ENGINE — 2TR-FE ENGINE EG-31

J ENGINE CONTROL SYSTEM

1. General
The engine control system of the 2TR-FE engine has the following system.
System Outline
· An L-type EFI system directly detects the intake air mass with a hot wire type air flow
meter.
· The fuel injection system is a sequential multiport fuel injection system.
· Fuel injection takes two forms:
EFI Synchronous injection, which always takes place with the same timing in accordance
ì Electronic Fuel with the basic injection duration and an additional correction based on the signals
î
î Injection
ì
provided by the sensors.
Non-synchronous injection, which takes place at the time an injection request based EG
on the signals provided by the sensors is detected, regardless of the crankshaft position.
· Synchronous injection is further divided into group injection during a cold start, and
independent injection after the engine is started.
· Ignition timing is determined by the ECM based on signals from various sensors. The
ESA
ECM corrects ignition timing in response to engine knocking.
ì Electronic Spark
î
î Advance
ì · This system selects the optimal ignition timing in accordance with the signals received
from the sensors and sends the (IGT) ignition signal to the igniter.
ETCS-i
ì
î
ú Electronic Throttle
ú
Optimally controls the throttle valve opening in accordance with the amount of
ú Control
ú
accelerator pedal effort and the condition of the engine and the vehicle.
î System-intelligent
ì
(See Page EG-47)
VVT-i
ì Variable Valve Controls the intake camshaft to an optimal valve timing in accordance with the engine
î
î Timing-intelligent
ì
condition.
(See Page EG-52)
Air Injection
The ECM controls the air injection time based on the signals from the air flow meter and
System Control*1
water temperature sensor.
(See Page EG-56)
· Fuel pump operation is controlled by signals from the ECM.
Fuel Pump Control
· A fuel cut control is used to stop the fuel pump when the airbag is deployed during front
(See Page EG-61)
collision.*2
Air-fuel Ratio Sensor*1, Maintains the temperature of the air-fuel ratio sensor or heated oxygen sensor at an
Heated Oxygen Sensor appropriate level to increase accuracy of detection of the oxygen concentration in the
Heater Control*3 exhaust gas.
Air Conditioning When the air conditioner compressor is ON, turns the air conditioning compressor OFF
Cut-off Control*4 in accordance with the engine condition, in order to maintain drivability.
Evaporative The ECM controls the purge flow of evaporative emission (HC) in the charcoal canister
Emission Control*3 in accordance with engine conditions.
(Continued)
*1: Models compliant with EURO III and BR-LEV emission regulations
*2: Models with SRS airbag system
*3: Models with unleaded gasoline engine
*4: Models with air conditioning system

NM
00M4E
EG-32 ENGINE — 2TR-FE ENGINE

System Outline
Engine Prohibits fuel delivery and ignition if an attempt is made to start the engine with an invalid
Immobilizer* ignition key.
Diagnosis When the ECM detects a malfunction, the ECM diagnoses and memorizes the failed
[See page EG-62] section.
Fail-safe When the ECM detects a malfunction, the ECM stops or controls the engine according
[See page EG-62] to the data already stored in the memory.
*: Models with engine immobilizer system

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-33

2. Construction
The configuration of the engine control system in the 2TR-FE engine is as shown in the following chart.
SENSORS ACTUATORS
VG
AIR FLOW METER EFI
#10
THA NO. 1 FUEL INJECTOR
INTAKE AIR TEMP. SENSOR #20
NO. 2 FUEL INJECTOR
#30
THW NO. 3 FUEL INJECTOR
WATER TEMP. SENSOR #40
NO. 4 FUEL INJECTOR

ACCELERATOR PEDAL VPA EG

POSITION SENSOR VPA2 ESA
IGT1 -
IGT4
VTA1 IGNITION COIL
THROTTLE POSITION SENSOR with IGNITER
VTA2
IGF1
NE
CRANKSHAFT POSITION SPARK PLUGS
SENSOR

G2
CAMSHAFT POSITION SENSOR VVT-i

OC1 CAMSHAFT TIMING OIL

A1A CONTROL VALVE
AIR-FUEL RATIO SENSOR*1
(Bank 1, Sensor 1) ECM
ETCS-i
OX1A
HEATED OXYGEN SENSOR*2
(Bank 1, Sensor 1) M THROTTLE CONTROL
MOTOR

OX1B
HEATED OXYGEN SENSOR*1
(Bank 1, Sensor 2) HEATED OXYGEN SENSOR
AND AIR-FUEL RATIO SENSOR
HEATER CONTROL
VAF
VARIABLE RESISTOR*3 HEATER
HA1A*1
(Bank 1, Sensor 1)
KNK1 HT1A*2
KNOCK SENSOR (Bank 1, Sensor 2)
HT1B*1

IGNITION SWITCH FUEL PUMP CONTROL

STA
· Starting Signal FC
IGSW CIRCUIT OPENING RELAY
· Ignition Signal

NSW
NEUTRAL START SWITCH*4 AIR INJECTION CONTROL*1
R, 2, L
AIRP
AIRV AIR INJECTION
SHIFT LOCK ECU*4 DRIVER
3 AIDI
TRANSMISSION ELECTRIC AIR
CONTROL SWITCH PUMP

ALT AIR SWITCHING

ALTERNATOR VALVE

00MEG66Y
(Continued)

NM
00M4E
EG-34 ENGINE — 2TR-FE ENGINE

POWER STEERING PSW

EVAPORATIVE EMISSION
OIL PRESSURE SWITCH CONTROL*5
PRG
ELS
VSV (for EVAP)
TAILLIGHT RELAY

REAR WINDOW ELS3

DEFOGGER RELAY

AIR CONDITIONING
TFN AMPLIFIER
TRANSFER NEUTRAL SWITCH
AC1
Idle-up Request Signal
L4
L4 POSITION SWITCH ACT Magnetic Clutch
Actuation Signal

CENTER DIFFERENTIAL 4WD

LOCK POSITION SWITCH
ECM
IMI
MREL
TRANSPONDER KEY ECU*6 IMO
+B EFI MAIN RELAY

STP
STOP LIGHT SWITCH
ST1-

F/PS
AIRBAG SENSOR ASSEMBLY*7
COMBINATION METER
TC SPD
Vehicle Speed Signal
SIL
TACH
DLC 3 WFSE
Tachometer
TACH
THWO
Water Temperature Signal
W
BATT Check Engine Warning Light
BATTERY

00MEG67Y

*1: Models compliant with EURO III and BR-LEV emission regulations
*2: Models compliant with EURO II emission regulations
*3: Models leaded gasoline engine
*4: Models with automatic transmission
*5: Models unleaded gasoline engine
*6: Models with engine immobilizer system
*7: Models with SRS airbag system

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-35

3. Engine Control System Diagram

" Models Leaded Gasoline Engine A

A/C Magnetic A/C

Clutch Amplifier*1
Check Engine
Warning Light
Vehicle Combination
Speed Signal Meter

Neutral Start Switch*2 Accelerator Pedal

Power Steering Position Sensor
Oil Pressure Switch Ignition Switch Battery

Variable Resistor EG
ECM
Alternator
Circuit Opening Relay
DLC3

Ignition Coil Fuel

with Igniter Pump

Camshaft Position
Sensor

Throttle Position
Camshaft Timing Sensor
Oil Control Valve

Throttle
Control Motor

Fuel
Injector
Air Flow Meter
· Intake Air Temperature Sensor
Knock Sensor

00LEG01
Crankshaft Position
Sensor
Water Temperature Sensor

*1: Models with air conditioning system

*2: Models automatic transmission

NM
00M4E
EG-36 ENGINE — 2TR-FE ENGINE

" Models compliant with EURO II Emission Regulations A

A/C Magnetic A/C

Clutch Amplifier*1
Check Engine
Warning Light
Vehicle Combination
Speed Signal Meter

Neutral Start Switch*2 Accelerator Pedal

Power Steering Position Sensor
Oil Pressure Switch Ignition Switch Battery

Alternator ECM

Circuit Opening Relay

DLC3
VSV
(for EVAP)
Ignition Coil Fuel
with Igniter Pump

Camshaft Position
Sensor
Throttle
Camshaft Timing Position
Oil Control Valve Sensor

Throttle
Control Motor

Fuel
Injector
Air Flow Meter
· Intake Air Temperature Sensor
Knock Sensor

Crankshaft Position
Sensor 00LEG05

Heated Oxygen Sensor

(Bank 1, Sensor 1) Water Temperature Sensor

*1: Models with air conditioning system

*2: Models automatic transmission

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-37

" Models compliant with EURO III and BR-LEV Emission Regulations A

A/C Magnetic A/C

Clutch Amplifier*1
Check Engine
Warning Light
Vehicle Combination
Speed Signal Meter

Neutral Start Switch*2 Accelerator Pedal

Power Steering Position Sensor
Oil Pressure Switch Battery
Ignition Switch

Alternator ECM
EG
Circuit Opening Relay
DLC3 VSV
(for EVAP)
Ignition Coil Fuel
with Igniter Pump

Camshaft Position
Sensor
Throttle
Camshaft Timing Position
Air Injection Oil Control Valve Sensor
Driver
Electric
Air Pump
Throttle
Control Motor

Air Switching Air Flow Meter

Valve · Intake Air Temperature Sensor
Knock Sensor

00LEG06
Crankshaft Position
Heated Oxygen Sensor Sensor
(Bank 1, Sensor 2)
Water Temperature Sensor

Air-fuel Ratio Sensor

(Bank 1, Sensor 1)

*1: Models with air conditioning system

*2: Models automatic transmission

NM
00M4E
EG-38 ENGINE — 2TR-FE ENGINE

4. Layout of Main Components

VSV (for EVAP)*1

Air Injection Driver*2

Variable Resistor*4

Air Flow Meter

Throttle Body
· Throttle Position Sensor
· Throttle Control Motor
Ignition Coil
with Igniter
Fuel
Injector
· Air-fuel Ratio Sensor*2
(Bank 1, Sensor 1)
· Heated Oxygen Sensor*3
Camshaft (Bank 1, Sensor 1)
Position Sensor
Water
Temperature Heated Oxygen Sensor*2
Sensor (Bank 1, Sensor 2)

Check Engine
Warning Light

Knock
Sensor
ECM

Camshaft Timing Crankshaft

Oil Control Valve Position Sensor

Stop Light Switch

DLC3
Accelerator Pedal
Position Sensor
LHD Models
00MEG52I
*1: Models with unleaded gasoline engine
*2: Models compliant with EURO III and BR-LEV emission regulations
*3: Models compliant with EURO II emission regulations
*4: Models with leaded gasoline engine

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-39

5. Main Components of Engine Control System

General

The main components of the 2TR-FE engine control system are as follows:
Components Outline Quantity Function
The ECM optimally controls the EFI, ESA, and ISC
ECM 32-bit CPU 1 to suit the operating conditions of the engine in
accordance with the signals provided by the sensors.
Heated Oxygen
Planar Type
Sensor 1
with Heater This sensor detects the oxygen concentration in the
(Bank 1, Sensor 1)*1
exhaust emission by measuring the electromotive
Heated Oxygen
Cup Type force which is generated in the sensor itself. EG
Sensor 1
with Heater
(Bank 1, Sensor 2)*2
As with the heated oxygen sensor, this sensor detects
Air-fuel Ratio
Planar Type the oxygen concentration in the exhaust emission.
Sensor 1
with Heater However, it detects the oxygen concentration in the
(Bank 1, Sensor 1)*2
exhaust emission linearly.
This sensor has a built-in hot-wire to directly detect
Air Flow Meter Hot-wire Type 1
the intake air volume.
Crankshaft
Pick-up Coil Type This sensor detects the engine speed and performs the
Position Sensor 1
(36-2) cylinder identification.
(Rotor Teeth)
Camshaft
Pick-up Coil Type
Position Sensor 1 This sensor performs the cylinder identification.
(3)
(Rotor Teeth)
Water Temperature This sensor detects the water temperature by means of
Thermistor Type 1
Sensor an internal thermistor.
Intake Air Thermistor Type 1 This sensor detects the intake air temperature by
Temperature Sensor means of an internal thermistor.
Built-in This sensor detects an occurrence of the engine
Knock Sensor Piezoelectric Type 1 knocking indirectly from the vibration of the cylinder
(Flat Type) block caused by the occurrence of engine knocking.
Throttle
Non-contact Type 1 This sensor detects the throttle valve opening angle.
Position Sensor
Accelerator Pedal This sensor detects the amount of pedal effort applied
Non-contact Type 1
Position Sensor to the accelerator pedal.
The fuel injector is an electromagnetically-operated
12-hole Type*3
Fuel Injector 4 nozzle which injects fuel in accordance with signals
4-hole Type*4
from the ECM.
This is a variable resistor to adjust the air-to-fuel ratio
Variable Resistor*4 Variable Resistor 1 while the engine is idling. The idle CO value is
adjusted to the specified value by rotating the rotor.

*1: Models compliant with EURO II emission regulations

*2: Models compliant with EURO III and BR-LEV emission regulations
*3: Models with unleaded gasoline engine
*4: Models with leaded gasoline engine

NM
00M4E
EG-40 ENGINE — 2TR-FE ENGINE

Air-fuel Ratio Sensor and Heated Oxygen Sensor

1) General

D The air-fuel ratio sensor and heated oxygen sensor differ in output characteristics.
D Approximately 0.4 V is constantly applied to the air-fuel ratio sensor, which outputs an amperage that
varies in accordance with the oxygen concentration in the exhaust emission. The ECM converts the
changes in the output amperage into voltage in order to linearly detect the present air-fuel ratio. The
air-fuel ratio sensor data is read out by an intelligent tester II.
D The output voltage of the heated oxygen sensor changes in accordance with the oxygen concentration
in the exhaust emission. The ECM uses this output voltage to determine whether the present air-fuel
ratio is richer or leaner than the stoichiometric air-fuel ratio.

A1A+ OX1B
(3.3 V)

Heated
Air-fuel Oxygen
Ratio Sensor Sensor
ECM ECM

A1A- EX1B
(2.9 V)

00REG21Y

Air-fuel Ratio Sensor Circuit Heated Oxygen Sensor Circuit

: Air-fuel Ratio Sensor

: Heated Oxygen Sensor

4.2 1

Air-fuel Ratio Sensor Data Heated Oxygen

Displayed on Intelligent Sensor Output (V)
Tester II

2.2 0.1

11 (Rich) 14.7 19 (Lean)

D13N11
Air-fuel Ratio

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-41

2) Construction

D The basic construction of the air-fuel ratio sensor and heated oxygen sensor is the same. However, they
are divided into the cup type and the planar type, according to the different types of heater construction
that are used.
D The cup type sensor contains a sensor element that surrounds a heater.
D The planar type sensor uses alumina, which excels in heat conductivity and insulation, to integrate a
sensor element with a heater, thus realizing the excellent warm-up performance of the sensor.

Platinum
Heater EG
Alumina Electrode Atmosphere
Dilation Layer
Atmosphere

Alumina

Heater

Platinum
Electrode Sensor Element
(Zirconia)
Sensor Element (Zirconia) 047EG68Y

Planar Type Air-fuel Ratio Sensor Cup Type Heated Oxygen Sensor

" Warm-up Specification A

Sensor Type Planar Type Cup Type

Warm-up Time Approx. 10 sec. Approx. 30 sec.

Air Flow Meter

D The compact and lightweight air flow meter, which is a plug-in type, allows a portion of the intake air
to flow through the detection area. By directly measuring the mass and the flow rate of the intake air, the
high detection precision is achieved and the intake air resistance is reduced.
D This air flow meter has a built-in intake air temperature sensor.

Temperature Sensing
Element

Air Flow
Platinum Hot-wire
Element Intake Air
Temperature Sensor

204EG54

NM
00M4E
EG-42 ENGINE — 2TR-FE ENGINE

Crankshaft and Camshaft Position Sensors

D The timing rotor of the crankshaft consists of 34 teeth, with 2 teeth missing. The crankshaft position
sensor outputs the crankshaft rotation signals every 10°, and the missing teeth are used to determine the
top-dead-center.
D To detect the camshaft position, a timing rotor on the intake camshaft is used to generate 3 pulses for every
2 revolutions of the crankshaft.

Crankshaft
Position Sensor

Timing Rotor Camshaft

Position Sensor Timing Rotor
Crankshaft Position Sensor Camshaft Position Sensor
271EG46 271EG47

" Sensor Output Waveforms A

720° CA

180° CA 180° CA 360° CA

2 Teeth Missing

2 Teeth Missing
10° CA

DR017EG24

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-43

Knock Sensor (Flat Type)

1) General

In the conventional type knock sensor (resonant type), a vibration plate which has the same resonance
point as the knocking frequency of the engine is built in and can detect the vibration in this frequency band.
On the other hand, a flat type knock sensor (non-resonant type) has the ability to detect vibration in a wider
frequency band from about 6 kHz to 15 kHz, and has the following feature.
D The engine knocking frequency will change a little depending on the engine speed. The flat type knock
sensor can detect the vibration even when the engine knocking frequency is changed. Thus the vibration
detection ability is increased compared to the conventional type knock sensor, and more precise ignition
timing control is possible.
EG
: 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 Sensor 214CE04

2) Construction

D The flat type knock sensor is installed on the engine through the stud bolt installed on the cylinder block.
For this reason, a hole for the stud bolt runs through the center of the sensor.
D Inside of the sensor, a steel weight is located on the upper portion and a piezoelectric element is located
under the weight through the insulator.
D The open/short circuit detection resistor is integrated.

Open/Short Circuit
Detection Resistor
Steel Weight
Piezoelectric
Element
Insulator

Piezoelectric Vibration Plate

Element

Flat Type Knock Sensor Conventional Type Knock Sensor

(Non-resonant Type) (Resonant Type)
214CE01 214CE02

NM
00M4E
EG-44 ENGINE — 2TR-FE ENGINE

3) Operation

The knocking vibration is transmitted to the steel

weight and its inertia applies pressure to the Steel Weight
piezoelectric element. The action generates
Inertia
electromotive force.
Piezoelectric
Element

214CE08

4) Open/Short Circuit Detection Resistor

While the ignition is ON, the open/short circuit detection resistor in the knock sensor and the resistor in
the ECM keep the voltage at terminal KNK1 of the engine constant.
An IC (Integrated Circuit) in the ECM is always monitoring the voltage of terminal KNK1. If the
open/short circuit occurs between the knock 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 Sensor
220 kW
KNK1

IC
200 kW
EKNK

Open/Short Circuit
Detection Resistor
214CE06

Service Tip
D In accordance with the use of an open/short circuit detection resistor, the inspection method for the
sensor has been changed. For details, refer to the Fortuner/Hilux SW4 Repair Manual.
D To prevent water accumulation in the connecter, make sure to install the flat type knock sensor in the
position shown in the following illustration.

Knock Sensor

10_

10_

271EG03

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-45

Throttle Position Sensor

The throttle position sensor is mounted on the throttle body, to detect the opening angle of the throttle valve.
The throttle position sensor converts the magnetic flux density that changes when the magnetic yoke
(located on the same axis as the throttle shaft) rotates around the Hall IC into electric signals that operate
the throttle control motor.

Throttle Body

Throttle Position Magnetic

Sensor Portion Yoke

Hall IC EG

Magnetic
Yoke

Cross Section 271EG48

Throttle Position
Sensor
V
Magnetic Yoke
5
VTA2
VTA1
Output
Hall Voltage
IC E2 VTA1
VC ECM
Hall
IC 0 90°
VTA2
Throttle Throttle
Valve Valve
Fully Closed Fully Open

Throttle Valve Opening Angle

230LX12 082EG14Y

Service Tip
The inspection method differs from the conventional throttle position sensor because this sensor uses
a Hall IC. For details, refer to the Fortuner/Hilux SW4 Repair Manual.

NM
00M4E
EG-46 ENGINE — 2TR-FE ENGINE

Accelerator Pedal Position Sensor

The magnetic yoke that is mounted at the base of the accelerator pedal arm 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 effort to the ECM.

Magnetic Yoke

Hall IC

271EG49

Accelerator Pedal
Position Sensor
Magnetic Yoke
VPA V

5
EPA
Hall VCPA
IC Output VPA2
VPA2 ECM Voltage
Hall
IC VPA
EPA2

VCP2 0

Fully Accelerator Pedal Fully

Close Depressed Angle Open

228TU24 082EG12Y

Service Tip
The inspection method differs from the conventional accelerator pedal position sensor because this sensor
uses a Hall IC. For details, refer to the Fortuner/Hilux SW4 Repair Manual.

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-47

6. ETCS-i (Electronic Throttle Control System-i)

General

D The ETCS-i is used, providing excellent throttle control in all the operating ranges.
D The accelerator cable has been discontinued, and an accelerator pedal position sensor has been provided
on the accelerator pedal.
D In the conventional throttle body, the throttle valve opening is determined invariably by the amount of
accelerator pedal effort. In contrast, the ETCS-i uses the ECM to calculate the optimal throttle valve
opening that is appropriate for the respective driving condition and uses a throttle control motor to control
the opening.
D The ETCS-i controls the ISC (Idle Speed Control) system.
D In case of an abnormal condition, this system transfers to the limp mode. EG
" System Diagram A

Throttle Valve
Throttle Position Sensor

Accelerator Pedal
Position Sensor Throttle
Control
Motor

Air Flow
Meter ECM

Ignition Fuel
Coil Injector

237EG23

NM
00M4E
EG-48 ENGINE — 2TR-FE ENGINE

Construction

Throttle Body

Throttle Position
Sensor Portion
Reduction
Gear

View from A

Magnetic Yoke

Hall IC
(for Throttle Position Sensor)

Throttle Valve Magnetic Yoke

Throttle Control
Motor

Cross Section
271EG50

1) Throttle Position Sensor

The throttle position sensor is mounted on the throttle body, to detect the opening angle of the throttle
valve.
2) Throttle Control Motor

A DC motor with excellent response and minimal power consumption is used for the throttle control motor.
The ECM performs the duty cycle control of the direction and the amperage of the current that flows to
the throttle control motor in order to regulate the opening of the throttle valve.

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-49

Operation

1) General

The ECM drives the throttle control motor by determining the target throttle valve opening in accordance
with the respective operating conditions as follows:
D Non-linear Control
D Idle Speed Control
2) Non-linear Control

Controls the throttle to an optimal throttle valve opening that is appropriate for driving conditions such
as the amount of the accelerator pedal effort and the engine speed in order to achieve excellent throttle EG
control and comfort in all operating ranges.

" Control Examples During Acceleration and Deceleration A

: With Control
: Without Control

"
Vehicle’s
Longitudinal G

"

Throttle Valve
Opening Angle
0
"
Ignition Timing
0
Time !

150EG37

3) Idle Speed Control

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

NM
00M4E
EG-50 ENGINE — 2TR-FE ENGINE

Fail-safe of Accelerator Pedal Position Sensor

D The accelerator pedal position sensor is comprised of two (main, sub) sensor circuits. If a malfunction
occurs in either one of the sensor circuits, the ECM detects the abnormal signal voltage difference
between these two sensor circuits and switches to the limp mode. In the limp mode, the remaining circuit
is used to calculate the accelerator pedal depressed angle, in order to operate the vehicle under limp mode
control.

ECM

Accelerator Pedal
Position Sensor Open

Main
Sub Main
Sub
Throttle Throttle
Throttle Valve Return Control
Position Spring
Sensor Motor

Accelerator Pedal Throttle Body

199EG45

D If both circuits have a malfunction, the ECM detects the abnormal signal voltage from these two sensor
circuits and discontinues the throttle control. At this time, the vehicle can be driven within its idling
range.

ECM

Accelerator Pedal Close by Return

Position Sensor Spring

Main
Sub Main
Sub
Throttle Throttle
Throttle Valve Return Control
Position Spring
Sensor Motor

Accelerator Pedal Throttle Body

199EG46

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-51

Fail-safe of Throttle Position Sensor

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

EG

Fuel Injectors ECM Ignition Coil

Accelerator Pedal Return to

Position Sensor Prescribed Angle

Main
Sub Main
Sub
Throttle Throttle
Throttle Valve Return Control
Position Spring
Sensor Motor

Accelerator Pedal Throttle Body

199EG47

NM
00M4E
EG-52 ENGINE — 2TR-FE ENGINE

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

General

D The VVT-i system is designed to control the intake camshaft within a range of 45° (of crankshaft angle)
to provide valve timing that is optimally suited to the engine condition. This improves torque in all the
speed ranges as well as increasing fuel economy, and reducing exhaust emissions.

Camshaft Position Sensor

Camshaft Timing Oil Control Valve

Water Temperature
Sensor

Throttle Position
Sensor

ECM

Air Flow
Meter
Crankshaft Position Sensor Vehicle Speed
Signal

00MEG29Y

D Using the engine speed, intake air volume, throttle position and water temperature, the ECM can
calculate optimal valve timing for each driving condition and controls the camshaft timing oil control
valve. In addition, the ECM uses signals from the camshaft position sensor and the crankshaft position
sensor to detect the actual valve timing, thus providing feedback control to achieve the target valve
timing.

ECM

Crankshaft Position Sensor Camshaft Timing

Target Valve Timing Oil Control Valve
Duty Cycle
Air Flow Meter Control

Throttle Position Sensor Feedback

Water Temperature Sensor Correction

Camshaft Position Sensor Actual Valve Timing

Vehicle Speed Signal

221EG16

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-53

Effectiveness of the VVT-i System

Operation State Objective Effect
TDC
Latest Timing

Decreasing overlap to reduce · Stabilized idling speed

During Idling EX IN blow back to the intake side · Better fuel economy

BDC 271EG52

To Retard Side

EG
Decreasing overlap to reduce
At Light Load EX IN Ensured engine stability
blow back to the intake side

271EG53

To Advance Side

Increasing overlap to · Better fuel economy

At Medium Load EX IN increase internal EGR to · Improved emission
reduce pumping loss control

271EG54

In Low to Medium Advancing the intake valve

Improved torque in low to
Speed Range with EX IN close timing for volumetric
medium speed range
Heavy Load efficiency improvement
To Advance Side
271EG55

In High Speed Retarding the intake valve

Range with EX IN close timing for volumetric Improved output
Heavy Load efficiency improvement

To Retard Side 271EG95

Latest Timing

Decreasing overlap to reduce

blow back to the intake side · Stabilized fast idle
At Low
EX IN leads to the lean burning speed
Temperatures
condition, and stabilizes the · Better fuel economy
idling speed at fast idle

271EG52

Latest Timing

· Upon Starting
EX IN Decreasing overlap to reduce
· Stopping the Improved startability
blow back to the intake side
Engine

271EG52

NM
00M4E
EG-54 ENGINE — 2TR-FE ENGINE

Construction

1) VVT-i Controller

This controller consists of a housing driven by the timing chain and a vane coupled with the intake
camshaft. The oil pressure sent from the advance or retard side path at the intake camshaft causes rotation
in the VVT-i controller vane circumferential direction to vary the intake valve timing continuously. When
the engine is stopped, the intake camshaft will be in the most retarded state to ensure startability. When
hydraulic pressure is not applied to the VVT-i controller immediately after the engine has started, the lock
pin locks the movement of the VVT-i controller to prevent a knocking noise. Thereafter, when hydraulic
pressure is applied to the VVT-i controller, the lock pin is released.

Housing Lock Pin

Timing
Rotor Intake Camshaft

Sprocket

Vane (Fixed on Intake Camshaft)

Oil Pressure

In Operation At a Stop 271EG56

Lock Pin

2) Camshaft Timing Oil Control Valve

This camshaft timing oil control valve controls the spool valve using duty cycle control from the ECM.
This allows hydraulic pressure to be applied to the VVT-i controller advance or retard side. When the
engine is stopped, the camshaft timing oil control valve is in the most retarded position.

To VVT-i Controller To VVT-i Controller

(Advance Side) (Retard Side)

Sleeve

Spring

Drain Drain Coil

Plunger
Oil Pressure Spool Valve

238EG62

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-55

Operation

1) Advance

When the camshaft timing oil control valve is positioned as illustrated below by the advance signals from
the ECM, the resultant oil pressure is applied to the timing advance side vane chamber to rotate the
camshaft in the timing advance direction.

Vane

ECM EG

Oil Pressure

Rotation Direction In Drain

271EG57

2) Retard

When the camshaft timing oil control valve is positioned as illustrated below by the retard signals from
the ECM, the resultant oil pressure is applied to the timing retard side vane chamber to rotate the camshaft
in the timing retard direction.

Rotation Direction

ECM

Oil Pressure
Vane
Drain In

271EG58

3) Hold

After reaching the target timing, the valve timing is held by keeping the camshaft timing oil control valve
in the neutral position unless the traveling state changes.
This adjusts the valve timing at the desired target position and prevents the engine oil from running out
when it is unnecessary.

NM
00M4E
EG-56 ENGINE — 2TR-FE ENGINE

8. Air Injection System

General

D This system uses an electric air pump for pumping air to the cylinder head. This ensures the proper
warm-up performance of the TWC during the cooled down engine state.
D This system consists of an electric air pump, an air injection control valve, and an air injection driver.

Air Injection
Driver

ECM

Air Injection
Control Valve

Electric Air Pump

271EG59
TWC

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-57

Layout of Main Components

ECM
(for LHD Model) ECM
(for RHD Model)
Air Injection Driver
(for LHD Model)

Air Injection
Control Valve

EG

Air Injection Driver

(for RHD Model)
Electric Air Pump

Exhaust Manifold 00MEG53Y

Function of Main Components

Item Function
Electric Air Pump Uses a built-in DC motor to supply air to the air injection control valve.
Air Injection
Introduces air that is pumped by the electric air pump into the exhaust manifold.
Control Valve
· Activated by the ECM, the air injection driver actuates the electric air pump and the air
Air Injection injection control valve.
Driver · Detects an input-output circuit failure at the air injection driver and transmits it to the
ECM.
· Controls the air injection system in accordance with the signals (water temperature and
intake air volume) received from the sensors.
ECM
· Receives a failure detection signal from the air injection driver and stores a corresponding
DTC in memory.

NM
00M4E
EG-58 ENGINE — 2TR-FE ENGINE

Construction and Operation

1) Electric Air Pump

D An electric air pump consists of a DC motor and an impeller.

D DC motor operation is controlled by the ECM via an air injection driver. The motor supplies air into
an air injection control valve through the impeller.

Impeller

From
Air Inlet

To Air Injection
Control Valve

DC Motor

271EG61

2) Air Injection Control Valve

D An air injection control valve consists of an air switching valve that switches the air flow and a reed
valve that restricts the exhaust flow to one direction.
D The air switching valve is a solenoid valve that is actuated by the air injection driver.
D When the air switching valve turns ON, an air injection pipe, which is provided in the exhaust manifold,
directs the air from the electric air pump to the exhaust port.

Air Injection Control Valve

Air Injection
Pipe Air Switching
Valve
To Air
Injection Pipe

From Electric
Air Pump

Exhaust Manifold Reed Valve

271EG62 271EG63

Air Injection Control Valve Cross Section

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-59

3) Air Injection Driver

D The air injection driver is a non-contact type relay that uses semiconductors. Activated by the ECM,
this driver actuates the electric air pump and the air injection control valve.
D The air injection driver also detects failures in the input and output circuits at the air injection driver
and transmits the failure status to the ECM via duty cycle signals.

Electric Air Pump

Actuation Request
AIRP SIP
Electric Air Pump
VP
EG
Air Injection Control
ECM Valve Actuation Request Air Injection
AIRV SIV Driver Air Injection
Control Valve
VV

Duty Cycle Signal

AIDI DI

271EG64

" DI Terminal Output A

Condition Duty Cycle (Duty Cycle Signal)

A 80%
Normal
B 0%
Open circuit in line between AIDI and DI terminals 100%
Failure in line between ECM terminals and air injection
A 0%
driver
Output failure at air injection driver
20%
(failure in electric air pump actuation circuit)
Output failure at air injection driver
40%
(failure in air injection control valve actuation circuit)
Overheat failure of air injection driver 60%

A: Electric air pump and air injection control valve actuation requests have been made
B: Conditions other than A

NM
00M4E
EG-60 ENGINE — 2TR-FE ENGINE

System Operation

To effect this control during the cooled down engine state (water temperature: 15°C - 45°C*1 and 15°C -
60°C*2), the ECM estimates the amount of air to the TWC based on the signals from the air flow meter in
order to regulate the air injection time (80 seconds maximum).
*1: Models for Brazil
*2: Except models for Brazil

Water
Temperature Air Injection
Sensor Driver

Air Flow ECM

Meter

Air Injection
Control Valve

Electric Air Pump

TWC 271EG65

NM
00M4E
 ENGINE — 2TR-FE ENGINE EG-61

9. Fuel Pump Control

D A fuel cut control is used to stop the fuel pump once when the SRS airbag is deployed in a front collision.
D In this system, the airbag deployment signal from the airbag assembly is detected by the ECM, and it turns
off the circuit opening relay. After the fuel cut control has been activated, turning the ignition switch from
OFF to ON cancels the fuel cut control, and the engine can be restarted.

EFI Main
IG Switch Relay
Circuit
Opening
Front Airbag Airbag Relay
Sensors Sensor ECM
(RH and LH) Assembly EG

Fuel Pump
Airbag Battery
Voltage Motor
Not Deployed

Airbag Battery
Deployed Voltage

Approx. 4 sec.

271EG163

NM
00M4E
EG-62 ENGINE — 2TR-FE ENGINE

10. Diagnosis
D The diagnosis system of the 2TR-FE engine uses the M-OBD (Multiplex On-Board Diagnosis).
D When the ECM detects a malfunction, it makes a diagnosis and memorizes the failed section. Furthermore,
the check engine warning light in the combination meter illuminates or blinks to inform the driver.
D The 2-digit DTCs* (Diagnostic Trouble Codes) can be accessed by connecting the SST (09843-18040)
to the DLC3 terminals TC and CG, and reading the blinking of the check engine warning light.
D By using the intelligent tester II, the 5-digit DTCs and ECM data can be read out. Moreover, the ACTIVE
TEST can be used to drive the actuator by means of the intelligent tester II.
D The ECM can output freeze-frame data to the intelligent tester II. This data is stored in the ECM at the very
moment when the ECM has detected its last data of malfunction.
D All the DTCs have been made to correspond to the SAE controlled codes. Some of the DTCs have been
further divided into smaller detection areas than in the past, and new DTCs have been assigned to them.
D For details, refer to the Fortuner/Hilux SW4 Repair Manual.
*: The 2-digit DTCs are not set on Thailand, and Central and South American models
Service Tip
To clear the DTC that is stored in the ECM, use an intelligent tester II or disconnect the battery terminal
or remove the EFI fuse for 1 minute or longer.

11. Fail-safe
When a malfunction is detected by any of the sensors, there is a possibility of an engine or other malfunction
occurring if the ECM continues to control the engine control system in the normal way. 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
Fortuner/Hilux SW4 Repair Manual.

NM
00M4E