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Material curso Rav4 (1)

Manual de fabricante

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100% found this document useful (1 vote)
322 views176 pages

Material curso Rav4 (1)

Manual de fabricante

Uploaded by

Jaime Calderon
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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RAV4

New car feature

2014
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2AR-FE ENGINE CONTROL SFI SYSTEM GENERAL GENERAL

OUTLINE

a. The engine control system performs highly accurate, integrated control of the following systems to
achieve high performance, high power, high fuel efficiency and reduced emissions:
i. Sequential Multiport Fuel Injection (SFI)

ii. Electronic Spark Advance (ESA)

iii. Electronic Throttle Control System-intelligent (ETCS-i)

iv. Dual Variable Valve Timing-intelligent (Dual VVT-i)

v. Acoustic Control Induction System (ACIS)

vi. Tumble Control*1

vii. Fuel Pump Control

viii. Air Conditioning Cut-off Control

ix. Cooling Fan Control

x. Starter Control (Cranking Hold Function)*2

xi. Air Fuel Ratio Sensor and Oxygen Sensor Heater Control

xii. Engine Immobiliser

xiii. Brake Override System

xiv. Diagnosis

xv. Fail-safe
*1: Models for Brazil and Korea
*2: Models with entry and start system

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE ENGINE CONTROL SFI SYSTEM GENERAL SYSTEM DIAGRAM

Crank Position Sensor SFI

Fuel Injector Assemblies


Camshaft Position Sensor
(Intake)

Camshaft Position Sensor


(Exhaust)
ESA

Ignition Coil Assemblies


Intake Mass Air Flow Meter
Sub-Assembly
Spark Plug

Intake Air Temperature Sensor


ECM

Air Fuel Ratio Sensor (Bank 1,


Sensor 1)
ETCS-i

Throttle Control Motor


Oxygen Sensor (Bank 1, Sensor 2)

Accelerator Pedal Sensor Assembly

Throttle Position Sensor DUAL VVT-i

Camshaft Timing Oil Control


Engine Coolant Temperature Valve Assembly (Intake)
Sensor

Camshaft Timing Oil Control


Valve Assembly (Exhaust)
Knock Control Sensor

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Tumble Control Valve Position ACIS


Sensor*1

Duty Vacuum Switching Valve

Transponder Key Amplifier Assembly*2

Tumble Control*1
ID Code Box (Immobiliser Code ECU)
*3,*4
Actuator (DC Motor)

Certification ECU (Smart Key ECU


Assembly)*3,*5

Fuel Pump Control*9

Park/Neutral Position Switch Circuit Opening Relay


Assembly*6

Fuel Pump

Clutch Switch Assembly*7

Fuel Pump Control*10


Transmission Control Switch*6

Fuel Pump Control ECU


Assembly
Cruise Control Main Switch Assembly*8

Stop Light Switch Assembly Fuel Pump

*1: Models for Brazil and Korea *7: Models with manual transaxle with clutch switch
assembly
*2: Models without entry and start system

*3: Models with entry and start system *8: Models with cruise control system

*4: Models with ID code box *9: Except 2WD models for Korea

*5: Models without ID code box *10: 2WD models for Korea
*6: Models with automatic transaxle

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Ignition Switch*1 Cooling Fan Control

No. 1 Cooling Fan Relay

No. 2 Cooling Fan Relay

IG2 Relay*2
No. 3 Cooling Fan Relay

Alternator

EFI Main Relay

Electric Load Signals

Air Fuel Ratio Sensor and Oxygen


Sensor Heater Control
Starter Signal

Air Fuel Ratio Sensor Heater

Battery Oxygen Sensor Heater

*1: Models without entry and start system *2: Models with entry and start system

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DLC3 Stater Control*5

Certification ECU (Smart Key


ECU Assembly)

CAN (V
Bus)
Air Conditioning Amplifier Assembly Starter Relay Assembly

ACC Relay

Skid Control ECU

Center Airbag Sensor Assembly

CAN (V Bus)

4WD ECU Assembly*1


Combination Meter Assembly

*4 MIL

Vehicle Speed Signal


Sport Mode Switch*2
Tachometer
*3

*1: 4WD/AWD models *4: 4WD/AWD models with manual transaxle

*2: Models with sport mode switch *5: Models with entry and start system

*3: Models with automatic transaxle

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE ENGINE CONTROL SFI SYSTEM GENERAL PARTS LOCATION

*1 (*A)
*2

*3 (*A)

*7 (*C)

*6

*4 *1 (*B)
*3 (*B)
*5

*9
*8
*16

*15 *17
*10
*14

*13 (*D) *18

*12 *19
*11

*20

*A RHD Models *B LHD Models


*C 2WD Models for Korea *D Models for Brazil and Korea
Intake Mass Air Flow Meter Sub-assembly
*1 DLC3 *2 · Intake Air Temperature Sensor

*3 Accelerator Pedal Sensor Assembly *4 Oxygen Sensor (Bank 1, Sensor 2)


Fuel Suction with Pump Tube Assembly
*5 ECM *6 · Fuel Pump

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Camshaft Timing Oil Control Valve Assembly


*7 Fuel Pump Control ECU Assembly *8
(Intake)
Camshaft Timing Oil Control Valve Assembly
*9 *10 Camshaft Position Sensor (Exhaust)
(Exhaust)
*11 Air Fuel Ratio Sensor (Bank 1, Sensor 1) *12 Engine Coolant Temperature Sensor
Actuator (for Tumble Control) Throttle Body Assembly
*13 · Built-in Tumble Control valve Position *14 · Throttle Position Sensor
Sensor · Throttle Control Motor

*15 Camshaft Position Sensor (Intake) *16 Ignition Coil Assembly


*17 Fuel Injector Assembly *18 VSV (for ACIS)
*19 Knock Control Sensor *20 Crank Position Sensor

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE ENGINE CONTROL SFI SYSTEM CONTROL ENGINE CONTROL

FUNCTION OF MAIN COMPONENTS

The main components of the engine control system are as follows:


a. Component Outline Quantity Function
The ECM optimally controls the engine
control system to suit the operating
ECM Forest 2 1
conditions of the engine in accordance
with the signals provided by the sensors.
Air Fuel Ratio
Type with Heater
Sensor (Bank 1, 1 Detects the oxygen concentration in the
(Planar Type)
Sensor 1) exhaust emissions by measuring the
Oxygen Sensor electromotive force which is generated in
Type with Heater the sensor itself.
(Bank 1, Sensor 1
(Cup Type)
2)
Intake Mass Air
Uses a built-in hot-wire to directly detect
Flow Meter Sub- Hot-wire Type 1
the intake air mass.
assembly
Intake Air
Temperature Thermistor Type 1 Detects the intake air temperature.
Sensor
Engine Coolant
Temperature Thermistor Type 1 Detects the engine coolant temperature.
Sensor
Crank Position
Pick-up Coil Type Detects the engine speed and performs
Sensor [Rotor 1
[36 - 2] the cylinder identification.
Teeth]
Magnetic
Camshaft Position
Resistance
Sensor [Rotor 2 Performs the cylinder identification.
Element (MRE)
Teeth]
Type [3]
Throttle Position
Non-contact Type 1 Detects the throttle valve opening angle.
Sensor
Accelerator Pedal Detects the amount of pedal effort
Non-contact Type 1
Sensor Assembly applied to the accelerator pedal.
Tumble Control
Detects the tumble control valve opening
Valve Position Non-contact Type 1
angle.
Sensor*
Built-in Detects an occurrence of engine
Knock Control Piezoelectric knocking indirectly from the vibration of
1
Sensor Element Type the cylinder block caused by the
(Flat Type) occurrence of engine knocking.
Camshaft Timing Changes the oil passage to the VVT-i
Oil Control Valve Solenoid Type 2 controller in response to signals from the
Assembly ECM.
Regulates the opening of the throttle
Throttle Control
DC Motor 1 valve in accordance with the signals from
Motor
the ECM.
The fuel injector assembly is an
Fuel Injector electromagnetically-operated nozzle
12-hole Type 4
Assembly which injects fuel in accordance with the
signals from the ECM.
Incorporates an igniter and provides a
Ignition Coil high level of voltage necessary for
Type with Igniter 4
Assembly ignition in accordance with signals from
the ECM.
Duty Vacuum
Controls the actuator for ACIS in
Switching Valve Solenoid Type 1
accordance with ECM signals.
(VSV for ACIS)
Iridium-tipped Sparks a high level of voltage from the
Spark Plug 4
Type ignition coil assembly inside the cylinder.

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*: Models for Brazil and Korea

SYSTEM CONTROL

a. The engine control system has the following features. The ECM controls these systems:
System Outline

· An L-type SFI system detects the intake air mass with a


Sequential Multiport Fuel hot-wire type intake mass air flow meter sub-assembly.
Injection (SFI) · The fuel injection system is a sequential multiport fuel
injection system.

Ignition timing is determined by the ECM based on signals from


Electronic Spark Advance
various sensors. The ECM corrects ignition timing in response to
(ESA)
engine knocking.
Optimally controls the throttle valve opening in accordance with
Electronic Throttle Control
the amount of accelerator pedal effort, the throttle valve opening
System-intelligent (ETCS-
control request from the ECM, and the condition of the engine
i)
and the vehicle.
Dual Variable Valve Regulates operation of the intake and exhaust camshafts to
Timing-intelligent (Dual ensure an optimal valve timing in accordance with the engine
VVT-i) condition.
The intake air passages are switched in accordance with the
Acoustic Control Induction
engine speed and throttle valve opening angle to provide high
System (ACIS)
performance in all speed ranges.
Controls fully closes the tumble control valve during cold start
Tumble Control*1 and cold running conditions to improve exhaust emissions while
the engine is running cold.

· Based on signals from the ECM, the fuel pump control


ECU assembly controls the fuel pump.
*2 · The fuel pump is stopped when any of the Supplemental
Restraint System (SRS) airbags are deployed.

Fuel Pump Control


· Fuel pump operation is controlled by signals from the
ECM.
*3 · The fuel pump is stopped when any of the Supplemental
Restraint System (SRS) airbags are deployed.

Air Conditioning Cut-off By turning the air conditioning compressor assembly on or off in
Control accordance with the engine condition, driveability is maintained.
Radiator cooling fan operation is controlled by signals from the
ECM based on the engine coolant temperature sensor signal
Cooling Fan Control
(THW) and the operating condition of the air conditioning
system.
Once the engine switch is pushed, this control continues to
Starter Control*4
operate the starter until the engine has started.
Air Fuel Ratio Sensor and Maintains the temperature of the air fuel ratio sensor and oxygen
Oxygen Sensor Heater sensor at an appropriate level to increase accuracy of detection
Control of the oxygen concentration in the exhaust gas.
Prohibits fuel delivery and ignition if an attempt is made to start
Engine Immobiliser
the engine with an invalid key.
The driving torque is restricted when both the accelerator and
Brake Override System
brake pedals are depressed.
When the ECM detects a malfunction, the ECM diagnoses and
Diagnosis
memorizes the failed section.
When the ECM detects a malfunction, the ECM stops or controls
Fail-safe
the engine according to the data already stored in memory.

*1: Models for Brazil and Korea


*2: 2WD Models for Korea
*3: Except 2WD Models for Korea
*4: Models with entry and start system

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© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE ENGINE CONTROL SFI SYSTEM CONTROL ELECTRONIC THROTTLE CONTROL SYSTEM-intelligent (ETCS-
i) CONTROL

SYSTEM CONTROL

a. The ETCS-i is used, providing excellent throttle control in all operating ranges.

b. 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.

c. The ETCS-i controls the idle speed, Traction Control (TRC)*1, Vehicle Stability Control (VSC)*1 system and cruise
control system*2.
*1: Models with TRC
*2: Models with cruise control system

d. In case of an abnormal condition, this system switches to the limp mode.

Throttle Valve

Accelerator Pedal Sensor Assembly


Throttle Control Motor

CAN (V1 Bus)

Intake Mass Air Flow Meter Skid Control ECU*1


Sub-assembly
ECM

Cruise Control Main


Switch*2

Ignition Coil Fuel Injector


Assemblies Assemblies

*1: Models with TRC

*2: Models with cruise control system

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE ENGINE CONTROL SFI SYSTEM CONTROL DUAL VVT-i CONTROL

FUNCTION

The Dual VVT-i system is designed to control the intake and exhaust camshafts within a range of 40° respectively (of
Crankshaft Angle) to provide valve timing optimally suited to the engine condition. This improves torque in all the
speed ranges as well as increasing fuel economy and reducing exhaust emissions.

*6

*1 *5

*2

*4
*7

*8
a.

*3

Camshaft Timing Oil Control Valve Assembly Camshaft Timing Oil Control Valve Assembly
*1 *2
(Intake) (Exhaust)
*3 Crank Position Sensor *4 Engine Coolant Temperature Sensor
*5 Camshaft Position Sensor (Exhaust) *6 Camshaft Position Sensor (Intake)

· Intake Mass Air Flow Meter Sub-


*7 ECM *8 assembly
· Throttle Position Sensor

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Valve Timing

: Intake valve opening angle

: Exhaust valve opening angle VVT-i Operation Range (Exhaust)


TDC
VVT-i Operation Range (Intake) 3° 4°

43° 44°

61° 60°

VVT-i Operation Range (Intake) VVT-i Operation Range (Exhaust)


21° 20°
BDC

The VVT-i system delivers excellent benefits in the different operating conditions as follows:
i. During Idling
: Intake TDC
b.
: Exhaust Earliest Timing (Exhaust) Latest Timing (Intake)

BDC

Objective Effect

Reducing overlap to reduce blow back to the intake · Stabilized idling speed
side · Better fuel economy

ii. At Light Load


: Intake TDC
To Advance Side (Exhaust) To Retard Side (Intake)
: Exhaust

BDC

Objective Effect
Reducing overlap to reduce blow back to the intake
Ensured engine stability
side

At Medium Load

iii.

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: Intake TDC
To Advance Side (Intake) To Retard Side (Exhaust)
: Exhaust

BDC

Objective Effect

Increasing overlap to increase internal EGR to reduce · Better fuel economy


pumping loss · Improved emission control

iv. In Low to Medium Speed Range with Heavy Load


: Intake TDC

: Exhaust

To Retard Side (Exhaust) To Advance Side (Intake)

BDC

Objective Effect
Advancing the intake valve close timing for
Improved torque in low to medium speed range
volumetric efficiency improvement

v. In High Speed Range with Heavy Load

: Intake TDC

: Exhaust

To Retard Side (Intake) To Advance Side (Exhaust)


BDC

Objective Effect
Retarding the intake valve close timing for volumetric
Improved output
efficiency improvement

vi. At Low Temperatures


: Intake TDC

: Exhaust Earliest Timing (Exhaust) Latest Timing (Intake)

BDC

Objective Effect
Reducing overlap to reduce blow back to the intake · Stabilized fast idle speed
side leads to the lean burning condition, and · Better fuel economy
stabilizes the idling speed at fast idle

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vii. Starting Engine and Stopping Engine


: Intake TDC

: Exhaust Earliest Timing (Exhaust) Latest Timing (Intake)

BDC

Objective Effect
Reducing overlap to minimize blow back to the intake
Improved startability
side

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE ENGINE CONTROL SFI SYSTEM CONTROL ACOUSTIC CONTROL INDUCTION SYSTEM (ACIS) CONTROL

FUNCTION

a. The ACIS uses a bulkhead to divide the intake manifold into 2 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.

*8

*7
*4

*1 *3 *5

*6

*2

*1 Crank Position Sensor *2 ECM


*3 VSV *4 Actuator
*5 Throttle Position Sensor *6 Intake Air Control Valve
*7 Vacuum Tank *8 Check Valve

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE ENGINE CONTROL SFI SYSTEM CONTROL TUMBLE CONTROL

FUNCTION

a. In the tumble control system, the tumble control valve remains fully closed during cold start and cold running
conditions, in order to create a strong tumble current in the combustion chamber. In addition, this system optimally
controls the ignition timing and the fuel injection volume in accordance with the opening and closing of the valve. As a
result, the system improves combustion while the engine is running cold.

*1

*2

*3

*4 *5

*6 *7

*1 Tumble Control Valve *2 Actuator (DC motor)


*3 Tumble Control Valve Position Sensor *4 ECM
*5 Engine Coolant Temperature Sensor *6 Fuel Injector Assembly
*7 Ignition Coil Assembly - -

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE ENGINE CONTROL SFI SYSTEM CONTROL FUEL PUMP CONTROL

FUNCTION

a. 2WD Models for Korea


i. 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 any of the Supplemental Restraint System
(SRS) airbags deploy.

ii. The ECM transmits a fuel pump operation request signal to the fuel pump control ECU assembly that corresponds to
the engine operating conditions. The fuel pump control ECU assembly receives this request signal and controls the
speed of the fuel pump. As a result, under light engine loads, fuel pump speed is kept low to reduce electric power
loss.

iii. A fuel cut control is used to stop the fuel pump when any of the SRS airbags deploys. In this control, if an airbag
deployment signal from the center airbag sensor assembly is detected by the ECM, the ECM will turn off the No. 1 EFI
main relay. As a result, the power supply to the fuel pump control ECU assembly is stopped, causing the fuel pump to
stop operating. After the fuel cut control has been activated, turning the ignition switch (engine switch*) from off to on
cancels the fuel cut control, and the engine can be restarted.
*: Models with entry and start system

Rear Floor Side Airbag


Sensors (RH and LH) Battery

No. 1 EFI
Main Relay
Center
Front Airbag Sensors Airbag
(RH and LH) Sensor
Assembly ECM
No. 2 EFI
Main Relay
CAN (V
Bus)
Side Airbag Sensors
(RH and LH)
Fuel
Pump Fuel
Control Pump
Fuel Pump ECU
Operation Assembly
Request
Rear Airbag Sensors
(RH and LH)

Except 2WD Models for Korea


i. A fuel cut control is used to stop the fuel pump when the SRS airbag is deployed at the front collision. In this system,
the airbag deployment signal from the airbag sensor is detected by the ECM, which turns off the circuit opening relay.

After the fuel cut control has been activated, turning the ignition switch (engine switch*) from off to on cancels the
fuel cut control, and the engine can be restarted.
*: Models with entry and start system

b.

ii.

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Circuit Opening Relay From


Battery

Front Airbag Center Airbag


Sensor (LH and Sensor
RH) Assembly

ECM

Fuel Pump
Motor
Curtain Shield
Airbag Sensor (RH Side Airbag Sensor CAN (V1 Bus)
and LH)* (LH and RH)*

*: Models with SRS side and curtain shield airbags

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE ENGINE CONTROL SFI SYSTEM CONTROL COOLING FAN CONTROL

FUNCTION

a. The cooling fan control system is controlled to achieve an optimal fan speed in accordance with the
engine coolant temperature, vehicle speed, engine speed and air conditioning operating conditions.

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2AR-FE ENGINE CONTROL SFI SYSTEM CONTROL STARTER CONTROL (CRANKING HOLD
FUNCTION)

FUNCTION

a. On the models with manual transaxle, once the engine switch is pressed, this function operates
the starter until the engine starts, provided that the clutch pedal is depressed.

b. On the models with automatic transaxle, once the engine switch is pressed, this function operates
the starter until the engine starts, provided that the brake pedal is depressed and the shift lever is
in P or N. This prevents application of the starter for an inadequate length of time and also
prevents the engine from being cranked after it has started.

c. When the certification ECU detects a start signal, it monitors the engine speed signal (NE) from
the ECM and operates the starter continuously until it determines that the engine has started
completely.

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS AIR FUEL RATIO SENSOR AND HEATED OXYGEN SENSOR

CONSTRUCTION

a. The basic construction of the air fuel ratio sensor and oxygen sensor is the same. However, they are divided into the
cup type and the planar type, in accordance with the different types of heater construction that are used.

b. The planar type air fuel ratio sensor uses alumina, which excels in heat conductivity and insulation, to integrate a
sensor element with the heater, thus achieving the excellent warm-up performance of the sensor.

c. The cup type oxygen sensor contains a sensor element that surrounds the heater.

*A: *B:

*1 *5
*2 *3 *6
*1
*6

*3
*4 *5

*A Planar Type Air Fuel Ratio Sensor *B Cup Type Oxygen Sensor
*1 Alumina *2 Dilation Layer
*3 Platinum Electrode *4 Sensor Element (Zirconia)
*5 Heater *6 Atmosphere

As illustrated below, the conventional oxygen sensor is characterized by a sudden change in its output voltage at the
threshold of the stoichiometric air fuel ratio (14.7:1). In contrast, the air fuel ratio sensor data is approximately
proportionate to the existing air fuel ratio. The air fuel ratio sensor converts the oxygen density to current and sends it
to the ECM. As a result, the detection precision of the air fuel ratio has been improved. The air fuel ratio sensor data
can be viewed using a Global TechStream (GTS).

d.

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Oxygen Sensor
Air Fuel Ratio Sensor
(V) (V)

4.2 1

Air Fuel Ratio Sensor Oxygen Sensor


Output* (Data Displayed Output
on Global TechStream
(GTS))

2.2 0.1

11 (Rich) 14.7 19 (Lean)


Air Fuel Ratio

*: This value is calculated internally in the ECM and is not an ECM terminal voltage.

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS INTAKE MASS AIR FLOW METER

CONSTRUCTION

a. The compact and lightweight intake mass air flow meter sub-assembly, which is a plug-in type, allows a portion of the
intake air to flow through the detection area. By directly measuring the mass and the flow rate of the intake air,
detection precision is ensured and intake air resistance is reduced.

b. This intake mass air flow meter sub-assembly has a built-in intake air temperature sensor.

*a

*3

*1

*2

*1 Hot-wire Element *2 Temperature Sensing Element


*3 Intake Air Temperature Sensor - -
*a A - A Cross Section - -

Air Flow - -

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS CRANKSHAFT POSITION SENSOR AND CAMSHAFT POSITION
SENSOR

CONSTRUCTION

a. A pick-up coil type crank position sensor is used. The timing rotor of the crankshaft consists of 34 teeth with 2 teeth
missing. The crank position sensor outputs the crankshaft rotation signals every 10°, and the missing teeth are used to
determine the top dead center.

b. The Magnetic Resistance Element (MRE) type intake and exhaust camshaft position sensors are used. To detect the
camshaft position, each timing rotor on the intake and exhaust camshafts is used to generate 3 (3 high output, 3 low
output) pulses for every 2 revolutions of the crankshaft.

*4
*3

*1

*2 *2
*2

*1 Crank Position Sensor *2 Timing Rotor


*3 Camshaft Position Sensor (Exhaust) *4 Camshaft Position Sensor (Intake)

Sensor Output Waveform

720° CA

180° CA 180° CA 180° CA

Camshaft 5V
Position Sensor
(Intake)
0V

360° CA 360° CA

Crank Position
Sensor 0V

2 Teeth Missing

c. The MRE type camshaft position sensor consists of an MRE, a magnet and a sensor. 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 high or low. The ECM
detects the camshaft position based on this output voltage.

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d. The differences between the MRE type camshaft position sensor and the pick-up coil camshaft position sensor used on
the conventional model are as follows:
Sensor Type
Item
MRE Pick-up Coil
Constant digital output starts from low Analog output changes with the engine
Signal Output
engine speeds. speed.
Detection is made by comparing the NE
signals with the high/low output switch Detection is made by comparing the NE
Camshaft Position timing due to the protruded/non- signals with the change of waveform that
Detection protruded portions of the timing rotor, or is output when the protruded portion of
made based on the number of the input the timing rotor passes.
NE signals during high/low outputs.

VCV1
ECM

VV1+
Camshaft
Position Sensor VV1-
Timing Rotor (Intake)

Engine No Detection
Engine
Speed Speed

Analog
Digital Output
Output
Sensor
Output
Sensor
Output

No Detection

MRE Type Pick-up Coil Type

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS ACCELERATOR PEDAL SENSOR

CONSTRUCTION

a. The non-contact type accelerator pedal sensor assembly uses a Hall IC.

b. The magnetic yoke mounted at the accelerator pedal arm rotates around the Hall IC in accordance with the amount of
effort applied to the accelerator pedal. The Hall IC converts the changes in the magnetic flux into electrical signals, and
outputs them as accelerator pedal effort to the ECM.

c. The Hall IC contains circuits for the main and sub signals. The Hall IC converts the accelerator pedal depressed angles
into electric signals with 2 differing characteristics and outputs them to the ECM.

Hall IC Magnet

VPA
Hall IC
EPA

VCPA
ECM
VPA2
Hall IC
EPA2

Magnetic Yoke VCP2


Magnetic Yoke

Accelerator Pedal Arm


Accelerator Pedal Sensor Assembly

(V)
5

VPA2

Output
Voltage VPA1

Fully Closed Accelerator Pedal Position (Angle) Fully Open

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS THROTTLE POSITION SENSOR

CONSTRUCTION

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

Throttle Position
Throttle Body Sensor Portion
Assembly Magnetic
Yoke

Hall IC

Cross Section

Hall
Magnetic Yoke IC

(V)
VTA1

ETA
Output
ECM Voltage
VCTA

VTA2

0
Fully Closed Fully Open
Hall
IC
Throttle Position Sensor Throttle Valve Opening Angle (°)

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS TUMBLE CONTROL VALVE POSITION SENSOR

CONSTRUCTION

a. The non-contact type tumble control valve position sensor uses a Hall IC. It detects the tumble control valve opening
angle.

b. The sensor converts the magnetic flux density that changes when the magnetic yoke (located on the same axis as the
tumble control valve shaft) rotates around the Hall IC into electric signals and sends them to the ECM.

Actuator

Output
Voltage
(V)
Hall IC

Magnetic Yoke Fully Closed Fully Open

Tumble Control Valve Opening Angle

System Diagram

Magnetic Yoke
Magnet

VCIA
ECM

IAC1
Hall IC

EIA1

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS KNOCK CONTROL SENSOR

CONSTRUCTION

a. In a conventional knock control sensor (resonant type), a vibration plate is built into the sensor. This plate has the same
resonance point as the knocking* frequency of the engine block. This sensor can only detect vibrations in this frequency band.
HINT:
*: The term "knock" or "knocking" is used in this case to describe either preignition or detonation of the air fuel mixture in
the combustion chamber. This preignition or detonation refers to the air fuel mixture being ignited earlier than is
advantageous. This use of "knock" or "knocking" is not primarily used to refer to a loud mechanical noise that may be
produced by an engine.

b. A flat type knock control sensor (non-resonant type) has the ability to detect vibrations in a wider frequency band (from
approximately 5 kHz to 15 kHz). The sensor has the following features:
· The engine knocking frequency will vary slightly depending on the engine speed. The flat type knock control sensor
can detect vibrations even when the engine knocking frequency changes. Due to the use of the flat type knock control
sensor, the vibration detection ability has been increased compared to a conventional type knock control sensor, and
more precise ignition timing control is possible.
Characteristics of Knock Control Sensor

(V)

Detection Band of Resonant Type

*1
Voltage
Detection Band of Flat Type

*2
Frequency (Hz)

*1: Resonance characteristic of conventional type (resonant)

*2: Resonance characteristic of flat type (non-resonant)

c. A flat type knock control sensor is installed in an engine by placing it over the stud bolt installed on the cylinder block. For this
reason, a hole for the stud bolt exists in the center of the sensor.

d. In the sensor, a steel weight is located in the upper portion. An insulator is located between the weight and the piezoelectric
element.

An open/short circuit detection resistor is integrated in the sensor. When the ignition switch (engine switch*) is on (IG), the
open/short circuit detection resistor in the knock control sensor and the resistor in the ECM keep the voltage at terminal KNK1
constant. An Integrated Circuit (IC) in the ECM constantly monitors the voltage of terminal KNK1. If the open/short circuit
occurs between the knock control sensor and the ECM, the voltage of terminal KNK1 will change and the ECM will detect the
open/short circuit and store a Diagnostic Trouble Code (DTC).
*: Models with entry and start system

e.

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Piezoelectric
Steel Weight Element

Vibration Plate

Open/Short Circuit
Insulator Detection Resistor

Piezoelectric Element

Flat Type (Non-resonant Type) Conventional Type (Resonant Type)

Piezoelectric Element
ECM

Open Circuit Detection 5V


Resistor
200 kΩ

KNK1 IC
200 kΩ

EKNK

Flat Type Knock Control Sensor

f. Vibrations caused by knocking are transmitted to the steel weight. The inertia of this weight applies pressure to the
piezoelectric element. This action generates electromotive force.

*1

*a

*2

*1 Steel Weight *2 Piezoelectric Element


*a Inertia - -

To prevent water accumulation in the connecter, make sure to install the flat type knock control sensor in the position shown
in the following illustration:

g.

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10°
*1

*1 Knock Control Sensor - -

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS SPARK PLUG

CONSTRUCTION

a. Long-reach type iridium-tipped spark plugs are used to improve ignition performance while maintaining the same
durability as platinum-tipped spark plugs.

*3

*4

*1 *2

*1 Long-reach Type Spark Plug *2 Conventional Type Spark Plug


*3 Iridium Tip *4 Platinum Tip

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS THROTTLE CONTROL MOTOR

CONSTRUCTION

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

*1

*2

*1 Throttle Body Assembly *2 Throttle Control Motor

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS CAMSHAFT TIMING OIL CONTROL VALVE

CONSTRUCTION

a. This camshaft timing oil control valve assembly controls the spool valve using duty-cycle control from the ECM. This
allows hydraulic pressure to be applied to the VVT-i controller advanced or retarded side. When the engine is stopped,
the camshaft timing oil control valve assembly (intake) is in the most retarded position, and camshaft timing oil control
valve assembly (exhaust) is in the most advanced position.

*a (*e) *b (*e)

*1

*2
*c *c *3

*d

*1 Sleeve *2 Spring
*3 Spool Valve - -
*a To VVT-i Controller (Advanced Side) *b To VVT-i Controller (Retarded Side)
*c Drain *d Oil Pressure
On the exhaust side camshaft timing oil control
*e valve assembly, the advance and retard sides - -
are reversed.

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS ELECTRONIC THROTTLE CONTROL SYSTEM-intelligent (ETCS-
i) CONTROL

OPERATION

a. The ECM drives the throttle control motor by determining the target throttle valve opening in accordance with the
respective operating condition.

b. The ECM controls the throttle to an optimal throttle valve opening that is appropriate for driving conditions such as the
amount of the accelerator pedal effort and the engine speed in order to achieve excellent throttle control and comfort
in all operating ranges.
Control Examples during Acceleration and Deceleration

: With control

: Without control

Vehicle's
Longitudinal G

Throttle Valve
Opening Angle

Accelerator Pedal
Depressed Angle
0
Time

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

d. As part of the TRC system, the throttle valve is closed by a request signal from the skid control ECU if an excessive
amount of slippage is created at a driving wheel, thus facilitating the vehicle in ensuring stability and driving force.*
*: Models with TRC

e. In order to bring the effectiveness of the VSC system control into full play, the throttle valve opening angle is
controlled by effecting a coordination control with the skid control ECU.*
*: Models with TRC

f. The integrated cruise control ECU of the ECM directly actuates the throttle valve for operation of the cruise control.*
*: Models with cruise control system

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS DUAL VVT-i CONTROL

OPERATION

a. Using the engine speed, intake air mass, throttle position and engine coolant temperature, the ECM can calculate
optimal valve timing for each driving condition (target valve timing). The ECM uses this calculated timing to control the
camshaft timing oil control valve assemblies. In addition, the ECM uses signals from the camshaft position sensors and
the crank position sensor to detect the actual valve timing, thus providing feedback control to achieve the target valve
timing.

ECM Duty Cycle Control

Intake Mass Air Flow Meter Camshaft Timing Oil Control


Sub-assembly Valve Assembly (Intake)
Target Valve Timing

Throttle Position Sensor

Camshaft Timing Oil Control


Valve Assembly (Exhaust)
Crank Position Sensor

Vehicle Speed Signal


Duty Cycle Control
Correction
Engine Coolant
Temperature Sensor

Camshaft Position Sensor


(Intake) Actual Valve Timing

Camshaft Position Sensor


(Exhaust)

When the camshaft timing oil control valve assembly 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:

b.

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*a
*c

*2

*1

*d
*e *f

*b
*c

*2

*1

*d
*f *e

*1 Vane *2 ECM
*a Intake Side *b Exhaust Side
*c Rotation Direction *d Oil Pressure
*e In *f Drain

When the camshaft timing oil control valve assembly 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:

c.

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*a *c

*1

*d
*e *f

*b
*c

*2

*1

*d
*f *e

*1 Vane *2 ECM
*a Intake Side *b Exhaust Side
*c Rotation Direction *d Oil Pressure
*e Drain *f In

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

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS ACOUSTIC CONTROL INDUCTION SYSTEM (ACIS) CONTROL

OPERATION

a. When Intake Air Control Valve Closed (VSV On)


i. The ECM activates the VSV to match the longer pulsation cycle so that the negative pressure acts on the diaphragm
chamber of the actuator. This closes the intake air control valve. As a result, the effective length of the intake manifold
is increased and the intake efficiency in the medium speed range is improved due to the dynamic effect of the intake
air, thereby increasing the power output.

Open
VSV On

Throttle
Valve

Closed
Low High
Engine Speed
: Effective intake manifold
length

b. When Intake Air Control Valve Open (VSV Off)


i. The ECM deactivates the VSV to match the shorter pulsation cycle so that atmospheric air is led into the diaphragm
chamber of the actuator and opens the intake air control valve. When the intake air control valve is open, the effective
length of the intake air chamber is shortened and peak intake efficiency is shifted to the low-to-high engine speed
range, thus providing greater output at low-to-high engine speeds.

Open

Throttle
Valve
VSV Off

Closed
Low High

: Effective intake manifold length Engine Speed

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS TUMBLE CONTROL

OPERATION

a. Engine Running Cold


i. To improve combustion, the ECM operates the actuator to fully close the tumble control valve,
in order to create a strong tumble current in the combustion chamber. This enables the engine
to operate at a lean air-fuel ratio immediately after a cold start.

ii. Based on the signals from various sensors, the ECM retards the ignition timing in order to
reduce the amount of unburned gas and promote the warming up of the TWC. In addition, the
ECM optimizes the fuel injection volume.

iii. The vacuum pressure created downstream of the valve promotes the atomization of the fuel
and prevents the fuel from adhering to the ports.

iv. These measures help reduce exhaust gas emissions while the engine is running cold.

b. Engine Warmed Up
i. The ECM operates the actuator to fully open the tumble control valve. When the valve is fully
open, the passage has minimal intake resistance in order to improve engine performance.

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS COOLING FAN CONTROL

OPERATION

a. The ECM activates the cooling fan relay to control the cooling fan in accordance with the engine
coolant temperature, air conditioning condition, engine speed and vehicle speed.

The cooling fan speeds are controlled in 2 stages: low speed (series connection) and high speed
(parallel connection).

b.

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Low Speed (Series Connection) IG +B

No. 3 Cooling
Fan Relay

Engine Coolant Temperature No. 2 Cooling


Fan Motor No. 1
Fan R

ECM
Engine Speed No. 2 Cooling
Fan Relay

Vehicle Speed

CAN (V Bus)
No. 1 Cooling
Air Conditioning Fan Motor
Amplifier Assembly

High Speed (Parallel Connection) IG +B

No. 3 Cooling
Fan Relay

Engine Coolant Temperature No. 2 Cooling


Fan Motor No. 1
Fan R

ECM No. 2 Cooling


Engine Speed
Fan Relay

Vehicle Speed

Air Conditioning No. 1 Cooling


Amplifier Assembly Fan Motor

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2AR-FE ENGINE CONTROL SFI SYSTEM DETAILS STARTER CONTROL (CRANKING HOLD
FUNCTION)

OPERATION

a. When the driver pushes the engine switch once and the certification ECU (smart key ECU
assembly) detects a start signal, the certification ECU (smart key ECU assembly) outputs ACCD
and STAR signals and begins cranking. Also, the driver can continue cranking for up to 30 seconds
by pushing and holding the engine switch.

b. If the engine speed reaches approximately 500 rpm, the ECM will judge that the engine has
started and will send a signal to the certification ECU (smart key ECU assembly) using CAN
communication. The certification ECU (smart key ECU assembly) will then stop the operation of the
starter.

c. If CAN communication is cut between the certification ECU (smart key ECU assembly) and the
ECM, the certification ECU (smart key ECU assembly) will receive an engine speed signal (NE)
directly from the ECM and will stop the operation of the starter.

d. This system cuts off the power current which activates the accessories while the engine is being
cranked. This prevents the intermittent blinking of the accessory lights caused by the voltage
instability that occurs during engine cranking.

This system has the following protections:


· The starter does not operate when the engine is operating normally.
· If the engine switch is pushed and held, cranking will stop once the engine speed reaches a
pre-determined level. This prevents the starter from over-revving.
· If the engine does not start even after approximately 6 seconds of starter operation, the
certification ECU (smart key ECU assembly) will cancel the starter relay output.
Furthermore, if the engine does not start after the engine switch has been pushed and held
and cranking has continued for 30 seconds, cranking will be canceled in order to protect
the starter.
· It will not be possible to operate the starter for 2 seconds after engine starting has failed
and cranking has been canceled. This helps to protect the starter.

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SSW

CAN (V Bus)
e. Engine Switch ECM

NE

ACCD

STAR
Clutch Start
Switch
ACC Relay Assembly*1 or
Park/Neutral Certif
Position Switch (Sma
Assembly*2 Assem

STA
Starter
Starter Assembly Relay
Assembly
STP

*1: Models with manual transaxle


Stop Light Signal
*2: Models with automatic transaxle

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On
Starter Signal
Off

On
Starter Relay
Off

On
Accessory Power
Off
Success
of Engin

Engine Speed Signal (NE)


Failed S
of Engin

ECM determines that the engine has started successfully


when the engine speed is approximately 500 rpm.

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2AR-FE FUEL FUEL SYSTEM GENERAL GENERAL

OUTLINE

a. A fuel returnless system is used to reduce evaporative emissions.

b. A fuel cut control is used to stop the fuel pump when the any of the Supplemental Restraint
System (SRS) airbags are deployed.

c. A quick connector is used to connect the fuel pipe with the fuel hose for excellent serviceability.

d. A compact fuel pump in which the fuel filter, fuel pressure regulator assembly and charcoal
canister* are all integrated into the fuel suction with pump tube assembly is used.
*: Except models for Korea

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2AR-FE FUEL FUEL SYSTEM GENERAL PARTS LOCATION

*1
*2

*6

*5
*4 *4
*3 *4

*1 Purge VSV *2 Fuel Delivery Pipe


*3 Fuel Injector Assembly *4 Quick Connector
Fuel Suction with Pump Tube Assembly
*5 Fuel Tank Assembly *6 · Fuel Filter
· Fuel Pump

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2AR-FE FUEL FUEL SYSTEM CONTROL FUEL RETURNLESS CONTROL

FUNCTION

a. This system is used to reduce evaporative emissions. As shown below, by integrating the fuel filter, fuel pressure
regulator assembly and charcoal canister* with fuel suction with pump tube assembly, it is possible to discontinue the
return of fuel from the engine area and prevent temperature rise inside the fuel tank assembly.
*: Except Models for Korea

*1 *9

*8

*2 *6 (*A) *7

*3

*4

*5

*A Except Models for Korea - -


*1 Fuel Pressure Pulsation Damper Assembly *2 Fuel Pressure Regulator Assembly
*3 Fuel Filter *4 Fuel Pump
*5 Fuel Suction with Pump Tube Assembly *6 Charcoal Canister
*7 Fuel Tank Assembly *8 Fuel Injector Assembly
*9 Fuel Delivery Pipe - -

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE FUEL FUEL SYSTEM DETAILS FUEL INJECTOR

CONSTRUCTION

a. A long nozzle type fuel injector assembly is used. This injector has 12 injection holes.

*1

*a

*1 Fuel Injector Assembly - -


*a View from Bottom Side - -

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE EMISSION CONTROL EMISSION CONTROL SYSTEM GENERAL GENERAL

OUTLINE

a. Exhaust Emission Control System


i. Three-Way Catalysts (TWCs) are used to reduce emissions in the exhaust gas.

ii. Based on the signals from the air fuel ratio sensor and oxygen sensor, the ECM controls the
fuel injection volume in order to optimize the emissions in the exhaust gas.

b. Evaporative Emission Control System


i. Except Models for Korea
· The ECM controls the purge VSV in accordance with the driving conditions in order to
direct the fuel vapor into the engine, where it is burned.

ii. Models for Korea


· The evaporative emission control system prevents the fuel vapor that is created in the
fuel tank assembly from being released directly into the atmosphere. This system has
the following controls:
· Purge flow control
· Onboard Refueling Vapor Recovery (ORVR)
· Evaporative emission (EVAP) leak check

· The charcoal canister assembly stores the fuel vapor that has been created in the fuel
tank assembly.
· This system consists of a purge VSV, charcoal canister assembly, canister pump
module and ECM.
· The ECM controls the purge VSV in accordance with the driving conditions in order to
direct the fuel vapor into the engine, where it is burned.
· In this system, the ECM checks for evaporative emission leaks and stores Diagnostic
Trouble Codes (DTCs) in the event of a malfunction. An evaporative emission leak
check consists of an application of vacuum to the evaporative emission system and the
ECM monitoring the system for changes in pressure in order to detect a leak.
· A canister pressure sensor is included in the canister pump module.
· A No. 1 charcoal canister filter is provided on the fresh air line. This No. 1 charcoal
canister filter is maintenance-free.

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2AR-FE EMISSION CONTROL EMISSION CONTROL SYSTEM GENERAL SYSTEM DIAGRAM

Except Models for Korea


*a *c

*8
*5

*d

*1 *3

*6 *7
*2 *4

*2 *b

*1 Engine *2 TWC
*3 ECM *4 Various Sensors
*5 Purge VSV *6 Charcoal Canister
*7 Fuel Suction with Pump Tube Assembly *8 Fuel Tank Assembly
*a Intake Air *b Exhaust Gas
*c Fresh Air *d Fuel Vapor

Exhaust Emission Control System of Models for Korea

*1 *5 *6

*2
*3

*4

*3

Engine
*1 · Fuel Injector Assembly *2 Air Fuel Ratio Sensor (Bank 1, Sensor 1)

*3 TWC *4 Oxygen Sensor (Bank 1, Sensor 2)


*5 ECM *6 Various Sensors

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Intake Air Exhaust Gas

Evaporative Emission Control System of Models for Korea

*a
*7

*1
*9
*8

*3

*b
*c *4

*2 *5

*6

*1 Purge VSV *2 ECM


*3 Canister Pump Module *4 Vent Valve
*5 Leak Detection Pump and Pump Motor *6 Canister Pressure Sensor
*7 Charcoal Canister Assembly *8 Fuel Tank Assembly
*9 No. 1 Charcoal Canister Filter - -
*a To Intake Manifold *b Purge Air Line
*c Fresh Air Line - -

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE EMISSION CONTROL EMISSION CONTROL SYSTEM GENERAL PARTS LOCATION

Except Models for Korea

*1

*2

*6
*3
*3
*4
*5

*1 Purge VSV *2 ECM


*3 TWC *4 Air Fuel Ratio Sensor
Fuel Suction with Pump Tube Assembly
*5 Oxygen Sensor *6 · Charcoal Canister

Models for Korea

*1

*2

*8

*3 *7
*6
*4 *3
*5

*1 Purge VSV *2 ECM


*3 TWC *4 Air Fuel Ratio Sensor
Charcoal Canister Assembly
· Canister Pump Module
*5 Oxygen Sensor *6 · Vent Valve
· Leak Detection Pump and Pump
Motor
· Canister Pressure Sensor

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*7 Fuel Tank Assembly *8 No. 1 Charcoal Canister Filter

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2AR-FE EMISSION CONTROL EMISSION CONTROL SYSTEM CONTROL EXHAUST EMISSION


CONTROL

FUNCTION OF MAIN COMPONETS

a. The main components of the exhaust emission control system are as follows:
Component Function
Determines an optimal fuel injection volume based on the signals
ECM
from various sensors.
Oxidizes CO and HC in the exhaust gas and deoxidizes NOx at
TWC
the same time to purify them into CO2, H2O and N2.
These sensors detect the oxygen concentration in the exhaust
Air Fuel Ratio Sensor emissions by measuring the electromotive force which is
generated in the sensor itself. For details, see the 2AR-FE
ENGINE CONTROL section.
Oxygen Sensor [SFI SYSTEM > AIR FUEL RATIO SENSOR AND HEATED OXYGEN
SENSOR( )]

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2AR-FE EMISSION CONTROL EMISSION CONTROL SYSTEM CONTROL EVAPORATIVE


EMISSION CONTROL

FUNCTION OF MAIN COMPONETS

a. The main components of the evaporative emission control system are as follows:
Except Models for Korea
Component Function
ECM Sends signals to the purge VSV to control the purge flow.
Contains activated charcoal to absorb the fuel vapor that is
Charcoal Canister
created in the fuel tank assembly.
Opens in accordance with the signals from the ECM when the
Purge VSV system is purging, in order to send the fuel vapor that was
absorbed by the charcoal canister into the intake manifold.

Models for Korea


Component Function
Controls the canister pump module and the purge VSV in
accordance with the signals from various sensors, in order to
ECM achieve a purge volume that suits the driving conditions. In
addition, the ECM monitors the system for any leak and stores a
DTC if a malfunction is found.
Charcoal Canister Contains activated charcoal to absorb the fuel vapor that is
Assembly created in the fuel tank assembly.
Opens and closes the fresh air line in accordance with signals
Vent Valve
from the ECM.
Leak
Canister Detection Applies vacuum to the evaporative emission system in accordance
Pump Pump and with signals from the ECM.
Module Pump Motor
Canister
Detects the pressure in the evaporative emission system and
Pressure
sends the signals to the ECM.
Sensor
Opens in accordance with the signals from the ECM when the
system is purging, in order to send the fuel vapor that was
Purge VSV absorbed by the charcoal canister assembly into the intake
manifold. In system monitoring mode, this valve controls the
introduction of vacuum into the fuel tank assembly.
No. 1 Charcoal Canister Prevents dust and debris in the fresh air from entering the
Filter system.
Fresh air goes into the charcoal canister assembly and the
Fresh Air Line
cleaned drain air goes out into the atmosphere.

OPERATING CONDITION

Models for Korea


The following are the typical conditions necessary to enable an evaporative emission leak
a. check:
i.
· 5 hours have elapsed after the engine has been turned
off.*1
· Altitude: Below 2400 m (8000 feet)
Typical Enabling · Battery Voltage: 10.5 V or more
Conditions · Ignition Switch (Engine Switch*2): Off
· Engine Coolant Temperature: 4.4 to 35°C (40 to 95°F)
· Intake Air Temperature: 4.4 to 35°C (40 to 95°F)

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*1: If engine coolant temperature does not drop below 35°C (95°F), this time is
extended to 7 hours. Even after that, if the temperature is not less than 35°C (95°F),
the time is extended to 9.5 hours.
*2: Models with entry and start system

HINT:
· The canister pump module performs a fuel evaporative emission leak check. This
check is performed approximately 5 hours after the engine is turned off. Sound may
be heard coming from underneath the luggage compartment for several minutes.
This does not indicate a malfunction.
· A pinpoint pressure test procedure is performed by pressurizing the fresh air line that
runs from the canister pump module to the No. 1 charcoal canister filter neck. For
details, refer to the Repair Manual.

SYSTEM CONTROL

a. Except Models for Korea


i. Based on the signals from various sensors, the ECM opens and closes the purge VSV. Thus, the
ECM controls the purge flow of evaporative emissions (HC) in the charcoal canister sub-
assembly in accordance with the engine conditions.

Models for Korea


Purge Flow Control
i.
1. When the engine has reached a predetermined state [closed loop, engine coolant
temperature above 80°C (176°F), etc.], stored fuel vapor is purged from the charcoal
canister assembly whenever the purge VSV is opened by the ECM.
2. The ECM changes the duty ratio cycle of the purge VSV, thus controlling purge flow
volume. Purge flow volume is determined by the intake manifold pressure and the duty
ratio cycle of the purge VSV. Atmospheric pressure is allowed into the charcoal canister
assembly to ensure that purge flow is constantly maintained whenever purge vacuum
is applied to the charcoal canister assembly.
System Diagram

*a
*b

*1

*2

*1 Purge VSV (Open) *2 ECM


*3 Charcoal Canister Assembly - -
*a To Intake Manifold *b Atmosphere

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ii. Onboard Refueling Vapor Recovery (ORVR)


1. When the internal pressure of the fuel tank assembly increases during refueling, the
fuel vapor enters the charcoal canister assembly. The air that has had the fuel vapor
removed from it will be discharged through the fresh air line. The vent valve is used to
open and close the fresh air line, and it is always open (even when the engine is
stopped) except when the vehicle is in monitoring mode (the valve will remain open as
long as the vehicle is not in monitoring mode). If the vehicle is refueled in system
monitoring mode, the ECM will recognize the refueling by way of the canister pressure
sensor, which will detect the sudden pressure increase in the fuel tank assembly, and
the ECM will open the vent valve.
System Diagram

*1

*2

*1 Purge VSV (Closed) *2 Canister Pump Mod


*3 Vent Valve *4 Charcoal Canister

EVAP Leak Check


1. General
1. Approximately 5 hours after the ignition switch (engine switch*) has been turned
off, the ECM operates the canister pump module to detect any evaporative emission
leakage occurring between the fuel tank assembly and the charcoal canister
assembly through changes in the fuel tank assembly pressure.
*: Models with entry and start system

The EVAP leak check operates in accordance with the following timing chart:
Timing Chart

2.

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On (Open)
Purge VSV
Off (Closed)

On
b.
Vent Valve
Off (Vent)

On
Pump Motor
Off

Atmospheric Pressure

System Pressure

0.02 in. Pressure

1) 2) 3)

Order Operation Description Time


The ECM turns the vent valve off
Atmospheric
(vent) and measures EVAP system
1) Pressure 60 sec.
pressure to determine the atmospheric
Measurement
pressure.
The leak detection pump creates
negative pressure (vacuum) limited by
0.02 in. Leak
a 0.02 in. orifice, and the pressure is
2) Pressure 360 sec.
measured. The ECM determines this as
Measurement
the 0.02 in. leak pressure (reference
pressure).
The leak detection pump creates
negative pressure (vacuum) in the
EVAP system and the EVAP system
pressure is measured. If the stabilized
pressure is larger than the 0.02 in. Within 15
3) EVAP Leak Check
leak pressure, the ECM determines min.
that the EVAP system has a leak. If the
EVAP pressure does not stabilize within
15 minutes, the ECM cancels the EVAP
monitor.
The ECM opens the purge VSV and
measures the EVAP pressure increase.
4) Purge VSV Monitor 10 sec.
If the increase is large, the ECM
interprets this as normal.
Repeat 0.02 in. The leak detection pump creates
5) Leak Pressure negative pressure (vacuum) limited by 60 sec.
Measurement a 0.02 in. orifice and the pressure is

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Order Operation Description Time


measured. The ECM determines this as
the 0.02 in. leak pressure.
The ECM measures the atmospheric
6) Final Check pressure and records the monitor -
result.

2. Atmospheric Pressure Measurement


1. When the ignition switch (engine switch*) is turned off, the purge VSV and the vent
valve are turned off. Therefore, atmospheric pressure is introduced into the
charcoal canister assembly.
*: Models with entry and start system

2. The ECM measures the atmospheric pressure using the canister pressure sensor.
If the measured atmospheric pressure is out of range, the ECM actuates the leak
detection pump in order to monitor the changes in the pressure.
System Diagram

*a
*1

iii.

*3

3.

*2

*1 Purge VSV (Off) *2 ECM


*3 Canister Pump Module *4 Vent Valve (Off
*a Atmosphere - -

Timing Chart

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On (Open)
Purge VSV
Off (Closed)

On
Vent Valve
Off (Vent)

On
Pump Motor
Off

Atmospheric Pressure

System Pressure

0.02 in. Pressure

Atmospheric Pressure Me

3. 0.02 in. Leak Pressure Measurement


1. The purpose of this measurement is to confirm leak detection pump operation, and
to provide a baseline measurement value that is used for comparison in subsequent
leak test steps.
2. The vent valve remains off, atmospheric pressure is introduced into the charcoal
canister assembly and the ECM actuates the leak detection pump, creating a
vacuum in the piping close to the canister pressure sensor.
3. At this time, the pressure will not decrease below what is referred to as the 0.02 in.
pressure due to the atmospheric pressure that enters the piping close to the pump
and sensor through the 0.02 in. diameter reference orifice.
4. The ECM compares its standard and this pressure. If the pressure is within the
acceptable range, the ECM stores this pressure as the 0.02 in. leak pressure.
5. If the pressure is below the standard, the ECM will determine that the reference
orifice is clogged and store DTC P043E in its memory.
If the pressure is above the standard, the ECM will determine that a high flow rate
pressure is passing through the reference orifice and store DTCs P043F, P2401 and
P2402 in its memory.
System Diagram

6.

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*1 *a

*3

*2

*1 Purge VSV (Off) *2 ECM


*3 Canister Pump Module *4 Vent Valve (Off
*5 Reference Orifice - -
*a Atmosphere - -

Timing Chart

On (Open)
Purge VSV
Off (Closed)

On
Vent Valve
Off (Vent)

On
Pump Motor
Off

Atmospheric Pressure

System Pressure

0.02 in. Pressure

0.02 in. Pressure

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4. EVAP Leak Check


1. While actuating the leak detection pump, the ECM turns the vent valve on in order
to introduce a vacuum into the charcoal canister assembly.
2. When the pressure in the system stabilizes, the ECM compares this pressure and
the 0.02 in. pressure in order to determine if a leak is present.
3. If the detected pressure is below the 0.02 in. pressure, the ECM determines that
there is no leak.
4. If the detected pressure is above the 0.02 in. pressure and near atmospheric
pressure, the ECM determines that there is a gross leak (large hole) and stores DTC
P0455 in its memory.
If the detected pressure is above the 0.02 in. pressure, the ECM determines that
there is a small leak (minor leak) and stores DTC P0456 in its memory.
System Diagram

*a
*1

*3

*2
5.

*1 Purge VSV (Off) *2 ECM


*3 Canister Pump Module *4 Vent Valve (On
*5 Reference Orifice - -
*a Atmosphere *b Vacuum

Timing Chart

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On (Open)
Purge VSV
Off (Closed)

On
Vent Valve
Off (Vent)

On
Pump Motor
Off
P0455

Atmospheric Pressure
P0456
System Pressure

0.02 in. Pressure

EVA

5. Purge VSV Monitor


1. After completing an EVAP leak check, the ECM turns the purge VSV on (open) with
the leak detection pump actuated, and introduces the atmospheric pressure from
the intake manifold to the charcoal canister assembly.
2. If the pressure change at this time is within the normal range (a pressure change
occurs), the ECM determines the condition to be normal.
If the pressure change is out of the normal range (insufficient pressure change
occurs), the ECM will stop the purge VSV monitor (purge monitor) and store DTC
P0441 in its memory.
System Diagram

3.

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*a

*a
*1

*3

*2

*1 Purge VSV (On) *2 ECM


*3 Canister Pump Module *4 Vent Valve (On
*a Atmosphere - -

Timing Chart

On (Open)
Purge VSV
Off (Closed)

On
Vent Valve
Off (Vent)

On
Pump Motor
Off

Atmospheric Pressure
Normal
System Pressure

0.02 in. Pressure

6. Repeat 0.02 in. Leak Pressure Measurement

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1. While the ECM operates the leak detection pump, the purge VSV and vent valve are
turned off and a repeat 0.02 in. leak pressure measurement is performed.
2. The ECM compares the measured pressure with the pressure during the EVAP leak
check.
3. If the pressure during the EVAP leak check is less than the repeat 0.02 in. leak
pressure measurement, the ECM determines that there is no leak.
If the pressure during the EVAP leak check is above the repeat 0.02 in. leak
pressure measurement, the ECM determines that there is a small leak and stores
DTC P0456 in its memory.
System Diagram

*1 *a

*3

*2

4.

*1 Purge VSV (Off) *2 ECM


*3 Canister Pump Module *4 Vent Valve (Off
*5 Reference Orifice - -
*a Atmosphere - -

Timing Chart

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On (Open)
Purge VSV
Off (Closed)

On
Vent Valve
Off (Vent)

On
Pump Motor
Off

Atmospheric Pressure
P0456
System Pressure
Normal

0.02 in. Pressure

Repeat 0.02 in. Pressure Measurem

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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2AR-FE EMISSION CONTROL EMISSION CONTROL SYSTEM DETAILS THREE-WAY CATALYTIC CONVERTER
(TWC)

CONSTRUCTION

a. A TWC is provided in the exhaust manifold converter sub-assembly and also in the center exhaust pipe assembly.

b. An exhaust manifold converter sub-assembly is used for warm-up of the TWC.

*1

*2

*3

*2

*1 Exhaust Manifold Converter Sub-assembly *2 TWC


*3 Front Exhaust Pipe Assembly - -

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2AR-FE EMISSION CONTROL EMISSION CONTROL SYSTEM DETAILS FUEL INLET (FRESH AIR INLET)

CONSTRUCTION

a. Models for Korea


i. The fresh air line inlet is located near the fuel inlet pipe opening. The fresh air from the atmosphere and the drain air
cleaned by the charcoal canister assembly will go in or out of the system through the passages shown below:

*1

*3

*2

*a *b

*c

*1 Fuel Tank Cap Assembly *2 No. 1 Charcoal Canister Filter


*3 Fuel Inlet Pipe - -
*a Fresh Air *b Cleaned Drain Air
*c To Charcoal Canister Assembly - -

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2AR-FE EMISSION CONTROL EMISSION CONTROL SYSTEM DETAILS CANISTER PUMP MODULE

CONSTRUCTION

Models for Korea


a. i. The canister pump module consists of a vent valve, reference orifice, canister pressure sensor, leak detection pump
and pump motor.

ii. The vent valve switches the passages in accordance with the signals received from the ECM.

iii. A DC type brushless motor is used for the pump motor.

A vane type leak detection pump is used.


iv.

*b
*a *a

*1

*6

*5

*4

*2
*3

*c

*1 Canister Pump Module *2 Vent Valve


*3 Reference Orifice *4 Canister Pressure Sensor
*5 Pump Motor *6 Leak Detection Pump
*a Fresh Air *b Cross Sectiom
*c To Charcoal Canister Assembly - -

Simplified Diagram

*1

*6
*a

*b
*3
*2

*4

*3
*5

*1 Canister Pump Module *2 Leak Detection Pump and Pump Motor


*3 Fliter *4 Canister Pressure Sensor
*5 Reference Orifice [0.5 mm (0.02 in.) Diameter] *6 Vent Valve

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*a Fresh Air *b To Charcoal Canister Assembly

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K111 MULTIDRIVE / CVT CVT SYSTEM GENERAL GENERAL

OUTLINE

a. A K111 Continuously Variable Transaxle (CVT) is used on 2WD models with 3ZR-FE engines.

b. A CVT fluid warmer is used in the CVT fluid cooling system.

c. A gate type shift lever is used.

d. A 7-speed sport sequential shiftmatic system is used.

e. A shift pattern select system is used to select the driving mode (Normal and Sport) on models with
VSC. In Sport mode, a higher level of responsiveness and a linear acceleration feel have been
achieved.

SPECIFICATION

CVT Assembly
Shift Mechanism Type Pulley and Steel Belt
Forward/Reverse Switching Mechanism Single Pinion Type Planetary Gear
Forward 2.396 to 0.428
Pulley Ratio
Reverse 1.668
Final Gear Ratio 5.791
Fluid Type Toyota Genuine CVT Fluid FE or TC
Fluid Capacity*1 8.9 Litters (9.4 US qts, 7.8 Imp. qts)
Weight (Reference)*2 95 kg (209.4 lb)

HINT:
*1: Differential included.
*2: The weight shown is when the transaxle is filled with fluid.

Friction Discs and Gears


No. of Sun Gear Teeth 71
No. of Pinion Gear
Planetary Gear 16
Teeth
No. of Ring Gear Teeth 102
No. of Drive Gear Teeth 26
Reduction Gear No. of Driven Gear
40
Teeth
No. of Drive Gear Teeth 17
Final Gear No. of Driven Gear
64
Teeth
Forward Clutch No. of Discs 3
Reverse Brake No. of Discs 3

Torque Converter Assembly


Torque Converter Type 3-element, 1-step, 2-phase
Stall Torque Ratio 1.900

PRECAUTION

Ignition Switch Expressions


a.

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i. The type of ignition switch used on this model differs depending on the specifications of the
vehicle. The expressions listed in the table below are used in this section:
Ignition Switch Engine Switch
Expression
(Position) (Condition)
Ignition Switch Off LOCK Off (Lock)
Ignition Switch ACC ACC On (ACC)
Ignition Switch ON ON On (IG)
Engine Start START On (Start)

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM GENERAL SYSTEM DIAGRAM

Transmission Shift Solenoid Valve DS1


Revolution Sensor (NIN)

Transmission Shift Solenoid Valve DS2


Revolution Sensor
(NOUT)

Transmission
Revolution Sensor (NT)
Shift Solenoid Valve DSU

CVT Fluid Temperature Sensor

Shift Solenoid Valve SL


ECM
Oil Pressure Sensor

Stop Light Switch Assembly


Shift Solenoid Valve SLS

Starter Signal

Throttle Control Motor


Vehicle Speed Signal

Park/Neutral Position Switch Ignition Coil with Igniter


Assembly

Spark Plugs
Transmission Control Switch

Sport Mode Switch*


Fuel Injector Assemblies

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Intake Mass Air Flow Meter


Sub-assembly

Combination Meter Assembly

Crankshaft Position Sensor


Speedometer

Throttle Position Sensor


Shift Position and Gear
ECM Range Indicator

Accelerator Pedal Sensor Assembly

Sport Mode Indicator Light*


Engine Coolant Temperature
Sensor
ECO Mode Indicator Light*

DLC3 MIL

Buzzer

CAN (V Bus)

Air Conditioning Amplifier Assembly

*: Models with VSC

ECO Mode Switch*

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM GENERAL PARTS LOCATION

*11
*12

*13

*6

*7

*10
*1 *8
*9
*2

*3 *5
*4

*1 Shift Solenoid Valve SL *2 Shift Solenoid Valve DSU


*3 Shift Solenoid Valve SLS *4 Shift Solenoid Valve DS1
*5 Shift Solenoid Valve DS2 *6 CVT Fluid Warmer (Transmission Oil Cooler)
Transmission Valve Body Assembly
*7 Park/Neutral Position Switch Assembly *8 · CVT Fluid Temperature Sensor

*9 Transmission Revolution Sensor (NIN) *10 Oil Pressure Sensor


*11 ECM *12 Transmission Revolution Sensor (NOUT)
*13 Transmission Revolution Sensor (NT) - -

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*1 (*A) *1 (*B) *2 (*C) *3 (*C) *4

*5

*9 (*C)

*6

*8

*7

Models with Segment Display Type Multi- Models with Dot Display Type Multi-information
*A *B
information Display Display
*C Models with VSC - -
*1 Shift Position and Gear Range Indicator *2 Sport Mode Indicator Light
*3 ECO Mode Indicator Light *4 MIL
Combination Meter Assembly
*5 · Buzzer *6 DLC3

*7 Air Conditioning Amplifier Assembly *8 Transmission Control Switch


Drive Module Switch Assembly
*9 · Sport Mode Switch - -
· ECO Mode Switch

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K111 MULTIDRIVE / CVT CVT SYSTEM CONTROL CVT CONTROL

FUNCTION OF MAIN COMPONENTS

Component Function
CVT Fluid Warmer (Transmission Oil
Warms up the CVT fluid quickly.
Cooler)

· Transmits engine power to the transaxle.


Torque Converter Assembly · Increases engine torque.

Oil Pump Assembly Provides oil pressure necessary for the transaxle operation.
Forward Clutch Connects the input shaft with the sun gear.
Reverse Brake Keeps the planetary carrier stationary.
Controls the fluid flow volume to the primary pulley in
Shift Solenoid Valve DS1 accordance with the vehicle speed and accelerator pedal
position (speed control during acceleration).
Controls the fluid flow volume from the primary pulley in
Shift Solenoid Valve DS2 accordance with the vehicle speed and accelerator pedal
position (speed control during deceleration).
Shift Solenoid Valve DSU Controls the engagement oil pressure of the lock-up clutch.
Shift Solenoid Valve SL Switches the operation of the solenoid valve SLS.

· Controls the oil pressure of the secondary pulley.


Shift Solenoid Valve SLS · Controls the engagement oil pressure of the forward
clutch and reverse brake.

Transmission Revolution Sensor


Detects the primary pulley speed (input speed).
(NIN)
Transmission Revolution Sensor
Detects the secondary pulley speed (output speed).
(NOUT)
Transmission Revolution Sensor (NT) Detects the forward clutch drum speed.
CVT Fluid Temperature Sensor Detects the CVT fluid temperature.
Oil Pressure Sensor Detects the steel belt clamping force.
Park/Neutral Position Switch
Detects the shift lever position.
Assembly

· Detects that the shift lever is in M.


Transmission Control Switch · Detects the driver's upshift and downshift operations
when the shift lever is in M.

Drive Sport Mode Switch* Turns the Sport mode on and off.
Module
Switch
Assembly ECO Mode Switch* Turns the ECO mode on and off.

· Controls engine output and the electronic control of


the CVT system.
ECM · Makes a diagnosis and memorizes the failed section
when the ECM detects a malfunction.

Air Conditioning Amplifier Assembly Detects the air conditioning system operation.

Shift Position and Gear · Indicates the shift lever position.


Range Indicator · Indicates the gear range (M1 to M7).

Sport Mode Indicator Illuminates when the Sport mode switch is pressed to inform
Combination Light* the driver that Sport mode is active.
Meter
Assembly ECO Mode Indicator Illuminates when the ECO mode switch is pressed to inform
Light* the driver that ECO mode is active.
Illuminates or blinks to alert the driver that the ECM has
MIL
detected a malfunction.
Buzzer · Sounds when the shift-down operation is rejected.

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Component Function
· Warns the driver by sounding when a message is
shown on the multi-information display.

*: Models with VSC

SYSTEM CONTROL

Electronic Control of CVT


Control Outline
Performs coordinate control of the CVT system and engine
Engine - CVT Integrated Control control system to ensure both smooth and powerful driving that
excels in shift response and fuel economy.
Automatic Shift Control
Acceleration
Improvement Control Optimally controls the pulley ratio and shifting speed to suit the
Deceleration driver's intentions and driving conditions based on signals from
Pulley various sensors and switches.
Improvement Control
Ratio
Control 7-speed Sport
Sequential Shiftmatic
Shift Control in Controls to restrict the upshift or to provide appropriate engine
Uphill/Downhill braking by using the ECM to determine whether the vehicle is
Traveling traveling uphill or downhill.
The ECM sends a current to shift solenoid valve DSU based on
Lock-up Control the throttle position sensor signal and vehicle speed signal, and
engages or disengages the lock-up clutch.

Engine - CVT Integrated Control


To perform fine-tuned control in accordance with driving conditions, various signals are
exchanged between the engine control system and the CVT system. As a result, both
smooth and powerful driving that excels in shift response and fuel economy has been
achieved.

a.
·

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Engine

CVT

Transmission Revolution
Sensor (NIN) Signal
O
C

Calculation of Engine Control Amount Calculation of CVT Contro

Calculation of Target Throttle Calculation of Target

Engine CPU CVT CPU

Accelerator Pedal Position Vehicle Speed

Pulley Ratio Control


· The ECM judges the driving conditions through each input signal and selects the optimal
control to achieve driving which meets the driver's intentions.

Acceleration Improvement Control

Deceleration Improvement 7-speed S


Control Automatic Shift Control Shiftmatic

Shift Control in Uphill/Downhill Traveling

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Pulley Ratio Control


Control Feature
Automatic Shift Control Smoothly achieves fuel efficiency.
Acceleration Improvement
Achieves a direct and linear acceleration feeling.
Control

Deceleration · Ensures engine braking during deceleration.


Improvement Control · Improves re-acceleration response after deceleration.

7-speed Sport Sequential


Achieves highly responsive shifting feedback.
Shiftmatic

Shift Control in · Ensures drive force when driving uphill.


Uphill/Downhill Traveling · Ensures engine braking when driving downhill.

· The ECM calculates the target primary pulley speed in accordance with the accelerator
pedal position signal, vehicle speed signal and stop light switch signal, in order to attain an
optimal pulley ratio and shifting speed. To allow the actual primary pulley speed (acquired
from the primary speed sensor) to match the target primary pulley speed, the ECM
actuates the shift solenoid valves DS1 and DS2 in order to control the inflow and outflow
volume of the line pressure to and from the primary pulley. As a result, optimal pulley ratio
and shifting speed have been achieved.

Vehicle Speed Signal

Target Primary
Stop Light Switch Signal Pulley Speed S
V
Calculation of
Control Amount
Accelerator Pedal
Position Signal
Actual Primary
Pulley Speed
Transmission Revolution S
Sensor (NIN) Signal V
b.

Automatic Shift Control


· When the shift lever is in D, the system performs engine integrated control to optimize
fuel economy characteristics and driving performance.
· Through the wide shifting range and lock-up control, which can be regulated by low
vehicle speed, quietness and low fuel consumption are achieved by decreasing the
engine speed as far as possible.
Throttle characteristics and shifting characteristics are utilized to flexibly control driving
speed in response to the acceleration operation, thus achieving smooth driving without
shifting shock.

i.

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Shift Lever in D
Pulley Ratio (Low)

Primary Pulley Speed


Pulley Ratio (

Vehicle Speed

· The Sport mode limits the gear step for the acceleration side and maintains the
primary pulley speed at high speeds. This produces a moderate engine braking force
and provides an excellent shift response.

Sport Mode
Pulley Ratio (Low)

Primary Pulley Speed


Pulley Ratio (

Vehicle Speed

Acceleration Improvement Control


The system determines the driver's acceleration request based on the vehicle speed
and the changes in the accelerator pedal position. When the system determines this
request, it changes the shift characteristic into one in which the engine speed and
vehicle speed increase linearly. This improves the acceleration feeling.

ii.
·

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Accelerator Pedal
Depressed Angle
Time

Linearly increases in accordance wit

Engine Speed

Time

Suppresses engine speed increase at beginn


acceleration

Acceleration

Time
Linearly increases acceleration immediately after depr
pedal

· When Sport mode is on, upshifting time is shortened and engine speed increase rate is
improved, thus giving a sportier setting compared to when Sport mode is off.

Accelerator Pedal
Depressed Angle
Time

Upshifting time is shorten

Engine Speed Engine speed increase rate is i


Re-acceleration response through quic
engine speed increase is improved.

Time

Deceleration Improvement Control


· During deceleration, the pulley ratio is determined and a high engine speed is
maintained, thus ensuring adequate engine braking.
Engine control, which generates driving force quickly, is conducted during re-
acceleration.

iii.

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Ensures Engine Braking by Maintainin


High Engine Speed

Engine Speed
Improves
through Q
Increase

Time

On
Accelerator Pedal
Operation
Off
Time

· When decelerating with Sport mode on, the pulley ratio is fixed in the lower ratio side
to achieve a quicker deceleration response and stronger engine braking force compared
to when Sport mode is off. In addition, a higher brake pedal force is caused by
increasing engine speed when braking hard, and braking downshift control which
generates a quick drive force during re-acceleration is used.

Accelerator Pedal Off On


Depressed Angle
Time
Hard Braking

Brake Pedal Force


Time

Raising Engine Sp
Braking

Engine Speed

Time

7-speed Sport Sequential Shiftmatic


iv.
· The 7-speed sport sequential shiftmatic is designed to allow the driver to switch the
gear step. After moving the shift lever to M, the driver can select the desired gear step
by moving the shift lever to "+" (forward) or "-" (backward). Thus, the driver is able to
shift gears with a manual-like feel.
Through the engine-CVT integrated control, pulley ratio and engine torque which
·
corresponds to shifting speed are finely controlled, thus improving shifting response
and achieving a reduction in shifting shock.

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Combination Meter Assembly

CAN (V Bus)

M Position Signal
ECM
Upshift Signal

Downshift Signal

ESA Control and ETCS-i Oil Pressure Control and Pulley


Control Signals Ratio Control Signals

Engine
CVT

· When the shift lever is in M, this system automatically upshifts or downshifts under the
following conditions:
Condition System Control
Engine is under-revving. 1 step downshift
Engine is over-revving. 1 step upshift

· The ECM will restrict the changing of the gear step if it detects a malfunction in the CVT
system.
· If the vehicle speed and engine speed exceed or go below a preset level in response to
the driver's downshift operation request, changing the gear step will be prohibited. In
this case, the buzzer in the combination meter will sound to alert the driver.

Shift Control in Uphill/Downhill Traveling


The ECM determines that the vehicle is driving uphill or downhill based on the
accelerator pedal position sensor signal and the vehicle speed signal. During uphill
driving, the ECM limits upshift to achieve smooth driving. During downhill driving, the
ECM downshifts upon detecting brake pedal operation, in order to provide moderate
engine braking.

v.
·

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*a
*c *d *c *d
*b
*e *d *c

*a Without Control *b With Control


*c Downshift *d Upshift
*e Restrict Upshift *f Brake Operation

· The actual acceleration calculated from the vehicle speed signal is compared with the
reference acceleration (based on level road travel) stored in the ECM to determine
uphill or downhill travel.

*a

*b

*c *d

*a Smaller *b Greater
*c Uphill *d Downhill

Actual Acceleration Reference Accelera

Lock-up Control
· The lock-up operation range has been expanded from that of the previous automatic
transaxle, thus enabling control to start from low speeds.
The lock-up operation range during deceleration has been expanded to the low-speed
range. This expands the fuel cut range and achieves excellent fuel economy.

c.

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: Lock-up

Throttle Opening Angle

Vehicle Speed

FAIL-SAFE

a. This function minimizes the loss of operability when any abnormality occurs in any sensor or shift
solenoid valve.

b. For details, refer to the Repair Manual.

DIAGNOSIS

a. When the ECM detects a malfunction, it makes a diagnosis and memorizes the failed section.
Furthermore, the MIL in the combination meter illuminates or blinks to inform the driver.

b. At the same time, the Diagnostic Trouble Codes (DTCs) are stored in memory. The DTCs can be
read by connecting a Global TechStream (GTS). For details, refer to the Repair Manual.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS CVT FLUID WARMER

CONSTRUCTION

a. The CVT fluid warmer uses engine coolant that has been warmed by the engine to warm up the CVT fluid quickly and
to keep the CVT fluid temperature higher (within limits). Consequently, the friction losses of the CVT are quickly
reduced, thus improving fuel economy.

b. After warming up the CVT fluid, the engine coolant flows into the CVT fluid warmer to cool down the CVT fluid.

*d

*1

*a

*c
*b

*1 CVT Fluid Warmer (Transmission Oil Cooler) - -


*a From CVT *b To CVT
*c From Engine *d To Engine

CVT Fluid Flow Engine Coolant Flow

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS TORQUE CONVERTER

CONSTRUCTION

a. A compact, lightweight and high-capacity torque converter is used.

b. This torque converter has optimally designed impeller configuration and fluid passages, resulting in substantially
enhanced transmission efficiency to ensure good starting, acceleration and fuel economy.

c. Furthermore, a hydraulically-operated lock-up mechanism, which cuts power transmission losses caused by slippage at
medium and high speeds, is used.

d. A damper structure, which can perform a lock-up operation starting with the low-speed range, is used. This absorbs
engine torque fluctuations and provides excellent ride comfort.

*6
*1

*5

*2
*4

*3

*1 Pump Impeller *2 Stator


*3 1-way Clutch *4 Lock-up Damper
*5 Lock-up Clutch *6 Turbine Runner

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS OIL PUMP

CONSTRUCTION

a. The trochoid gear type oil pump is used.

b. The oil pump is operated by the torque converter. The oil pump lubricates the planetary gear units and supplies
operating oil pressure for hydraulic control.

c. The pump cover is made of aluminum to reduce weight.

*1

*4
*2 *3
*5

*1 Oil Pump Body *2 Drive Gear


*3 Driven Gear *4 Stator Shaft
*5 Oil Pump Cover - -

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS CVT FLUID FILLING PROCEDURE

CONSTRUCTION

a. A CVT fluid filling procedure is used in order to improve the accuracy of the CVT fluid level when the CVT is being
repaired or replaced. For details about the CVT fluid filling procedures, refer to the Repair Manual.

b. This filling procedure uses a refill plug, an overflow plug, an CVT fluid temperature sensor and a D indicator.

*4

*1
*2 *3

*1 Refill Plug *2 Oil Pan


*3 Overflow Plug *4 No. 1 Transmission Oil Filter Tube

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS FORWARD/REVERSE SWITCHING UNIT

CONSTRUCTION

a. The forward/reverse switching unit consists of a planetary gear, a forward clutch and a reverse brake.

b. The forward clutch, which acts during forward movement, connects the input shaft with the sun gear.

c. The reverse brake, which acts during reverse movement, keeps the planetary carrier stationary.

*1 *7 *6

*2

*3

*4
*5

*1 Forward and Reverse Switching Unit *2 Pinion Gear


*3 Sun Gear *4 Planetary Carrier
*5 Ring Gear *6 Forward Clutch
*7 Reverse Brake - -

OPERATION

Forward Driving
a. During a forward movement, the forward clutch becomes engaged, causing the engine torque to be input from the
i. input shaft to the sun gear, and output to the primary pulley.

*6

*1

*2 *5

*4
*a *b

*3

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*1 Planetary Carrier *2 Ring Gear


*3 Pinion Gear *4 Sun Gear
*5 Forward Clutch *6 Reverse Brake
*a Output *b Input

b. Reverse Driving
i. During a reverse movement, the engine torque is input to the ring gear. Then, the engine torque is input to the sun
gear via the pinion gear (which is stopped from revolving by the reverse brake). Consequently, the engine torque
rotates in reverse and is output to the primary pulley.

*6

*1

*2 *5

*4
*a *b

*3

*1 Planetary Carrier *2 Ring Gear


*3 Pinion Gear *4 Sun Gear
*5 Forward Clutch *6 Reverse Brake
*a Output *b Input

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS PULLEY AND STEEL BELT

CONSTRUCTION

a. The widths of the grooves of the pulleys are changed through hydraulic control.

b. During acceleration, the action of shift solenoid valve DS1 increases the fluid inflow volume to the primary pulley, thus
narrowing the width of the pulley groove.

c. During deceleration, the action of shift solenoid valve DS2 increases the outflow volume to the primary pulley, thus
widening the width of the pulley groove.

d. The secondary pulley is hydraulically controlled by shift solenoid valve SLS. Shift solenoid valve SLS controls the belt
clamping pressure to ensure proper power transmission efficiency.

*3
*1

*2

*a *c *b *d
*2

*3

*d *c

*1 Secondary Pulley *2 Primary Pulley


*3 Steel Belt - -
*a Pulley Ratio (Low) *b Pulley Ratio (High)
*c Groove Width (Large) *d Groove Width (Small)

The primary pulley uses a double piston construction. 2 chambers generate hydraulic pressure to vary the groove
width. This has resulted in a compact and lightweight assembly.

e.

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*a *b

*a Pulley Ratio (Low) *b Pulley Ratio (High)

Chamber A Chamber B

f. The steel belt consists of elements and 2 rows of steel rings. In contrast to the chains and V-belts that transmit power
through the use of tensile force, the steel belt uses the compressive action (pushing force) of the elements to transmit
power.

*1 *2
*1

*1 Steel Ring *2 Element

OPERATION

The changing of the pulley ratio is accomplished in a continuously variable manner by varying the widths of the
grooves of the primary and secondary pulleys.

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*10

*1
*9

*2
*8
*7
*6

a.
*3

*5

*4

*1 Primary Pulley *2 Steel Belt


*3 Secondary Pulley *4 Differential Ring Gear
*5 Reduction Driven Gear *6 Reduction Drive Gear
*7 Differential Drive Pinion *8 Forward Clutch
*9 Input Shaft *10 Reverse Brake

Pulley Ratio Low (Shift Lever in D)

*a *10

*1 *9

*2 *8
*7
*6

*3

*5
*b

*4

*1 Primary Pulley *2 Steel Belt


*3 Secondary Pulley *4 Differential Ring Gear
*5 Reduction Driven Gear *6 Reduction Drive Gear
*7 Differential Drive Pinion *8 Forward Clutch (On)
*9 Input Shaft *10 Reverse Brake (Off)
*a Groove Width (Large) *b Groove Width (Small)

Pulley Ratio High (Shift Lever in D)

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*a *10

*1 *9

*2 *8
*7
*6

*3

*5
*b

*4

*1 Primary Pulley *2 Steel Belt


*3 Secondary Pulley *4 Differential Ring Gear
*5 Reduction Driven Gear *6 Reduction Drive Gear
*7 Differential Drive Pinion *8 Forward Clutch (On)
*9 Input Shaft *10 Reverse Brake (Off)
*a Groove Width (Small) *b Groove Width (Large)

Neutral (Shift Lever in N)

*a *10

*1
*9

*2 *7 *8
*6

*3

*5
*b

*4

*1 Primary Pulley *2 Steel Belt


*3 Secondary Pulley *4 Differential Ring Gear
*5 Reduction Driven Gear *6 Reduction Drive Gear
*7 Differential Drive Pinion *8 Forward Clutch (Off)
*9 Input Shaft *10 Reverse Brake (Off)
*a Groove Width (Large) *b Groove Width (Small)

Reverse (Shift Lever in R)

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*a *10

*1 *9

*2 *8
*7 *6

*3

*5
*b

*4

*1 Primary Pulley *2 Steel Belt


*3 Secondary Pulley *4 Differential Ring Gear
*5 Reduction Driven Gear *6 Reduction Drive Gear
*7 Differential Drive Pinion *8 Forward Clutch (Off)
*9 Input Shaft *10 Reverse Brake (On)
*a Groove Width (Large) *b Groove Width (Small)

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS REDUCTION GEAR

CONSTRUCTION

a. The reduction gear reduces the power output from the secondary pulley and transmits it to the differential.

b. The reduction drive gear is supported by 2 independent bearings in order to optimize meshing with the reduction
driven gear. This has resulted in superior quiet performance.

*2 *1 *2

*3

*1 Reduction Drive Gear *2 Bearing


*3 Reduction Driven Gear - -

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS PARKING LOCK MECHANISM

CONSTRUCTION

a. A parking lock mechanism is used on the secondary pulley. The engagement of the parking lock pawl with the parking
lock gear integrated with the secondary pulley locks the movement of the vehicle.

*1

*2

*1 Parking Lock Gear *2 Parking Lock Pawl

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS VALVE BODY UNIT

CONSTRUCTION

a. The transmission valve body assembly consists of upper and lower valve bodies and 5 shift solenoid valves.

b. The 5 shift solenoid valves are installed in the lower valve body for serviceability.

*1

*2

*3

*7
*4

*6
*5

*1 Upper Valve Body *2 Lower Valve Body


*3 Shift Solenoid Valve SL *4 Shift Solenoid Valve DSU
*5 Shift Solenoid Valve SLS *6 Shift Solenoid Valve DS1
*7 Shift Solenoid Valve DS2 - -

OPERATION

Belt Clamping Pressure Control Circuit


To ensure the proper control of the belt clamping pressure necessary for transmitting torque, the system controls
the hydraulic pressure applied to the secondary pulley. The transmission valve body assembly is provided with a
dedicated hydraulic pressure circuit for belt clamping pressure control. This circuit optimally controls the hydraulic
pressure applied to the secondary pulley, thus achieving superior torque transmission performance.

a.
i.

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*5
*3

*1

*2
*4

*6

*7

*1 Primary Regulator Valve *2 No. 2 Line Pressure Modulator Valve


*3 Shift Solenoid Valve SLS *4 No. 1 Line Pressure Modulator Valve
*5 Primary Pulley *6 Secondary Pulley
*7 Oil Pump - -

Pulley Ratio Control Circuit


b. Pulley ratio control is performed by controlling the inflow and outflow of the CVT fluid to and from the primary
i. pulley. Separate hydraulic circuits are provided for acceleration (fluid inflow) and deceleration (fluid outflow) in
order to provide fine-tuned control and a high level of reliability.

*2 *7
*4

*3
*8

*5

*6

*1

*1 Oil Pump *2 Shift Solenoid Valve DS1

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*3 Shift Solenoid Valve DS2 *4 No. 1 Ratio Control Valve


*5 No. 2 Ratio Control Valve *6 Check Valve
*7 Primary Pulley *8 Secondary Pulley

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS SHIFT SOLENOID VALVE

CONSTRUCTION

a. Shift solenoid valves DS1, DS2, DSU and SL use a 3-way solenoid valve.
i. Shift solenoid valve DS1 controls acceleration by increasing the fluid flow volume to the primary pulley.

ii. Shift solenoid valve DS2 controls deceleration by increasing the fluid flow volume from the primary pulley.

iii. Shift solenoid valve DSU is used for the lock-up clutch pressure control.

iv. Shift solenoid valve SL switches the control of shift solenoid valve SLS.

*a *b

*a Off Condition *b On Condition

Drain Control Pressure

Line Pressure - -

b. Shift solenoid valve SLS uses a linear solenoid valve.


i. Shift solenoid valve SLS controls the hydraulic pressure applied to the secondary pulley in order to control the belt
clamping pressure necessary for transmitting torque.

ii. The action of shift solenoid valve SL controls the line pressure during forward clutch engagement.

Sleeve Hydraulic
Pressure

Spool Valve
Solenoid Coil

Shift Solenoid Valve SLS Current

Function of Shift Solenoid Valve


Shift Solenoid Valve Function
Shift Solenoid Valve DS1 Controls the fluid inflow volume to the primary pulley.
Shift Solenoid Valve DS2 Controls the fluid outflow volume to the primary pulley.
Shift Solenoid Valve DSU Controls the lock-up clutch pressure.
Shift Solenoid Valve SL Switches the control of the shift solenoid valve SLS.

· Controls the belt clamping pressure.


Shift Solenoid Valve SLS · Controls the line pressure.

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS TRANSMISSION REVOLUTION SENSOR

CONSTRUCTION

a. A pick-up coil type sensor is used for the transmission revolution sensor (NIN).
i. The transmission revolution sensor (NIN) detects the input shaft speed and participates in shift control.

b. A Hall IC type sensor is used for the transmission revolution sensor (NOUT) and transmission revolution sensor (NT).
i. The transmission revolution sensor (NOUT) detects the output shaft speed and participates in shift control.

ii. The transmission revolution sensor (NT) detects the forward clutch turbine speed and participates in lock-up clutch
pressure control and forward clutch pressure control.

*a
*1 (*a)
*3 (*b)

*2 (*b)

*b

*1 Transmission Revolution Sensor (NIN) *2 Transmission Revolution Sensor (NT)


*3 Transmission Revolution Sensor (NOUT) - -
*a Pick-up Coil Type *b Hall IC Type

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS CVT FLUID TEMPERATURE SENSOR

CONSTRUCTION

a. The CVT fluid temperature sensor is installed in the transmission valve body assembly.

b. The CVT fluid temperature sensor detects the fluid temperature, performs pulley ratio control in accordance with the
fluid temperature, and participates in lock-up clutch pressure control, forward clutch pressure control and belt clamping
pressure control.

*2
*1

*1 Transmission Valve Body Assembly *2 CVT Fluid Temperature Sensor

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS OIL PRESSURE SENSOR

CONSTRUCTION

a. The oil pressure sensor detects the hydraulic pressure applied to the secondary pulley and participates in belt clamping
pressure control, which optimally controls the clamping pressure of the steel belt necessary for transmitting torque.

*1

*1 Oil Pressure Sensor - -

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS PARK/NEUTRAL POSITION SWITCH AND TRANSMISSION
CONTROL SWITCH

CONSTRUCTION

a. The ECM uses the park/neutral position switch and transmission control switch to detect the shift lever position.

b. The park/neutral position switch sends P, R, N and D signals to the ECM.

c. The transmission control switch detects whether the shift lever is in M (S signal), detects the operating conditions of
the shift lever "+" (upshift) or "-" (downshift) and sends the SFTU and SFTD signals to the ECM.

NSW
STA

From Ignition Switch To Starter Relay


B L

DL

From IG1 Relay NL


RB
RL
Park/Neutral Position
Switch Assembly PL

P R N D
From IG1 Relay
S

SFTU ECM

SFTD CAN (V Bus)


Transmission Control Switch

Combination Meter Assembly

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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K111 MULTIDRIVE / CVT CVT SYSTEM DETAILS SHIFT CONTROL MECHANISM

CONSTRUCTION

a. A gate type shift lever that uses a transmission control cable is used.

b. The shift control mechanism consists of a shift lock control unit assembly and a transmission control cable assembly.

c. The transmission floor shift lever assembly consists of a transmission control switch, a shift lock solenoid and a shift
lock control ECU.

*3

*1
*2
*4

*5

*a

Shift Lock Solenoid


*1 · Shift Lock Control ECU *2 Transmission Control Switch

*3 Shift Lever Knob Sub-assembly *4 Floor Shift Lever Assembly


*5 Transmission Control Cable Assembly - -
*a Shift Pattern - -

© 2012 TOYOTA MOTOR CORPORATION. All Rights Reserved.

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Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

G82(A), G84(C)
(BAT) (BAT) (BAT) Certification ECU

7. 5A 7. 5A 10A
AM2 IGN ECU–B
NO. 1
CUTB IG +B IG2D
2 2 2 10 A 5 C 2 A 9 A

1 37 3C 1

(∗3)
R

(∗3)

(∗3)
GR
No. 25 Junction Connector

W
(RHD ∗3)

(RHD ∗3)

(RHD ∗3)
(LHD ∗3)

(LHD ∗3)

(LHD ∗3)
16 3B
BR

BR

LG

LG
W

P
Junction Connector

Junction Connector

Junction Connector
3 19 10 A 3

No. 13

No. 23

G96(A)
19 AG1 41 3D 15 AG1

No. 9
G100

G111

G113
9 22 11 A 2

(RHD ∗3)

(RHD ∗3)
(LHD ∗3)

(LHD ∗3)
(∗7)

(∗3)

(∗7)
BR

BR
W

W
4 AM2 IG2 3

ST2 2 W
(∗7)

G4
Ignition or Starter Switch Assembly

∗ 1 : A/T
∗ 2 : M/T
∗ 3 : w/ Entry & Start System
∗ 7 : w/o Entry & Start System W

-1-
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

G82(A), G84(C)
Certification ECU

STAR STA
5 A 7 A

(∗3)

(∗3)
LG
W
5 AG5 4 AG5 (LHD)
7 AG5 8 AG5 (RHD)

No. 3 Junction Connector


(∗3)

(∗3)
W

B
22
26 3B

A72
19 18 20

18 3C 47 3B 45 3B 46 3B

(RHD ∗2)

(LHD ∗2)
(∗1)

SB
LG

LG
V
(RHD ∗2)
(LHD ∗2)
(∗1)

(∗1)
W

7 BA1 1 FA1
(∗1)

(RHD ∗2)
LG

2 FA1 14 BA1 LG

9
Park/Neutral Position

W
(RHD ∗2)

B L
Switch Assembly

(∗7)
(∗1)
W

N
B36

4
2 2
Switch Assembly

Switch Assembly
Clutch Start

Clutch Start
A4

F2

1 1

W W

SB

W
(∗1)

-2-
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

G82(A), G84(C)
Certification ECU (BAT)

15A
IG2
SSW2 SSW1 AGND NE
30 C 28 C 24 C 16 A 2

1
(∗3)

(∗3)

(∗3)

(∗3)
BR
LG

P
L

R
1 5 6
SS2 SS1 AGND

SS2 SS1 AGND

Free W

Full
Traveling

1 1

1 3
G24

IG2 Relay
Engine Switch

2 5

1 1

W–B

Y
5 BA3
Y

W–B
W
Y

P(∗3)

SB SB

W W
(∗1) (∗1)

-3-
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

(BAT) (BAT)

20A 20A
EFI–MAIN NO. 2 EFI–MAIN NO. 1

2 2

1 1
∗ 1 : A/T
∗ 3 : w/ Entry & Start System
∗14 : Korea

W
R

W
B

B
1
1 1 1 1
(∗14)
B
EFI–MAIN NO. 2 Relay

EFI–MAIN NO. 1 Relay

5 1 1 5 1 1

10A 10A
EFI NO. 1 EFI NO. 2

3 2 2 3
2 2

1 1 1 1
1 1
W–B

W–B

B
B

W–B W–B

Y Y

B B
W–B

P(∗3) P(∗3)

SB SB

W W(∗1)
(∗1)
B
(∗14)
AA

-4-
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

(IG) (BAT) A62(C), B77(F)


ECM

7. 5A 10A
IGN ETCS

2 2
+BM IGSW MREL BATT
∗ 1 : A/T
1 29 F 37 C 46 C 1 C
∗ 3 : w/ Entry & Start System
29 3B 31 3B 51 3B
∗12 : w/ VSC
∗13 : w/o VSC

L
∗14 : Korea

W
B

P
L
∗18 : w/ Fuel Pump Control ECU Assembly
7 BA3
∗19 : w/o Fuel Pump Control ECU Assembly

B
P

Fuel Pump Control


1 1 FP–

ECU Assembly
5
E
5 1
(∗18)

W–B
W

C/OPN Relay

N19
FPC FP +B E

M 2 6 1 4
(∗18)
R
Fuel Pump

8 VN1
3 2
B
V1

4 10 GN1
1 1
(∗19)

(∗18)

(∗18)

(∗18)

(∗18)
W–B

W–B
R
Y

17 AG3 8 AN2
(∗18)
W

1 VN1 1 AN2
(∗18)
B

Y W

B B

B B

W–B W–B

Y Y

B B

B B

P(∗3) P(∗3)

SB SB

W(∗1) W(∗1)

B B
(∗14) (∗14)
NA NA

-5-
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

STP ST1–
11 C 24 C

(BAT)

GR
L

7. 5A
STOP

2
22 3B
35 3B

43 3B
2
(∗12)

(∗12)

(∗12)

(∗13)

(∗12)
LG

W
V
L

L
Junction Connector
5 2

4 STOP LP Relay 5 7

No. 4
A73
3 1 6

2 2
No. 4 Junction Connector
(∗13)

(∗12)

(∗12)

(∗12)
W
L

1 3

Switch Assembly
L

Stop Light
(∗13)
17 16
(∗12)
W

18 3B

A5
A73

2 4
18

39 3B

W W

B B

B B

W–B W–B

Y Y

B B

B B

P(∗3) P(∗3)

SB SB

W(∗1) W(∗1)

B B
(∗14) (∗14)

-6-
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

FC +B +B2 EC # 10 # 20 # 30 # 40
21 C 2 C 3 C 14 C 20 F 17 F 18 F 19 F

W–B
W

W
G
R

B
L

Injector Assembly No. 1

Injector Assembly No. 2

Injector Assembly No. 3

Injector Assembly No. 4


2 2 2 2
B19

B17

B15

B13
1 1 1 1
Y

W–B

Y Y

B B

B B

P(∗3) P(∗3)

SB SB

W(∗1) W(∗1)

B B
(∗14) (∗14)

-7-
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

NEO STA NSW VG E2G THA ETHA ACIS PRG


45 C 22 C 63 F 91 F 92 F 93 F 94 F 69 F 68 F

BR
W
G

G
R

R
(∗3)

(∗1)
SB

W
P

(Vacuum Switching Valve Assembly)


3 AG5 (LHD) 8 BA3
1 AG5 (RHD) 1 2

VSV (ACIS)

Purge VSV
(∗1)
W
(∗3)
P

B44

B2
2 1

B
Meter Sub–Assembly
Intake Mass Air Flow
5 4 1 2
VG E2G THA E2

+B
B1

3
B

∗ 1 : A/T
∗ 3 : w/ Entry & Start System
∗14 : Korea
B

1 BA1

B B

B B

P(∗3)

SB

W(∗1)

B B
(∗14) (∗14)

-8-
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

VPMP EPPM MPMP VCPP PPMP


7 C 48 C 19 C 34 C 49 C

(∗14)

(∗14)

(∗14)

(∗14)

(∗14)
BR
W

V
2 AN2 13 AN2 6 AN2 7 AN2 12 AN2 11 AN2
(∗14)

(∗14)

(∗14)

(∗14)

(∗14)

(∗14)

(∗14)
BR
W
B

V
10 VN1 11 VN1 5 VN1 6 VN1 3 VN1 4 VN1
(∗14)

(∗14)

(∗14)

(∗14)

(∗14)

(∗14)
BR
W
B

V
5 1 8 3 6 7
VLVB VGND SGND MTRB VCC VOUT

MGND
V3 4
Canister Pump Module
(∗14)
W–B

12 VN1
(∗14)
W–B

5 AN2
(∗14)
W–B

12 BA1
(∗14)
W–B

B B
(∗14)
W–B

B
(∗14)
BB

-9-
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

HT1B EX1B OX1B HA1A A1A– A1A+ E1 E04


24 F 132 F 100 F 23 F 134 F 133 F 16 F 53 F

(Shielded)

W–B
BR
W
R

Y
L

Air Fuel Ratio Sensor (Bank 1 Sensor 1)


Oxygen Sensor (Bank 1 Sensor 2)

1 4 3 1 4 3

(Shielded)
HT1B E2 OX1B HA1A A1A– A1A+

+B +B
B25

B8

2 2
B

3 BA3 1 BA3

BR
B

BR

∗14 : Korea

BC

- 10 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

KNK1 EKNK NE+ NE–


123 F 124 F 76 F 109 F

(Shielded) (Shielded)
(Shielded)

(Shielded)

W
G
R

B
5 BX1 1 BX1
(Shielded)

BR
G
R

Crank Position Sensor


Knock Control Sensor

2 1 1 2
(Shielded)

KNK1 EKNK NE NE–


BR
(Bank 1)

B28
X1

2 BX1
BR

BR BR

- 11 -
6
8
4
2

21
12
W–B W–B BR SPORT R GR

9 C

GD
23 AG1
(∗17) (∗17) (∗17) (∗17) (∗17)

PWMS
G98 G104

MSW2
MSW1
No. 11 No. 17
Junction Junction
Connector Connector G60
Combination Switch Assembly

W
51 F
IGF1

2
3
W L
54 F

IGF
IGT4
IGT4

∗17 : w/ Sport Switch


B9
Ignition Coil Assembly No. 4

W
ECM

- 12 -
2
3

W G
55 F

IGF
IGT3
IGT3
A62(C), B77(F)

B10
Ignition Coil Assembly No. 3

W
2
3

W B
56 F

IGF
IGT2
IGT2

B11
Ignition Coil Assembly No. 2
2
3

W R
57 F

IGF
IGT1
IGT1
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

B12
Ignition Coil Assembly No. 1
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

E02 E01 ME01 EV1+ EV1– VCE1 VV1+ VV1– VCV1


49 F 50 F 58 F 81 F 112 F 111 F 82 F 114 F 113 F
W–B

W
G
R

R
B

B
W–B

W–B

1 2 3 1 2 3
VVE+ VVE– VC2 VVI+ VVI– VC

B41 B39
VVT Sensor (Exhaust Side) VVT Sensor (Intake Side)
W–B

W–B

BC BB

- 13 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

ETHW THW VCPA VPA EPA VCP2 VPA2 EPA2


96 F 95 F 53 C 51 C 52 C 56 C 54 C 55 C
GR
BR

R
B

P
L
E. F. I. Engine Coolant
Temperature Sensor

1
B4

4 6 5 1 3 2
VCPA VPA EPA VCP2 VPA2 EPA2

A6
Accelerator Pedal Sensor Assembly

- 14 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

IMI IMO
28 C 29 C

(RHD)

(RHD)
(LHD)

(LHD)
LG

LG
P

P
21 AG1 20 AG1 20 AG3 11 AG3

LG(RHD ∗20)
LG(LHD ∗20)

LG(RHD ∗7)
P(RHD ∗20)

LG(LHD ∗7)
P(LHD ∗20)

P(RHD ∗7)
P(LHD ∗7)
(LHD ∗11)

(LHD ∗11)

(LHD ∗21)

(LHD ∗21)
LG

LG
P

8 A 7 A 13 A 14 A 4 3 13 12
BLK3 BLK2 EFIO EFII EFIO EFII EFIO EFII

G58(A) G82(A) G44 G88


Telephone Transceiver Certification ECU ID Code Box (Immobiliser Code ECU) Transponder Key ECU
Assembly Assembly

∗ 7 : w/o Entry & Start System


∗11 : w/ Blocking System
∗20 : w/ Entry & Start System w/ ID Code Box
∗21 : w/ Entry & Start System w/o ID Code Box

- 15 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

GE01 M+ M– VTA1 VCTA VTA2 ETA OC1+ OC1– OE1+ OE1–


59 F 60 F 30 F 127 F 125 F 128 F 126 F 74 F 75 F 65 F 64 F
(Shielded)

Valve Assembly (Exhaust Side)


BR

LG
W
G

R
V

B
L

Valve Assembly (Intake Side)


Camshaft Timing Oil Control

Camshaft Timing Oil Control


1 1

B21

B23
2 2

LG
B
2 1 6 5 4 3
M+ M– VTA VC VTA2 E2

IC1 IC2

B3
Throttle Body with Motor Assembly

- 16 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

VCIA IAC1 EIA1 IA1+ IA1– CCS


130 F 131 F 129 F 22 F 21 F 40 C

(∗5)
W

L
B

12 AG1

BR
BR

BR (∗5)

(∗5)
SB
6 BX1 7 BX1 3 BX1 4 BX1 8 BX1
24 3C

Sub–Assembly
G8(A), z4(F)
Spiral Cable
1 A 2 A
CCS ECC
R–W
W–L

B–R

BR

LG

3 F 4 F 49 3B

(∗5)
BR
ON–OFF
3 1 2 5 4
VDD OUT GND M+ M–

6 BA1
+RES

X2

(∗5)
BR
Intake Air Control Valve Actuator
–SET

CANCEL

z4(F)
Cruise Control
Main Switch
(∗5)
BR

∗ 1 : A/T
∗ 2 : M/T
∗ 5 : w/ Cruise Control

BC

- 17 -
2
G

34 3B
(IG)

8 BA1
(∗1)

7. 5A
GAUGE

D
N
R

1
G

RB
(∗1)

3
L
70 F
P

PL
(∗1)

2
B R
66 F
R

RL
(∗1) (∗1)

8
Y
71 F
N

NL
(∗1)

7
B
67 F
D
ECM

DL
(∗1)

- 18 -
B36
A62(C), B77(F)

Park/Neutral Position
Switch Assembly

1
2
L L L
2 BA1

(LHD ∗2) (LHD ∗2) (∗2)


A1
Clutch Switch Assembly

1
2
B B L

3 FA1
4 FA1

(RHD ∗2) (RHD ∗2) (RHD ∗2)


F1
Clutch Switch Assembly
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

6
4
2

B L
42 3B
(IG)

(RHD ∗2) (∗2)


A72
No. 3
Junction Connector
7. 5A

L
NO. 3
ECU–IG

(LHD ∗2)
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

S SFTU SFTD FANL FANH ALT


27 C 42 C 43 C 5 C 6 C 73 F

(IG) (∗1)

(∗1)

(∗1)
LG

Y
L

10A
ECU–IG

W
R

B
NO. 1
24 AG1 11 AG1 10 AG1
2

27 3C

Generator Assembly
FAN NO. 3

FAN NO. 1
FAN NO. 2
(∗1 ∗14)

(∗1 ∗15)

(∗1 ∗15)

(∗1 ∗14)
3 A
LG

LG
R

Relay

Relay
Relay
M

B61(A)
1 A 4 A (LHD)
No. 14 Junction
No. 9 Junction

18 B 7 B (RHD)
Connector

Connector
(∗1)

(∗1)
GR

G152(B)
L

G96(A)

2 A 5 A (LHD)
17 B 6 B (RHD)
(∗1 ∗15)

(∗1 ∗15)
BR
SB

3 A 1 A (LHD)
4 A 5 A 1 A 3 A (RHD)
IG S SFTU SFTD

E
G36(A) 2 A
Transmission Control Switch
(∗1)
BR

No. 17 Junction

19
Connector
G104

21
W–B
(∗1)

No. 11 Junction

8
Connector
G98

∗ 1 : A/T
∗14 : Korea
∗15 : Except Korea
∗16 : w/ Mirror Heater
W–B
(∗1)

GD

- 19 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

ELS1
4 C

(IG) (BAT) (IG) (BAT)

7. 5A 30A 7. 5A 30A
ECU–IG DEF ECU–IG DEF
NO. 3 NO. 3

2 2 2 2

25 3B 1 25 3B 2
(∗16 ∗14)

(∗16 ∗15)

(∗16 ∗15)

(∗16 ∗15)

(∗16 ∗14)
B

P
L

No. 1 Junction Connector

1 1 2 2
(∗16 ∗14)

(∗16 ∗14)

(∗16 ∗15)
1 3 21 1 3
L

L
DEF Relay

DEF Relay
A70

16

2 5 2 5

1 2
(∗16 ∗14)

(∗16 ∗15)
B

1 2

1 1

10A 10A
MIR HTR MIR HTR

2 2

1 2

- 20 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

NTB NTO NCB NCO SL4– SL4+ SL3– SL3+ SL2– SL2+ SL1– SL1+
116 F 115 F 118 F 117 F 8 F 9 F 10 F 11 F 12 F 13 F 4 F 5 F
(∗1)

(∗1)

(∗1)

(∗1)

(∗1)

(∗1)

(∗1)

(∗1)

(∗1)

(∗1)

(∗1)

(∗1)
GR

LG
W

W
R
Y

B
L

L
1 2 4 3 20 21 18 19 8 9 16 17
NTB NTO NCB NCO SL4– SL4+ SL3– SL3+ SL2– SL2+ SL1– SL1+
G

R
B

B
L
W

Hall IC Hall IC

B78
ECT Solenoid (Transmission Wire)

∗ 1 : A/T
∗14 : Korea
∗22 : 2WD

- 21 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A62(C), B77(F)
ECM

SLT– SLT+ SLU– SLU+ SL ETHO THO1 CANP CANN


14 F 15 F 6 F 7 F 3 F 119 F 120 F 12 C 25 C

(∗14 ∗22)

(∗14 ∗22)
W
B

Generator Control
3 2

ECU Assembly
CA3P CA3N
(∗1)

(∗1)

(∗1)

(∗1)

(∗1)

(∗1)

(∗1)
GR

BR

BR
LG

W
R

A58
7 15 5 14 6 12 13
SLT– SLT+ SLU– SLU+ SL E2 OIL
GR

W
B

Y
L

B78
ECT Solenoid (Transmission Wire)

- 22 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

∗12 : w/ VSC
∗13 : w/o VSC
A62(C), B77(F)
ECM

TACH TC CANL CANH SPD W


31 C 23 C 26 C 13 C 57 C 30 C
GR

W
G

R
Y

V
16 AG1 15 3B 4 AN2 3 AN2 6 AG1 7 AG1

No. 3 CAN Junction Connector

No. 20 Junction Connector

No. 24 Junction Connector


W

Y
16 3C

N27(A), N28(B)

(RHD)
(LHD)

R
V

V
2 A 1 A
GR

2 B 1 B 19 7

G108

G112
22 6
W

9 13
G14
TAC TC

(RHD)
DLC3

(LHD)
LG

LG
12 GN3 11 GN3
CANL CANH
14 6
W

W
B

Junction Connector
G118(A), G119(B),
G120(C), G124(G)

2 G 1 G 2 A 1 A
No. 1 CAN

2 C 1 C 2 B 1 B
W

4 AG1 5 AG1
2 B 1 B
G128(A), G129(B)
No. 2 CAN
W

Junction Connector
R

2 A 1 A

14 A 25 A (∗13)
14 B 25 B (∗12)
CANL CANH A63(A), A64(B) R
Brake Actuator Assembly
W

LG
SP1 (RHD)
22 A (∗13)
11 B (∗12) LG
(LHD)
V

- 23 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

(BAT) (IG)

10A 5A
ECU–B METER
NO. 2

(RHD)
(LHD)
R

R
22 19

Connector

Connector
2 2

Junction

Junction
No. 12

No. 14
G101
G99
1 36 3D
18 22
17 AG1

(RHD)

(LHD)
R

B
G16(A)
Combination Meter Assembly 40 A 39 A
B IG+
Check Engine

5V IC
Display Driver Display Driver

5V+B

CPU
CAN Controller

5V+B

I/F CAN I/F

CHK +S SI CANH CANL


11 A 6 A 5 A 32 A 31 A
V

LG
(RHD) 17 AG4

LG
(LHD)
W
G
V

- 24 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

∗23 : w/ Gear Shift Indicator

G16(A)
Combination Meter Assembly

Gear Shift Indicator

Gear Shift Indicator


SPORT

Cruise

SET
Down (∗23)
Up (∗23)

CPU LED Driver


(A/T)

(A/T)

I/F I/F
(A/T)

(A/T)

Buzzer
(A/T)

ET
21 A
(RHD)

(LHD)
BR

BR

GE GA

- 25 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A1 A4 A5 A6 A 58
White Black White Black Black

1 2 1 2 1 2 3 4 5 6 1 2 3 4 5
1 2
6 7 8 9 10
3 4

A 62
Black

1 2 3 4 5 6 7 8 9 10 11 12 13
22 23 24 25 26
14 15 16 17 18 19 20 21
27 28 29 30 31
32 33 34 35 36 37 38 39 40 41 42 43 44 45 46
47 48 49 50 51 52 53 54 55 56 57 58 59 60

A 63
Gray

1 2 3 4 5 6 7 8 9 10 11 12

13 14 15 16 17 18 19 20 21 22 23 24
25 26 27 28 29 30 31 32 33 34

A 64 A 70
Black White

1 2 3 4 5 6 7 8 9 10 11
12 13 14 15 16 17 18 19 20 21 22

1 2 3 4 5 6 7 8 9 10 11 12

13 14 15 16 17 18 19 20 21 22 23 24
25 26 27 28 29 30 31 32 33 34

- 26 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

A 72 A 73 B1
White Blue Black

1 2 3 4 5
1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11
12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22

B2 B3 B4 B8 B9
Black Black Gray Gray Gray

1 2 1 2 1 2 3 4
1 2 3 4 5 6
1 2 3 4

B 10 B 11 B 12 B 13
Black Gray Black Gray

1 2
1 2 3 4 1 2 3 4 1 2 3 4

B 15 B 17 B 19 B 21 B 21
Black Gray Black Black Gray

1 2 1 2 1 2
1 2 1 2

(2AR-FE) (3ZR-FE, 3ZR-FAE)

B 23 B 23 B 25 B 28
Gray Black Gray Black

1 2 1 2 1 2
3 4 1 2
(2AR-FE) (3ZR-FE, 3ZR-FAE)

B 36 B 39 B 39 B 41
Gray Black Gray Gray

1 2 3 1 2 3 1 2 3
1 2 3 4

5 6 7 8 9
(2AR-FE) (3ZR-FE, 3ZR-FAE) (2AR-FE)

B 41 B 44 B 61
Black Blue Black

1 2 3 1 2
1 2
3 4

(3ZR-FE, 3ZR-FAE)

- 27 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

B 77
Black

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
31 32 33 34 35 36 37 38 39 40 41 42 43 44 45
46 47 48 49 50 51 52 53 54 55 56 57 58 59 60
61 62 63 64 65 66 67 68 69 70 71 72 73 74 75
76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101102103104105106107108
109110111 112113114 115116117118119120121122 123124125126127128129130131132 133134135136137138139140

B 78 F1 F2 G4
Black White Black White

1 2 1 2
1 2 3 4
5 6 7 8

1 2 3 4 5 6 7 8 9 10

12 13 14 15 16 17 18 19 20 21

G8 G 14
Black White

1 2 3 4 5 6 7
8 9 10 11 12 13 14 16 15 14 13 12 11 10 9

8 7 6 5 4 3 2 1

G 16 G 24 G 36
Black Black White

1 2 3 4 5 1 2 3 4 5
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
6 7 8 9 10
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40

- 28 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

G 44 G 58 G 60 G 82
White White Blue White

1 2 3 4 5
1 2 3 4 5 1 2 3 4 5 6
7 8 9 10 11 12 1 2
3 4 5 6 7 8 9 10
11 12 13 14 15 16 17 18

G 84 G 88
Black Black

1 2 3 4 5
6 7 8 9 10 11 12 13 14 15 16
1 2 3 4 5 6

7 8 9 10 11 12 13 14 15 16 17 18

19 20 21 22 23 24 25 26 27 28 29 30

G 96 G 98 G 99
White Gray White

1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11
12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22

G100 G101 G104


Gray White Gray

1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11
12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22

G108 G111 G112


Gray Gray Gray

1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11
12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22

G113 G118 G119 G120 G124 G128


Blue White White White White White

1 1 1 1 1

1 2 3 4 5 6 7 8 9 10 11 2 2 2 2 2

12 13 14 15 16 17 18 19 20 21 22

- 29 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

G129 G152 N 19 N 27 N 28
White Blue Black White White

1 1 2 3 4 5 6 1 1
2 1 2 3 4 5 6 7 8 9 10 11 2 2

12 13 14 15 16 17 18 19 20 21 22

V1 V3 X1 X2 z4
White Black Black Black White

1 2
1 2 3
1 2 3 4 1 2 3
5 6 7 8
4 5 4 5 1 2 3

3B
White

1 2 3 4 5 6 7 8 9 10 11 12 13 14

15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56

3C
White

1 2 3 4 5 6 7 8 9 10 11 12

13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48

3D
White

1 2 3 4 5 6 7 8 9 10 11 12 13 14

15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56

- 30 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

AG1
Blue

14 13 12 11 10 9 8 7 6 5 4 3 2 1
1 2 3 4 5 6 7 8 9 10 11 12 13 14
26 25 24 23 22 21 20 19 18 17 16 15
15 16 17 18 19 20 21 22 23 24 25 26

AG3
White

11 10 9 8 7 6 5 4 3 2 1
1 2 3 4 5 6 7 8 9 10 11 20 19 18 17 16 15 14 13 12
12 13 14 15 16 17 18 19 20

AG4
White

11 10 9 8 7 6 5 4 3 2 1
1 2 3 4 5 6 7 8 9 10 11 20 19 18 17 16 15 14 13 12
12 13 14 15 16 17 18 19 20

AG5
White

7 6 5 4 3 2 1
1 2 3 4 5 6 7
13 12 11 10 9 8
8 9 10 11 12 13

AN2
White

7 6 5 4 3 2 1
1 2 3 4 5 6 7
13 12 11 10 9 8
8 9 10 11 12 13

- 31 -
Cruise Control <2AR-FE> , ECT and A/T Indicator <2AR-FE> , Engine Control <2AR-FE>

BA1 BA3
Blue Gray

1 2 3 4 5 6 7 7 6 5 4 3 2 1 1 2 3 4 4 3 2 1
8 9 10 11 12 13 14 14 13 12 11 10 9 8 5 6 7 8 8 7 6 5

BX1 FA1
Gray White

1 2 3 4 4 3 2 1
5 6 7 8 8 7 6 5 1 2 3 4 5 5 4 3 2 1

GN1
White

14 13 12 11 10 9 8 7 6 5 4 3 2 1
1 2 3 4 5 6 7 8 9 10 11 12 13 14
26 25 24 23 22 21 20 19 18 17 16 15
15 16 17 18 19 20 21 22 23 24 25 26

GN3
White

1 2 3 4 5 6 6 5 4 3 2 1

7 8 9 10 11 12 12 11 10 9 8 7

VN1
White

7 6 5 4 3 2 1
1 2 3 4 5 6 7
13 12 11 10 9 8
8 9 10 11 12 13

- 32 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

G82(A), G84(C)
(BAT) (BAT) (BAT) Certification ECU

7. 5A 7. 5A 10A
AM2 IGN ECU–B
NO. 1
CUTB IG +B IG2D
2 2 2 10 A 5 C 2 A 9 A

1 37 3C 1

(∗5)

(∗5)
GR
W
(RHD ∗5)

(RHD ∗5)

(RHD ∗5)
(LHD ∗5)

(LHD ∗5)

(LHD ∗5)
16 3B
BR

BR

LG

LG
W

P
Junction Connector

Junction Connector

Junction Connector

Junction Connector
3 19 10 3

No. 13

No. 23

No. 25
19 AG1 41 3D 15 AG1

No. 9
G100

G111

G113
G96
9 22 11 2

(RHD ∗5)

(RHD ∗5)
(LHD ∗5)

(∗9)
BR

BR
W

W
(∗9)

(∗5)
W

W
(LHD ∗5)

4 AM2 IG2 3

ST2 2 W
(∗9)

G4
Ignition or Starter Switch Assembly

∗ 3 : CVT
∗ 4 : M/T
∗ 5 : w/ Entry & Start System
∗ 9 : w/o Entry & Start System

-1-
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

G82(A), G84(C)
Certification ECU

STAR STA
5 A 7 A

(∗5)

(∗5)
LG
W
5 AG5 4 AG5 (LHD)
7 AG5 8 AG5 (RHD)

(∗5)

(∗5)
W

B
A72
26 3B 22 No. 3 Junction Connector

19 18 20

18 3C 47 3B 45 3B 46 3B

(RHD ∗4)

(LHD ∗4)
(∗3)

SB
LG

LG
V
(RHD ∗4)
(LHD ∗4)
(∗9)

(∗3)

(∗3)
W

7 BA1 1 FA1
(∗3)

(RHD ∗4)
LG

2 FA1 14 BA1 LG

W 9
Park/Neutral Position

(∗9)
(RHD ∗4)

B L
Switch Assembly
(∗3)
W

P
Clutch Start Switch Assembly

Clutch Start Switch Assembly

N
B36

4
2 2
A4

F2

1 1

W(∗3)

W W

SB

-2-
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

G82(A), G84(C)
Certification ECU

SSW2 SSW1 AGND NE


30 C 28 C 24 C 16 A

(∗5)

(∗5)

(∗5)
BR
LG
G

(∗5)
P
1 5 6
SS2 SS1 AGND

SS2 SS1 AGND

Free

Full
Traveling

G24
Engine Switch

∗ 1 : 3ZR–FE
∗ 2 : 3ZR–FAE
∗ 3 : CVT
∗ 5 : w/ Entry & Start System

W(∗3) W(∗3)

W W

SB SB

P
(∗5)

-3-
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

(IG) (BAT) (BAT) (BAT)

15A 25A
7. 5A 15A EFI– EFI–
IGN IG2 MAIN MAIN
NO. 2 NO. 1

2 2 2 2

29 3B 1 1 1

W
B

W
M
Fuel Pump

(∗1)

(∗2)

(∗2)
W
R

B
P
B
V1

4
1 1 1 1 1 1 1 1

EFI–MAIN NO. 2 Relay

EFI–MAIN NO. 1 Relay


5 1 1 3 5 2 1 5
W–B
Y
C/OPN Relay

IG2 Relay

3 2 2 5 3 1 2 3

1 1 1 VN1 8 VN1 1 1 1 1 1 1
W–B

W–B

W–B

W–B
(∗1)

(∗1)

(∗2)

(∗2)
W
Y

B
V
1 AN2 5 BA3

R
B

P
W–B
Y

R R

W(∗3) W(∗3)

SB SB

P P
(∗5) (∗5)

NA AA

-4-
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

(BAT) A62(B), B75(D)


ECM

10A
ETCS

2
+BM BATT MREL +B2 +B FC HT1B EX1B OX1B
1 29 D 1 B 46 B 3 B 2 B 21 B 22 D 135 D 103 D
L

W
R
P

P
L

7 BA3

W
R

B
W

P
2 BA3 11 BA1 12 BA1

W
R

B
1 1 18 AG3 7 AG3 6 AG3

Oxygen Sensor (Bank 1 Sensor 2)


10A 10A
EFI NO. 2 EFI NO. 1

W
R

B
2 2

2 3 4
1 1 1 HT1B E2 OX1B

G32
+B
V

V
B

19 AG3

P
B

R B

B B

Y Y

W(∗3) W
(∗3)

SB SB

P P
(∗5) (∗5)

-5-
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

NSW STA NEO HA1A A1A– A1A+


63 D 22 B 30 B 23 D 134 D 133 D
SB

(Shielded)
(∗3)

(∗5)
W

Y
L

L
3 AG5 (LHD)
8 BA3 1 AG5 (RHD)
(∗3)

(∗5)
W

Air Fuel Ratio Sensor (Bank 1 Sensor 1)


1 4 3
HA1A A1A– A1A+

+B B7

(Shielded)
B

1 BA3

(Shielded)
B

B B

Y Y

W
(∗3)

SB ∗ 3 : CVT
∗ 5 : w/ Entry & Start System
P
(∗5)

-6-
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

E1 NE+ NE– KNK1 EKNK EV1+ EV1– VCE1


16 D 78 D 110 D 123 D 124 D 80 D 112 D 111 D
(Shielded)

(Shielded)
BR

G
R

R
B

B
2 BE1 1 BE1

B
Crank Position Sensor

Knock Control Sensor


1 2 2 1 1 2 3
NE NE– KNK1 E VVE+ VVE– VC2
(Bank 1)
B28

E1

B41
VVT Sensor (Exhaust Side)
(Shielded)

(Shielded)
BR

(Shielded) BR

BR
BR

B B

Y Y

BC

-7-
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

VV1+ VV1– VCV1 VG E2G THA ETHA ACIS PRG


82 D 114 D 113 D 91 D 92 D 90 D 122 D 50 D 76 D

BR
W
G

G
R

R
G
R
B

(Vacuum Switching Valve Assembly)


1 1

VSV (ACIS)

Purge VSV
B44

B2
2 2

Intake Mass Air Flow Meter Sub–Assembly

B
1 2 3 5 4 1 2
VVI+ VVI– VC VG E2G THA E2

+B
B1
3

B39
VVT Sensor (Intake Side)
B
B

1 BA1
B

Y Y

-8-
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

IGF1 IGT4 IGT3 IGT2 IGT1


102 D
W 54 D 55 D 56 D 57 D

R
B
L

3 3 3 3
Assembly No. 4

Assembly No. 3

Assembly No. 2

Assembly No. 1
IGT4 IGT3 IGT2 IGT1
Ignition Coil

Ignition Coil

Ignition Coil

Ignition Coil
IGF IGF IGF IGF

B10

B11

B12
B9

2 2 2 2
W

W
W W

Y Y

-9-
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

# 10 # 20 # 30 # 40 ME01 E01 E04 E02 EC


20 D 17 D 18 D 19 D 59 D 51 D 52 D 21 D 50 D

W–B

W–B

W–B

W–B

W–B
W
G

B
L

Injector Assembly No. 1

Injector Assembly No. 2

Injector Assembly No. 3

Injector Assembly No. 4


2 2 2 2
B19

B17

B15

B13

1 1 1 1

W–B

W–B

W–B
Y

W–B

BA BC AA

- 10 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

VCPA VPA EPA VCP2 VPA2 EPA2


53 B 51 B 52 B 56 B 54 B 55 B

R
B

P
L

4 6 5 1 3 2
VCPA VPA EPA VCP2 VPA2 EPA2

A6
Accelerator Pedal Sensor Assembly

- 11 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

ELS2 ELS1 PWMS


17 B 4 B 57 B

(IG) (BAT) (BAT)

(∗15)
GR
G
(∗14)
7. 5A

P
30A 120A
ECU–IG DEF ALT
NO. 3
23 AG1
2 2 2

25 3B 2 1 1B
(∗14)

W
L

(∗15)
GR

Combination Switch Assembly


(∗14)
B

21
Connector
Junction

2 1 3A 2
No. 1
A70

MSW1
16 10A

SPORT
MIR
HTR
(∗14)
L

TAIL Relay

G60
MSW2
1
4

2 2 2

1 3

(∗15)
BR
(∗14)
DEF Relay

2 5
7. 5A 12

Connector
PANEL

Junction
No. 17
G104
2
2 21
(∗14)
B

11 3B
(∗15)
W–B

No. 11 Junction
8
Connector
G

G98

6
(∗15)
W–B

∗14 : w/ Mirror Heater


∗15 : w/ Sport Switch

GD

- 12 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

ST1– STP IGSW


10 B 9 B 37 B

(BAT) (IG)
GR

B
L

22 3B 7. 5A 7. 5A
STOP IGN

2 2

43 3B

35 3B 31 3B 51 3B
(∗12)

(∗12)
V

B
L
(∗13)

A73
L

No. 4
18 Junction Connector 7

(∗13)
W

16 17 5 6

39 3B
(∗12)

(∗12)

(∗12)

(∗12)
LG

W
L

2 4
Switch Assembly

18 3B
Stop Light
(∗13)

(∗12)

A5
W
L

1 3
(∗13)

GR
L

2 2

5 2
STOP LP

4
Relay

3 1

- 13 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

VCPM EPIM PIM SDWN CAN+ CAN–


118 D 119 D 87 D 49 D 61 D 62 D

(BAT)

(∗2)

(∗2)

(∗2)
BR

G
R

L
30A
VLVMATIC

(∗2)
B

3 BA3
E. F. I. Vacuum Sensor Assembly

(∗2)
B

Valve Lift Controller Assembly


Continuously Variable
3 1 2 1 3 4 2
VC E2 PIM +B SDWN CAN+ CAN–
B45

B46

∗ 2 : 3ZR–FAE
∗12 : w/ VSC
∗13 : w/o VSC

- 14 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

IMI IMO
28 B 29 B

(RHD)

(RHD)
(LHD)

(LHD)
LG

LG
P

P
21 AG1 20 AG1 20 AG3 11 AG3

(RHD ∗16)

(RHD ∗16)
LG
P
(LHD ∗11)

(LHD ∗11)

(LHD ∗17)

(LHD ∗17)

(LHD ∗16)

(LHD ∗16)

(RHD ∗9)

(RHD ∗9)
(LHD ∗9)

(LHD ∗9)
LG

LG

LG

LG

LG
P

P
8 A 7 A 13 A 14 A 4 3 13 12
BLK3 BLK2 EFIO EFII EFIO EFII EFIO EFII

G58(A) G82(A) G44 G88


Telephone Transceiver Certification ECU ID Code Box Transponder Key
Assembly (Immobiliser Code ECU) ECU Assembly

∗ 9 : w/o Entry & Start System


∗11 : w/ Blocking System
∗16 : w/ Entry & Start System w/ ID Code Box
∗17 : w/ Entry & Start System w/o ID Code Box

- 15 -
2
1
B W
75 D
OC1+

B21
Camshaft Timing Oil Control
Valve Assembly (Intake Side)

B
74 D
OC1–
ECM

2
1

LG R
65 D
A62(B), B75(D)

OE1+

B23
Camshaft Timing Oil Control

- 16 -
Valve Assembly
(Exhaust Side)
LG
64 D
OE1–

2
1

BR
94 D
ETHW

B4
E. F. I. Engine Coolant
Temperature Sensor

GR
93 D
THW
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

GE01 M+ M– VTA1 VCTA VTA2 ETA FANL FANH


58 D 60 D 30 D 84 D 115 D 83 D 116 D 7 B 8 B

W
R
(Shielded)
BR

G
V

FAN NO. 3 Relay

FAN NO. 1 Relay


FAN NO. 2 Relay
2 1 6 5 4 3
M+ M– VTA VC VTA2 E2

IC1 IC2

B3
Throttle Body with Motor Assembly

∗ 6 : w/ Cruise Control
∗ 8 : w/ Paddle Shift Switch

- 17 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

CCS
60 B
(∗6)
L

P
12 AG1 (LHD ∗8)

W
(LHD ∗8)
(LHD ∗8)

(LHD ∗8)
(∗6)
SB

W
P

P
(RHD ∗8)

W
(RHD ∗8)

BR
Spiral Cable Sub–Assembly

(∗8, ∗6)

24 3C
G8(A), z1(C), z4(F)

1 A 14 A 7 A 2 A
CCS SUP SDN ECC

49 3B
3 F 4 F 6 C 12 C 7 C

(∗8, ∗6)
GR
O
R

BR

ON–OFF
6 BA1
Paddle Shift Switch RH

Paddle Shift Switch LH

(∗8, ∗6)
BR
Shift Down
Shift Up

+RES

–SET
(∗8, ∗6)

CANCEL z1(C)
BR

Steering Pad
Switch Assembly

z4(F)
Cruise Control
Main Switch

BC

- 18 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

S SFTU SFTD
41 B 42 B 43 B
(IG)

10A

LG

Y
L
ECU–IG
NO. 1

2 24 AG1 11 AG1 10 AG1

27 3C

P
(LHD ∗8)

W
(LHD ∗8)

(RHD)

(RHD)
(LHD)

(LHD)
LG

LG
R

R
6 3 1 4 18 7
GR

Connector

Connector
Junction

Junction
No. 14
(RHD ∗8)

No. 9

G152
G96
W
2 5 17 6 16 5
(RHD ∗8)

(RHD ∗8)

(RHD ∗8)
(RHD)

(RHD)
(LHD)

(LHD)
BR

BR
SB

SB

W
P
3 A 1 A (LHD)
4 A 5 A 1 A 3 A (RHD)
IG S SFTU SFTD

E
G36(A) 2 A
Transmission Control Switch
BR

19
Connector
Junction
No. 17
G104

21
W–B
W–B

8
Connector
Junction
No. 11

∗ 1 : 3ZR–FE
G98

∗ 2 : 3ZR–FAE
∗ 3 : CVT 6
∗ 8 : w/ Paddle Shift Switch
W–B

GD

- 19 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

VCPT PTO EPTO ALT CANN CANP


120 D 89 D 121 D 100 D 25 B 12 B

(∗1)

(∗2)

(∗2)
W
B

B
(∗3)

(∗3)

(∗3)
W
R

3 2 1

Control ECU Assembly


Generator Assembly
VC PTO E2
3 A 2 3

B61(A), B62(B)
M CA3N CA3P

Generator
LIN LIN1

A58
B32
Oil Pressure Sensor 1 B 6

(∗2)

(∗2)
L

L
4 BA3

- 20 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

CANL CANH TACH TC SPD


26 B 13 B 31 B 23 B 44 B

GR
W

G
Y

V
4 AN2 3 AN2 16 AG1 15 3B 6 AG1
No. 3 CAN Junction Connector
W

(RHD)

(LHD)
16 3C
GR

V
N27(A), N28(B)

2 A 1 A G

2 B 1 B 9 13
TAC TC
W

DLC3
G14

CANL CANH
14 6

12 GN3 11 GN3
W

B
W

No. 1 CAN Junction


G118(A), G119(B),
G120(C), G124(G)

2 A 1 A 2 G 1 G
Connector

2 C 1 C 2 B 1 B
W

No. 2 CAN Junction


G128(A), G129(B)

4 AG1 5 AG1
Connector

2 B 1 B
W

2 A 1 A

14 A 25 A (∗13)
14 B 25 B (∗12)
W

CANL CANH
A63(A), A64(B)
Brake Actuator
Assembly

SP1 G
22 A (∗13)
11 B (∗12) W

V(LHD)
V

V(RHD)

- 21 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

SLS+ SLS– SL DS1 DS2 DSU THO1 ETHO


73 D 72 D 68 D 70 D 69 D 71 D 95 D 96 D

(∗3)

(∗3)

(∗3)

(∗3)

(∗3)

(∗3)

(∗3)

(∗3)
GR

BR
LG
W

G
Y

3 8 2 5 10 7 1 6
SLS+ SLS– SL DS1 DS2 DSU THO E2
BR
LG

O
B

B37
CVT Solenoid (Transmission Wire)
∗ 3 : CVT
∗12 : w/ VSC
∗13 : w/o VSC

G G

W W

V(LHD) V(LHD)

V(RHD) V(RHD)

V V

- 22 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D)
ECM

NOTB NOTO NIN+ NIN– NTB NTO W


130 D 129 D 127 D 128 D 126 D 125 D 27 B
(∗3)

(∗3)

(∗3)

(∗3)

(∗3)

(∗3)
W

W
R

R
B

L
Transmission Revolution Sensor (Secondary)

Transmission Revolution Sensor (Primary)

Transmission Revolution Sensor (Turbine)


17 AG1

R
1 1 1
B31

B34

B33
2 2 2

∗ 3 : CVT
∗ 4 : M/T

G G

W W

V(LHD) V(LHD)

V(RHD) V(RHD)

V V

- 23 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A62(B), B75(D) (IG)


ECM
7. 5A
ECU–IG
NO. 3

2
R P N D
79 D 99 D 97 D 81 D 42 3B

(IG)

7. 5A
(∗3)

(∗3)

(∗3)

(∗3)

(∗4)

(∗4)
GAUGE
R

B
L

Junction Connector
2
4
34 3B

No. 3
A72
6
3 8 7 2 BA1
(∗3)

RB PL RL NL DL
G

Park/Neutral Position

(RHD ∗4)

(RHD ∗4)
(LHD ∗4)

(LHD ∗4)
R

Switch Assembly

B
L

L
8 BA1
N

B36
(∗3)

1 2
G

4 FA1
(∗3)

(∗3)
G

(RHD ∗4)
Clutch Switch Assembly

Clutch Switch Assembly


L
2 2
A1

F1
1 1
(RHD ∗4)
(LHD ∗4)

B
L

3 FA1

B
(RHD ∗4)

R R

G G

W W

V(LHD) V(LHD)

V(RHD) V(RHD)

V V

- 24 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

(BAT) (IG)

10A 5A
ECU–B METER
NO. 2

(RHD)
(LHD)
2 2

R
22 19

Connector

Connector
Junction

Junction
No. 12

No. 14
1 36 3D

G101
G99
18 22
17 AG1
R

B
(RHD)

(LHD)
Y

Y
G16(A)
Combination Meter Assembly 40 A 39 A
B IG+

5V IC
Display Driver Display Driver

5V+B

CPU
CAN Controller

5V+B
I/F

Buzzer CAN I/F

ET CANH CANL
21 A 32 A 31 A
W
G
(RHD)

(LHD)
BR

BR

R R

V(LHD) V(LHD)

V(RHD) V(RHD)

V V

GE GA

- 25 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

∗18 : w/ Gear Shift Indicator

G16(A)
Combination Meter Assembly
Indicator Up(∗18)

Indicator Down

Check Engine
SPORT

Cruise
Gear Shift

SET
Gear Shift

(∗18)

LED Driver

I/F

+S SI CHK
6 A 5 A 11 A
R
(RHD)
(LHD)

Junction Connector
LG

LG

22 6
Connector
Junction
No. 20

No. 24

17 AG4
G108

G112

19 7
(RHD)
(LHD)
V

V(LHD)

V(RHD)

- 26 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A1 A4 A5 A6 A 58
White Black White Black Black

1 2 1 2 1 2 3 4 5 6 1 2 3 4 5
1 2
6 7 8 9 10
3 4

A 62
Black

1 2 3 4 5 6 7 8 9 10 11 12 13
22 23 24 25 26
14 15 16 17 18 19 20 21
27 28 29 30 31
32 33 34 35 36 37 38 39 40 41 42 43 44 45 46
47 48 49 50 51 52 53 54 55 56 57 58 59 60

A 63
Gray

1 2 3 4 5 6 7 8 9 10 11 12

13 14 15 16 17 18 19 20 21 22 23 24
25 26 27 28 29 30 31 32 33 34

A 64 A 70
Black White

1 2 3 4 5 6 7 8 9 10 11
12 13 14 15 16 17 18 19 20 21 22

1 2 3 4 5 6 7 8 9 10 11 12

13 14 15 16 17 18 19 20 21 22 23 24
25 26 27 28 29 30 31 32 33 34

- 27 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

A 72 A 73 B1
White Blue Black

1 2 3 4 5
1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11
12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22

B2 B3 B4 B7 B9
Black Black Gray Gray Gray

1 2
1 2 1 2 3 4
1 2 3 4 5 6
1 2 3 4

B 10 B 11 B 12 B 13
Black Gray Black Gray

1 2
1 2 3 4 1 2 3 4 1 2 3 4

B 15 B 17 B 19 B 21 B 21
Black Gray Black Black Gray

1 2 1 2 1 2
1 2 1 2

(2AR-FE) (3ZR-FE, 3ZR-FAE)

B 23 B 23 B 28 B 31 B 32
Gray Black Black Black Black

1 2 1 2
1 2 1 2 3
1 2
(2AR-FE) (3ZR-FE, 3ZR-FAE)

B 33 B 34 B 36 B 37
Gray Black Gray Gray

1 2 1 2 1 2 3 4 1 2 3 4 5

5 6 7 8 9 6 7 8 9 10

B 39 B 39 B 41 B 41 B 44
Black Gray Gray Black Blue

1 2 3 1 2 3 1 2 3 1 2 3
1 2

(2AR-FE) (3ZR-FE, 3ZR-FAE) (2AR-FE) (3ZR-FE, 3ZR-FAE)

- 28 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

B 45 B 46 B 61 B 62
Black Gray Black Black

1 2 1
1 2 3
3 4
1 2
3 4

B 75
Black

16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

46 47 48 49 50 51 52 53 54 55 56 57 58 59 60
61 62 63 64 65 66 67 68 69 70 71 72 73 74 75
76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103
109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135

E1 F1 F2 G4 G8
Black White Black White Black

1 2
1 2 1 2
1 2 3 4 1 2 3 4 5 6 7

5 6 7 8 8 9 10 11 12 13 14

G 14 G 16
White Black

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
16 15 14 13 12 11 10 9
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40

8 7 6 5 4 3 2 1

G 24 G 32 G 36 G 44 G 58
Black Gray White White White

2 1
1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 6
4 3
6 7 8 9 10 7 8 9 10 11 12

- 29 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

G 60 G 82
Blue White

1 2 3 4 5

1 2
3 4 5 6 7 8 9 10
11 12 13 14 15 16 17 18

G 84 G 88
Black Black

1 2 3 4 5
6 7 8 9 10 11 12 13 14 15 16
1 2 3 4 5 6

7 8 9 10 11 12 13 14 15 16 17 18

19 20 21 22 23 24 25 26 27 28 29 30

G 96 G 98 G 99
White Gray White

1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11
12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22

G100 G101 G104


Gray White Gray

1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11
12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22

G108 G111 G112


Gray Gray Gray

1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11 1 2 3 4 5 6 7 8 9 10 11
12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22 12 13 14 15 16 17 18 19 20 21 22

G113 G118 G119 G120 G124 G128


Blue White White White White White

1 1 1 1 1

1 2 3 4 5 6 7 8 9 10 11 2 2 2 2 2

12 13 14 15 16 17 18 19 20 21 22

- 30 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

G129 G152 N 27 N 28 V1
White Blue White White White

1 1 1 1 2 3

2 1 2 3 4 5 6 7 8 9 10 11 2 2
4 5
12 13 14 15 16 17 18 19 20 21 22

z1 z4 1B 3A
Black White White White

1 2 3 4 5 6
1 2 3 1
7 8 9 10 11 12 1

3B
White

1 2 3 4 5 6 7 8 9 10 11 12 13 14

15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56

3C
White

1 2 3 4 5 6 7 8 9 10 11 12

13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48

3D
White

1 2 3 4 5 6 7 8 9 10 11 12 13 14

15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56

- 31 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

AG1
Blue

14 13 12 11 10 9 8 7 6 5 4 3 2 1
1 2 3 4 5 6 7 8 9 10 11 12 13 14
26 25 24 23 22 21 20 19 18 17 16 15
15 16 17 18 19 20 21 22 23 24 25 26

AG3
White

11 10 9 8 7 6 5 4 3 2 1
1 2 3 4 5 6 7 8 9 10 11 20 19 18 17 16 15 14 13 12
12 13 14 15 16 17 18 19 20

AG4
White

11 10 9 8 7 6 5 4 3 2 1
1 2 3 4 5 6 7 8 9 10 11 20 19 18 17 16 15 14 13 12
12 13 14 15 16 17 18 19 20

AG5
White

7 6 5 4 3 2 1
1 2 3 4 5 6 7
13 12 11 10 9 8
8 9 10 11 12 13

AN2
White

7 6 5 4 3 2 1
1 2 3 4 5 6 7
13 12 11 10 9 8
8 9 10 11 12 13

- 32 -
CVT and Shift Indicator , Cruise Control <3ZR-FE, 3ZR-FAE> , Engine Control <3ZR-FE, 3ZR-FAE>

BA1 BA3
Blue Gray

1 2 3 4 5 6 7 7 6 5 4 3 2 1 1 2 3 4 4 3 2 1
8 9 10 11 12 13 14 14 13 12 11 10 9 8 5 6 7 8 8 7 6 5

BE1 FA1
Gray White

2 1

1 2 1 2 3 4 5 5 4 3 2 1

GN3
White

1 2 3 4 5 6 6 5 4 3 2 1

7 8 9 10 11 12 12 11 10 9 8 7

VN1
White

7 6 5 4 3 2 1
1 2 3 4 5 6 7
13 12 11 10 9 8
8 9 10 11 12 13

- 33 -

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