NewCarFeatures Engine

EG-2 ENGINE – 3UR-FE ENGINE
ENGINE
3UR-FE ENGINE
JDESCRIPTION
The 3UR-FE engine is a 5.7-liter, 32-valve DOHC V8. This engine uses the Dual VVT-i (Variable Valve
Timing-intelligent) system, DIS (Direct Ignition System), ACIS (Acoustic Control Induction System),
ETCS-i (Electronic Throttle Control System-intelligent), and air injection system. These control functions
achieve improved engine performance, fuel economy, and clean emissions.
08GEG01Y
08GEG02Y
NCF
LX 570
NM08G0E
ENGINE – 3UR-FE ENGINE EG-3
" Engine Specifications A
No. of Cyls. & Arrangement 8-cylinder, V Type

Valve Mechanism 32-valve DOHC, Chain Drive (with Dual VVT-i)
Combustion Chamber Pentroof Type
Manifolds Cross-flow
Fuel System EFI
Ignition System DIS
Displacement cm3 (cu. in.) 5663 (345.6)
Bore K Stroke mm (in.) 94.0 K 102.0 (3.70 K 4.02)
Compression Ratio 10.2 : 1 EG
Max. Output (ECC) 270 kW @ 5600 rpm
Max. Torque (ECC) 530 N.m @ 3200 rpm
Open –2_ to 58_ BTDC
Intake
Close 70_ to 10_ ABDC
Valve Timing
Open 62_ to 32_ BBDC
Exhaust
Close 0_ to 30_ ATDC
Firing Order 1–8–7–3–6–5–4–2
API grade SL “Energy-Conserving”,
Oil Grade
SM “Energy-Conserving” or ILSAC
Research Octane Number (RON) 91 or higher
Emission Regulation EURO IV
Engine Service Mass* (Reference) kg (lb) 219.3 (483.5)
*: The figure shown is the weight of the part without water and oil.
NCF
LX 570
NM08G0E
" Valve Timing A
: Intake Valve Opening Angle

: Exhaust Valve Opening Angle
Exhaust VVT-i
Operation Range
Intake VVT-i TDC
Operation Range 2_
30_
58_
70_
62_
Intake VVT-i
Operation Range Exhaust VVT-i
32_ Operation Range
10_
BDC
04E1EG03C
" Performance Curve A
560 300
540 280
Torque 520
500 260
(Nbm) 480
460 240
440 220
420
400 200
180
Output
160 (kW)
140
120
100
80
60
40
20
1000 2000 3000 4000 5000 6000

08GEG14Y
Engine Speed (rpm)
NCF
LX 570
NM08G0E
JFEATURES OF 3UR-FE ENGINE

The 3UR-FE engine has achieved the following performance through the use of the items listed below.
(1) High performance and reliability
(2) Low noise and vibration
(3) Lightweight and compact design
(4) Good serviceability
(5) Clean emission and fuel economy
Item (1) (2) (3) (4) (5)

A taper squish shape is used for the combustion
f f EG
chamber.
An aluminum alloy cylinder block containing a water
f f
distribution pathway is used.
Engine Proper Spiny-type liners are used in the cylinder bores. f f
Water jacket spacers are used. f
The piston skirt is coated with resin. f f f
A No. 1 oil pan made of aluminum alloy is used. f f f
Timing chains and chain tensioners are used. f f
Valve
V l
Hydraulic lash adjusters are used. f f f f
Mechanism
Roller rocker arms are used. f f
Lubrication An oil filter with a replaceable element is used. f
System A water-cooled type oil cooler is used.* f
TOYOTA Genuine SLLC (Super Long Life Coolant) is
Cooling System f
used.
A linkless-type throttle body is used. f f
An intake manifold made of plastic is used. f f
Intake and
Stainless steel exhaust manifolds are used. f f f
Exhaust System
Ceramic type TWCs (Three-Way Catalytic converters)
f
are used.
12-hole type fuel injectors are used to improve the
f f
atomization of fuel.
Fuel System
A fuel delivery pipe with an integrated pulsation
f
damper function is used.
The DIS (Direct Ignition System) makes ignition
f f f
Ignition System timing adjustment unnecessary.
Long-reach type iridium-tipped spark plugs are used. f f f
*: Australia, G.C.C. Countries, Philippines, Indonesia and Brunei Models (Continued)
NCF
LX 570
NM08G0E
Item (1) (2) (3) (4) (5)

Charging
A segment conductor type alternator is used. f f
System
Starting System A planetary reduction type starter is used. f
Serpentine Belt
A serpentine belt drive system is used. f f
Drive System
Blowby Gas
A separator case is provided between the cylinder block
Ventilation f f
and the intake manifold.
System
MRE (Magnetic Resistance Element) type crankshaft
f
position, camshaft position, and VVT sensors are used.
The ETCS-i (Electronic Throttle Control System-
f f
intelligent) is used.
Engine Control The Dual VVT-i (Variable Valve Timing-intelligent)
f f
System system is used.
The ACIS (Acoustic Control Induction System) is used. f f
An air injection system is used. f
The starter control (cranking hold function) is used. f
An evaporative emission control system is used. f
NCF
LX 570
NM08G0E
JENGINE PROPER
1. Cylinder Head Cover

D Lightweight yet high-strength aluminum cylinder head covers are used.
D An oil delivery pipe is installed inside the cylinder head covers. This ensures lubrication to the sliding parts
of the valve rocker arms, improving reliability.
D Large baffle plates are built into the cylinder head covers. As a result, the speed of blowby gas flow is
reduced, and the oil mist is removed from the blowby gas. Due to this, the amount of oil lost is reduced.
Cylinder Head Cover LH

EG
Cylinder Head Cover RH Oil Delivery Pipe Baffle Plate
Baffle Plate
Oil Delivery Pipe
Cylinder Head Cylinder Head

Cover Gasket RH Cover Gasket LH
04E1EG06Z
2. Cylinder Head Gasket

D 3-layer steel-laminate type cylinder head gaskets are used. A shim is used around the cylinder bore of each
gasket to help enhance sealing performance and durability. This results in improved fuel economy, a
reduced consumption rate of engine oil and reduced emission of exhaust gases.
D The surface is coated with highly heat-resistant fluoro rubber to support high power output.
A A
Shim
Front Right Bank
A – A Cross Section
04E1EG07C
Left Bank
NCF
LX 570
NM08G0E
3. Cylinder Head
D The cylinder head structure has been simplified by separating the cam journal portion (camshaft housing)
from the cylinder head.
D The cylinder head, which is made of aluminum, contains a pentroof-type combustion chamber. The spark
plug is located in the center of the combustion chamber in order to improve the engine’s anti-knocking
performance.
D The port configuration is an efficient cross-flow type in which the intake ports face the inside of the V bank
and the exhaust ports face the outside.
D A siamese type intake port is used. The port diameter gradually decreases toward the combustion chamber
to optimize the airflow speed and intake pulsation.
D The air injection port is provided for the air injection system.
Camshaft Housing
Intake A
Intake Side
Valve
Intake
Spark Side
Plug
Hole
Exhaust
Exhaust Side Side
Exhaust
Valve A
View from Bottom Side 080EG31TE
A – A Cross Section 04E1EG09C
Air Injection Port
Front
View from Exhaust Side

04E1EG10C
— REFERENCE —
Siamese Type Independent Type
036EG28TE 036EG29TE
NCF
LX 570
NM08G0E
4. Cylinder Block
General
D The cylinder block is made of aluminum alloy.
D The cylinder block has a bank angle of 90_, a bank offset of 21 mm (0.827 in.) and a bore pitch of 105.5
mm (4.15 in.), resulting in a compact block in its length and width considering its displacement.
D The spiny-type liners are used.
D A water distribution pathway is provided between the left and right banks. The water sent by the water
pump passes through the water distribution pathway and flows to the cylinder head and water jackets of
both banks. The water distribution pathway also cools the engine oil in the main oil hole located directly
below the pathway.
D A water passage has been provided between the cylinder bores. By allowing the water to flow between EG
the cylinder bores, this construction enables the temperature of the cylinder walls to be kept uniform.
D Plastic cylinder block water jacket spacers are inserted in the water jacket. They control the flow of the
water in order to attain a uniform temperature around the combustion chambers.
D Installation bosses of the four knock sensors are located on the inner side of left and right banks to
enhance the accuracy of the knock sensors.
D Air passage holes are provided on bulkheads of the cylinder block. As a result, the air at the bottom of
the cylinder flows smoother, and pumping loss (back pressure at the bottom of the piston generated by
the piston’s reciprocating movement) is reduced to improve the engine’s output.
105.5 mm
Water Passage 21 mm (4.15 in.) Knock Sensor
(0.827 in.) Bosses
#2 #4 #6 #8
#1 #3 #5 #7
Water View from Top Side

Distribution Pathway
Air Passage Holes
90_
Main Oil
Hole
080EG32S
NCF
LX 570
NM08G0E
Spiny-type Liner
D The liners are the spiny-type which have been manufactured so that their casting exteriors form large
irregular surfaces in order to enhance the adhesion between the liners and the aluminum cylinder block.
The enhanced adhesion helps heat dissipation, resulting in a lower overall temperature and heat
deformation of the cylinder bores.
D The shape of the cross-hatching of the liner surface has been optimized to improve oil retention
performance, resulting in reduced friction.
Irregularly shaped
outer casting Cylinder Block
surface of liner
Cylinder Block
A
Enlarged View of
Cross-hatching
Liner
A – A Cross Section
080EG33S
Cylinder Block Water Jacket Spacer

The temperature of the intake side of a cylinder bore tends to be lower. For this reason, a wide cylinder block
water jacket spacer covers the cylinder bores in order to suppress the flow of the water and prevent excessive
cooling. On the other hand, the temperature of the exhaust side of a cylinder bore tends to be higher. A
cylinder block water jacket spacer covers the lower area of the cylinder bores in order to direct the water
to the upper area of the cylinder bores where the temperature is higher. This makes the temperature around
the cylinder bores more uniform. As a result, the viscosity of the engine oil (which lubricates the area
between the wall surface of the cylinder bore and the piston) decreases, thus reducing friction between the
cylinder bore and the piston.
Water Jacket
Cylinder Block Intake Side
Water Jacket Spacers
Exhaust
Side
Cylinder Block
Water Jacket Spacer
: Water Flow
Front
: Water
Cross-sectional
Image of Cylinder Bore
04E1EG13C
NCF
LX 570
NM08G0E
5. Piston
D The pistons are made of aluminum alloy.
D A compact combustion chamber is provided on top of the piston to realize stable combustion. Together
with the pentroof type combustion chamber of the cylinder head, this realizes a high compression ratio,
resulting in both high performance and excellent fuel economy.
D A taper squish combustion chamber is used to improve anti-knocking performance and intake efficiency.
In addition, engine performance and fuel economy are improved.
D In order to reduce weight, cast holes have been provided on the bottom of the piston head near the pin
bosses as shown in the illustration below.
D The piston skirt is coated with resin to reduce friction losses.
EG
D The groove of the top ring is coated with alumite (anodic oxide coating) to ensure abrasion resistance.
D By increasing the machining precision of the cylinder bore diameter in the block, only one size piston is
required.
Resin Coating
Taper Squish Shape
Compression Ring No. 1

Weight Reduction
Compression Ring No. 2

Alumite Coating
Oil Ring
080EG01TE
Service Tip
The same pistons are used for both right and left banks. When installing a piston, the front mark should
face the front of the engine.
NCF
LX 570
NM08G0E
6. Connecting Rod and Connecting Rod Bearing

D Connecting rods that have been forged for high strength are used for weight reduction.
D Knock pins are used at the mating surfaces of the bearing caps of the connecting rod to minimize the
shifting of the bearing caps during assembly.
D Nutless-type plastic region tightening bolts are used on the connecting rods for a lightweight design.
D Resin-coated aluminum bearings are used for the connecting rod bearings. The connecting rod bearings
are reduced in width to reduce friction.
Resin Coating
Knock Pin
04E1EG15C
Plastic Region
Tightening Bolts
7. Crankshaft
D A crankshaft made of forged steel, which excels in rigidity and wear resistance, is used.
D The crankshaft has 5 main bearing journals and 6 balance weights.
No. 2 Journal Balance Weights

No. 3 Journal
No. 1 Journal
Front
No. 4 Journal No. 5 Journal

Balance Weights
04E1EG16C
NCF
LX 570
NM08G0E
8. Crankshaft Bearing and Crankshaft Bearing Cap

D The crankshaft bearings are made of aluminum alloy.
D The crankshaft bearings are reduced in width to reduce friction. The bearing lining surface is coated with
resin to improve wear and seizure resistance.
D The upper crankshaft bearing has an oil groove around its inside circumference.
D The crankshaft bearing caps use 4 plastic region tightening bolts of different sizes for the inner and outer
sides to secure the journals. This makes the crankshaft bearing caps more compact and lightweight. In
addition, each cap is tightened laterally to improve its reliability.
Plastic Region EG
Tightening Bolts
Upper Crankshaft Bearing
Oil Grooved
Resin Coating
Crankshaft
Bearing Cap
Lower Crankshaft Bearing
04E1EG17C
9. Crankshaft Pulley
The crankshaft pulley uses a torsional rubber
damper and is optimized to reduce noise and Torsional Damper
vibration. Rubber
04E1EG18C
NCF
LX 570
NM08G0E
10. Oil Pan

D The No. 1 oil pan is made of aluminum alloy.
D The No. 1 oil pan is secured to the cylinder block and the transmission housing to increase rigidity.
D The shape of the oil pan baffle plate has been optimized to ensure the proper space between the crankshaft
and the engine oil surface. This enhances the separation of oil flow and ventilation gases, thereby reducing
friction and improving lubrication performance.
Oil Pan Baffle Plate
No. 1 Oil Pan
No. 2 Oil Pan
080EG02TE
NCF
LX 570
NM08G0E
JVALVE MECHANISM
1. General
D Each cylinder of this engine has 2 intake valves and 2 exhaust valves. Intake and exhaust efficiency is
increased due to the larger total port areas.
D This engine uses roller rocker arms with built-in needle bearings. This reduces the friction that occurs
between the cams and the valve rocker arms that push the valves down, thus improving fuel economy.
D Valve lash adjusters, which maintain a constant zero valve clearance through the use of oil pressure and
spring force, are used.
D To ensure highly accurate valve timing, separate primary timing chains are driven by the crankshaft in
order to rotate the intake camshafts of the left and right banks. The exhaust camshafts are driven by the EG
intake camshaft of the respective bank via secondary timing chains.
D This engine has a Dual VVT-i (Variable Valve Timing-intelligent) system which controls the intake and
exhaust camshafts to provide optimal valve timing according to driving conditions. With this adoption,
lower fuel consumption, higher engine performance, and less exhaust emissions have been achieved. For
details of Dual VVT-i control, see page EG-71.
Intake Camshafts
Exhaust Camshafts
Secondary Timing
Chains Valve Rocker Arm
Valve Spring
Retainer
Hydraulic Lash
Adjuster
Compression Spring
Valve Guide Bush
Valve Spring Seat
Valve
Primary Timing
Chains 080EG03TE
NCF
LX 570
NM08G0E
2. Camshaft
D The camshafts are made of cast iron alloy.
D Oil passages are provided in the intake and exhaust camshafts in order to supply engine oil to the VVT-i
system.
D VVT-i controllers are installed on the front of the intake and exhaust camshafts to vary the timing of the
intake and exhaust valves.
D Together with the use of the roller rocker arms, the cam profile has been optimized. This results in
increased valve lift when the valve begins to open and finishes closing, helping to achieve enhanced output
performance.
No. 2 Camshaft Increased Valve Lift

(Exhaust) No. 1 Camshaft
VVT-i (Intake)
Controller
No. 3 Camshaft
(Intake)
Optimized Profile
of Camshaft Lobe
Timing
Rotor
VVT-i Controllers
Timing
Rotor No. 4 Camshaft
(Exhaust)
Oil Passage
VVT-i
Controller
Cross Section of the End of the Intake Camshaft
Oil Passage
080EG34S
Cross Section of the End of the Exhaust Camshaft
NCF
LX 570
NM08G0E
3. Timing Chains and Chain Tensioners

D Both the primary and secondary chains use roller chains with a pitch of 9.525 mm (0.375 in.).
D A timing chain tensioner is provided for each primary timing chain and secondary timing chain on each
bank.
D Both the primary and secondary chain tensioners use a spring and oil pressure to maintain proper chain
tension at all times. The tensioners suppress noise generated by the timing chains.
D The chain tensioner for the primary timing chain is a ratchet type with a non-return mechanism.
Furthermore, an oil pocket creates oil pressure when the engine is started, and simultaneously applies oil
pressure to the chain tensioner. This prevents the timing chain from flapping and reduces noise.
EG
Chain Tensioner (Primary) LH Side
Gasket
Chain Tensioner
(Primary) Oil Pocket
Chain Tensioner (Secondary) RH Side
Chain Damper
Secondary Timing Chain Slipper Secondary Chain
Ball Main Chain RH Tensioner
Spring
Ball Plunger
Spring
Chain Tensioner (Primary) RH Side Secondary

Timing
Spring Chain LH
Chain Slipper Chain Damper
Cam
Primary Timing
Cam Spring Chain LH
Primary Timing
Chain RH
080EG23S
NCF
LX 570
NM08G0E
4. Timing Chain Cover

D The timing chain cover has an integrated construction consisting of the cooling system (water pump and
water passage) and the lubrication system (oil pump and oil passage). Thus, the number of parts has been
reduced to reduce weight.
D An oil jet is provided in the oil pump cover to lubricate the timing chains.
Timing Chain Cover
Water Pump
Water Pump Swirl Chamber
Gasket
Oil Pump
Cover Oil Jet
Water Pump
Oil Pump Chamber
Timing Chain Cover
Oil Pump Rotor
View from Front Side View from Back Side 04E1EG23C
5. Hydraulic Lash Adjuster

D The valve lash adjusters, which are located at the fulcrum (pivot point) of the roller rocker arms, each
consist primarily of a plunger, plunger spring, check ball, and check ball spring.
D The engine oil that is supplied from the cylinder head and the built-in spring actuate the valve lash adjuster.
The oil pressure and the spring force that act on the plunger push the roller rocker arm against the cam,
in order to adjust the clearance between the valve stem and rocker arm. This prevents the generation of
noise during the opening and closing of the valves. As a result, engine noise is reduced.
Plunger Cam
Valve Lash Adjuster Roller Rocker Arm
Oil
Oil Passage Passage
Check Ball
Check Ball
Spring
Plunger Spring
04E1EG24C
Service Tip
Valve clearance adjustment is not necessary because valve lash adjusters are used on this model.
NCF
LX 570
NM08G0E
JLUBRICATION SYSTEM
1. General
D The lubrication circuit is fully pressurized and oil passes through an oil filter.
D A cycloid rotor type oil pump is used.
D An oil filter with a replaceable element is used.
D On the Australia, G.C.C. countries, Philippines, Indonesia and Brunei models, a water-cooled type oil
cooler is used.
EG
Oil Delivery Pipes
(Cylinder Head Covers)
Camshaft Timing
Oil Control Valves
Oil Pump
Oil Filter
Oil Strainer
Oil Cooler*
080EG04TE
*: Australia, G.C.C. Countries, Philippines, Indonesia and Brunei Models
NCF
LX 570
NM08G0E
" Oil Circuit A
Main Oil Hole
Chain Cylinder Block Cylinder Head LH Cylinder Head RH

Jet
Oil Chain Camshaft Intake Camshaft Intake Chain
Crankshaft
Tensioner Timing Camshaft Timing Camshaft Tensioner
Filter Journals
(Primary) OCV*2 Journals OCV*2 Journals (Primary)
Oil Exhaust Exhaust

Crankshaft VVT-i VVT-i
Camshaft Camshaft
Cooler*1 Pins Controller Controller
Journals Journals
Oil Oil Chain Valve Chain Valve

Connecting
Tensioner Lash Tensioner Lash
Pump Rods Jets (Secondary) Adjusters (Secondary) Adjusters
Relief
Valve
Oil Pan
04E1EG26C
*1: Australia, G.C.C. Countries, Philippines, Indonesia and Brunei Models
*2: Oil Control Valve
" Specification A
Dry 8.4 Liters (8.9 US qts, 7.4 Imp. qts)

Oil Capacity
p y With Oil Filter 7.0 Liters (7.4 US qts, 6.2 Imp. qts)
Without Oil Filter 6.6 Liters (7.0 US qts, 5.8 Imp. qts)
NCF
LX 570
NM08G0E
2. Oil Pump
D A compact cycloid rotor type oil pump directly driven by the crankshaft is used.
D This oil pump uses an internal relief method which circulates relief oil to the suction passage in the oil
pump. This aims to minimize oil level change in the oil pan, reduce friction, and reduce the air mixing rate
in the oil.
Timing Chain Cover

To
Cylinder Block EG
Oil Pump
Cover
Crankshaft
Oil Pump Rotor
(Cycloid Rotor)
Oil Filter From
Oil Strainer
Relief Oil
04E1EG27C
3. Oil Jet
D Four oil jets for cooling and lubricating the pistons are provided in the cylinder block, in the center of the
right and left banks.
D These oil jets contain a check valve to prevent oil from being fed when the oil pressure is low. This prevents
the overall oil pressure in the engine from dropping.
Oil Jets
Check Valve
Oil
Oil Jet Cross Section
Cylinder Block
04E1EG28C
NCF
LX 570
NM08G0E
4. Oil Filter
D A newly developed oil filter with a replaceable element is used. The oil filter element uses
high-performance filter paper to improve filtration performance. It is also burnable for environmental
protection.
D A plastic oil filter cap is used for weight reduction.
D This oil filter has a structure which can drain the oil remaining in the oil filter. This prevents oil from
spattering when the element is replaced and allows the technician to work without touching hot oil.
When draining oil

Oil Filter
Oil Filter Element
Bracket
Oil Filter
Oil Filter Cap
Element
Drain Pipe
Oil Filter
O-ring Drain Plug
Cross Section
Oil Filter Cap
O-ring
Oil Filter
Drain Plug
04E1EG29C
Service Tip
D The oil in the oil filter can be drained by removing the oil filter drain plug and inserting the drain
pipe supplied with the element into the oil filter. For details, refer to the LEXUS LX 570 Repair
Manual (Pub. No. RM08G0E).
D The engine oil maintenance interval for a model that has an oil filter with a replaceable element
is the same as that for the conventional model.
NCF
LX 570
NM08G0E
5. Oil Cooler
D To suppress the increase of oil temperature while towing, and to improve reliability, a water-cooled oil
cooler is used.
D This oil cooler uses a square shaped laminated aluminum core to achieve light weight, compact size, and
high heat radiation design.
EG
Oil Filter Bracket
: Water Flow Oil Cooler

: Engine Oil Flow
080EG24S
NCF
LX 570
NM08G0E
JCOOLING SYSTEM
1. General
D The cooling system uses a pressurized forced circulation system with open air type reservoir tank.
D A water distribution pathway is provided between the left and right banks of the cylinder block.
D A thermostat with a bypass valve is located on the plastic water inlet to maintain suitable temperature
distribution in the cooling system.
D An aluminum radiator core is used for weight reduction.
D A 2-stage temperature-controlled coupling fan is used. It rotates at lower speeds when the engine is cold
to minimize fan noise.
D TOYOTA genuine SLLC (Super Long Life Coolant) is used.
To Heater Radiator
Throttle Body From Heater Radiator
Thermostat
Radiator
Water Pump Oil Cooler*

080EG05TE
NCF
LX 570
NM08G0E
" Water Circuit A
Radiator Throttle
Reservoir Tank Body
Water ATF
Distribution Pathway Cooler (Warmer)
Heater
Radiator
Cylinder Head
EG
Thermostat
Oil
Cooler*
Water Jacket
Cylinder Block
Cylinder Block Water Jacket
Water Pump
Spacers
Radiator 080EG35S
" Specifications A
TOYOTA Genuine SLLC (Super Long Life

Coolant) or similar high quality ethylene
glycol based non-silicate, non-amine,
non-nitrite and non-borate coolant with
Type long-life hybrid organic acid technology
(coolant with long-life hybrid organic acid
technology is a combination of low
Engine phosphates and organic acids.) Do not use
Coolant plain water alone.
Models with ATF Warmer 16.7 Liters (17.7 US qts, 15.0 Imp. qts)
Capacity
Models without ATF Warmer 16.2 Liters (17.1 US qts, 14.3 Imp. qts)
Color Pink
First Time 160,000 km (100,000 mile)
Maintenance Intervals
Subsequent Every 80,000 km (50,000 mile)
Thermostat Opening Temperature 80 – 84_C (176 – 183_F)
SLLC is pre-mixed (50% coolant and 50% deionized water). Therefore, no dilution is needed when SLLC
in the vehicle is added or replaced.
NCF
LX 570
NM08G0E
2. Water Pump
D A rust-resistant water pump rotor made of stainless steel is used.
D The water pump circulates the water to the water distribution pathway located between the left and right
banks of the cylinder block.
From
Timing Chain Cover Water Inlet Housing
Water Pump Gasket Rotor
Water Pump
View from Back Side

04E1EG33C
3. Engine Distribution Pathway

The water pump circulates the water and directs it to the water distribution pathway located between the left
and right banks. From there, the water is uniformly distributed to each cylinder of the cylinder block, and
also directly discharged to the cylinder heads. As a result, the cooling performance of the cylinder heads is
assured and reliability is improved.
Heat Exchanger Cover
Water
From Water Pump Distribution Pathway
To Cylinder Head
Cylinder Block
Front Side
: Water Flow 080EG25S
NCF
LX 570
NM08G0E
JINTAKE AND EXHAUST SYSTEM
1. General
D A cyclone pre-cleaner is used.
D A linkless-type throttle body is used and it realizes excellent throttle control.
D The ETCS-i (Electronic Throttle Control System-intelligent) is used to ensure excellent throttle control
in all operating ranges. For details, see page EG-66.
D The ACIS (Acoustic Control Induction System) is used to improve the engine performance in all speed
ranges. For details, see page EG-77.
D A plastic intake manifold is used.
D Stainless steel exhaust manifolds and exhaust pipes are used.
EG
Front Exhaust Pipe RH
Intake Manifold
Air Cleaner
Pre-cleaner
Tailpipe
Throttle Body Center Exhaust Pipe
Exhaust Manifold RH Front Exhaust Pipe LH

08GEG03Y
Exhaust Manifold LH
2. Air Cleaner
D A nonwoven, full-fabric type air cleaner filter element is used.
D A cyclone pre-cleaner has been provided in the air cleaner case. This cyclone pre-cleaner has a screw shape
(turbinated blade) and gathers dusts which has rather big size in a dust cup by swirling the inlet air. The
dust cup is removable from the inside of the air cleaner case, so the dust gathered can be disposed.
Cyclone Pre-cleaner
Swirl Air Flow
Turbinated
Dust Cup Blade
Side View Rear View
Air Cleaner Cap
Air Cleaner
Filter Element
Dust Cup
Air Cleaner Case
Air Cleaner Inlet 08GEG16Y

3. Throttle Body
D A linkless-type throttle body in which the throttle position sensor and the throttle control motor are
integrated is used. It realizes excellent throttle valve control.
D For a throttle control motor, a DC motor with excellent response and minimal power consumption is used.
The ECM performs duty cycle control of the direction and the amperage of the current that is supplied to
the throttle control motor in order to regulate the throttle valve angle.
Throttle Valve
EG
Throttle Position
Sensor Portion
Throttle Control Motor 080EG12Z

4. Intake Manifold
D An intake manifold with a built-in plastic intake air chamber is used for weight reduction.
D The port diameter and length are optimized to achieve high torque in all driving ranges.
D The intake manifold contains valves for the ACIS (Acoustic Control Induction System), and the actuator
is laser-welded to the intake manifold.
Left Bank Passage

Right Bank Passage
ACIS Actuator Front
Front
Intake Air Control Valve
Laser-welding 04E1EG36C
— REFERENCE —
Laser-welding:
In laser-welding, a laser-absorbing material (for the intake manifold) is joined to a laser-transmitting
material (for the ACIS actuator). Laser beams are then irradiated from the laser-transmitting side. The
beams penetrate the laser-transmitting material to heat and melt the surface of the laser-absorbing material.
Then, the heat of the laser-absorbing material melts the laser-transmitting material and causes both
materials to become welded.
5. Exhaust Manifold
D A stainless steel exhaust manifold is used for weight reduction and rust resistance.
D A ceramic type TWC (Three-Way Catalytic converter) is provided in each exhaust manifold for the right
bank and the left bank. The exhaust emission performance of the engine is improved as a result of these
TWCs.
D The exhaust manifold heat insulator is made of corrugated aluminum. This ensures rigidity, and at the same
time, increases the surface area to improve heat dissipation. Furthermore, a floating construction is used
at the tightened area to reduce the transfer of heat and vibration to the heat insulator and improve reliability.
D Along with the adoption of the air injection system, air injection pipes are provided for the right and left
bank exhaust manifolds.
EG
Floating Construction
Heat Insulator Tightened

Area Cross Section Air Injection Pipe
Heat Insulator
Air Injection Pipe
Exhaust Manifold RH
Heat Insulator
Exhaust Manifold LH Corrugated
Heat Insulator
Cross Section
08GEG04Y
6. Exhaust Pipe
General
D The exhaust pipes are made of stainless steel to reduce their weight and improve rust resistance.
D A 2-way exhaust control system is provided in the main muffler.
D A ceramic type TWC is provided in each front exhaust pipe for the right bank and the left bank. As a
result, exhaust emission performance of the engine is improved.
Tailpipe
Front Exhaust Pipe RH
Main Muffler
TWC
Sub Muffler
Center Exhaust Pipe

TWC
Front Exhaust Pipe LH
08GEG05Y
2-way Exhaust Control System
1) General
D 2-way exhaust control system reduces the back pressure by opening and closing a control valve that
is enclosed in the main muffler, thus varying the exhaust gas pressure.
D The control valve opens steplessly in accordance with the operating condition of the engine, thus
enabling a quieter operation at lower engine speeds, and reducing back pressure at higher engine
speeds.
D When the exhaust has pressure overcomes the spring force of the control valve, the control valve opens
steplessly in accordance with the exhaust gas pressure.
EG
2) Operation
a. When Control Valve is Closed (Low Engine Speed)

Since the pressure in the muffler is low, the control valve is closed. Hence exhaust gas does not pass
the bypass passage, and exhaust noise is decreased in the muffler.
Control Valve Closed
Exhaust Gas
Exhaust Gas
Control Valve Closed

080EG09TE
b. When Control Valve is Open (Middle to High Engine Speed)

The valve opens as the engine speed and the back pressure in the muffler increase. This allows a large
volume of exhaust gas to pass the bypass passage, thereby substantially decreasing the back pressure.
Control Valve Open
Exhaust Gas
Exhaust Gas
Control Valve Open

080EG10TE
JFUEL SYSTEM
1. General
D A fuel cut control is used to stop the fuel pump when SRS airbags deploy in a frontal or side collision. For
details, see page EG-79.
D Compact 12-hole type fuel injectors are used to improve the atomization of fuel.
D Fuel delivery pipes formed from stamped steel, which has a pulsation damper function, are used.
D Quick connectors are used to connect the fuel lines for ease of serviceability.
D On all models except for Europe, Russia, Ukraine, Taiwan and Chile, the dual fuel tank which is comprised
of a fuel tank and fuel sub tank is provided.
D A multi-layer plastic fuel tank is used.
D On the models with dual fuel tank, a multi-layer plastic fuel sub tank is used.
Fuel Pump Assembly

D Fuel Pump
D Fuel Sender Gauge
D Jet Pump
Charcoal Canister
Fuel Sub Tank

Fuel Tank
Fuel Fuel Filter
Delivery Quick
Fuel Connector
Pipes Injector Models with Dual Fuel Tank
View from Bottom Side
Fuel Injector Cross Section

08GEG06Y
2. Delivery Pipe
D Fuel delivery pipes formed from stamped steel are used to deliver fuel to the fuel injectors.
D An inner pipe inside the delivery pipe is used to absorb fuel pulsations. This eliminates the use of the
pulsation damper provided on conventional models, making the fuel system more compact and
lightweight. When the fuel pulsates, the shape of the inner pipe changes with the pulsation, thus changing
the internal capacity of the delivery pipe. This change in capacity absorbs the fuel pulsations.
D The wiring harnesses that connect to the fuel injectors are combined into a single strand at each bank.
Furthermore, they each connect to the engine harness at a single connector for improved serviceability.
EG
Fuel Pressure Regulator
Wiring Harness
A
Wiring Harness
Fuel Delivery Pipes Fuel Injector
Inner Pipe
(For Absorbing Pulsation)
Inner Pipe
Fuel Fuel Pressure

Movement of Inner Pipe
A – A Cross Section when Absorbing Pulsation
(Delivery Pipe) 04E1EG40Z
3. Fuel Tank
General
D The multi-layer plastic fuel tank consists of 6 layers of 4 types of materials, and one of those is a
recyclable material to address environmental concerns.
D A jet pump, which automatically transfers fuel from the fuel sub tank to the fuel tank, is provided in the
fuel tank on models equipped with a dual fuel tank.
High Density Polyethylene

Interior of Fuel Tank
Adhesive Ethylene Vinyl Alcohol

Copolymer
Adhesive Recyclable Material

Exterior of Fuel Tank High Density Polyethylene
Cross Section of Fuel Tank

D13N27
Service Tip
Drain mark has been provided at the lowest position of the fuel tank. When dismantling (scraping)
the vehicle, drain fuel by drilling holes at the drain mark.
Drain Mark
View from Bottom Side 080EG14TE

EG-37
Construction of Dual Fuel Tank
1) General
D A jet pump is provided in the fuel tank in order to automatically transfer fuel from the fuel sub tank
to the fuel tank.
D For the fuel filler pipe, the structure that is united right under the fuel inlet and forked into two in the
middle is used in its configuration. Therefore, the driver can refuel without the need to distinguish the
fuel tank from the fuel sub tank.
" System Diagram A

EG
Fuel Inlet
Return Tube
Engine Fuel Filler Pipe
Main Tube
Fuel
Pump
Fuel Tank Fuel Sub Tank
Jet Pump 08GEG07Y
2) Fuel Inlet
There is only one fuel filler pipe directly below the fuel inlet, which branches into two pipes at a midway
point.
Fuel Supply Nozzle
Fuel Inlet
Fuel Filler Pipe
To Sub Fuel Tank
To Main Fuel Tank 08GEG08Y

EG-38
3) Operation
D The fuel from the fuel pump actuates the jet pump in the fuel tank, in order to draw fuel from the fuel
sub tank to the fuel tank.
Return Tube
Engine
Main Tube
Fuel Pump
Jet Pump
Fuel Tank Fuel Sub Tank
081EG42Y
D The fuel from the fuel pump passes through the orifice in the jet pump and returns to the fuel tank.
Because the flow speed of the fuel from the fuel pump increases as it passes through the orifice, a
vacuum is created near the exit of the orifice. This vacuum causes the fuel to be drawn from the fuel
sub tank to the fuel tank.
From Fuel Pump

From Fuel Sub Tank
Jet Pump
Orifice
To Fuel Tank 081EG14Y

JIGNITION SYSTEM
1. General
D A DIS (Direct Ignition System) is used. The DIS improves ignition timing accuracy, reduces high-voltage
loss, and enhances the overall reliability of the ignition system by eliminating the distributor.
D The DIS is an independent ignition system which has one ignition coil (with an integrated igniter) for each
cylinder.
Ignition Coil
+B (with Igniter) Spark Plug
IGT1 No. 1 Cylinder EG

Camshaft IGT2
G2 No. 2 Cylinder
Position
Sensor
IGT3
No. 3 Cylinder
IGT4
No. 4 Cylinder
Crankshaft NE
Position IGT5
Sensor ECM No. 5 Cylinder
IGT6
No. 6 Cylinder
IGT7
No. 7 Cylinder
Various
Sensors IGT8
No. 8 Cylinder
IGF1
IGF2
036EG22TE
2. Ignition Coil
The DIS provides 8 ignition coils, one for each Igniter
cylinder. The spark plug caps, which provide
contact to spark plugs, are integrated with the
ignition coil. Also, an igniter is enclosed to
simplify the system. Primary Coil
Iron Core
Secondary
Coil
Spark Plug Cap
Ignition Coil Cross Section

05AEG39TE
3. Spark Plug
D Long-reach type spark plugs are used. This type of spark plugs allow the area of the cylinder head that
receives the spark plugs to be made thick. Thus, the water jacket can be extended near the combustion
chamber, contributing to cooling system performance.
D Iridium-tipped spark plugs are used to achieve a 100000 km (60000 mile) maintenance interval. By
adopting an iridium center electrode, superior ignition performance to platinum-tipped spark plugs is
achieved and durability is increased.
Iridium Tip
Long-reach Platinum Tip
04E1EG41C
Water Jacket Water Jacket
Cylinder Head Cross Section

04E1EG42C
" Specifications A
Manufacturer DENSO
Type SK20HR11
Plug Gap 1.0 – 1.1 mm (0.0394 – 0.043 in.)
JCHARGING SYSTEM
1. General
D A compact and lightweight segment conductor type alternator that generates high amperage output in a
highly efficient manner is standard equipment.
D This alternator has a joined segment conductor system in which multiple segment conductors are welded
together to form the stator. Compared to the conventional winding system, the electrical resistance is
reduced due to the shape of the segment conductors, and their arrangement helps to make the alternator
compact.
Segment EG
Stator Stator Segment Stator Conductor Wire
Conductor Stator
Conductor
Conductor Wire
A
B
Joined A – A Cross
B – B Cross
Section Section
Joined Segment
A Conductor System B Winding System
206EG40 206EG41
Segment Conductor
Type Alternator Conventional Type Alternator
Stator
Segment Conductor
Cross Section
Stator of Segment Conductor

Type Alternator 206EG42
" Specifications A
Type SC6
Rated Voltage 12 V
Rated Output 180 A
Initial Output Starting Speed Max. 1000 rpm
" Wiring Diagram A
Alternator
B
IG
Ignition Switch
Regulator
L Discharge
Warning Light
M
ECM
08GEG15IT
2. Dual Winding System

A dual winding system is used. This system consists of two sets of three-phase windings whose phases are
staggered 30_. This system results in the reduction of both electrical noise (ripple and spike) and magnetic
noise (a hum that is heard as alternator load is increased). This system significantly suppresses noise at the
source (alternator). Because the waves that the respective windings generate have opposite polarities,
magnetic noise is reduced. However, the electrical power generated does not cancel itself out due to the use
of separate rectifiers. The opposite polarities that are generated are shown below.
30_
A C
B
Two Sets of Three-phase Windings Three-phase Winding

Voltage Staggered 30_ Voltage
C
Rotational Rotational
Angle Angle
A B
Dual Winding Single Winding

279EG32
JSTARTING SYSTEM
The planetary reduction type starter is used.
EG
Length
04E1EG43C
" Specification A
Type PA78S
Rated Output 2.0 kW
Rated Voltage 12 V
Length*1 172.35 mm (6.79 in.)
Weight 4300 g (9.5 lb)
Rotating Direction Clockwise*2
*1: Length from the mounted area to the rear end of the starter
*2: Viewed from Pinion Side
JSERPENTINE BELT DRIVE SYSTEM

D A serpentine belt drive system, which drives all accessory components by a single V-ribbed belt, is used.
It reduces the overall engine length, weight and the number of engine parts.
D An automatic tensioner is used. This makes the tension adjustment unnecessary.
Water Pump Pulley Fan Pulley

V-ribbed Belt Tensioner
(Automatic Tensioner)
Idler Pulley
Air Conditioning
Compressor Pulley
Vane Pump Pulley
(Power Steering)
Alternator Pulley
Crankshaft Pulley
04E1EG44C
JBLOWBY GAS VENTILATION SYSTEM
1. General
D The oil separator portion of the cylinder head covers has been made compact through the use of an
independent separator case. This contributes to making the entire engine compact.
D Fresh air is drawn from the right and left bank cylinder head covers to improve the ventilation inside the
engine and improve the deterioration resistance of the engine oil.
Throttle Valve
EG
Intake Manifold
Oil Separator
Portion Oil Separator
Portion
Cylinder Head PCV Valve Cylinder Head

Cover RH Separator Case
Cover LH
: Blowby Gas
: Fresh Air
04E1EG45C
2. Separator Case
D A plastic separator case is provided between the cylinder block and the intake manifold in order to separate
the engine oil that is included in the blowby gas.
D An inertial impaction system is used in the construction for separating the engine oil in the separator case.
The blowby gas that contains engine oil hits the plate, causing the engine oil to adhere and accumulate on
the plate. Then, the oil drips down by way of gravity. Thus, this system efficiently separates the engine
oil from the blowby gas. This improves the rate of the collection of the engine oil and reduces the amount
of engine oil consumption.
Intake Manifold
Separator Case
Cylinder Block
To Intake Manifold
PCV Valve PCV Valve
Separator Case
Plate
Blowby
: Blowby Gas Containing From Gas
Engine Oil Cylinder
Block
: Blowby Gas Engine
Oil
: Engine Oil
To Oil Pan
Cross-sectional Image of Separator Case
04E1EG46C
JENGINE CONTROL SYSTEM
1. General
The engine control system of the 3UR-FE engine has the following features.
System Outline
D An L-type EFI system directly detects the intake air mass using a hot
wire type air flow meter.
D An independent injection system (in which fuel is injected once into
each intake port for each two revolutions of the crankshaft) is used.
used
D Fuel injection takes two forms:
EFI
– Synchronous injection, in which injection always occurs at the
EG
(Electronic Fuel Injection)
same timing relative to the firing order.
– Non-synchronous
N h injection
i j ti iin which
hi h iinjection
j ti iis effected
ff t d
regardless of the crankshaft angle.
D Synchronous injection is further divided into group injection during
a cold start, and independent injection after the engine is started.
D Ignition timing is determined by the ECM based on signals from
various sensors. The ECM corrects ignition timing in response to
ESA engine knocking.
(Electronic Spark Advance) D 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
Optimally controls the throttle valve opening in accordance with the
(Electronic Throttle Control
amount of accelerator pedal effort and the condition of the engine and
System-intelligent)
the vehicle.
[See page EG-66]
Dual VVT-i
(Variable Valve Controls the intake and exhaust camshafts to optimal valve timing in
Timing-intelligent) accordance with the engine operating conditions.
[See page EG-71]
ACIS
The intake air passages are switched based on engine speed and throttle
(Acoustic Control
valve opening angle to provide high performance in all engine speed
Induction System)
ranges.
[See page EG-77]
D Based on signals from the ECM, the fuel pump ECU controls the fuel
Fuel Pump Control pump to 3 stages.
[See page EG-79] D The fuel pump is stopped when the SRS airbag is deployed in a
frontal, side, or side rear collision.
The ECM controls the air injection time based on the signals from the
Air Injection Control
crankshaft position sensor, water temperature sensor, air flow meter and
[See page EG-81]
air pressure sensor.
Starter Control
Once the engine switch is pushed while the brake pedal is depressed, this
(Cranking Hold Function)
control continues to operate the starter until the engine starts.
[See page EG-85]
(Continued)
System Outline
Air-fuel Ratio Sensor and Maintains the temperature of the air-fuel ratio sensors or heated oxygen
Heated Oxygen Sensor sensors at an appropriate level to increase the detection accuracy of the
Heater Control exhaust gas oxygen concentration.
Air Conditioning By turning the air conditioning compressor ON or OFF in accordance
Cut-off Control with the engine condition, drivability is maintained.
Evaporative Emission The ECM controls the purge flow of evaporative emission (HC) in the
C t l
Control charcoal
h l canister
i t iin accordance
d with
ith th
the engine
i conditions.
diti
Prohibits fuel delivery and ignition if an attempt is made to start the
Engine Immobilizer
engine with an invalid key.
Diagnosis When the ECM detects a malfunction, the ECM records the malfunction
[See page EG-87] and memorizes information related to the fault.
Fail-safe When the ECM detects a malfunction, the ECM stops or controls the
[See page EG-87] engine according to the data already stored in the memory.
2. Construction
The configuration of the engine control system is as shown in the following chart.
SENSORS ACTUATORS
VG EFI
AIR FLOW METER
#10
No. 1 FUEL INJECTOR
THA #20
INTAKE AIR No. 2 FUEL INJECTOR
TEMPERATURE SENSOR #30
No. 3 FUEL INJECTOR
#40
No. 4 FUEL INJECTOR
CRANKSHAFT POSITION NE #50 EG
SENSOR No. 5 FUEL INJECTOR
#60
No. 6 FUEL INJECTOR
#70
CAMSHAFT POSITION G2 No. 7 FUEL INJECTOR
SENSOR #80
No. 8 FUEL INJECTOR
WATER TEMPERATURE THW

SENSOR ESA
IGT1, 4, 6, 7
IGNITION COIL (with IGNITER)
ACCELERATOR PEDAL VPA IGF1
ECM No. 1, 4, 6, 7
POSITION SENSOR VPA2
IGT2, 3, 5, 8
IGNITION COIL (with IGNITER)
IGF2
THROTTLE POSITION VTA1 No. 2, 3, 5, 8
SENSOR VTA2
SPARK PLUGS SPARK PLUGS
KNOCK SENSORS No. 2, 3, 5, 8 No. 1, 4, 6, 7
Bank 1, Sensor 1 KNK1

KNK3
Bank 1, Sensor 2
KNK2 ETCS-i
Bank 2, Sensor 1
KNK4 M
Bank 2, Sensor 2 THROTTLE CONTROL MOTOR
VV1
VVT SENSORS (INTAKE) VVT-i (INTAKE)
VV2
OC1 CAMSHAFT TIMING OIL
EV1 CONTROL VALVE (Bank 1)
VVT SENSORS (EXHAUST)
EV2
OC2 CAMSHAFT TIMING OIL
STP CONTROL VALVE (Bank 2)
STOP LIGHT SWITCH
ST–
08FEG01Y
(Continued)
TRANSFER NEUTRAL TFN VVT-i (EXHAUST)

POSITION SWITCH
OE1 CAMSHAFT TIMING OIL
CONTROL VALVE (Bank 1)
L4
4WD CONTROL ECU
OE2 CAMSHAFT TIMING OIL
CONTROL VALVE (Bank 2)
AIR PRESSURE SENSOR AIP
(Bank 1)
ACIS
AIR PRESSURE SENSOR AIP2 ACIS
VSV
(Bank 2)
ALT
ALTERNATOR FUEL PUMP CONTROL
FC
CIRCUIT OPENING RELAY
POWER STEERING OIL PSP
PRESSURE SENSOR FPC
DI FUEL PUMP ECU
AC1
AIR CONDITIONING
AMPLIFIER ACT FUEL PUMP
NEUTRAL START ECM

SWITCH NSW AIR INJECTION CONTROL
R, D, N, P AIRP
D Neutral Start Signal
D Shift Lever Position Signal AIRV AIR INJECTION CONTROL
AIDI DRIVER (Bank 1)
S
TRANSMISSION SFTU
CONTROL SWITCH SFTD AIR SWITCHING VALVE
(Bank 1)
AIR PUMP (Bank 1)

AIR-FUEL RATIO SENSORS
A1A ARP2
(Bank 1, Sensor 1)
A2A ARV2 AIR INJECTION CONTROL
(Bank 2, Sensor 1) DRIVER (Bank 2)
AID2
HEATED OXYGEN SENSORS AIR SWITCHING VALVE

OX1B (Bank 2)
(Bank 1, Sensor 2)
OX2B AIR PUMP (Bank 2)
(Bank 2, Sensor 2)
080EG29S
(Continued)
PWR
PATTERN SELECT SWITCH
SNWI
CRUISE CONTROL CCS

MAIN SWITCH
STARTER CONTROL
IMI
IMMOBILIZER CODE ECU STSW
IMO MAIN BODY ECU
ACCR
COMBINATION METER
ACC RELAY EG
CHECK ENGINE W
STAR
WARNING LIGHT STARTER CUT RELAY
D Vehicle Speed Signal SPD

NEUTRAL START SWITCH
MREL
EFI MAIN RELAY STA
+B, +B2 STARTER RELAY
IGSW
IG2 RELAY
AIR-FUEL RATIO SENSOR &
BATT HEATED OXYGEN SENSOR
BATTERY
+BM HEATER CONTROL
TC
TACH AIR-FUEL RATIO SENSOR HEATERS
CAN*1 ECM HA1A
DLC3 (Bank 1, Sensor 1)
HA2A (Bank 2, Sensor 1)
CENTER AIRBAG SENSOR HEATED OXYGEN SENSOR HEATERS

ASSEMBLY HT1B
(Bank 1, Sensor 2)
HT2B
(Bank 2, Sensor 2)
NETWORK GATEWAY ECU
EVAPORATIVE EMISSION
SKID CONTROL ECU CONTROL
PRG
VSV (for EVAP)
DISTANCE CONTROL
ECU*3
CAN*2
MILLIMETER WAVE
RADAR SENSOR*3 LGND
08GEG09Y
*1: V Bus
*2: Movement Control Bus
*3: Models with Dynamic Radar Cruise Control System
3. Engine Control System Diagram
Fuel Pump
ECU
Fuel Filter
Air Flow Meter Charcoal

Fuel Pump
Intake Air Temperature Sensor Canister
Accelerator Pedal
Throttle Position Sensor VSV (for EVAP)
Position
Sensor
Air Pressure Sensor (Bank 2) Throttle Air Pressure Sensor (Bank 1)

Control VSV
Motor (for ACIS)
Air Injection Air Injection
Control Driver Control Driver
(Bank 2) (Bank 1)
Air Switching Air Switching
Air Pump Valve (Bank 1) Air Pump
Valve (Bank 2) (Bank 2) (Bank 1)
VVT Sensor
(Bank 1, Intake)
Fuel Fuel
Injector Injector Camshaft Position Sensor
VVT Sensor *2 *1
(Bank 2, Intake)
VVT Sensor *4 *3 VVT Sensor

(Bank 2, Exhaust) (Bank 1, Exhaust)
Ignition Coil Ignition Coil
(with Igniter) (with Igniter)
Water Temp. Sensor
Air-fuel Ratio Sensor Air-fuel Ratio Sensor

(Bank 2, Sensor 1) (Bank 1, Sensor 1)
Knock Sensor 1, 2
Knock Sensor 1, 2 (Bank 1)
(Bank 2)
Crankshaft Position Sensor
Heated Oxygen Sensor Heated Oxygen Sensor

Air Conditioning Amplifier

Circuit Opening Relay ECM Combination Meter
D Vehicle Speed Signal
DLC3 D MIL
CAN CAN (V Bus) Neutral Start Switch

(Movement Bus) Center Airbag
Sensor Assembly
Transmission Solenoid Valves
Skid Control Network Pattern Select Switch
ECU Gateway ECU
Alternator
Distance Control Millimeter Wave 08GEG13Y
ECU*5 Radar Sensor*5
*1: Intake Camshaft Timing Oil Control Valve (Bank 1) *4: Exhaust Camshaft Timing Oil Control Valve (Bank 2)
*2: Intake Camshaft Timing Oil Control Valve (Bank 2) *5: Models with Dynamic Radar Cruise Control System
*3: Exhaust Camshaft Timing Oil Control Valve (Bank 1)
4. Layout of Main Components

Fuel Pump ECU
Charcoal Canister Fuel Suction with Pump
and Gauge Tube Assembly
Air-fuel Ratio Sensor
(Bank 2, Sensor 1)
Air Flow Meter

D Intake Air
Temperature Sensor
EG
Throttle Body
D Throttle Position Sensor Heated Oxygen Sensor
D Throttle Control Motor (Bank 1, Sensor 2)

(Bank 1, Sensor 1) Heated Oxygen Sensor 08GEG10Y
(Bank 2, Sensor 2)
Check Engine Warning Light
DLC3
Accelerator Pedal 08GEG11Y
Position Sensor
LHD Models
Air Switching Valve Air Switching Valve

(Bank 2) (Bank 1)
D Air Pressure Sensor D Air Pressure Sensor
ECM
Air Injection
Control Driver
Air Pump
(Bank 2)
Air Pump (Bank 1) 08FEG06Y
Purge VSV VSV (for ACIS) VVT Sensor

Camshaft Position (Bank 2, Intake)
Sensor Camshaft Timing
ACIS Actuator Oil Control Valve
(Bank 2, Intake)
VVT Sensor
(Bank 1, Intake)
Camshaft
Timing
Oil Control
Valve
(Bank 2,
Exhaust)
VVT Sensor
(Bank 1, Exhaust) VVT Sensor
Water
Temperature (Bank 2, Exhaust)
Sensor Camshaft Timing Oil Control Valve
(Bank 1, Exhaust)
Camshaft Timing Oil Crankshaft Position
Control Valve (Bank 1, Intake) Sensor
Knock
Knock Sensor 2
Sensor 2 (Bank 1)
Fuel Injectors (Bank 2) Fuel Injectors
Ignition Coils
(with Igniter) Ignition Coils
(with Igniter)
Fuel Injectors
Fuel Injectors
Knock Sensor 1 (Bank 2) Knock Sensor 1 (Bank 1) 08GEG12Y
5. Main Components of Engine Control System
General
The main components of the 3UR-FE engine control system are as follows:
Components Outline Quantity Function

The ECM optimally controls the engine control
32-bit CPU system to suit the operating conditions of the
ECM 1
(DENSO) engine in accordance with the signals provided
by the sensors.
Air Flow Meter This sensor has a built-in hot-wire to directly detect
Hot-wire Type 1 EG
[See page EG-56] the intake air mass and flow rate.
Intake Air This sensor detects the intake air temperature by
Thermistor Type 1
Temperature Sensor means of an internal thermistor.
Crankshaft Position
MRE Type This sensor detects the engine speed and the
Sensor 1
(Rotor Teeth/36-2) crankshaft position.
[See page EG-57]
Camshaft Position
MRE Type This sensor detects the camshaft position and
Sensor 1
(Rotor Teeth/3) performs the cylinder identification.
[See page EG-57]
VVT Sensor (Intake) MRE Type 1 each
This sensor detects the actual valve timing.
[See page EG-57] (Rotor Teeth/3) bank
VVT Sensor
MRE Type 1 each
(Exhaust) This sensor detects the actual valve timing.
(Rotor Teeth/3) bank
[See page EG-57]
Accelerator Pedal
Hall IC Type This sensor detects the amount of pedal effort
Position Sensor 1
(Non-contact Type) applied to the accelerator pedal.
[See page EG-60]
Throttle Position
Hall IC Type This sensor detects the throttle valve opening
Sensor 1
(Non-contact Type) angle.
[See page EG-61]
Built-in This sensor detects an occurrence of the engine
Knock Sensor Piezoelectric 2 each knocking indirectly from the vibration of the
[See page EG-62] Element bank cylinder block caused by the occurrence of engine
(Flat Type) knocking.
Heated Oxygen This sensor detects the oxygen concentration in the
Cup Type 1 each
Sensor exhaust emission by measuring the electromotive
with Heater bank
[See page EG-64] force which is generated in the sensor itself.
As with the heated oxygen sensor, this sensor
Air-fuel Ratio Sensor Planar Type 1 each detects the oxygen concentration in the exhaust
[See page EG-64] with Heater bank emission. However, it detects the oxygen
concentration in the exhaust emission linearly.
Water Temperature This sensor detects the water temperature by
Thermistor Type 1
Sensor means of an internal thermistor.
This fuel injector contains an electro-magnetically
Fuel Injector 12-hole Type 8
operated nozzle to inject fuel into the intake port.
The camshaft timing oil control valve changes the
Camshaft Timing Electro-magnetic 2 each valve timing by switching the oil passage that acts
Oil Control Valve Coil Type bank on the VVT-i controller in accordance with the
signals received from the ECM.
Mass Air Flow Meter

D This air flow meter, which is a slot-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 detection precision is
improved and the intake air resistance is reduced.
D This air flow meter has a built-in intake air temperature sensor.
Air Flow
Intake Air
Temperature Sensor
273GX15
Crankshaft Position, Camshaft Position and VVT Sensors
1) General
D MRE (Magnetic Resistance Element) sensors are used for the crankshaft position, camshaft position,
and VVT sensors.
D The timing rotor for the crankshaft position sensor is installed on the back end of the crankshaft. The
timing rotor has 34 teeth, with 2 teeth missing, at 10_ intervals. Based on these teeth, the crankshaft
position sensor transmits crankshaft position signals (NE signal) consisting of 33 Hi/Lo output pulses
every 10_ per revolution of the crankshaft, and 1 Hi/Lo output pulse every 30_. The ECM uses the
NE signal for detecting the crankshaft position as well as for detecting the engine speed. It uses the
missing teeth signal for determining the top-dead-center.
EG
D The camshaft position sensor uses a timing rotor that is installed on the front end of the intake camshaft
sprocket of the left bank. Based on the timing rotor, the sensor outputs camshaft position signals (G2
signal) consisting of 3 (3 Hi output, 3 Lo output) pulses for every 2 revolutions of the crankshaft. The
ECM compares the G2 and NE signals to detect the camshaft position and identify the cylinder.
D The VVT sensors (intake and exhaust) use timing rotors that are installed on the intake and exhaust
camshafts of each bank. Based on the timing rotors, the sensors output VVT position signals consisting
of 3 (3 Hi output, 3 Lo output) pulses for every 2 revolutions of the crankshaft. The ECM compares
these VVT position signals and the NE signal to detect the actual valve timing.
Camshaft Position Sensor VVT Sensor (Intake)
Timing Rotor 04E1EG54Z VVT sensor (Exhaust) 04E1EG55Z
Camshaft Position Sensor VVT Sensor (Bank 1)
Timing Rotor
Crankshaft Position
Sensor
Crankshaft Position Sensor 04E1EG56Z

" Wiring Diagram A
VCV2
Crankshaft NE+
Position Sensor ECM
NE–
Timing Rotor 036EG110TE
Crankshaft Position Sensor Circuit
" Sensor Output Waveforms A
VVT Sensor Signal Plate (720_ CA)

VVT Variable Timing Range
230_ CA 230_ CA 140_ CA

VVT 40_ 40_ 40_
Sensor* CA CA CA
Camshaft Position Sensor Signal Plate (720_ CA)
120_ CA 60_ CA 180_ CA

Camshaft
Position
Sensor 60_ CA 180_ CA 120_ CA
360_ CA 360_ CA
10_ CA 30_ CA
Crankshaft
Position
Sensor
04E1EG71C
*: This is an example of an output waveform of the VVT sensor (bank 1, intake).

2) MRE Type Sensor

D The MRE type sensor consists of an MRE, a magnet and a sensor.
D The direction of the magnetic field changes due to the profile (protruding and non-protruding portions)
of the timing rotor, which passes by the sensor. As a result, the resistance of the MRE changes, and
the output voltage to the ECM changes to Hi or Lo. The ECM detects the crankshaft and camshaft
positions based on this output voltage.
D The differences between the MRE type sensor and the pick-up coil type sensor used on a conventional
model are as follows.
– An MRE type sensor outputs a constant level of Hi/Lo digital signals regardless of the engine
speed. Therefore, an MRE type sensor can detect the positions of the crankshaft and camshaft at
an early stage of cranking. EG
– A pick-up coil type sensor outputs analog signals with levels that change with the engine speed.
" MRE Type and Pick-up Coil Type Output Waveform Image Comparison A
No Detection
Engine
Engine Speed
Speed
Analog
Digital Output
Output Sensor
Sensor Output
Output
232CH41
MRE Type Pick-up Coil Type

Accelerator Pedal Position Sensor

D The non-contact type accelerator pedal position sensor uses a Hall IC, which is mounted on the
accelerator pedal arm.
D A magnetic yoke is mounted at the base of the accelerator pedal arm. This yoke 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 that occur in the magnetic flux into electrical signals, and outputs them in the form of
accelerator pedal position signals to the ECM.
D The Hall IC contains two circuits, one for the main signal, and the other for the sub signal. It converts
the accelerator pedal position (angle) into electric signals that have differing characteristics and outputs
them to the ECM
Magnetic Yoke
Hall IC
Accelerator Pedal Arm
080EG20Z
Accelerator Pedal
Position Sensor
Magnet V
VPA 5
EPA
Hall
VPA2
VCPA
IC Output
VPA2 ECM VPA
Hall Voltage
IC
EPA2
0
VCP2
Fully Fully
Magnet Close Open
Accelerator Pedal Position (Angle)
228TU24 082EG12Y
Throttle Position Sensor

D The non-contact type throttle position sensor uses a Hall IC, which is mounted on the throttle body.
D The Hall IC is surrounded by a magnetic yoke. The Hall IC converts the changes that occur in the
magnetic flux into electrical signals, and outputs them in the form of throttle valve position signals to
the ECM.
D The Hall IC contains circuits for the main and sub signals. It converts the throttle valve opening angle
into two electrical signals that have differing characteristics and outputs them to the ECM.
Magnet
EG
Hall IC
Magnet
Cross Section 080EG13Z
Throttle Position
Sensor
Magnet Yoke V
5
VPA1 VTA2
Hall
IC
E Output
ECM Voltage VTA1
Hall VC
IC
VPA2
0
90_
Throttle Throttle
Valve Valve
Fully Close Fully Open
Throttle Valve Opening Angle
230LX12 238EG79
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 features:
D The engine knocking frequency will change a bit depending on the engine speed. The flat type knock
sensor can detect vibration even when the engine knocking frequency is changed. Thus the vibration
detection ability is increased compared to the conventional type knock sensor, and a more precise
ignition timing control is possible.
: Conventional Type
: Flat Type
(V)
A A:Detection Band of
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 is running through in 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.
Steel Weight Open/Short Circuit

Detection Resistor Piezoelectric
Element
Insulator
Vibration Plate
Piezoelectric
Element
Flat Type Knock Sensor Conventional Type Knock Sensor

(Non-resonant Type) (Resonant Type)
214CE01 214CE02
3) Operation
The knocking vibration is transmitted to the
steel weight and its inertia applies pressure to Steel Weight
the piezoelectric element. The action
Inertia
generates electromotive force.
Piezoelectric
Element
214CE08
4) Open/Short Circuit Detection Resistor

While the engine switch is ON (IG), the open/short circuit detection resistor in the knock sensor and the EG
resistor in the ECM keep the voltage at the terminal KNK1 of engine constant.
An IC (Integrated Circuit) in the ECM is always monitoring the voltage of the terminal KNK1. If the
open/short circuit occurs between the knock sensor and the ECM, the voltage of the terminal KNK1 will
change and the ECM detects the open/short circuit and stores DTC (Diagnostic Trouble Code).
ECM
Piezoelectric
Element 5V
Knock Sensor (Bank 1, Sensor 1)
220 k:
KNK1
IC
200 k:
EKNK
Open/Short Circuit
Detection Resistor 214CE06
Service Tip
These knock sensors are mounted in specific directions at specific angles. To prevent the right and left
bank wiring connectors from being interchanged, make sure to install each sensor in its prescribed
direction. For details, refer to the LEXUS LX 570 Repair Manual (Pub. No. RM08G0E).
Air-fuel Ratio Sensor and Heated Oxygen Sensor
1) General
D The heated oxygen sensor and the air-fuel ratio sensor differ in output characteristics.
D The output voltage of the heated oxygen sensor changes in accordance with the oxygen concentration
in the exhaust gas. The ECM uses this output voltage to determine whether the present air-fuel ratio
is richer or leaner than the stoichiometric air-fuel ratio.
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 gas. The ECM converts the changes
in the output amperage into voltage in order to linearly detect the present air-fuel ratio.
A1A+ OX1B
(3.3 V) (0.1 – 1.0 V)
Air-fuel Heated
Ratio ECM Oxygen ECM
Sensor Sensor
A1A–
(2.9 V)
Air-fuel Ratio Sensor Circuit Heated Oxygen Sensor Circuit

02HEG56Y
: Air-fuel Ratio Sensor

: Heated Oxygen Sensor
(V) 4.2 1.0 (V)

Data Displayed on Heated Oxygen
Intelligent Tester II Sensor Output
2.2 0.1
D13N11
11 (Rich) 14.7 19 (Lean)
Air-fuel Ratio
2) Construction
D The basic construction of the heated oxygen sensor and the air-fuel ratio 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 improving the warm-up performance of the sensor.
EG
Alumina Heater
Platinum
Dilation Layer Electrode Atmosphere
Atmosphere
Alumina
Heater
Platinum
Electrode
Sensor Element
Sensor Element (Zirconia) (Zirconia)
080EG37Y
Air-fuel Ratio Sensor (Planar Type) Heated Oxygen Sensor (Cup Type)
" Warm-up Specification A
Sensor Type Planar Type Cup Type

Warm-up Time Approx. 10 sec. Approx. 30 sec.
6. ETCS-i (Electronic Throttle Control System-intelligent)
General
D In the conventional throttle body, the throttle valve angle is determined invariably by the amount of the
accelerator pedal effort. In contrast, ETCS-i uses the ECM to calculate the optimal throttle valve angle
that is appropriate for the respective driving condition and uses a throttle control motor to control the
angle.
D In case of an abnormal condition, this system transfers to the fail-safe mode.
" System Diagram A
CAN (Movement Control Bus)
Network Gateway Skid Control ECU

ECU
CAN
(V Bus) Distance Control
ECU*
Air Flow Meter
Millimeter Wave
Accelerator Pedal Radar Sensor*
Position Sensor
Throttle Body
Crankshaft
Position Sensor Throttle
Valve
Pattern Select Switch Throttle Control

ECM Motor
Throttle Position
Camshaft Sensor
Position Sensor
Cruise Control No. 1 to 8 Ignition Coils

Main Switch (with Igniter)
VVT Sensors
No. 1 to 8 Fuel Injectors
Water Temperature
Sensor
08FEG10Y
*: Models with Dynamic Radar Cruise Control System

Control
1) General
The ETCS-i consists of the following functions:
D Normal Throttle Control (non-linear control)
D ISC (Idle Speed Control)
D A-TRC (Active Traction Control)
D VSC (Vehicle Stability Control) Coordination Control
D CRAWL (Crawl Control) Coordination Control
D Cruise Control EG
D Dynamic Radar Cruise Control*
2) Normal Throttle Control (Non-linear Control)
a. General
Controls the throttle to an optimal throttle valve angle that is appropriate for the driving condition such
as the amount of the accelerator pedal effort and the engine speed in order to realize excellent throttle
control and comfort in all operating ranges.
" Conceptual Diagrams of Engine Control During Acceleration and Deceleration A
: With Control
: Without Control
n
Vehicle’s
Longitudinal G
0
n
Ignition Timing
0
n
Throttle Valve
Opening Angle
0
n
Accelerator Pedal
Depressed Angle
0
Time o 00MEG38Y
b. 2nd Start Control

In situations in which low-P (low friction) road surface conditions can be anticipated, such as when the
vehicle is driving in the snow, the rate of throttle valve opening can be controlled to ensure vehicle
stability while the vehicle is driving on the slippery surface. This is accomplished by turning on 2nd
start control. Pressing the 2nd side of the pattern select switch activates this control. This control
modifies the relationship and reaction of the throttle to the accelerator pedal, and assists the driver by
reducing the engine output from that of a normal level.
3) Idle Speed Control

The ECM controls the throttle valve in order to constantly maintain an ideal idle speed.
4) A-TRC
As part of the A-TRC, the throttle valve opening is reduced by a demand signal sent from the skid control
ECU to the ECM. This demand signal will be sent if an excessive amount of slippage occurs at a drive
wheel, thus ensuring vehicle stability and applying appropriate amount of power to the road.
5) VSC Coordination Control

In order to bring the effectiveness of the VSC into full play, the throttle valve angle is regulated through
a coordination control with the skid control ECU.
6) CRAWL Coordination Control

While the CRAWL is operating, the throttle valve is regulated through a coordination control with the
skid control ECU.
7) Cruise Control
The ECM directly actuates the throttle valve for operation of the cruise control.
8) Dynamic Radar Cruise Control*

The dynamic radar cruise control uses a millimeter wave radar sensor and the distance control ECU to
determine the distance, direction, and relative speed to a vehicle ahead. Thus, the system can effect
deceleration control, follow-up control, constant speed control, and acceleration control. To make these
controls possible, the ECM controls the throttle valve.
Fail-safe Operation due to Accelerator Pedal Position Sensor Trouble

D The accelerator pedal position sensor comprises two (main, sub) sensor circuits.
D If a malfunction occurs in either of the sensor circuits, the ECM detects the abnormal signal voltage
difference between these two sensor circuits and switches into a fail-safe mode. In this fail-safe mode,
the remaining circuit is used to calculate the accelerator pedal opening, in order to operate the vehicle
under fail-safe mode control.
ECM
EG
Accelerator Pedal Return Spring

Open
Position Sensor
Main Sub
Main
M
Sub
Throttle
Throttle Throttle Valve Control
Position
Motor
Sensor
Throttle Body D13N08
D If both circuits 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

Position Sensor Close
Main Sub
Main
M
Sub
Throttle
Throttle Throttle Valve
Control
Position
Motor
Sensor

Fail-safe Operation due to Throttle Position Sensor Trouble

D The throttle position sensor comprises two (main, sub) sensor circuits.
D If a malfunction occurs in either 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 a fail-safe mode.
D Then, the force of the return spring causes the throttle valve to return and stay at the prescribed base
opening position. At this time, the vehicle can be driven in the fail-safe mode while the engine output
is regulated through control of the fuel injection and ignition timing in accordance with the accelerator
pedal position.
D The same control as above is effected if the ECM detects a malfunction in the throttle control motor
system.
Fuel Injectors ECM Ignition Coil

Position Sensor Open
Main Sub
Main
M
Sub
Throttle
Throttle Throttle Valve Control
Position Motor
Sensor

7. Dual VVT-i (Variable Valve Timing-intelligent) System
General
D The Dual VVT-i system is designed to control the intake and exhaust camshafts within a range of 60_
and 30_ respectively (of Crankshaft Angle) to provide valve timing that is optimally suited to the engine
operating conditions. This improves torque in all the speed ranges as well as increasing fuel economy,
and reducing exhaust emissions.
Camshaft Timing OCV* (Bank 2, Exhaust)

Camshaft Timing OCV* (Bank 2, Intake)
VVT Sensor (Bank 2, Exhaust) EG
VVT Sensor (Bank 2, Intake)
Camshaft Position Sensor
VVT Sensor (Bank 1, Intake)
VVT Sensor
(Bank 1, Exhaust)
ECM
Crankshaft
Position Sensor D Air Flow Meter
Camshaft Timing OCV* D Throttle Position
(Bank 1, Exhaust) Sensor
D Vehicle Speed Signal
Camshaft Timing OCV* (Bank 1, Intake)
Water Temperature Sensor

04E1EG58C
*: Oil Control Valve
D By using the engine speed, intake air mass, throttle position and water temperature, the ECM calculates
optimal valve timing for each driving condition and controls the camshaft timing oil control valves. In
addition, the ECM uses signals from the intake and exhaust VVT sensors for each bank and the crankshaft
position sensor to detect the actual valve timing, thus providing feedback control to achieve the target
valve timing.
Crankshaft Position Sensor ECM
Camshaft Position Sensor Target Valve Timing Camshaft

Timing Oil
Duty Cycle
Air Flow Meter Control Valve
Control
Throttle Position Sensor Feedback
Water Temp. Sensor Correction
VVT Sensors Actual Valve Timing

Vehicle Speed Signal 04E1EG66C
Effectiveness of Dual VVT-i System
Operation
Condition Timing/ Objective Effect
Position
TDC
Most
IN Retarded
D Stabilized idle
Position Eliminating overlap to
speed
During Idling EX IN reduce blow back to the
Most D Better fuel
intake side.
economy
EX Advanced
BDC 04E1EG67C
Position
IN Retarded Retarding the intake

D Better fuel
In Low Speed valve close timing and
economy
Range with reducing pumping loss.
EX IN D Improved
Light to Increasing overlap and
emission
Medium Load increasing internal
EX Retarded EGR.
control
04E1EG68C
IN Advanced Advancing the intake

In Low to
valve close timing,
Medium Improved torque
EX IN reducing intake air blow
Speed Range in low to medium
back to the intake side,
with Heavy speed range
and improving
Load EX Advanced volumetric efficiency.
04E1EG69C
IN Retarded Retarding the intake

valve close timing and
In High Speed
improving volumetric
Range with EX IN Improved output
efficiency using the
Heavy Load
inertia force of the
EX Advanced intake air.
036EG143TE
Eliminating overlap to
Most
reduce blow back to the
IN Retarded intake side.
Position D Stabilized fast
Fixing valve timing at
At Low idle speed
EX IN e tremel lo
extremely low
Temperatures D Better fuel
Most temperatures and
economy
EX Advanced increasing the control
Position range as the temperature
04E1EG67C rises.
Most
IN Retarded
D Upon Controlling valve
Position Improved
Starting timing and fixing it to
EX IN
D Stopping Most the optimal timing for startability
the Engine engine start.
EX Advanced
04E1EG67C
Position
Construction
1) VVT-i Controller
D This controller consists of an outer housing that is driven by the timing chain sprocket, and a vane
sub-assembly that is coupled to each camshaft.
D The intake side uses a VVT-i controller with 3 vanes, and the exhaust side uses one with 4 vanes.
D When the engine stops, the intake side VVT-i controller is locked at the most retarded angle by its lock
pin, and the exhaust side controller is locked at the most advanced angle. This ensures excellent engine
startability.
D The oil pressure sent from the advance or retard side passages of the intake and exhaust camshafts
causes rotation of the VVT-i controller vane sub-assembly relative to the timing chain sprocket, to vary EG
the valve timing continuously.
D An advance assist spring is provided on the exhaust side VVT-i controller. This helps to apply torque
in the advanced angle direction so that the vane lock pin securely engages with the housing when the
engine stops.
" Intake Side VVT-i Controller A

Timing Chain Sprocket
Vane Sub-assembly
(Coupled to Intake Camshaft)
Outer Housing
Timing Rotor
Intake Camshaft
Oil Pressure
Engine operating Engine stopped
Lock Pin 0140EG59Z
" Exhaust Side VVT-i Controller A

Timing Chain Sprocket
Lock Pin
Outer Housing
Exhaust Camshaft
Vane Sub-assembly
(Fixed on Exhaust Camshaft)
Advanced Assist Spring 281EG47
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 (intake) will move to the retard position, and the
camshaft timing oil control valve (exhaust) will move to the advance position.
To VVT-i Controller To VVT-i Controller

(Advance Side)* (Retard Side)*
Sleeve
Spring
Drain Drain
Spool Valve
Oil Pressure 080EG36S
*: On the exhaust side oil control valve, the advance and retard sides are reversed.
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.
" Intake Side A
Vane EG
ECM
Oil Pressure
Rotation Direction IN Drain 238EG63
" Exhaust Side A
Vane
ECM
Rotation Direction Oil Pressure

IN Drain
281EG48
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.
" Intake Side A
Rotation Direction
ECM
Oil Pressure
Vane
Drain IN
238EG64
" Exhaust Side A
Rotation Direction
ECM
Vane
Oil Pressure
Drain IN
281EG49
3) Hold
After reaching the target timing, the engine valve timing is maintained by keeping the camshaft timing
oil control valve in the neutral position unless the engine operating conditions change.
This maintains the engine valve timing at the desired target position by preventing the engine oil from
running out of the oil control valve.
8. ACIS (Acoustic Control Induction System)
General
The ACIS is realized by using a bulkhead to divide the intake manifold into two stages, with an intake air
control valve in the bulkhead being opened and closed to vary the effective length 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 A
ACIS Actuator EG
VSV (for ACIS)
Intake Air
Control Valve
ECM
Crankshaft Position
Sensor
Throttle Position
Sensor 04E1EG59C
Intake Air Control Valve and ACIS Actuator

The intake air control valve and ACIS actuator Intake Air Control Valve
are integrated with the intake manifold. This Front
valve opens and closes to change the effective
length of the intake manifold in two stages.
ACIS
Actuator 04E1EG60C
Operation
1) When the Intake Control Valve Closes (VSV ON)

The ECM activates the VSV so that the negative pressure acts on the diaphragm chamber of the actuator.
This closes the control valve to match the longer pulsation cycle. As a result, the effective length of the
intake manifold is lengthened and the intake efficiency in the low-to-medium engine speed range under
heavy load is improved due to the dynamic effect of the intake air, thereby increasing the power output.
Intake Air Control Valve (Closed)
Wide VSV ON
Throttle Valve
Opening Angle
Narrow
Low High
Engine Speed
: Effective Intake Manifold Length

04E1EG61C 04E1EG62C
2) When the Intake Control Valve Opens (VSV OFF)

The ECM deactivates the VSV so that atmospheric air is led into the diaphragm chamber of the actuator.
This opens the control valve to match the shorter pulsation cycle. When the control valve is open, the
effective length of the intake manifold is shortened and peak intake efficiency is shifted. This benefits
the low, medium and high engine speed ranges at low loads and the high engine speed range under heavy
load, thus providing greater output at high engine speeds.
Intake Air Control Valve (Open)
Wide
Throttle Valve
Opening Angle
VSV OFF
Narrow
Low High
Engine Speed
: Effective Intake Manifold Length

04E1EG63C 04E1EG64C
9. Fuel Pump Control
General
In this vehicle, there are 2 types of fuel pump controls. The fuel pump is controlled to an optimum speed
to match the engine operating conditions, and the fuel pump operation is stopped when the SRS airbags
deploy.
D The ECM transmits a fuel pump operation request signal to the fuel pump ECU that corresponds to the
engine operating conditions. The fuel pump ECU receives this request signal and controls the speed of
the fuel pump in 3 stages. As a result, under light engine loads, fuel pump speed is kept low to reduce
electric power loss.
D A fuel cut control is used to stop the fuel pump when any of the SRS airbags deploys. In this control, if EG
an airbag deployment signal from the center airbag sensor assembly is detected by the ECM, the ECM
will turn OFF the circuit opening relay. As a result, the power supply to fuel pump ECU is stopped,
causing the fuel pump to stop operating. After the fuel cut control has been activated, turning the engine
switch from OFF to ON (IG) cancels the fuel cut control, and the engine can be restarted.
" System Diagram A
Main Body ECU EFI Relay
Circuit
Opening
Relay
Front Airbag
Sensors
(RH and LH)
Fuel Pump
CAN Operation
Center (V Bus)
Rear Floor Side Request
Airbag ECM
Airbag Sensors Fuel
Sensor
(RH and LH) Fuel Pump Pump
Assembly
ECU
Diagnosis
Side Airbag Signal
Sensor
(RH or LH)
Rear Airbag
Sensor
(RH or LH) 080EG27S
Fuel Pump ECU

D The fuel pump ECU controls fuel pump speed by receiving a duty cycle signal (FPC terminal input) from
the ECM, and control is performed in three stages.
D The fuel pump ECU also detects failures in the input and output circuits at the fuel pump ECU and
transmits the failure status to the ECM.
Fuel Pump
Operation Request
FPC
Fuel Pump
Duty Cycle Signal
Fuel Pump
ECM
ECU
Diagnosis Signal
DI
04E0EG24C
" FPC Terminal Input A
FPC Input Signal (Duty Cycle Signal) Fuel Pump Speed
+B
High
GND
04E0EG25C
12.3 ms
8.2 ms
Middle
+B
GND 04E0EG26C
4.1 ms
+B Low
GND
04E0EG27C
Stop
GND
04E0EG28C
10. Air Injection System
General
To ensure the proper warm-up performance of the TWCs (Three-Way Catalytic converters) after starting
a cold engine, an air injection system is used.
D For this system, each of the bank 2 (right bank) and bank 1 (left bank) has an air pump, air injection
control driver, air switching valve, and air pressure sensor. Control of the right bank and left bank is
performed independently. Two pumps are used to increase the amount of air supplied, shortening the
catalyst warm-up time.
D The ECM estimates the amount of air injected to the TWCs based on signals from the air flow meter in
order to regulate the air injection time. EG
D Air is injected under the following conditions.
" Operation Conditions A
Water Temperature 5 to 45_C (41 to 113_F)

Intake Air Temperature 5_C (41_F) or more
" System Diagram A
Pump Actuation Request

Air Injection Valve Actuation Request
Control Driver
Diagnosis Signal
Air Pressure Sensor Water

Temperature
Air Sensor
To Exhaust Manifold
Air Pump Air Switching

Valve
Bank 2 (Right Bank) Air Flow

ECM Meter
Air Pressure Sensor
Air Pump
To Exhaust Manifold
Air
Air Switching
Valve
Intake Air
Pump Actuation Request Temperature
Sensor
Air Injection Valve Actuation Request
Control Driver Diagnosis Signal
04E0EG29C
Bank 1 (Left Bank)
Construction and Operation
1) Air Pump
Each air pump consists of a DC motor, an impeller and an air filter.
D The air pump supplies air into an air injection control valve using its impeller.
D The air filter is maintenance-free.
D The structure and function of the air pumps for the bank 1 and bank 2 are basically the same.
Air IN
Air Filter
Air OUT Air IN
Air OUT Impeller
DC Motor
Air Pump (Bank 2)

Air Pump (Bank 1) 04E0EG30C
Cross Section 04E0EG70C
2) Air Switching Valve

D The air switching valve is operated by a solenoid coil to control air injection and prevent back-flow
of exhaust gas. Opening timing of the valve is synchronized with the operation timing of the air pump.
D Air air pressure sensor is built into the corresponding air switching valve.
D The structure and function of the air switching valves for the bank 1 and bank 2 are basically the same.
Air Switching Air Switching

Valve (Bank 2) Valve (Bank 1)
Valve Solenoid Coil

Air OUT Air OUT
Air IN
Air OUT
Air IN Air IN Cross Section (for Bank 1)

04E1EG65C
3) Air Pressure Sensor

D The air pressure sensor consists of a semiconductor, which has a silicon chip that changes its electrical
resistance when pressure is applied to it. The sensor converts the pressure into an electrical signal, and
sends it to the ECM in an amplified form.
D The structure and function of the air pressure sensors for the bank 1 and bank 2 are basically the same.
Sensor Unit (V)
4.5
Output
Voltage EG
0.5
Air Pressure of
Electric Air Pump 45 Air Pressure 150 (kPa)
(Absolute Pressure)
04E0EG66C 257MA22
The ECM detects operation of the air injection system based on signals from the air pressure sensor as
follows:
1) When the air pump is ON and the air switching valve is closed, the pressure is stable.
2) When the air pump is ON and the air switching valve is open, the pressure drops slightly and becomes
unstable because of exhaust pulses.
3) When the air pump is OFF and the air switching valve is closed, the pressure remains at atmospheric
pressure.
4) When the air pump is OFF and the air switching valve is open, the pressure drops below atmospheric
pressure and becomes unstable because of exhaust pulses.
Example: 1 Example: 2
Pressure Pressure
0 Time 0 Time
(Atmospheric (Atmospheric
Pressure) Air Pump: ON Pressure) Air Pump: ON
Air Switching Valve: Closed Air Switching Valve: Open
Example: 3 Example: 4
Pressure Pressure
0 Time 0 Time
(Atmospheric (Atmospheric
Pressure) Air Pump: OFF Pressure) Air Pump: OFF
Air Switching Valve: Closed Air Switching Valve: Open
273GX81
4) Air Injection Control Driver

D A semiconductor type air injection control driver is used. Activated by the ECM, this driver actuates
the air pump and the air switching valve.
D The air injection control driver also detects failures in the input and output circuits of the air injection
driver and transmits the failure status to the ECM via duty cycle signals.
D The basic functions of the air injection control drivers for the bank 1 and bank 2 are the same. The
following system chart shows the bank 1 (left bank).
Air Pump
Actuation Request
AIRP SIP
Air Pump
VP
Air Switching Valve

Actuation Request Air Injection
ECM
AIRV SIV Control Driver Air Switching Valve
VV
Duty Cycle Signal

AIDI DI
271EG64
" DI Terminal Output A
Condition AIRP AIRV Output (Duty Cycle Signal)
Open circuit in line between AIDI and DI

— —
terminals. GND 273GX28
Failure in line between ECM terminals

— —
and air injection control driver. GND 273GX29
Output failure at air injection control 200 ms

driver. (Failure in air pump actuation — —
circuit) GND 273GX30
Output failure at air injection control

driver. (Failure in air switching valve — —
actuation circuit) GND 273GX31
Overheat failure of air injection control

— —
driver. GND 273GX32
ON ON
GND 273GX33
Normal OFF OFF

ON OFF
OFF ON GND 273GX29
11. Starter Control (Cranking Hold Function)
General
D Once the engine switch is pressed, this function continues to operate the starter until the engine has
started, provided that the brake pedal is depressed. This prevents starting failure and the engine from
being cranked after it has started.
D When the ECM detects a start signal from the main body ECU, this system monitors the engine speed
(NE signal) and continues to operate the starter until it has determined that the engine has started.
Furthermore, even if the ECM detects a start signal from the main body ECU, this system will not operate
the starter if the ECM has determined that the engine has already started.
" System Diagram A

EG
STSW STSW
ACCR ACCR
Engine Switch STR2 STAR

Main Body
ECU From Battery
IG2D
IG2 Relay
Brake Pedal
Starter Cut
Relay
ACC
Relay
ECM
Neutral Start
Switch
STA
Starter
Relay
Starter
Water Temperature Sensor

Battery
Crankshaft Position Sensor
036EG161TE
Operation
D As indicated in the timing chart below, when the ECM detects an STSW signal (start signal) from the
main body ECU, the ECM outputs STAR signal (starter relay drive signal) through the starter cut relay
to the starter relay and actuates the starter. The ECM also outputs ACCR signal (ACC cut request signal)
to the main body ECU. Thus, the main body ECU will not energize the ACC relay.
D After the starter operates and the engine speed becomes higher than approximately 500 rpm, the ECM
determines that the engine has started and stops the output of the STAR signal to the starter relay and the
output of ACCR signal to the main body ECU. Thus, the starter operation stops and the main body ECU
energizes the ACC relay.
D If the engine has any failure and does not start, the starter operates as long as its maximum continuous
operation time and stops automatically. The maximum continuous operation time is approximately 2
seconds through 25 seconds depending on the water temperature condition. When the water temperature
is extremely low, it is approximately 25 seconds and when the engine is warmed up sufficiently, it is
approximately 2 seconds.
D This system cuts off the current that powers the accessories while the engine is cranking to prevent the
accessory illumination from operating intermittently due to the unstable voltage that is associated with
the cranking of the engine.
D This system has following protection features:
– While the engine is running normally, the starter does not operate.
– Even if the driver keeps pressing the engine switch, the ECM stops the output of the STAR and ACCR
signals when the engine speed becomes higher than 1200 rpm. Thus, the starter operation stops and
the main body ECU energizes the ACC relay.
– In case the driver keeps pressing the engine switch and the engine does not start, the ECM stops the
output of the STAR and ACCR signals after 30 seconds have elapsed. Thus, the starter operation stops
and the main body ECU energizes the ACC relay.
– In case the ECM cannot detect an engine speed signal while the starter is operating, the ECM will
immediately stop the output of the STAR and ACCR signals. Thus, the starter operation stops and the
main body ECU energizes the ACC relay.
" Timing Chart A
ON
Start Signal
(STSW)
OFF
Starter Relay ON
Drive Signal Cranking Limit
(STAR) OFF Approx. 2 to 25 sec.
ACC Relay ON
(ACC Cut Request (OFF)
Signal: ACCR) OFF
(ON) Successful
Starting of Engine
Engine Speed
(NE Signal) Failed Starting of
Engine
ECM determines that the engine has started

successfully when the engine speed is
approximately 500 rpm.
036EG162TE
12. Diagnosis
D When the ECM detects a malfunction, the ECM 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 ECM will also store the DTC (Diagnostic Trouble Code) of the malfunctions. The DTC can be
accessed by using the intelligent tester II.
D For details, refer to the LEXUS LX 570 Repair Manual (Pub. No. RM08G0E).
Service Tip
To clear the DTC that is stored in the ECM, use the intelligent tester II, disconnect the battery terminal
EG
or remove the EFI MAIN fuse and ETCS fuse for 1 minute or longer.
13. Fail-safe
When a malfunction is detected at any of the sensors, there is a possibility of an engine or other malfunction
occurring if the ECM were to continue 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 LEXUS LX 570 Repair Manual (Pub. No. RM08G0E).

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EG-2 ENGINE – 3UR-FE ENGINE

" Engine Specifications A

No. of Cyls. & Arrangement 8-cylinder, V Type

" Valve Timing A

: Intake Valve Opening Angle

" Performance Curve A

1000 2000 3000 4000 5000 6000

JFEATURES OF 3UR-FE ENGINE

Item (1) (2) (3) (4) (5)

Item (1) (2) (3) (4) (5)

1. Cylinder Head Cover

Cylinder Head Cover LH

Cylinder Head Cylinder Head

2. Cylinder Head Gasket

Air Injection Port

View from Exhaust Side

Siamese Type Independent Type

Water View from Top Side

Cylinder Block Water Jacket Spacer

Taper Squish Shape

Compression Ring No. 1

Compression Ring No. 2

6. Connecting Rod and Connecting Rod Bearing

No. 2 Journal Balance Weights

No. 4 Journal No. 5 Journal

8. Crankshaft Bearing and Crankshaft Bearing Cap

Upper Crankshaft Bearing

10. Oil Pan

Oil Pan Baffle Plate

No. 1 Oil Pan

No. 2 Oil Pan

Valve Spring Seat

No. 2 Camshaft Increased Valve Lift

3. Timing Chains and Chain Tensioners

Chain Tensioner (Primary) RH Side Secondary

4. Timing Chain Cover

View from Front Side View from Back Side 04E1EG23C

5. Hydraulic Lash Adjuster

Valve Lash Adjuster Roller Rocker Arm

*: Australia, G.C.C. Countries, Philippines, Indonesia and Brunei Models

" Oil Circuit A

Main Oil Hole

Chain Cylinder Block Cylinder Head LH Cylinder Head RH

Oil Exhaust Exhaust

Oil Oil Chain Valve Chain Valve

Dry 8.4 Liters (8.9 US qts, 7.4 Imp. qts)

Timing Chain Cover

Oil Jet Cross Section

When draining oil

Oil Filter Bracket

: Water Flow Oil Cooler

Water Pump Oil Cooler*

*: Australia, G.C.C. Countries, Philippines, Indonesia and Brunei Models

" Water Circuit A

*: Australia, G.C.C. Countries, Philippines, Indonesia and Brunei Models

TOYOTA Genuine SLLC (Super Long Life

Water Pump Gasket Rotor

View from Back Side

3. Engine Distribution Pathway

Heat Exchanger Cover

VVT Sensor 4 3 VVT Sensor