36 ENGINE 1NZ-FE ENGINE

JENGINE CONTROL SYSTEM

1. General

The engine control system for the 1NZ-FE engine has following system.

System Outline
SFI D An L-type SFI system directly detects the intake air volume with a hot-wire
Sequential Multiport type mass air flow meter.
Fuel Injection D The fuel injection system is a sequential multiport fuel injection system.
D Ignition timing is determined by the ECM based on signals from various
ESA sensors. The ECM corrects ignition timing in response to engine knocking.
Electronic Spark
Advance D In vehicles equipped with automatic transaxle, torque control correction
during gear shifting has been used to minimize the shift shock.
IAC
(Idle Air Control) A rotary solenoid type IAC valve controls the fast idle and idle speeds.

VVT-i Controls the intake camshaft to an optimal valve timing in accordance with the
Variable Valve engine condition.
Timing-intelligent
Fuel Pump Control Fuel pump operation is controlled by signal from the ECM.
Oxygen Sensor Heater Maintains the temperature of the oxygen sensors at an appropriate level to in-
Control crease accuracy of detection of the oxygen concentration in the exhaust gas.
Evaporative Emission The ECM controls the purge flow of evaporative emissions (HC) in the char-
Control coal canister in accordance with engine conditions.
Air Conditioning By turning the air conditioning compressor OFF in accordance with the engine
Cut-Off Control condition, drivability is maintained.
Radiator cooling fan operation is controlled by signals from ECM based on the
Cooling Fan Control engine coolant temperature sensor signal (THW).
When the ECM detects a malfunction, the ECM diagnoses and memorizes
Diagnosis
the failed section.
When the ECM detects a malfunction, the ECM stops or controls the engine
Fail-Safe
according to the data already stored in memory.

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2. Construction

The configuration of the engine control system in the 1NZ-FE engine is shown in the following chart.

SENSORS
VG
MASS AIR FLOW METER
#10
#20
NE
CRANKSHAFT POSITION
#30
SENSOR
#40

G2
CAMSHAFT POSITION
SENSOR
IGT1~
IGT4
VTA
THROTTLE POSITION SENSOR
IGF

THW
ENGINE COOLANT TEMP.
SENSOR

THA
INTAKE AIR TEMP. SENSOR
OCV

STA
IGNITION SWITCH
ECM
Starting Signal (ST Terminal)

SPD RSD
COMBINATION METER
Vehicle Speed Signal

OX1A
HEATED OXYGEN SENSOR
(Bank 1, Sensor FC
1)

OX1B
HEATED OXYGEN SENSOR
(Bank 1, Sensor 2)

KNK1
KNOCK SENSOR

HT
PSP
OIL*1
POWER STEERINGHT2
PRESSURE SWITCH
ACTUATORS
SFI

No. 1 INJECTOR (Continued)

No. 2 INJECTOR
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No. 3 INJECTOR
No. 4 INJECTOR

ESA

IGNITION COIL with IGNITER

SPARK PLUGS

VVT-i

CAMSHAFT TIMING OIL CONTROL VALVE

IAC

CONTROL VALVE

FUEL PUMP CONTROL

CIRCUIT OPENING RELAY

OXYGEN SENSOR HEATER CONTROL

HEATED OXYGEN SENSOR HEATER

Bank 1, Sensor 1
Bank 1, Sensor 2

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 ENGINE 1NZ-FE ENGINE 39

AC CONDITIONING
AIR
AMPLIFIER*2
ACT

PARK/NEUTRAL POSITION
NSW SWITCH*3
Neutral Start Signal R,D,2,L
Shift Lever Position Signal EVP1

CCV
PTNK
ECM
VAPOR PRESSURE SENSOR

STP
CF
STOP LIGHT SWITCH

HOT,
SIL COOL
DATA
TCLINK CONNECTOR 3

W
ALT
GENERATOR

AIR CONDITIONING CUT-OFF CONTROL*2

+B BATT
AIR CONDITIONING
AMPLIFIER
EFI MAIN RELAY BATTERY

EVAP CONTROL
*1: with Power Steering
*2: with Air Conditioning VSV (for EVAP)
*3: Only for Automatic Transaxle Model
VSV (for CANISTER CLOSED VALVE)

COOLING FAN
CONTROL

COOLING FAN RELAY

ENGINE COOLANT TEMP.

INDICATORS

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40
MALFUNCTION INDICATOR LAMP

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3. Engine Control System Diagram

Park/Neutral Position
Malfunction Switch*2
Indicator
Lamp DLC3 Ignition
Generator Switch
Meter (Vehicle
Speed Signal)

A/C Amplifier*1
or A/C Switch*1

ECM Power Steering Oil

Pressure Sensor*3
Electric Load Switch

Throttle
Position
Sensor Mass Air Flow Meter Battery
Circuit (Built-in Intake Air
Opening
Relay Temp. Sensor)

IAC Valve

VSV
(for EVAP)
Injector
Igniter
Camshaft
Position
VSV (for
Canister Sensor
Closed
Valve)

Engine
Coolant
Charcoal Camshaft Timing Temp.
Oil Control Valve Sensor
Canister

Fuel Knock Crankshaft

Pump Sensor Position Sensor

Vapor TWC
Pressure
Sensor

Heated Oxygen Sensor

(Bank 1, Sensor 2)
Heated Oxygen Sensor
(Bank 1, Sensor 1)

*1: with Air Conditioning

*2: Only for Automatic Transaxle Model
*3: with Power Steering
171EG28

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VSV (for EVAP)

VSV
Mass Air ECM (for Canister Closed Valve)
Flow Meter
4. Layout of Components

Camshaft
Position Sensor

Camshaft Timing Oil

Control Valve

2000 ECHO (NCF 171U)

Knock
Sensor
ENGINE 1NZ-FE ENGINE

Vapor Pressure Sensor

Crankshaft DLC3
Position Sensor
Throttle Heated Oxygen Sensor
Position Sensor (Bank 1, Sensor 2)
IAC Valve
Heated Oxygen Sensor
(Bank 1, Sensor 1)

Water Temperature Sensor

171EG39
 ENGINE 1NZ-FE ENGINE 43

5. Main Components of Engine Control System

The main components of the 1NZ-FE engine control system are as follows:

Components Outline Quantity

Mass Air Flow Meter Hot-Wire Type 1
Crankshaft Position Sensor (Rotors Teeth) Pick-Up Coil Type (36-2) 1
Camshaft Position Sensor (Rotors Teeth) Pick-Up Coil Type (3) 1
Throttle Position Sensor Linear Type 1
Knock Sensor Built-In Piezoelectric Element Type 1
Heated Oxygen Sensor
Oxygen Sensor (Bank 1, Sensor 1) 2
(Bank 1, Sensor 2)
Injector 12-Hole Type 4
Rotary Solenoid Type
IAC Valve (1-Coil Type) 1

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

General

The VVT-i system is designed to control the intake camshaft within a wide range of 60 (of crankshaft
angle) to provide a valve timing that is optimally suited to the engine condition, thus realizing improved
torque in all the speed ranges and fuel economy, and reduce exhaust emissions.

VVT-i Controller

ECM

Camshaft
Position Sensor

Crankshaft
Position Sensor

Camshaft Timing
Oil Control Valve 171EG30

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Construction

1) VVT-i Controller

This controller consists of the housing driven from the timing chain and the 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 been
started, the lock up pin locks the movement of the VVT-i controller to prevent a knocking noise.

Vane
Lock Pin (Fixed on Intake Camshaft)

Intake
Camshaft

171EG31
Housing

Oil Pressure

At a Stop In Operation
Lock Pin
169EG36

2) Camshaft Timing Oil Control Valve

The camshaft timing oil control valve controls the To VVT-i Controller
spool valve position in accordance with the duty (Advanced Side)(Retard Side)
control from the ECM thus allocating the hydrau- Sleeve Spool Valve
lic pressure that is applied to the VVT-i controller
to the advance and the retard side. When the en-
gine is stopped, the camshaft timing oil control
valve is in the most retarded state.

Spring
Drain Drain Plunger
Oil Coil
Pressure 165EG34

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Operation

The camshaft timing oil control valve selects the path to the VVT-i controller according to the advance,
retard or hold signal from the ECM. The VVT-i controller rotates the intake camshaft in the timing advance
or retard position or holds it according to the position where the oil pressure is applied.
Camshaft Timing Oil
Operation Control Valve Drive Description
Signal
Vane Advance Signal
(Fixed on intake
camshaft) When the camshaft timing oil
VVT-i control valve is positioned as il-
Controller lustrated at left by the advance
Advance

Rotating Housing signal from the ECM, the result-

Direction ant oil pressure is applied to the
ECM
timing advance side vane cham-
ber to rotate the camshaft in the
Duty Ratio
timing advance direction.
Oil Pressure 157EG35
171EG36

Retard Signal
When the camshaft timing oil
control valve is positioned as il-
lustrated at left by the retard sig-
Retard

Rotating nal from the ECM, the resultant

Direction ECM oil pressure is applied to the tim-
ing retard side vane chamber to
rotate the camshaft in the timing
Duty Ratio retard direction.
Oil Pressure 157EG36
171EG37

Hold Signal The ECM calculates the target

timing angle according to the
traveling state to perform con-
trol as described above. After
setting at the target timing, the
valve timing is held by keeping
Hold

ECM the camshaft timing oil control

valve in the neutral position un-
less the traveling state changes.
This adjusts the valve timing at
Duty Ratio the desired target position and
Oil Pressure prevents the engine oil from
157EG37 running out when it is unneces-
171EG38
sary.

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In proportion to the engine speed, intake air volume, throttle position and water temperature, the ECM
calculates an optimal valve timing under each driving condition and control the camshaft timing oil control
valve. In addition, ECM uses signal from the camshaft position sensor and the crankshaft position sensor
to detect the actual valve timing, thus performing feedback control to achieve the target valve timing.
" Operation During Various Driving Condition (Conceptual Diagram) A
Full Load Performance

Range 5
Engine Load
Range 4

Range 3

Range 2
Range 1

Engine Speed
165EG38

Operation
Range Valve Timing Objective Effect
State
TDC Stabilized
IN Eliminating overlap to reduce idling rpm
During idling 1
EX Latest timing
blow back to the intake side Better fuel
economy
IN Decreasing overlap to elimi- Ensured
At light load 2 EX To retard side nate blow back to the intake engine
side stability
Better fuel
Increasing overlap to in- economy
At medium IN
3 crease internal EGR for Improved
load EX To advance pumping loss elimination emission
side
control
To advance side
In low to Improved
IN Advancing the intake valve
medium speed torque in low
4 EX close timing for volumetric
range with to medium
heavy load BDC efficiency improvement speed range
In high speed IN Retarding the intake valve
Improved
range with 5 EX To retard side close timing for volumetric output
heavy load efficiency improvement
Eliminating overlap to pre-
vent blow back to the intake
IN side for reduction of fuel in- Stabilized fast
At low
temperatures
EX Latest timing crease at low temperatures, idle rpm Better
and stabilizing the idling rpm fuel economy
for decreasing fast idle rota-
tion
Upon starting/ IN Eliminating overlap to elimi-
Improved
stopping the EX Latest timing nate blow back to the intake startability
engine side

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7. Evaporative Emission Control

A vacuum method for detecting a leakage in the evaporative emission control system has been adopted.
This method forcefully introduces the purge vacuum into the entire evaporative system and monitors the
changes in the pressure.
The main characteristics of the vacuum method are described below.

D A VSV (for Canister Closed Valve) has been provided between the fresh air valve and the charcoal canister.
D A vapor pressure sensor has been provided in the fuel tank in order to further ensure the precision of
the vapor pressure sensor.

D The fresh air valve characteristics of the charcoal canister have been changed.
D DTCs (Diagnostic Trouble Codes) have been added. For details on the DTCs (Diagnostic Trouble Codes),
refer to the 2000 ECHO Repair Manual (Pub. No. RM750U).

ECM

VSV (for EVAP) Charcoal

Vapor Pressure Sensor Canister

Fuel Tank To Air Intake

Chamber

From Air Cleaner VSV (for Canister Closed Valve)

171EG25

8. Diagnosis System

The diagnostic trouble codes can be output via DLC3 to an OBD-II scan tool or a hand-held tester. For
details, refer to the 2000 ECHO Repair Manual (Pub. No. RM750U).

2000 ECHO (NCF 171U)