance. Roller rocker arm with built-in needle bearings is used to reduce the friction, thus improve fuel economy. High Pressure Chamber Plunger Spring Oil Passage

-W Hydraulic Lash Adjuster Engine oil changing procedure 1. Pushing check ball down by using SST SST [SST: ] Charge the clean engine oil to hydraulic lash adjuster, when the hydraulic lash adjuster relation parts are disassembled [Caution at Installation for Hydraulic lash Adjuster] Keep the hydraulic lash adjuster free from dirt and foreign objects Only use clean engine oil when engine oil is charged DO NOT disassemble Hydraulic Lash Adjuster Correct Incorrect

-W Hydraulic Lash Adjuster Engine oil changing procedure 2. Immerse hydraulic lash adjuster in clean engine oil, then compress and return the plunger with SST 5 to 6 times Clean Engine Oil

-W Hydraulic Lash Adjuster Engine oil changing procedure 3. Press the plunger by finger and check the blockage of plunger If plunger is compressed after 3 times trial, replace to new lifter

Lubrication System General
-W General Lubrication circuit is fully pressurized and oil passes through an oil filter Engine Oil (Preferred) Grade API grade SL / SM Energy-conserving or ILSAC Multi-grade engine oil Viscosity 0W-20 Drain and Refill w/ Oil filter change 4.2 liters (4.4 US qts, 3.7 Imp. qts) w/o Oil filter change 3.9 liters (4.1 US qts, 3.4 Imp. qts) Dry Fill 4.7 liters (5.0 US qts, 4.1 Imp. qts) Type of Engine Oil Filter Element replacing type Maintenance Interval Engine Oil Normal Replace at every km (9000 miles) or 12 months Severe Half interval of normal driving condition Engine Oil Filter Replace with engine oil

Lubrication System Oil Pump
-W Oil Pump Variable capacity oil pump that changes the amount of oil discharge according to the engine speed is adopted in order to improve fuel consumption Timing Chain Cover Relief Hole No.2 Oil Outlet Driven Rotor Drive Rotor Relief Hole No.1 Relief Valve Oil Pump Cover Oil Inlet Relief Valve NOTICE: Do not disassemble the oil pump assembly

Lubrication System Oil Pump Operation
-W Oil Pump Operation Oil pump changes the amount of oil discharge and control the oil pressure Low Speed Middle Speed High Speed Relief Hole No.1 To Engine From Oil Pan Oil Pump Relief Valve Relief Hole No.2 The oil discharged from oil pump is sent to the engine Excessive oil is returned by opening relief hole No.1 The oil is adjusted by opening relief hole No.2 and closing relief hole No.1

Cooling System General Pressurized, forced-circulation type is used
-W General Pressurized, forced-circulation type is used Water pump is integrated with the timing chain cover Timing Chain Cover Water Pump Gasket Water Pump Engine Coolant Type TOYOTA Genuine Super Long Life Coolant (SLLC) or Equivalent Capacity M/T 5.8 liters (6.1 US qts, 5.1 Imp. qts) CVT 6.0 liters (6.3 US qts, 5.3 Imp. qts) Maintenance Interval Inspection Every km (18000 miles) Replace First Time km ( miles) Subsequent Every km (50000 miles)

Intake and Exhaust System
-W General Plastic intake manifold and stainless steel exhaust manifold are used to reduce the weight ETCS-i is used to provide excellent throttle control and ACIS is used to improve the engine performance Sub Muffler TWCs Mesh type throttle body gasket is used to improve the flow of air within the intake manifold. Throttle body mesh disperses the pulsation of intake air to reduce the suction noise. Main Muffler Resin Type Intake Manifold Actuator for ACIS Link-less Type Throttle Body

-W ACIS (Acoustic Control Induction System) ACIS which consists of ACIS actuator, intake air control valve, VSV for ACIS and vacuum tank is adopted to improve the engine performance VSV for ACIS Intake Manifold Intake Air Control Valve (Rotary Type) ACIS Actuator

-W ACIS (Acoustic Control Induction System) When the intake air control valve is opened, the effective length of the intake manifold is shortened to provide greater output at low-to-high speed range Intake Manifold [ACIS Operation] ACIS Actuator Throttle Valve Open Throttle Valve Throttle Valve Position Sensor Open (VSV OFF) Close VSV for ACIS Low High Crankshaft Position Sensor Engine Speed Intake Air Control Valve Open ECM

-W ACIS (Acoustic Control Induction System) When the intake air control valve is closed, the effective length of the intake manifold is lengthened to increase power output at medium speed range Intake Manifold [ACIS Operation] ACIS Actuator Close (VSV ON) Throttle Valve Open Throttle Valve Throttle Valve Position Sensor Close VSV for ACIS Low High Crankshaft Position Sensor Engine Speed Intake Air Control Valve Close ECM

Fuel System -W General Module fuel pump assembly integrated the following parts to discontinue the return of fuel and prevent rise temperature inside fuel tank Fuel pump stops when SRS airbag is deployed Long Nozzle 12-hole type Fuel Injector Charcoal Canister Fuel Filter Delivery Pipe Fuel Pump Pressure Regulator Module Fuel Pump Assembly Module fuel pump assembly consists mainly of fuel filter, pressure regulator and fuel pump. Therefore, it is possible to discontinue the return of fuel from the engine area and prevent temperature rise inside the fuel tank. Fuel Sender Gauge Fuel Tank

Pulsation Damper Function
Fuel System -W Delivery Pipe The delivery pipe contains the inner pipe which absorbs fuel pulsation Pulsation Damper Function Delivery Pipe Fuel Inner Pipe When fuel pulsates, the shape of the inner pipe changes with the pulsation, thus changing the internal capacity of the delivery pipe. This change in capacity absorbs the fuel pulsation. Conventional pulsation damper is discontinued. Changes internal capacity and absorbs pulsation Delivery Pipe

for 3ZR-FAE Engine (DENSO: SC20HR11)
Ignition System -W Spark Plug Long-reach, thin type iridium tipped spark plugs are used for 3ZR-FAE Engine (DENSO: SC20HR11) Conventional Plug Hex.14 Hex.16 M12 M14 Iridium Plug Gap 1.1 mm (0.04 in.)

Service Point (Ignition System)
-W Spark Plug Recommend tools Spark Plug Wrench 14 mm ( C220) [Spark Plug Removal] Compression Gauge Compression Gauge Adapter [Compression Inspection]

Engine Control System General Main components of engine control system
-W General Main components of engine control system Components Outline ECM 32-bit Heated Oxygen Sensor Type with Heater (Cup Type) Air Fuel Ratio Sensor Type with Heater (Planer Type) Air Flow Meter Hot-wire Type Crankshaft Position Sensor [Rotor Teeth] Pick-up Coil Type [36-2] Camshaft Position Sensor [Rotor Teeth] MRE (Magnetic Resistance Element) Type [3] Throttle Position Sensor Non-contact Type Accelerator Pedal Position Sensor Knock Sensor Built-in Piezoelectric Element Type (Flat Type) Vacuum Sensor Semiconductor Silicon Chip Type Continuously Variable Valve Lift Controller Built-in EDU Injector 12-hole Type VSV for ACIS Solenoid Type

Engine Control System Dual VVT-i (Variable Valve Timing-intelligent)
-W Dual VVT-i (Variable Valve Timing-intelligent) VVT-i is adopted for intake and exhaust camshafts Camshaft Position Sensors (MRE Type) Oil Control Valves Camshaft Timing Exhaust Gear Assembly Timing Rotors Camshaft Timing Gear Assembly

Engine Control System Dual VVT-i (Variable Valve Timing-intelligent)
-W Dual VVT-i (Variable Valve Timing-intelligent) Both intake and exhaust side have a four-blade vane Camshaft timing exhaust gear assy is turned to most advanced position by advance assist spring when the engine is stopped Camshaft Timing Exhaust Gear Assembly Lock Pin Exhaust Camshaft Sprocket Vane (Fixed on camshaft) Exhaust Housing Advance Assist Spring Intake: 4-vane Type, Control Angle = 55° ± 2° CA Exhaust: 4-vane Type, Control Angle = 40° ± 2° CA When the engine is stopped, the lock pin locks the intake and exhaust camshafts as following, to ensure startability. Intake: most retard end Exhaust: most advance end (The assist spring turns the vane to more advance state) Intake Camshaft Lock Pin Intake Camshaft Timing Gear Assembly

Engine Control System VALVEMATIC
-W VALVEMATIC This system that cooperates with VVT-i, which controls the intake air volume by continuously controlling the intake valve timing and amount of valve lift in accordance with driving conditions Air Flow Meter Intake Air Volume Throttle Valve Opening Angle Throttle Valve ACIS Accelerator Pedal Position Sensor Oil Control Valve Crankshaft Position Sensor Continuously Variable Valve Lift Controller EDU Brushless Motor Rotation Angle Sensors Intake Air Manifold Pressure Vacuum Sensor Throttle Position Sensor Camshaft Position Sensor ECM EX VVT-i VALVEMATIC / IN VVT-i Crankshaft Position Camshaft Position OCV Control CAN ECM: Controls VVT-i (Valve timing) EDU: Controls amount of valve lift

-W VALVEMATIC At light, medium load, realizes the reduction of the pumping losses by reducing the air-flow disturbance caused by the throttle valve. Air Flow Meter Intake Air Volume Throttle Valve Opening Angle Throttle Valve ACIS Accelerator Pedal Position Sensor Oil Control Valve Crankshaft Position Sensor Continuously Variable Valve Lift Controller EDU Brushless Motor Rotation Angle Sensors Intake Air Manifold Pressure Vacuum Sensor Throttle Position Sensor Camshaft Position Sensor ECM EX VVT-i VALVEMATIC / IN VVT-i Crankshaft Position Camshaft Position OCV Control CAN While conventional engines control the intake air volume using the throttle valve

Engine Control System VALVEMATIC Valve timing
-W VALVEMATIC Valve timing VALVEMATIC is able to continuously control the amount of valve lift of intake valves on each cylinder [Engine with VVT-i] TDC Valve Timing Overlap Valve Lift TDC BDC TDC BDC CA Valve Timing BDC Valve Lift VALVEMATIC is able to continuously control the valve lift. In addition to the valve timing control, controlling the valve lift provides better engine performance in all engine speed range Valve Lift Intake Valve Close BDC BDC TDC BDC CA [Engine with VALVEMATIC] Duration

Reference (Engine Control System)
-W VALVEMATIC Valve timing TDC BDC BTDC 10º ATDC -1º BTDC -14º ATDC 39º ABDC -60º ABDC 70º BBDC 65º BBDC 25º Valve Timing Intake Open 10° to -14° BTDC Close -60° to 70° ABDC Exhaust 65° to 25° BBDC -1° to 39° ATDC

Engine Control System VALVEMATIC Benefits of VALVEMATIC
-W VALVEMATIC Benefits of VALVEMATIC High performance, fuel economy and clean emission Click! Movie

[Improved Fuel Economy]
Engine Control System -W VALVEMATIC Benefits of VALVEMATIC High performance, fuel economy and clean emission [Improved Fuel Economy] [Driving Conditions] Full Throttle Idling Engine Starting Cruising [Valve Lift] Conventional Engine (Valve Lift: Constant) Engine with VALVEMATIC (Valve Lift: Variable) Pumping Loss Reduction Amount Engine Output Increase Large Small Engine with VALVEMATIC Conventional Engine Valve Lift: Small Variable valve lift control Reducing the pumping losses

[Improved Engine Output]
Engine Control System -W VALVEMATIC Benefits of VALVEMATIC High performance, fuel economy and clean emission [Improved Engine Output] [Driving Conditions] Full Throttle Idling Engine Starting Cruising [Valve Lift] Conventional Engine (Valve Lift: Constant) Engine with VALVEMATIC (Valve Lift: Variable) Pumping Loss Reduction Amount Engine Output Increase Large Small Conventional Engine Engine with VALVEMATIC Valve Lift: Large Valve lift increase Intake air efficiency increase

[Improved Engine Response]
Engine Control System -W VALVEMATIC Benefits of VALVEMATIC High performance, fuel economy and clean emission [Improved Engine Response] [Driving Conditions] Full Throttle Idling Engine Starting Cruising [Valve Lift] Conventional Engine (Valve Lift: Constant) Engine with VALVEMATIC (Valve Lift: Variable) Pumping Loss Reduction Amount Engine Output Increase Large Small Conventional Engine Engine with VALVEMATIC Intake Air Resistance: Large Intake Air Resistance: Small Throttle valve is open more than conventional engine Pressure in the intake manifold becomes close to atmospheric pressure Becomes easier to draw air into the cylinder.

Engine Control System VALVEMATIC Benefits of VALVEMATIC
-W VALVEMATIC Benefits of VALVEMATIC High performance, fuel economy and clean emission [Cleaner Emissions] [Driving Conditions] Full Throttle Idling Engine Starting Cruising [Valve Lift] Conventional Engine (Valve Lift: Constant) Engine with VALVEMATIC (Valve Lift: Variable) Pumping Loss Reduction Amount Engine Output Increase Large Small Conventional Engine Engine with VALVEMATIC High Air Velocities Enabled to maintain high air velocities at low engine speed by smaller amount of valve lift Creates homogeneous air-fuel mixture to stabilize combustion

-W VALVEMATIC Pumping losses (Pumping loss reduction) When using the same piston and pulling part A at the same speed, less power is required to draw air through the larger air passage. By opening the throttle valve more than conventional engine (enlarging the air passage), it is possible to reduce the power required to draw in air during intake. [Illustration of Principle Behind Throttle Valve Opening Angle Control] “A” “A” Using the VALVEMATIC system, the amount of intake air after the engine is warmed up can be controlled using the intake valve lift amount (duration) and throttle opening angle. Therefore, the throttle valve is open more than conventional engine and the pressure in the intake port becomes close to atmospheric pressure. When the pressure in the intake port is close to atmospheric pressure, it becomes easier to draw air into the cylinder. In short, by drawing in the necessary amount of air into the cylinder during the beginning of the intake cycle, the valve closes earlier which reduces pumping loss and decreases fuel consumption. Air Passage: Small Air Passage: Large : Power required for air intake

Pressure Inside Cylinder
Engine Control System -W VALVEMATIC Pumping losses (Description of intake cycle) The following is a comparison of the intake cycle of a conventional engine and one equipped with a VALVEMATIC when the vehicle is idling and the pressure inside the cylinder is 30 kPa (the pressure inside the cylinder when the piston is at BDC is 30 kPa). [P – V Curve] Combustion : w/ VALVEMATIC engine : Conventional engine : Pumping loss reduction amount Pressure Inside Cylinder Compression 1 Exhaust 100 kPa 100 kPa Intake 2 3 Negative Pressure 1 30 kPa 30 kPa Intake 2 3 TDC BDC Cylinder Volume NOTE: Pressure values are an example to aid understanding

With VALVEMATIC Engine
Engine Control System -W VALVEMATIC Pumping losses (Description of intake port) Conventional Engine With VALVEMATIC Engine Illustration Explanation The VALVEMATIC adjusts the pressure inside the intake system using coordinated control of the ETCS-i. When air is drawn into the cylinder, engines with the VALVEMATIC have less pumping loss than conventional engines which have a high negative pressure. 100 kPa 30 kPa 100 kPa 80 kPa Pressure difference causing pumping loss: 70 kPa Pressure difference causing pumping loss: 20 kPa NOTE: Pressure values are an example to aid understanding

-W VALVEMATIC Pumping losses (Description of intake port) Conventional engine P – V Curve Point 1 2 3 Illustration Explanation The pressure inside the cylinder is 30 kPa from the beginning to the end of the intake cycle. As the vacuum pressure is high from the start, the power required to pull down the piston (pumping loss) is large. 100 kPa 100 kPa 100 kPa 30 kPa 30 kPa 30 kPa : Power required to pull piston down (Pumping loss) NOTE: Pressure values are an example to aid understanding

-W VALVEMATIC Pumping losses (Description of intake port) Engine with VALVEMATIC P – V Curve Point 1 2 3 Illustration Explanation The necessary amount of air is drawn into the cylinder at the beginning of the intake cycle, after which the intake valve is closed. The pressure inside the cylinder is high at first, but as the pressure slowly decreases, the pumping loss during the intake cycle decreases (the pink area of the P – V curve). 100 kPa 100 kPa 100 kPa 80 kPa 80 kPa 80 kPa 80 kPa 55 kPa 30 kPa : Power required to pull piston down (Pumping loss) NOTE: Pressure values are an example to aid understanding

Engine With VALVEMATIC
Engine Control System -W VALVEMATIC Construction of VALVEMATIC Consists of mainly a continuously variable lift controller and VALVEMATIC mechanism Continuously Variable Lift Controller VALVEMATIC Mechanism Duration [CA°] Amount of Valve Lift [mm (in.)] 1ZZ-FE Engine VVT-i (Reference) 240 9.3 ( 0.37) Engine With VALVEMATIC Max. 260 11.0 (0.43) Min. 106 1.0 (0.039)

-W VALVEMATIC Continuously variable valve lift controller Differential roller converter converts the rolling movement of the motor to the linear motion of axial direction of control shaft to operate VALVEMATIC mechanism EDU Brushless Motor Rotation Angle Sensor (5 Hall ICs) For Brushless Motor For Differential Roller Converter Differential Roller Converter

Engine Control System VALVEMATIC Differential Roller Converter
-W VALVEMATIC Differential Roller Converter Rolling movement of the nut is converted into axial direction exercise of a control shaft by screw action of “A” part Sun Shaft (Control Shaft) [Linear Motion] Planetary Unit (Gear) [Pinion Gear] Nut (Ring Gear) [Rotates by Motor] “A” Part (Screw Construction) Planetary Unit (Screw) Sun Gear Planetary Gear Unit

[Valve Rocker Arm Assembly]
Engine Control System -W VALVEMATIC Valve lift control mechanism Linear motion of axial direction of control shaft becomes the rolling movement through the rocker arm slider and moves the rocker arm Valve Rocker Arm Assembly Adjusting Shim Control Shaft Rocker Arm Slider Rocker Shaft Oscillating Cam Roller Arm [Valve Rocker Arm Assembly] Transmission path of power VALVEMATIC: Camshaft >>> Roller Arm >>> Rocker Arm Slider >>> Oscillating Cam >>> Roller Rocker Arm >>> Intake Valve Conventional engine (with rocker arm): Camshaft >>> Roller Rocker Arm >>> Intake Valve Hydraulic Lash Adjuster Roller Rocker Arm Intake Valves

-W VALVEMATIC Valve lift control mechanism [1] Continuously variable valve lift controller moves the control shaft transmitted the linear motion of axial direction of control shaft [2] Movement of control shaft rotates the oscillating cam through the rocker arm slider with helical construction. This movement changes position relations with roller rocker arm, and changes the valve lift and duration [1] [2]

Engine Control System VALVEMATIC Valve lift control operation -W
Rocker Arm Slider Position Phase Variation of Oscillating Cam Position Valve Lift Small Duration Large Duration: 106 °CA Valve Lift: 1.0 mm (0.039 in.) Duration: Small Duration: 260 °CA Valve Lift: 11.0 mm (0.43 in.) Duration: Large

Engine Control System VALVEMATIC Valve lift control
-W VALVEMATIC Valve lift control ECM calculates the target valve lift EDU controls the valve lift by receiving the target valve lift from ECM via CAN Rotation Angle Sensor Differential Roller Converter Control Shaft Acceleration Opening Angle Engine Speed ECM Continuously Variable Valve Lift Controller Motor Target Intake Air Volume Valve Lift (Feed-back) EDU VVT-i ETCS-i ECM calculates the target intake air volume from acceleration opening angle and engine speed. Then decides the target valve timing and throttle opening angle. Continuously variable valve lift controller drives the motor to control the valve lift in accordance with the signal from ECM via CAN. Target Valve Lift V Bus (Local) SDWN (Shut Down Signal (for Fail-safe) [Valve Lift] : Large : Small

Engine Control System -W VALVEMATIC (Relation of driving condition and valve lift [duration]) During Idle-up Light Load Heavy Load Engine Speed Engine Starting Engine Stop Driving Idling Idling Intake Valve Duration (°CA) 260 200 106 VVT IN Side (°CA) 55 20 Before Warm-up: Throttle Valve Control After Warm-up: VALVEMATIC Control Before Warm-up Control Starting Control Idle-up Control Normal Operation E/G Stop Control Light Load Heavy Load Starting Control: Intake valve closes at the vicinity of BDC to increase actual compression ratio. As a result, startability is improved. Idle-up Control: Increase overlap and increasing internal EGR. Before Warm-up Control: Controls the intake valve duration to improve volumetric efficiency when the accelerator pedal opening is large. Normal Operation: - Light Load: Controls the intake air volume using the intake valve to decrease pumping losses - Heavy Load: Increase the amount of valve lift to improve volumetric efficiency. Engine Stop Control: Set to the optimal position for engine start. Intake Valve Duration (°CA) 200 to 260 °CA 200 °CA 255 °CA 106 to 260 °CA 200 °CA VVT Operation Most Retarded Most Retarded Most Retarded Most Retarded Advanced Retarded

[Conventional VVT-i Model] [Models with VALVEMATIC]
Engine Control System -W VALVEMATIC VVT-i control Models with VALVEMATIC engine, valve open/close timing is changed in accordance with amount of valve lift. Therefore, characteristics of VVT-i control differs from conventional VVT-i model [Example: During Idling] [Conventional VVT-i Model] [Models with VALVEMATIC] Valve timing is controlled to retarded side for eliminating overlap to reduce blow back to the intake side Valve timing is controlled to advanced side because the duration is small

Valve Lift [Duration] (°CA)
Engine Control System -W VALVEMATIC VVT-i cooperative control TDC TDC TDC BDC BDC BDC 260 After Warm-up TDC BDC TDC BDC TDC Before Warm-up 220 E/G Starting 180 Valve Lift [Duration] (°CA) BDC E/G Stop 140 TDC TDC Idling 106 55 40 20 Advanced Retarded VVT-i [Intake] (°CA) BDC BDC

Engine Control System VALVEMATIC ETCS-i cooperative control
-W VALVEMATIC ETCS-i cooperative control After warm-up, intake air volume is adjusted by amount of valve lift and throttle valve opening angle Target amount of valve lift and throttle valve opening angle are decided by calculated target air intake volume from the signals of engine speed and accelerator pedal opening angle Before Warmed-up After Warmed-up Idling Medium Load Heavy Load Throttle Valve O O (Slightly opened state from conventional engine)  Amount of Valve Lift (Duration) 200 to 260 °CA Duration is small from conventional engine O (Variable) Duration is large from conventional engine NOTE: “O” in the table shows the item that controls the intake air volume

Service Point (Engine Control System)
-W VALVEMATIC DTCs for VALVEMATIC DTCs that relates to VALVEMATIC is established as follows [6] Open / Short in motor [7] Motor / Control shaft stuck Rotation Angle Sensor [5] Lost communication Differential Roller Converter Control Shaft ECM Continuously Variable Valve Lift Controller Motor Target Intake Air Volume Valve Lift (Feed-back) EDU Target Valve Lift V Bus (Local) SDWN [3] Open / Short in sensor [1]: Shut down signal malfunction [4] Abnormal operation [2] EDU internal malfunction

-W VALVEMATIC DTCs for VALVEMATIC DTCs that relates to VALVEMATIC is established as follows Trouble Area DTC No. Detection Item [4] Abnormal operation P1046 VALVEMATIC Angle Difference (Driver) P1055 VALVEMATIC Angle Difference (ECU) [2] EDU internal malfunction P1047 VALVEMATIC Driver Learning Value / Circuit B1 P1049 VALVEMATIC Circuit B1 [1] Shut down signal malfunction P104A VALVEMATIC SDOWN Circuit [7] Motor / Control shaft stuck P2646 “A” Rocker Arm Actuator System Performance or Stuck OFF Bank 1 ENG P2647 “A” Rocker Arm Actuator System Stuck On Bank 1 ENG [6] Open / Short in motor P2648 “A” Rocker Arm Actuator Control Circuit Low B1 P2649 “A” Rocker Arm Actuator Control Circuit High B1 [3] Open / Short in sensor P264A “A” Rocker Arm Actuator Position Sensor Circuit B1 [5] Lost communication U011B Lost Communication with Rocker Arm Control Module “A” Basically, DTCs are stored in ECM when the malfunction occurred in VALVEMATIC. But, malfunction of valve lift control mechanism may not detect the DTCs [Fail-safe] If any of the DTCs are set, the ECM enters fail-safe mode to allow the vehicle to be driven temporarily. Cut the power supply to the EDU (Continuously variable valve lift controller). Amount of the valve lift (duration) is fixed mechanically. Same as the conventional engines, control of intake air uses the throttle valve only.

-W VALVEMATIC Data List [1 / 3] Tester Display Measurement Item / Range Normal Condition Diagnostic Note VALVEMATIC Target Angle VALVEMATIC target duration / Min.: 90° CA, Max.: 260° CA "High" selected in "Activate the VALVEMATIC (ENG ON)" Active Test: 260°CA "Low" selected in "Activate the VALVEMATIC (ENG ON)" Active Test: 106°CA Valid display is shown only when the Active Test is performed. VALVEMATIC Current Angle Actual VALVEMATIC duration/ Minimum duration: 106° CA Maximum duration: 260° CA VALVEMATIC IG OFF VALVEMATIC operation state ON or OFF ON: Operating with ignition switch off Cannot check with intelligent tester when ignition switch off One of the items in this Data List, which shows the operating state of the VALVEMATIC, is ON. VALVEMATIC IG ON ON: Ignition switch ON and engine not running

-W VALVEMATIC Data List [2 / 3] Tester Display Measurement Item / Range Normal Condition Diagnostic Note VALVEMATIC Cranking VALVEMATIC operation state ON or OFF ON: Engine running before engine warmed up (engine coolant temp. 60°C [140°F] or less) or during "Activate the VALVEMATIC before Warm Up" Active Test One of the items in this Data List, which shows the operating state of the VALVEMATIC, is ON. VALVEMATIC aft Warm Up ON: Engine running after engine warmed up (engine coolant temp. 60°C [140°F] or higher) or during "Activate the VALVEMATIC after Warm Up" Active Test VALVEMATIC IDM Hi Temp ON: Continuously variable valve lift controller assembly overheating

-W VALVEMATIC Data List [3 / 3] Tester Display Measurement Item / Range Normal Condition Diagnostic Note VALVEMATIC Low (ACT) VALVEMATIC operation state ON or OFF ON: System operating with minimum valve lift or "Low" selected in "Activate the VALVEMATIC (ENG ON)" Active Test One of the items in this Data List, which shows the operating state of the VALVEMATIC, is ON. VALVEMATIC High (ACT) ON: System operating with maximum valve lift or "High" selected in "Activate the VALVEMATIC (ENG ON)" Active Test MAP Intake manifold pressure/ Min.: 0 kPa, Max.: 255 kPa 90 to 105 kPa: Ignition switch ON —

-W VALVEMATIC Active Test [1 / 2] Tester Display Test Part Control Range Diagnostic Note Activate the VALVEMATIC (ENG OFF)*1 Moves continuously variable valve lift controller assembly to position corresponding to minimum or maximum duration High/Low The engine is not running. The ignition switch is ON The continuously variable valve lift controller assembly is removed from the engine. The engine coolant temp. is 0°C (32°F) or higher. Activate the VALVEMATIC (ENG ON)*2 Operates VALVEMATIC system to set valve lift to maximum or minimum The vehicle is stationary. The engine coolant temp. is 40°C (104°F) or higher. The shift lever is in P or N (for CVT) or neutral (for M/T). The vehicle should not be driven. Result of Activate the VALVEMATIC (ENG ON): High: - VALVEMATIC Current Angle: 260°CA, MAP: 20 to 35 kPa (150 to 263 mmHg, 5.91 to 10.3 in.Hg) Low: - VALVEMATIC Current Angle: 106°CA, MAP: 70 to 100 kPa (525 to 750 mmHg, 20.7 to 29.5 in.Hg) *1: If the engine is cranked for 5 sec. or more while power to the ECM and continuously variable valve lift controller assembly is cut, perform the "Activate the VALVEMATIC (ENG OFF)" Active Test by selecting "Low". By performing this procedure, the minimum valve lift value for the "continuously variable valve lift controller assembly" can be learned. *2: Maintain an engine speed of 3000 rpm with the shift lever in P (for CVT) or neutral (for M/T), and if the MAP changes when the value of the "Activate the VALVEMATIC (ENG ON)" Active Test is changed between "Low" and "High", the VALVEMATIC system is normal.

-W VALVEMATIC Active Test [2 / 2] Tester Display Test Part Control Range Diagnostic Note Activate the VALVEMATIC before Warm Up Sets VALVEMATIC system to operating position that occurs before engine warmed up ON/OFF The vehicle is stationary. The engine is not running. The engine coolant temperature is 40°C (104°F) or higher. The shift lever is in P or N (for CVT) or neutral (for M/T). After the Active Test is performed, driving the vehicle is possible Activate the VALVEMATIC after Warm Up Sets VALVEMATIC system to operating position that occurs after engine warmed up

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