Engine
Engine
Engine
ENGINE PROPER
Rubber
Aluminum
A
A
Cylinder
Head Cover
Engine
Front
Cylinder Head
Gasket
A – A Cross Section
209EG101
Engine Front
208EG104
EG-6 ENGINE – 1MZ-FE ENGINE
3. Cylinder Head
The cylinder head, which is made of aluminum, has adopted a pentroof-type combustion chamber. The
spark plug has been located in the center of the combustion chamber.
Upright, small-diameter intake ports are adopted.
The cross section of the protrusion of the valve guide into the intake port has been reduced by decreasing
the valve stem diameter and the valve guide outer diameter.
Plastic region tightening bolt is used for the cylinder head bolts for good axial tension.
4. Cylinder Block
The cylinder block has a bank angle of 60, a bank offset of 36.6 mm (1.44 in.) and a bore pitch of 105.5
mm (4.15 in.), resulting in a compact block.
Lightweight aluminum alloy is used for the cylinder block.
A thin cast-iron liner is press- fit inside the cylinder to ensure an added reliability. This liner is thin, so that
boring is not possible.
A water pump swirl chamber and an inlet passage to the pump are provided in the V-bank to help make
the engine compact.
Knock sensor bosses are provided at 2 locations in V-bank.
The crankshaft bearing caps are tightened using 4 plastic- region bolts for each journal. In addition, each
cap is tightened laterally to improve its reliability.
60
36.6 mm
105.5 mm
Water pump Swirl Chamber 198EG38
Sela Washer
5. Piston
The piston is made of aluminum alloy and skirt area is made compact and lightweight.
The piston skirt has been coated with resin to reduce the friction loss.
Full floating type piston pins are used.
Each of the pistons is made specifically for the right or left bank.
Resin Coating
6. Connecting Rod
Connecting rods that have been forged for high
strength are used for weight reduction.
An aluminum bearing with overlay is used for
the connecting rod bearings.
Knock Pin
Plastic region tightening bolts are used.
Knock pins are used at the mating surfaces of
the bearing caps of the connecting rod to mini-
mize the shifting of the bearing caps during as-
sembly.
Plastic Region
Tightening Bolt
208EG106
ENGINE – 1MZ-FE ENGINE EG-9
7. Crankshaft
The crankshaft is made of forged steel and has 4 journals and 9 balance weights.
All pin and journal fillets are roll-finished to maintain adequate strength.
The crankshaft bearings for the No.1 and No.4 journals are made wider to decrease noise and vibration,
and those for the No.2 and No.3 journals are made narrower friction.
Engine
Front
208EG72
8. Crankshaft Pulley
The crankshaft pulley hub is made of aluminum Cast Iron
to reduce weight and vibration. Torsional
Damper Rubber
The rigidity of the torsional damper rubber has
been optimized to reduce noise.
Steel
Engine
Front Aluminum
187EG14
EG-16 ENGINE – 1MZ-FE ENGINE
COOLING SYSTEM
The cooling system is a pressurized, forced-circulation type.
A thermostat having a bypass valve is located on the water pump inlet side of the cooling circuit.
Intake Manifold
Bypass Passage
From Radiator
To Radiator
Water Pump
Thermostat
208EG119
Heater
Heater Valve
Water
Pump
Thermostat
Bypass Passage
Radiator
187EG25
ENGINE – 1MZ-FE ENGINE EG-17
Specifications
1. General
The adoption of the ETCS-i (Electronic Throttle Control System-intelligent) has realized excellent throttle
control.
The adoption of the ACIS (Acoustic Control Induction System) has improved the engine performance.
The adoption of the air intake control system has improved engine noise reduction and performance. For
details, see page EG-46.
2-way exhaust control system is provided to reduce noise and back pressure in the main muffler.
Intake Manifold
Main Muffler
Exhaust Manifold
Sub Muffler
TWCs
211EG08
ENGINE – 1MZ-FE ENGINE EG-19
2. Throttle Body
The link-less type ETCS-i has adopted and it
realizes excellent throttle control.
For details of ETCS-i control, refer to see page
EG-39.
A DC motor with excellent response and mini-
mal power consumption is used for the throttle
control motor. The ECM performs the duty ra-
tio control of the direction and the amperage of
Throttle
the current that flows to the throttle control mo- Position
tor in order to regulate the opening angle of the Sensor Throttle Control Motor
throttle valve.
211EG34
Actuators
(for ACIS)
211EG19
EG-20 ENGINE – 1MZ-FE ENGINE
4. Intake Manifold
The port diameter of the intake manifold and the port length have been optimized.
An engine coolant passage connects the left and right banks at the rear end of the intake manifold.
The intake manifold gaskets has rubber coating applied onto surface, and provide superior durability.
A
Engine
A
Coolant
Engine Coolant A – A Cross Section
Passage
B Passage
B
Rubber Coating
Outer Intake
Side Port Side
B – B Cross Section
211EG35
5. Exhaust Manifold
A stainless steel exhaust manifold is used for improving the warm-up of three-way catalytic converter and
for weight reduction.
The air fuel ratio sensor has been adopted to the exhaust manifold.
An ultra thin-wall, high-cell metal type TWC (Three-Way Catalytic Converter) has been adopted. This
TWC enables to improve exhaust emissions by optimizing the cells density.
6. Exhaust Pipe
General
An ultra thin-wall, high-cell ceramic type TWC has been adopted. This TWC enables to improve exhaust
emissions by optimizing the cells density.
2-way exhaust control system is provided to reduce noise and back pressure in the main muffler.
TWC
Main Muffler
211EG32
EG-22 ENGINE – 1MZ-FE ENGINE
1) Construction
The control valve is enclosed in the main-muffler. When the exhaust gas pressure overcomes the spring
pressure, the control valve opens steplessly in accordance with the exhaust gas pressure.
2) Operation
Exhaust
Gas
208EG16
ENGINE – 1MZ-FE ENGINE EG-23
FUEL SYSTEM
1. General
A fuel returnless system has been used to reduce evaporative emissions.
A compact fuel pump in which a fuel filter and pressure regulator are integrated in the module fuel pump
assembly has been adopted.
A quick connector has been adopted to connect the fuel pipe with the fuel hose to improve serviceability.
A compact 12-hole type injector with high atomizing performance has been adopted to improve the atom-
ization of fuel. As the result, the air assist system used on ’01 ES300 has been discontinued.
A tether has been provided on the fuel filter cap to prevent the cap from being lost, which results in prevent-
ing the leakage of fuel or the evaporative gas.
The quick-turn type fuel tank cap has been newly adopted to improve usability.
The ORVR (On-board Refueling Vapor Recovery) system has been adopted. For details, see page xx.
Fuel Tank
Fuel Pump
Pressure Regulator
Sender Gauge
Fuel Filter
Injector
211EG10
EG-24 ENGINE – 1MZ-FE ENGINE
Pulsation
Damper
Pressure Regulator
Fuel Filter
Module Fuel
Pump Assembly
Fuel Pump
Fuel Tank
208EG117
3. Fuel Injector
The 12-hole type injector has been adopted to im-
prove the atomization of fuel.
View A
A
208EG118
ENGINE – 1MZ-FE ENGINE EG-25
4. Fuel Pump
A compact fuel pump in which a fuel pump filter, fuel pressure regulator, and sender gauge are integrated
in the fuel pump assembly has been adopted.
Fuel Pump
Fuel Pressure
Regulator
Strainer
208EG19
ENGINE – 1MZ-FE ENGINE EG-27
STARTING SYSTEM
Starter
1) General
A compact and lightweight PS (Planetary reduction-Segment conductor motor) starter has been
adopted on all models.
Because the PS starter contains an armature that uses square-shaped conductors, and its surface func-
tions as a commutator, it has resulted in both improving its output torque and reducing its overall
length.
In place of the field coil used in the conventional starter, the PS starter uses two types of permanent
magnets: main magnets and interpolar magnets. The main magnets and interpolar magnets have been
efficiently arranged to increase the magnetic flux and to shorten the length of the yoke.
Armature Brush
Yoke
Length
206EG18 206EG19
Specifications
2) Construction
Instead of the construction of the armature coil of the conventional starter that uses round-shaped con-
ductor wires, the PS starter uses square conductors. With this type of construction, the same conditions
that are realized by winding numerous round-shaped conductor wires can be achieved without increas-
ing the mass. As a result, the output torque has been increased, and the armature coil has been made
more compact.
Because the surface of the square-shaped conductors that are used in the armature coil functions as
a commutator, the overall length of the PS starter has been shortened.
A
Brush
Armature A A – A Cross Section B – B Cross Section
Surface
Commutator
PS Starter PS Starter Conventional Type
206EG20
Instead of the field coils used in the conventional starter, the PS starter has adopted two types of perma-
nent magnets: the main magnets and the interpolar magnets. The main and interpolar magnets are ar-
ranged alternately inside the yoke, allowing the magnetic flux that is generated between the main and
interpolar magnets to be added to the magnetic flux that is generated by the main magnets.
In addition to increasing the amount of magnetic flux, this construction shortens the overall length of
the yoke.
Interpolar Magnets
Magnetic Flux Generated
Yoke by Main Magnets
Main Magnets
Magnetic Flux Generated by
Relationship Between Main
Magnets
Armature
Cross Section of Yoke
206EG21
ENGINE – 1MZ-FE ENGINE EG-29
ENGINE MOUNT
1. General
A 3-point support on the front subframe has been Torque Rod
adopted. An active control engine mount has been
adopted on the front engine mount and a hydraulic
engine mount has been adopted on the right and
left engine mounts to realize low noise and vibra-
tion and to achieve high levels of both riding com-
fort and drivability.
Right Mount
(Hydraulic
Engine Mount)
Vacuum
Tank
Engine
Diaphragm
VSV ECM
Air
Chamber
Active Control Side Branch Rubber
Engine Mount
161ES46 211EG31
EG-30 ENGINE – 1MZ-FE ENGINE
2. Construction
The configuration of the engine control system in the 1MZ-FE engine in the ’02 ES300 is as shown in the
following chart.
SENSORS ACTUATORS
VG SFI
MASS AIR FLOW METER
#10
THA NO.1 INJECTOR
INTAKE AIR TEMP. SENSOR #20
NO.2 INJECTOR
#30
THW NO.3 INJECTOR
ENGINE COOLANT TEMP. SENSOR #40
NO.4 INJECTOR
NE #50
CRANKSHAFT POSITION SENSOR NO.5 INJECTOR
#60
NO.6 INJECTOR
VVT Sensor (Bank 1, Bank 2) VV1
VV2 ESA
Camshaft Position Signal IGF
IGNITION COIL with IGNITER
IGT1
VTA1, 2 IGT6
THROTTLE POSITION SENSOR SPARK PLUGS
VC
AIR FUEL RATIO SENSOR AFR ETCS-i
(Bank 1, Sensor 1) M
THROTTLE CONTROL MOTOR
(Continued)
211EG12
EG-32 ENGINE – 1MZ-FE ENGINE
TXCT
TRANSPONDER KEY RXCK AIR CONDITIONING CONTROL
AMPLIFIER*1 CODE ACMG AIR CONDITIONING
MAGNET CLUTCH
KSW
UNLOCK WARNING SWITCH*1
TRC
SKID CONTROL ECU*2
ENG
A/C S
AIR CONDITIONING ECU*4
+B BATT
EFI MAIN RELAY BATTERY
Fuel Pump
Battery Stop Light Switch
Air Fuel Ratio Sensor Heater Relay
VSV
(for Canister
Closed Valve)
ECM
VSV
(for Pressure Switching Valve)
VSV
(for EVAP) VSV (for ACIS)
Pulsation
Damper
VSV
(for Air Intake
Control Valve)
Throttle
Actuator
Position Sensor
Intake Air Mass Air Camshaft Timing Oil
Temp. Control Valve
Flow Meter
Sensor Injector
Air Fuel Ratio
Sensor
(Bank 2,
Engine Coolant VVT Sensor 1)
Temp. Sensor
Ignition Coil Sensor
with Igniter
Air Fuel Ratio sensor
(Bank 1, Sensor 1)
TWC
Heated Oxygen Sensor Crankshaft Heated Oxygen Sensor
(Bank 1, Sensor 2) Position Sensor (Bank 2, Sensor 2)
211EG14
*: with Automatic Air Conditioning System
EG-34 ENGINE – 1MZ-FE ENGINE
VSV
(for Pressure Switching Valve)
DLC3
Mass Air Flow Meter
Vapor Pressure Sensor
ECM
Fuel Pump
VSV
VSV (for Canister Closed Valve)
(for Air Intake Control Valve)
VSV
VSV (for EVAP)
Engine Coolant
(for ACIS No.2) Temp. Sensor Throttle Position
Sensor
Injector
211EG15
ENGINE – 1MZ-FE ENGINE EG-35
General
The following table compares the main components.
New Previous
Components
Outline Quantity Outline Quantity
ECM 32-bit CPU 1 16-bit CPU 1
Mass Air Flow Meter Hot-wire Type 1
Crankshaft Position Sensor Pick-up Coil Type
1
(Rotor Teeth) (36-2)
VVT Sensor [Bank 1] Pick-up Coil Type
1
(Rotor Teeth) (3)
Magnetic Resistance
VVT Sensor [Bank 2] Pick-up Coil Type
Element Type 1 1
(Rotor Teeth) (3)
(3)
Throttle Position Sensor Linear Type 1
Accelerator Pedal Position
Linear Type 1 —
Sensor
Built-in Piezoelectric
Knock Sensor 2
Type
Air Fuel Ratio Sensor
(Bank 1, Sensor 1) with Heater Type 2
(Bank 2, Sensor 1)
Oxygen Sensor
(Bank 1, Sensor 2) with Heater Type 2 with Heater Type 1
(Bank 2, Sensor 2)
Injector 12-Hole Type 6 4-Hole Type 6
Thermistor
Intake Air
Temp.
Sensor
Air Flow
Platinum Hot-wire
199EG35
EG-36 ENGINE – 1MZ-FE ENGINE
Engine
Front
10 CA
Crankshaft
Position Sensor 2 Teeth
Missing
Timing Rotor
208EG40
VVT Sensor
The magnetic resistance element type VVT sensor is mounted on the left side of cylinder head and the con-
ventional type VVT sensor is mounted on the right side of cylinder head. To detect the camshaft position,
a timing rotor that is provided on the VVT-i controller is used to generate 3 pulses for every 2 revolutions
of the crankshaft.
For
Right
Side
240 CA 240 CA 240 CA
For Left
Timing Side
Rotor
120 240 CA 240 CA 240 CA
VVT Sensor CA
211EG16
ENGINE – 1MZ-FE ENGINE EG-37
Close
Open
Open
Close
E2 VTA2 VTA VC
V
5.0
VTA2
Output
Throttle Position Sensor Voltage
VTA
0 Close Open
208EG42
Close Open
Close
Open
Accelerator
Pedal Position Sensor
EP2 VPA2 VCP2 EP1 VPA VCP1
V
5.0
Output VPA2
Voltage VPA
0 Close Open
208EG27
EG-38 ENGINE – 1MZ-FE ENGINE
#1 Intake
Combustion
#2
#3
#4
#5
#6
Intake Combustion
208EG43
Independent Injection
General
In the conventional throttle body, the throttle valve opening in determined invariably by the amount of
the 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.
The accelerator cable and link have been discontinued, and an a accelerator position sensor has been pro-
vided on the accelerator pedal.
System Diagram
Throttle Valve
Mass Air
Skid
Flow Meter
ECM Control
ECU
Ignition Fuel
Coil Injector
208EG44
EG-40 ENGINE – 1MZ-FE ENGINE
Operation
1) General
The ECM drives the throttle control motor by determining the target throttle valve opening in accordance
with the respective vehicle operating condition.
Idle Speed Control
Shift Shock Reduction Control
Cruise Control
6) Cruise Control
An ECM with an integrated cruise control ECU directly actuates the throttle valve to effect the operation
of the cruise control.
ENGINE – 1MZ-FE ENGINE EG-41
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 reduction of exhaust emissions. The actual intake valve
timing is feedback by means of the camshaft position sensor for constant control to the target valve timing.
VVT Sensor
211EG17
ECM
157EG23
EG-42 ENGINE – 1MZ-FE ENGINE
General
The ACIS is realized by using a bulkhead to divide the intake manifold into 3 stages, with an intake air con-
trol valves in the bulkhead being opened and closed to vary the effective length and intake area of the intake
manifold in accordance with the engine speed and throttle valve opening angle. This increases the power
output in all ranges from low to high speed.
System Diagram
Actuator
Actuator
VSV VSV
To Surge Tank
Engine Speed
Throttle Opening Angle ECM Vacuum Tank
211EG18
ENGINE – 1MZ-FE ENGINE EG-43
General
Actuators 211EG19
Atmosphere
208EG47
3) Vacuum Tank
Equipped with an internal check valve, the vacuum tank stores the vacuum that is applied to the actuator
in order to maintain the intake air control valve fully closed even during low-vacuum conditions.
EG-44 ENGINE – 1MZ-FE ENGINE
Operation
2VSVs ON
Open
Throttle
Valve
Close
VSV ON
(Intake Air Chamber Side)
Open
Throttle
Valve
Close
Open
Throttle
Valve
2 VSVs OFF
Close
: Effective Intake Manifold Length Low High
: Effective Intake Air Chamber Engine Speed
211EG22
EG-46 ENGINE – 1MZ-FE ENGINE
General
The air cleaner inlet is divided into two areas, and an air intake control valve and an actuator have been pro-
vided in one of the areas.
As a result, a reduction in intake noise in the low-speed range and an increase in the power output in the
high-speed range have been realized.
Layout of Components
Actuator
VSV
Air Intake
Control Valve
208EG50
Operation
When the engine is operating in the low-to mid-speed range, this control operates the air intake control valve
to close one side of the air cleaner inlet.
When the engine is operating in the high-speed range, this control operates the air intake control valve to
open both side of the air cleaner inlet to effect the intake of air.
Vacuum Tank
VSV
Open
Throttle
Opening
Angle
Air Intake
Control Valve
Engine Speed
Air Intake Control Valve Condition
208EG51
ENGINE – 1MZ-FE ENGINE EG-47
General
The vacuum type has been adopted on the ’02 ES300 to detect leaks in the evaporative emission control
system. This vacuum type detects leaks by forcefully introducing the purge vacuum into the entire system
and monitoring the changes in the pressure. It consists of the following main components:
A VSV (for canister closed valve) that closes the fresh air line from the air cleaner to the charcoal canister
has been adopted.
A VSV (for pressure switching valve) that opens the evaporator line between the fuel tank and the char-
coal canister has been adopted.
Function to close the purge line from the air intake chamber to the charcoal canister for this system is
added to the original functions of VSV (for EVAP).
A vapor pressure sensor that measures the pressure in the fuel tank while checking for evaporative emis-
sion leaks and sends signals to the ECM has been adopted.
Tank Valve
Assembly
ORVR (On-Board Refueling Vacuum Tank Pressure
Vapor Recovery) Valve Vapor Check Valve
Pressure Valve
Sensor Charcoal Canister
To Intake
Manifold Pressure
VSV Switching
(for EVAP) Valve
From Air
Cleaner
Purge
Valve
Service
Port Purge Line
189EG31
EG-48 ENGINE – 1MZ-FE ENGINE
Operation
1) Purge Flow
When the engine has reached predetermined parameters (closed loop, engine coolant temp. above 74C
(165F), etc.), stored fuel vapors are purged from the charcoal canister whenever the purge valve is
opened by the ECM. At the appropriate time, the ECM will turn on the VSV (for EVAP).
The ECM will change the duty ratio cycle of the VSV (for EVAP) thus controlling purge flow volume.
Purge flow volume is determined by manifold pressure and the duty ratio cycle of the VSV (for EVAP).
Atmospheric pressure is allowed into the canister to ensure that purge flow is constantly maintained
whenever purge vacuum is applied to the canister.
Close
To Intake
Manifold
Open
From Air
Cleaner Close
Open
Open
Close
208EG32
Open
Close
Close
Close
Close
To Open
208EG33
Atmosphere
ENGINE – 1MZ-FE ENGINE EG-49
3) Monitor
The monitor sequence begins with a cold engine start. The intake air temp. and engine coolant temp. sen-
sors must have approximately the same temperature reading. The ECM is constantly monitoring fuel tank
pressure. As the temperature of the fuel increases, pressure slowly rises. The ECM will purge the charcoal
canister at the appropriate time. With VSV (for pressure switching valve) closed, pressure will continue
to rise in fuel tank.
Close
To Intake
Manifold
Open
From Air
Cleaner Close
Open
Open
Close
208EG34
Canister Open
Closed Valve Close
Pressure Open
Switching Valve Close
Open
Purge Valve
Close
Abnormal
Vapor Pressure
Normal
Vapor Pressure
189EG33
EG-50 ENGINE – 1MZ-FE ENGINE
Close
Close
Open
Close
Close Close 189EG34
Close
To Intake
Manifold
Open
Open
Close
Close Close
189EG35
ENGINE – 1MZ-FE ENGINE EG-51
Close
Close
From Air
Cleaner Close
Open
Open
Close 208EG35
b. Pressure Switching Valve
The ECM closes the pressure switching valve. This action blocks air entire the tank side of the system.
The pressure rise is no longer as great. If there was no change in pressure, the ECM will conclude the
pressure switching valve did not close. If a malfunction is detected, the MIL illuminates to inform the
driver. Also, the DTC can be accessed through the use of a hand-held tester.
For details on the DTCs, refer to the 2002 ES300 Repair Manual (Pub. No. RM911U).
Close
Close
Close
Close
Close Close
189EG37
EG-52 ENGINE – 1MZ-FE ENGINE
13. Diagnosis
When the ECM detects a malfunction, the ECM makes a diagnosis and memorizes the failed section.
Furthermore, the MIL (Malfunction Indicator Lamp) in the combination meter illuminates or blinks to inform
the driver.
The ECM will also store the DTCs of the malfunctions.
The DTCs can be accessed the use of the hand-held tester.
Service Tip
The length of time to clear the DTC via the battery terminal has been changed from the previous 10 se-
conds to 1 minute.
Added DTCs
14. Fail-Safe
General
When the ECM detects a malfunction, the ECM stops or controls the engine according to the data already
stored in the memory.
ECM
Accelerator Pedal
Position Sensor Open
Main
Sub Main
Sub
Throttle
Throttle Throttle Control
Position Valve
Sensor Return Motor
Spring
Accelerator Pedal Throttle Body
199EG45
If both systems malfunction, the ECM detects the abnormal signal voltage between these two sensor cir-
cuits and regards that the opening angle of the accelerator pedal is fully opened and then continues the
throttle control. At this time, the vehicle can be driven within its idling range.
ECM
Accelerator Pedal
Position Sensor Close
Main Main
Sub
Sub
Throttle Throttle
Throttle Return Control
Position Valve Spring Motor
Sensor
Main
Sub Main
Sub
Throttle
Throttle Return Control
Valve Spring Motor
ENGINE
1MZ-FE ENGINE
DESCRIPTION
The 1MZ-FE engine, which is a V6, 3.0-liter, 24-valve DOHC engine, based on the 1MZ-FE engine on the
’01 ES300.
This engine has following features that have been newly adopted in order to realize the further improvement
of the engine performance, fuel economy and to reduce exhaust emissions.
The PS (Planetary reduction Segment conductor motor) starter has been adopted.
Meets the ULEV (Ultra Low Emission Vehicle) regulation requirements.
Meets the SFTP (Supplementary Federal Test Procedure) regulation requirements.
ETCS-i (Electronic Throttle Control System-intelligent) has been adopted.
VVT-i (Variable Valve Timing-intelligent) system is used.
Air intake control system has been adopted.
211EG01
211EG02
ENGINE – 1MZ-FE ENGINE EG-3
Engine Specification
60
40
60
54
20
0 VVT-i Operation
1000 3000 5000 7000 Angle 0
BDC
Engine Speed (rpm) 211EG03 211EG04
EG-4 ENGINE – 1MZ-FE ENGINE
Item (1) (2) (3) (4) (5) ’02 ES300 ’01 ES300
The VVT-i system is used.
The ETCS-i has been adopted. —
A cylinder block made of aluminum alloy has
been adopted.
The intake air chamber made of plastics has
—
been adopted.
Independent type DIS (Direct Ignition
System) has been adopted.
The fuel returnless system has been adopted.
Quick connectors are used to connect the fuel
hose with the fuel pipes.
12-hole type fuel injectors with high
—
atomizing performance have been adopted.
Iridium-tipped spark plugs have been
adopted.
ACIS (Acoustic Control Induction System)
is used.
Air intake control system has been adopted. —
A 2-way exhaust control system has been
adopted.
The use of an air fuel ratio sensor allows
precise control.
The PS (Planetary reduction-Segment
—
conductor motor) starter has been adopted.
Other parts and construction are the same as in the ’01 ES300
EG-14 ENGINE – 1MZ-FE ENGINE
LUBRICATION SYSTEM
1. General
The lubrication is fully pressurized and all oil passes through an oil filter.
A trochoid gear type oil pump is directly driven by the crankshaft.
Oil Pump
Oil Filter
Oil Strainer
211EG07
CAMSHAFT CAMSHAFT
TIMING OIL TIMING OIL
CONTROL VALVE CONTROL VALVE
RELIEF
OIL PUMP OIL JETS
VALVE
VVT-i VVT-i
OIL PAN
187EG22
ENGINE – 1MZ-FE ENGINE EG-15
Specifications
IGNITION SYSTEM
1. General
A DIS (Direct Ignition System) has been adopted. The DIS improves the ignition timing accuracy, reduces
high-voltage loss, and enhances the overall reliability of the ignition system by eliminating the distributor.
The DIS in this engine is an independent ignition system which has one ignition coil (with igniter) for each
cylinder.
Iridium-tipped spark plugs have been adopted.
IGT1 +B
No.1 Cylinder
Camshaft G22 IGT2
Position
Sensor No.2 Cylinder
IGT3
No.3 Cylinder
Crankshaft NE IGT4
Position ECM No.4 Cylinder
Sensor
IGT5
No.5 Cylinder
IGT6
Various No.6 Cylinder
Sensors
IGF
161ES43
2. Ignition Coil
The DIS provides 6 ignition coils, one for each cylinder. The spark plug caps, which provide contact to the
spark plugs, are integrated with an ignition coil. Also, an igniter is enclosed to simplify the system.
3. Spark Plug
Iridium-tipped spark plugs have been adopted to realize a 120,000 mile (192,000 km) maintenance-free op-
eration. By making the center electrode of iridium, the same ignition performance as of the platinum-tipped
spark plug and further improvement of durability have been realized.
Specifications
DENSO SK20R11
NGK IFR6A11
1.0 – 1.1 mm
Plug Gap
Iridium Tip (0.0394 – 0.043 mm)
208EG70
EG-10 ENGINE – 1MZ-FE ENGINE
VALVE MECHANISM
1. General
The valves are directly opened and closed by 4 camshafts.
The exhaust camshafts are driven by a timing belt, while the intake camshafts are driven through gears
on the exhaust camshafts.
The VVT-i system used for the intake camshaft is adopted to realize excellent fuel economy, engine perfor-
mance and reduce exhaust emissions.
For details, see page EG-41 in the VVT-i system section.
Exhaust Camshaft
Intake Valves VVT-i Controller
Intake Camshafts
VVT-i Controller
Exhaust Camshaft
Exhaust
Valves
211EG06
ENGINE – 1MZ-FE ENGINE EG-11
2. Camshafts
The camshafts are made of cast iron alloy.
In conjunction with the adoption of the VVT-i system, an oil passage is provided in the intake camshaft
in order to supply engine oil t to the VVT-i system.
A VVT-i controller has been installed on the back of the intake camshaft to vary the timing of the intake
valves.
To detect the camshaft position, a timing rotor that is provided on the VVT-i controller is used to generate
3 pulses for every 2 revolutions of the crankshaft.
The intake camshafts are driven by gears on the exhaust camshafts. The scissors gear mechanism is used
on drive gear of the exhaust camshaft to control backlash and suppress gear noise.
Timing Rotor
No.1 Camshaft
(Intake)
No.3 Camshaft
(Intake)
Scissors Gear Mechanism
No.4 Camshaft Driven Gear
(Exhaust)
187EG15
EG-12 ENGINE – 1MZ-FE ENGINE
Camshaft
Adjusting Shim
Adjusting Shim
Cutout
Valve Lifter
Valve Llifter
Valve
187EG17
208EG64
Service Tip
The adjusting shims are available in 17 sizes in increments of 0.050 mm (0.0020 in.), from 2.500 (0.0984
in.) to 3.300 (0.1299 in.).
For details, refer to see the 2002 LEXUS ES300 Repair Manual (Pub. No. RM911U).
ENGINE – 1MZ-FE ENGINE EG-13
4. Timing Belt
The timing belt tooth configuration has been de- Camshaft Timing Pulleys
signed to help to reduce noise and to enable the
belt to transmit power under high load factors. No.2 Idler
Timing Belt
Tensioner Water
Pump
Pulley
No.1 Idler
(Tension Adjuster)
Crankshaft Timing
Pulley
198EG40
Belt Tensioner
Plunger Return
Spring Spring
198EG41