Section 9

Turbocharging & Supercharging Systems

Air Cleaner
Turbocharger Air Flow
Meter

Turbine Wheel Compressor Wheel

Air Intake Chamber

Actuator Intercooler

Wastegate Valve

Exhaust Gas
Intake Air T852f328

Lesson Objectives 1. Familiarity with turbocharging systems and supercharging systems

operations

Engine Control Systems I - Course 852

 Section 9

Turbocharging & Supercharging Systems

Turbocharging System
with Intercooler

Air Cleaner
Turbocharger Air Flow
Meter

Turbine Wheel Compressor Wheel

Air Intake Chamber

Actuator Intercooler

Wastegate Valve

Exhaust Gas
Intake Air

Fig. 9-01
T852f328

Turbocharging The turbocharger is basically an air pump that is designed to utilize

Systems some of the fuel's energy that would otherwise be wasted in the form of
heat carried away by the exhaust gases. The exhaust gases drive the
turbine wheel, that is coupled to the compressor wheel by means of a
shaft. This compressor wheel is driven at high speeds, forcing more air
into the cylinders. Since turbochargers use the wasted energy in the
exhaust gases, the power output of the engine can be increased with
less power loss. The turbocharger is provided with a waste gate valve to
control the boost pressure on the intake air. Most turbocharged gasoline
engines are also equipped with an intercooler to increase engine horse-
power. The intercooler lowers the intake air temperature increasing air
intake density.

Engine Control Systems I - Course 852 9-1

Section 9

Turbocharger Turbine Wheel Full-floating Bearings

Components To Intake Manifold

From Air Cleaner

To Exhaust Pipe

Compressor Wheel

From Exhuast Manifold

Actuator
Fig. 9-02
T852f329

Components The turbine wheel and the compressor wheel are mounted on the same
Turbine and shaft. Exhaust gas flows from the exhaust manifold to the turbine
Compressor wheel, and the pressure of the exhaust gas turns the turbine wheel.
When the turbine wheel turns, the compressor wheel also turns, forcing
the intake air into the cylinders. Since the turbine wheel is exposed
directly to the exhaust gases, it becomes extremely hot; and, since it
rotates at high speeds, and must be heat resistant and durable, it is
made of an ultra-heat resistant alloy.

Center Housing
Assembly Center Oil Channel
Housing Assembly Coolant Channel Compressor Wheel
Turbine Wheel

Ring Seal Mechanical Seal

Full-floating Bearings

Fig. 9-03
T852f330

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 Turbocharging & Supercharging Systems

Center Housing The center housing supports the turbine and compressor wheels via the
shaft. Inside the housing, engine oil is circulated through channels that
are provided for this purpose. Also, engine coolant is circulated through
coolant channels that are built into the housing.

Full Floating Since the turbine and compressor wheels turn at speeds of up to 100,000
Bearings rpm, full-floating bearings are used to ensure the absorption of vibrations
from the shaft and to lubricate the shaft and bearings. These bearings are
lubricated by the engine oil and rotate freely between the shaft and the
housing to prevent seizing during high-speed operation. Engine oil is pre-
vented from leaking by two ring seals or by a mechanical seal and a ring
seal fitted to the shaft.

Wastegate Valve and The waste gate valve is built into the turbine housing. Its purpose is to
Actuator reduce the boost pressure when this begins to rise too high. When this
valves opens, part of the exhaust gas bypasses the turbine wheel and
flows to the exhaust pipe. The opening and closing of the waste gate valve is
controlled by the actuator.

Lubrication
From Oil Filter Bracket
Coolant Channel

To OIl Pan
Fig. 9-04
T852f331

Lubrication In order to lubricate the full-floating bearings inside the center housing,
engine oil is supplied from the oil inlet pipe and circulated among the
bearings.

After lubricating the bearings, this oil passes through the oil outlet pipe
and returns to the oil pan.

Engine Control Systems I - Course 852 9-3

Section 9

Cooling Coolant Channel

From
Thermostat
Housing

To Water
Pump

Oil Channel

To Oil Pan From Oil Filter

Fig. 9-05
T852f332

Cooling The turbocharger is cooled by engine coolant. Engine coolant is sent

from the thermostat housing and introduced into the coolant channel
(provided in the center housing) via the coolant inlet pipe. After cooling
the turbocharger, the coolant passes through the coolant outlet pipe
and returns to the water pump.

Boost Pressure A turbocharger attains a high output by boosting the pressure of the air
Control fed into the cylinders, but if the boost pressure rises too high, the explo-
sive force created by combustion of the air/fuel mixture will become too
great and the engine will be unable to withstand the pressure.
Therefore, boost pressure is controlled by the actuator and waste gate
valve. With some gasoline engines, the boost pressure is also controlled
in accordance with the octane rating of the fuel used (premium or
regular gasoline).

Wastegate Closed As long as the boost pressure inside the intake manifold cannot over-
come the spring in the actuator, the actuator will not operate and the
waste gate valve remains closed. All exhaust gas is therefore routed into
the turbine housing.

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 Turbocharging & Supercharging Systems

Wastegate Closed Turbine Wheel Compressor Wheel

Intake Air
To Exhaust Pipe (From Air
Cleaner)
Wastegate Valve
(Closed)

Actuator

Exhaust Gas
(From Combustion To
Chamber) Combustion
Chamber

Fig. 9-06
T852f333A

Wastegate Opened As the accelerator pedal is depressed, fuel injection volume and exhaust
gas pressure increase, thus increasing the boost pressure. When the
boost pressure overcomes actuator spring pressure, that is, the intercept
point, the waste gate valve is opened by the actuator (because of the com-
bined forces of the exhaust gas pressure on the waste gate valve and the
boost pressure on the actuator diaphragm) and part of the exhaust gas is
diverted around the turbine wheel. As a result, the turbine speed is kept
within the optimal range to prevent the boost pressure from rising exces-
sively.

Wastegate Opened Turbine Wheel Compressor Wheel

Intake Air
To Exhaust Pipe (From Air
Cleaner)
Wastegate Valve
(Open)

Actuator

Exhaust Gas
(From Combustion To
Chamber) Combustion
Chamber

Fig. 9-07
T852f333B

Engine Control Systems I - Course 852 9-5

Section 9

ECM Boost The boost pressure is basically controlled by the actuator and waste
Control gate valve as mentioned previously. In some gasoline engines, the boost
pressure also is controlled in two patterns in accordance with the type
of fuel used (premium or regular gasoline). This maximizes engine per-
formance and maintains engine durability, as well as suppressing
knocking under all engine running conditions, including during warm-
up, irrespective of the gasoline octane rating.

Pressure at the inlet side of the compressor housing is introduced into

the actuator via the VSV (Vacuum Switching Valve) which is controlled
by the ECM. The ECM turns the VSV ON or OFF depending on whether
premium or regular gasoline is being used (as determined by the knock
sensor signal) and engine conditions. The VSV stays OFF when regular
gasoline is used.

Boost Pressure vs.

Engine Speed

The relationship between

the engine speed and Waste Gate Valve Opens
boost pressure when the
accelerator pedal is fully
depressed is shown in
Boost Pressure ➞

the graph at the right.

These characteristics will Intercept Point
vary depending upon the
load that is placed upon
the engine.

Engine Speed ➞

Fig. 9-08
T852f335

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 Turbocharging & Supercharging Systems

ECM Boost Control

Premium Gasoline
(VSV on)

Boost Pressure ➞
Regular Gasoline
(VSV off)

Engine Speed ➞

Fig. 9-09
T852f336

Turbine Wheel Compressor Wheel

VSV ON

When the VSV goes ON,

the pressure applied to
the actuator escapes to
the inlet side of the
compressor housing.
As a result, this pressure VSV Actuator
(Pa) becomes lower than ON
the boost pressure (PB).
The result is a higher
boost needed to Wastegate
overcome spring Valve
pressure in the actuator
Pressure Pa
and open the wastegate. Pressure PB

ECU Fig. 9-10

T852f333C

Engine Control Systems I - Course 852 9-7

Section 9

Turbine Wheel Compressor Wheel

VSV OFF

As long as the VSV is OFF,

the boost pressure (PB) is
applied directly to the
actuator

VSV
OFF Actuator

Wastegate
Valve

Pressure Pa
Pressure PB

ECU Fig. 9-11

T852f333D

Two-Way Twin- In place of the single turbocharger system used in the 7M-GTE engine,
Turbocharger the 2JZ-GTE engine adopts the Two-Way Twin-Turbocharger System.
System Under this system, the two compact turbochargers provide separate
functions according to the engine running condition. While one tur-
bocharger gives boost at low rpm and low engine load conditions, the
two turbochargers together give boost at high rpm and high engine load
conditions for increased output.

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 Turbocharging & Supercharging Systems

Two-Way Twin-Turbocharger System

Exhaust Gas Control Valve

Air Cleaner

No.1 Turbocharger No. 2 Turbocharger

Air Bypass Valve

Exhaust Bypass
Valve
Charge Air Cooler
(Intercooler)

Intake Air
Control Valve
Wastegate Valve Reed valve

Fig. 9-12
T852f339A

Components of Twin-Turbochargers - By directly mounting the twin-turbocharger

Two-Way Twin- assembly onto the exhaust manifolds, the exhaust gas travel is made
Turbocharger extremely short and direct. This results in an efficient transmission of
System power to the turbochargers with a minimal exhaust gas pressure loss.

Engine Control Systems I - Course 852 9-9

Section 9

Twin-Turbocharger Assembly

The twin-turbocharger assembly consists of the No. 2 Turbocharger

No. 1 turbocharger, No. 2 turbocharger, and No. 1 Turbocharger
turbine outlet elbow.

No. 2 Turbocharger
From Air
Cleaner

Engine

Turbine Outlet Elbow

No. 1 Turbocharger

No. 1 Turbocharger Turbine Outlet Elbow No. 2 Turbocharger

Exhaust Manifold

Fig. 9-13
Front Engine T852f340/T852f341
T852f342

Charge Air Cooler (Intercooler) - The intercooler, located between the

turbocharger and intake manifold, cools the intake air increasing air
density and therefore engine power.

Charge Air Cooler Tank

Tank

Charge Air Cooler (Intercooler) Fig. 9-14

Core
T852f343/T852f344

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 Turbocharging & Supercharging Systems

Control Valves

There are six control valves used in the

Two-Way Twin-Turbo System.

Waste Gas Valve Exhaust Bypass Valve

Front

Front Reed Valve

Exhaust Gas Control Valve Intake Air Control Valve

Air Bypass Valve

Fig. 9-15
T852f345/T852f346

Intake Air Control Valve - Located downstream of the No. 2 turbocharg-

er intake airflow, during No. 2 turbocharger start/stop operation it per-
mits or stops the flow of intake air through the No. 2 turbocharger.

Exhaust Gas Control Valve - Made of ceramic, and located downstream

of the No. 2 turbocharger exhaust gas flow, during No. 2 turbocharger
start/stop operation it permits or stops the flow of exhaust gas through
the No. 2 turbocharger.

Waste Gate Valve - Integrated into the No. 1 turbocharger, this valve con-
trols the boost pressure of the entire system by bypassing a portion of the
exhaust gas flowing through the No. 1 turbocharger during a two-tur-
bocharger boost operation.

Exhaust Bypass Valve - Integrated into the No. 2 turbocharger, this valve
controls the boost pressure of the entire system by bypassing the exhaust
gas from the No. 2 turbocharger during a single-turbocharger boost oper-
ation (when only the No. 1 turbocharger is boosting). At the same time,
this bypass allows the turbine wheel of the No. 2 turbocharger to start
spinning ahead of the starting of the No. 2 turbocharger operation.

Engine Control Systems I - Course 852 9-11

Section 9

Reed Valve - Immediately following the start of the No. 2 turbocharger

operation, the intake air control valve is closed. This causes a quick rise
in the intake air pressure between the No. 2 turbocharger and the
intake air control valve. The reed valve controls the intake air pressure
by bypassing a portion of this high-pressure intake air downstream of
the reed valve.

Air Bypass Valve - When the throttle valve is quickly released during
boosting, the intake air pressure between the turbocharger and the
throttle valve increases rapidly. The air bypass valve diverts a portion of
this high-pressure intake air upstream of the turbocharger, thereby con-
trolling the boost pressure, and reducing the pulsing noise.

Twin- In this system, the separate functions of the two turbochargers are
Turbocharger achieved by controlling the operation of the No. 2 turbocharger. This is
System accomplished by using control valves to allow or stop the intake air and
exhaust gas flow. Although the No. 2 turbocharger's basic start/stop
operation timing is determined by the engine speed, the timing is varied
according to the engine load.

Twin Turbo No. 2 Turbocharger Start Control

Operation

Region A: low TC1 TC1 + TC2

High

rpm, low engine load.

Region B: high A B
rpm, high engine load.
Engine Load

TC1 TC1 + TC2

TC1: Only the
No. 1 turbocharger
operating.
Engine Speed
TC1 + TC2:
Both the No. 1 and No. 2
turbochargers operating. No. 2 Turbocharger Stop Control

TC1 TC1 + TC2

High

A B
Engine Load

TC1 TC1 + TC2

Fig. 9-16
Engine Speed T852f347/T852f348

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 Turbocharging & Supercharging Systems

Single- Since the actuators for the intake air control valve and exhaust gas con-
Turbocharging trol valve are inactive during low engine rpm operation, these valves
Phase remain closed. The waste gate valve is also closed, and only the No. 1 tur-
bocharger will provide the boost pressure. When the intake air tur-
bocharging pressure downstream from the No. 1 turbocharger reaches a
predetermined level, the exhaust bypass valve executes a boost pressure
control. At the same time, the exhaust bypass valve opens to supply the
exhaust gas to the turbine side of the No. 2 turbocharger, causing the No.
2 turbocharger turbine wheel to start rotating. Accordingly, when the No.
2 turbocharger starts boosting, this process can smooth out the joining of
the boost pressures.

Single-Turbocharging Phase
Exhaust Gas Control Valve Exhaust Gas Flow
Intake Air Flow
Air Cleaner

No. 2 Turbocharger

No. 1 Turbocharger

Exhaust Bypass Valve

Intake Air Control

Charge Air Cooler

(Intercooler)

Fig. 9-17
T852f339B

Valve Condition (Single-Turbocharging)

Intake Air Exhaust Gas Exhaust Bypass Waste Gate

Control Valve Control Valve Valve Valve

Close Close Activated Close

Engine Control Systems I - Course 852 9-13

Section 9

Single- When the engine operation passes from the low-rpm to the high-rpm
Turbocharging/ region, first the exhaust gas control valve opens; this is followed by the
Twin- opening of the intake air control valve. When the exhaust gas control
Turbocharging valve opens, it causes the No. 2 turbocharger turbine wheel, which had
Transition already begun its rotation, to quickly raise its rpm. Thus, the pressure
Operation of the intake air flowing through the No. 2 turbocharger becomes higher
than that of the intake air of the No. 1 turbocharger.

Since this high pressure intake air pushes open the reed valve
described below and flows to the No. 1 turbocharger side, further rise in
pressure is averted. Then, when the intake air control valve opens, the
highly pressurized intake air smoothly joins the intake air coming from
the No. 1 turbocharger.

Conversely, when the engine operation passes from the high-rpm to low-
rpm region, in order to stop the No. 2 turbocharger, the valves close in
an order opposite to the one described above. The intake air control
valve closes first, followed by the closing of the exhaust gas control
valve.

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 Turbocharging & Supercharging Systems

Twin-Turbocharging Operation

Exhaust Gas Control Valve

Air Cleaner

No. 2 Turbocharger
No. 1 Turbocharger

Exhaust Bypass Valve

Waste Gate
Valve Intake Air Control
Valve

Reed Valve

Charge Air Cooler

(Intercooler)

Fig. 9-18
T852f339C

Valve Condition (Single-Turbocharging Twin-Turbocharging Transition)

Intake Air Exhaust Gas Exhaust Bypass Waste Gate

Control Valve Control Valve Valve Valve

Close Open Close Open Activated Open Close

Valve Condition (Twin-Turbocharging Single-Turbocharging Transition)

Intake Air Exhaust Gas Exhaust Bypass Waste Gate

Control Valve Control Valve Valve Valve

Open Close Open Close Open Activated Close

Engine Control Systems I - Course 852 9-15

Section 9

Valve Condition (Twin Turbocharging)

Intake Air Exhaust Gas Exhaust Bypass Waste Gate

Control Valve Control Valve Valve Valve

Open Open Open Activated

Operation of Twin- The exhaust gas control valve and intake air control valve are open,
Turbocharging allowing the No. 1 and No. 2 turbochargers to boost. At this time, even if
the exhaust bypass valve operates, it cannot effect any boost pressure
control, since it is located downstream of the No. 2 turbocharger. During
a high rpm operation, it is the waste gate valve that executes the boost
pressure control of the entire system, in place of the exhaust bypass valve.

Turbocharger The turbocharger is a precision-built part, but since its design is very sim-
Handling ple, it is also very durable if a few simple precautions concerning its use
Precautions and care are observed. The turbocharger operates under extremely severe
conditions: the turbine wheel is exposed to exhaust gases whose tempera-
tures reach as high as 900°C (1,652°F) when the engine is running at
maximum load, and the rotating assembly rotates at speeds of up to
100,000. Therefore, that which has the greatest effect upon the perform-
ance and durability of the turbocharger is the lubrication of the bearings
that support the turbine and compressor wheels. Consequently, to provide
lasting, trouble-free operation, the following precautions must be observed:
the engine oil becomes hot very quickly due to its use in both cooling and
lubricating the turbocharger, so it deteriorates rapidly. For this reason,
engine oil and oil filter maintenance should be carried out faithfully. The
replacement intervals of the engine oil and oil filter are determined by the
conditions under which the vehicle is used and/or the countries/regions in
which the vehicle is to be sold. Therefore please refer to the appropriate
Maintenance Procedures manuals for the correct replacement intervals. Be
sure to use the appropriate types of engine oil for turbocharged engines.

Since the bearings are not sufficiently lubricated immediately after the
engine is started, racing or sudden acceleration of the engine should be
avoided. The following conditions are especially likely to lead to premature
wearing of or damage to the bearings unless the engine is allowed to idle
for at least 30 seconds after starting:

• Operating the engine immediately after the engine oil and/or oil filter
are changed.

• Running the engine after it has not been used for more than about
half a day.

• Starting the engine in cold weather.

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 Turbocharging & Supercharging Systems

Do not stop the engine immediately when pulling a trailer or after high-
speed or uphill driving. Idle the engine for 20-120 seconds, depending on
the severity of the driving conditions.

During high-speed driving, the turbine wheel is exposed to very hot

exhaust gases, and its temperature rises extremely high. Since the tem-
perature of the shaft linking the turbine wheel to the compressor wheel is
cooled by oil and coolant, however, its temperature does not rise as high.
Nevertheless, if the engine is stopped immediately after high-speed driv-
ing, circulation of oil and coolant will stop, and the temperature of the
shaft will suddenly rise due to the high temperature of the turbine wheel.
Therefore, letting the engine idle before shutting it off will allow the shaft
to cool off gradually. (This is because the temperature of the exhaust gas
is lower (300º~400°C (573º~752°F) during idling.)

Turbocharger If the engine is run with the air cleaner, air cleaner case cover or hose
Service Precautions removed, foreign particles entering will damage the turbine and compres-
sor wheels because they rotate at extremely high speeds.

If the turbocharger malfunctions and must be replaced, first check the

following items for the cause of the problem and remedy as necessary:

• Engine oil level and quality.

• Conditions under which the turbocharger was used.

• Oil lines leading to the turbocharger.

Before removing the turbocharger, plug the intake and exhaust ports and
the oil inlet to prevent the entry of dirt or other foreign material.

Use caution when removing and reinstalling the turbocharger assembly.

Do not drop it or bang it against anything or grasp it by easily deformed
parts, such as the actuator or rod, when moving it.

When replacing the turbocharger, check for the accumulation of carbon

sludge in the oil pipes and, if necessary, clean out or replace the oil pipes.

When replacing the turbocharger, put 20 cc (0.68 fl.oz.) of oil into the tur-
bocharger oil inlet and turn the compressor wheel by hand several times
to spread oil to the bearings.

When overhauling or replacing the engine, cut the fuel supply after
reassembly and crank the engine for 30 seconds to distribute oil through-
out the engine. Allow the engine to idle for 60 seconds.

Engine Control Systems I - Course 852 9-17

Section 9

Magnetic Clutch Relay

Magnetic Clutch
ECM
(Engine ECU)

Super Charger
Super Charger Bypass Valve

Throttle Valve
Mass Air Flow Meter

Intake
ACV Manifold
Air Control Valve

Air Cleaner

Charge Air Cooler Intake Air Flow

(Intercooler)

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 Turbocharging & Supercharging Systems

Supercharging In the supercharging of a system, the supercharger pumps air into the
System cylinders. The supercharger is driven by a V-ribbed belt. This allows the
supercharger to deliver boost pressure nearly instantly producing high
horsepower at low engine rpm range.

The ECM determines supercharger boost pressure, based on engine run-

ning conditions, by operating the magnetic clutch, supercharger bypass
valve, and Air Control Valve (ACV).

Supercharger speed is proportional to engine speed.

Supercharger
Assembly
Ventilation Pipes

Housing
Rear Plate

Rear Plate
Rotor
Rear Cover Housing Gears
Rotors

Oil Level
Gauge
From Air
Cleaner

Rotor
Gears
Oil Drain Plug Rotors Magnetic Clutch
To Intake
Manifold Rotors Shaft

Magnetic Clutch

Fig. 9-20
T852f352/T852f353

Supercharger The major components of the supercharger are a magnetic clutch, two
rotors, two rotor gears, a housing, a rear plate and rear cover. The super-
charger has its own oil supply and requires a special oil for lubrication.
The oil level must be checked periodically.

Engine Control Systems I - Course 852 9-19

Section 9

Supercharger Power is transmitted from the engine crankshaft pulley to a V-ribbed

Operation belt and the magnetic clutch, and finally to the lower rotor shaft. The
upper and lower rotor shafts are geared together. The two rotors turn in
opposite directions and force air between the housing and rotors as they
rotate. Air is pumped out four times per rotor revolution.

Pump Action of the Rotors

Viewed from rear.

Fig. 9-21
T852f354

9-20 TOYOTA Technical Training

 Turbocharging & Supercharging Systems

Rotors and Housing Assembly

Ventilation Pipe

Oil Level Gauge O-ring Rotors

Rotor Shafts Ventilation Pipe

Rear Cover Bearings

Rotor Gears

Rear Plates

Ventilation Pipe

Fig. 9-22
T852f355

A rotor and gear are fitted to each of the two rotor shafts, which are in
turn fitted to the rear plate via bearings. The rotors are made of alu-
minum, which is coated with a special fluoresin compound. The housing
is made of aluminum. An air inlet duct is connected to the right and an
air outlet duct to the left. Bearings are located in the front of the housing
to support the rotor shafts.

The rotors are press-fit onto the rotor shafts and then fixed in position by
pins and serations. The gears are pinned integrally to the rotor shaft so
that the original rotor-to-rotor orientation will not be lost. For this reason,
they cannot be disassembled. Component parts are therefore supplied as
an assembly, with rotors and gears fitted to the rear plate as illustrated.

Engine Control Systems I - Course 852 9-21

Section 9

Rotor and Gear

Assembly
Rotor Gears Rotors Rotor Shafts

Pins
(for fixing
gears)

Pins (for fixing rotors)

Fig. 9-23
T852f356

Ventilation Pipes Ventilation Pipes

Fig. 9-24
T852f357

Ventilation Pipes The gears and rear bearings are lubricated by Toyota brand supercharg-
er oil. The front bearings are lubricated by grease. The pressure in the
housing varies while the engine is operating. Ventilation pipes are pro-
vided to prevent oil leakage from the rear cover or grease leakage from
the front bearings due to pressure fluctuation. Introduction of atmos-
phere into the ventilation pipes is controlled by the opening and closing
of the Air Control Valve (ACV).

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 Turbocharging & Supercharging Systems

Magnetic Clutch
Clutch Pulley

Clutch Stator
Clutch Housing
Clutch Pulley

Clutch Hub Clutch Hub

Rubber Damper
Clutch Stator
Ring Nut
Adjusting Shim Pressure Plate

Clutch Housing
Clearance Fig. 9-25
T852f358

Magnetic Clutch The magnetic clutch is turned on and off by the ECM. It is turned off to
stop the supercharger when the engine is running under a light load. The
magnetic clutch consists of the clutch stator, the clutch pulley, and the
clutch hub. The clutch pulley turns around the clutch housing on a bear-
ing incorporated in the pulley. The clutch hub is splined with the rotor
shaft and turns as one complete unit. There is a rubber damper between
the boss of the clutch hub and the pressure plate to allow the plate to
move in the axial direction. When the magnetic clutch turns on or off, the
rubber damper absorbs the shock due to the movement of the plate. The
clutch stator is a solenoid. When the magnetic clutch is turned on, the
pressure plate is pressed against the clutch pulley. Normally, a 0.5 mm
(0.0197 in.) clearance is provided between the clutch hub and clutch pul-
ley, as shown. A larger clearance due to wear, etc., may cause noise. The
clearance is adjusted by changing the thickness of the adjusting shim.

The ECM turns the magnetic clutch on under the following conditions:

• Throttle valve opening angle is more than a certain angle (that is, dur-
ing acceleration).

• Engine speed and intake air volume per engine revolution have
increased.

Engine Control Systems I - Course 852 9-23

Section 9

Magnetic Clutch
Operation

The magnetic clutch is

on in the shaded area in
the graph to the right Magnetic Clutch ON

Intake Air Volume per

(engine under heavy

Engine Revolution
load).

Magnetic Clutch OFF

Engine Speed

Fig. 9-26
T852f360

Air Control Valve

Atmospheric Pressure

Rear Bearing Front Bearing

Fig. 9-27
T852f361

Air Control Valve In accordance with the signals received from the ECM, the ACV brings
(ACV) the pressure at the front and rear bearings closer to the atmospheric
pressure. This prevents the bearing grease and oil from leaking out due
to pressure fluctuation inside the supercharger housing.

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 Turbocharging & Supercharging Systems

Supercharger
Bypass Valve
Bypass Air

Step Motor Gear Valve

Fig. 9-28
T852f362

Supercharger The supercharger discharge rate is regulated by a step motor type bypass
Bypass Valve valve which controls the amount of air that bypasses the supercharger.
The step motor type supercharger bypass valve consists of a step motor,
which is under the direct control of the ECM, and a valve that is driven
by gears. In accordance with the running condition of the engine the ECM
controls the step motor to regulate the amount of intake air to bypass
and thus optimize the supercharger discharge rate. Compared to the 4A-
GZE engine which uses a vacuum type supercharger bypass valve, the
2TZ-FZE engine with the step motor type supercharger bypass valve pro-
duces torque that is more linear in relation to the throttle opening angle.

Engine Control Systems I - Course 852 9-25