NEW MODEL OUTLINE MO-29

PERFORMANCE
Power Train

Engine
 The 2AZ-FE engine has been carried over from the ’05 model. This engine realizes high performance,
quietness, fuel economy, and clean emissions through the use of the VVT-i (Variable Valve
Timing-intelligent) system, DIS (Direct Ignition System), and ETCS-i (Electronic Throttle Control
System-intelligent).
 A new 2GR-FE engine is used. It realizes high performance, quietness, fuel economy, and clean emission
through the use of the Dual VVT-i (Dual Variable Valve Timing-intelligent) system, DIS, and ETCS-i.

Engine Type 2AZ-FE 2GR-FE

No. of Cyls. & Arrangement 4-cylinder, In-line Type 6-cylinder, V Type
16-valve DOHC, 24-valve DOHC,
Valve Mechanism
Chain Drive (with VVT-i) Chain Drive (with Dual VVT-i)
Displacement cm3 (cu. in.) 2362 (144.2) 3456 (210.9)
Bore x Stroke mm (in.) 88.5 x 96.0 (3.48 x 3.78) 94.0 x 83.0 (3.70 x 3.27)
Compression Ratio 9.8 : 1 10.8 : 1
124 kW @ 6000 rpm 200 kW @ 6200 rpm
Maximum Output [SAE-NET]*
(166 HP @ 6000 rpm) (268 HP @ 6200 rpm)
224 N.m @ 4000 rpm 336 N.m @ 4700 rpm
Maximum Torque [SAE-NET]*
(165 ft.lbf @ 4000 rpm) (248 ft.lbf @ 4700 rpm)
*: Maximum output and torque rating are determined by revised SAE J1349 standard.

2AZ-FE Engine 
2GR-FE Engine 

Output
(HP) (kW) Output
140 (HP) (kW)
180 280
200
Torque Torque 260
160 120
(N.m) (ft.lbf) (N.m) (ft.lbf) 240 180
240 180 260
140 340 220
100 160
220 160 320 240 200
200 120 300 140
140 220 180
180 80 280
100 160 120
160 120 260 200
140 140 100
100 80 60 240 180
120
80
60 100
40 60
80
40 60 40
20 40
20 20
20
0 0 0 0
1000 2000 3000 4000 5000 6000 7000 1000 2000 3000 4000 5000 6000 7000

Engine Speed (rpm) 01MMO39Y Engine Speed (rpm) 01MMO40Y

MO-30 NEW MODEL OUTLINE

Transaxle
 The U140F and U241E 4-speed automatic transaxles have been carried over from the ’05 model.
 New U151E and U151F 5-speed automatic transaxles are used.
 A new GF1A transfer is used.

4-speed Automatic 5-speed Automatic

Transaxle Type
U140F U241E U151F U151E
Transfer Type GF1A — GF1A —
Combination with Engine 2AZ-FE 2GR-FE
Drive Type 4WD 2WD 4WD 2WD
1st 3.938 3.943 4.235

2nd 2.194 2.197 2.360

Gear 3rd 1.411 1.413 1.517

Ratio* 4th 1.019 1.020 1.047

5th — — 0.756

Reverse 3.141 3.145 3.378

*: Counter Gear Ratio Included

Active Torque Control 4WD System

 A new active torque control 4WD system with an electric control coupling is used.
 The active torque control 4WD system, which has an electric control coupling in the front part of the rear
differential, transmits torque to the rear wheels when needed, and only in the amount needed, based on
information provided by various sensors.
 By operating the four-wheel drive lock switch provided on the instrument panel, the driver can select the
following modes: the AUTO mode to optimally control the torque that is transmitted to the rear wheels,
and the LOCK mode that locks the torque that is transmitted to the rear wheels to the maximum amount.

Electric Control
Coupling Rear
Differential
Transfer Propeller
Shaft
Engine

Control
Front Current
Differential 4WD
Transaxle ECU
Speed Sensor
01NMO86Y
Yaw Rate & Deceleration Sensor
Four-wheel Drive Lock Switch Steering Angle Sensor
ECM 01NMO87Y

System Configuration Diagram

 NEW MODEL OUTLINE MO-31

Chassis

Front Suspension Rear Suspension

MacPherson Strut Type Double Wishbone Type
Type Type
Independent Suspension Independent Suspension

01MCH100Y

Steering
Type EPS (Electronic Power Steering)
Gear Type Rack & Pinion

Brake
Front Brake Type Ventilated Disc
15 inch: 275 x 25 mm (10.82 x 0.87 in.)*1
Front Rotor Size
16 inch: 296 x 28 mm (11.84 x 1.10 in.)*2
Rear Brake Type Solid Disc
Rear Rotor Size 15 inch: 281 x 12 mm (11.24 x 0.48 in.)
Parking Brake
Lever Type
Type
ABS (Anti-lock Brake System) with EBD (Electronic Brake force Distribution) &
Brake Control Brake Assist & TRAC (Traction Control) & Hill-start Assist Control*3 & DAC
(Downhill Assist Control)*3 & VSC (Vehicle Stability Control)*4
*1: 2AZ-FE Engine Models with Rear No. 1 Seat Only
*2: 2GR-FE Engine Models and Models with Rear No. 2 Seat
*3: Standard Equipment on 2GR-FE Engine Models and Models with Rear No. 2 Seat
*4: 2WD models have been provided with Auto LSD (Limited Slip Differential).
MO-32 NEW MODEL OUTLINE

Enhanced VSC System

 The enhanced VSC (Vehicle Stability Control) system is standard equipment on all models.
 In addition to the ABS, TRAC, and VSC controls provided by the conventional system, the enhanced
VSC system effects cooperative control with the EPS (Electric Power Steering) and active torque control
4WD system in order to realize excellent driving stability and maneuverability.
 See CH-92 for details on the enhanced VSC system.

Hill-start Assist Control

 The hill-start assist control is standard equipment on the 2GR-FE engine models and the models with rear
No. 2 seat.
 When the driver transfers his/her foot from the brake pedal to the accelerator pedal while starting off on
an uphill, the hill-start assist control momentarily maintains the hydraulic pressure in the wheel cylinders
of the four wheels, in order to prevent the vehicle from rolling backward.
 The hill-start assist control used on the ’06 model effects control to prevent the vehicle from rolling
backward. This control has evolved further from the hill-start assist control of the ’05 model, which
slowed the backward rolling of the vehicle while starting off on a hill.
 See CH-120 for details on the hill-start assist control.

Standstill
Slow Backward Movement
01NMO88Y 01NMO89Y

’06 Model ’05 Model

EG-2 ENGINE - 2AZ-FE ENGINE

ENGINE

2AZ-FE ENGINE
DESCRIPTION
The 2AZ-FE engine is an in-line, 4-cylinder, 2.4-liter, 16-valve DOHC engine. This engine uses the VVT-i
(Variable Valve Timing-intelligent) system, DIS (Direct Ignition System), ETCS-i (Electronic Throttle
Control System-intelligent). It has been developed to realize high performance, quietness, fuel economy and
clean emission.

01NEG49Y

01NEG50Y
 ENGINE - 2AZ-FE ENGINE EG-3

Engine Specifications 

No. of Cyls. & Arrangement 4-cylinder, In-line

Valve Mechanism 16-valve DOHC, Chain Drive (with VVT-i)
Combustion Chamber Pentroof Type
Manifolds Cross-flow
Fuel System SFI
Ignition System DIS
Displacement cm3 (cu. in.) 2362 (144.1)
Bore x Stroke mm (in.) 88.5 x 96.0 (3.48 x 3.78)
Compression Ratio 9.8 : 1
Max. Output*1 (SAE-NET) 124 kW @ 6000 rpm (166 HP @ 6000 rpm)
Max. Torque*1 (SAE-NET) 224 N.m @ 4000 rpm (165 ft-lbf @ 4000 rpm)
Open 3 - 43 BTDC
Intake
Close 65 - 25 ABDC
Valve Timing
Open 45 BBDC
Exhaust
Close 3 ATDC
Firing Order 1-3-4-2
Research Octane Number 91 or higher
Octane Rating 87 or higher
Oil Grade ILSAC
Tailpipe Emission Regulation ULEV-II, SFTP
Evaporative Emission Regulation LEV-II, ORVR
Engine Service Mass*2 (Reference) kg (lb) 138 (304.2)
*1: Maximum output and torque rating is determined by revised SAE J1349 standard.
*2: Weight shows the figure with oil and water fully filled.

Valve Timing 
: Intake Valve Opening Angle
: Exhaust Valve Opening Angle
TDC
VVT-i Operation 3 3
Range
43

65

45
VVT-i Operation
25
Range BDC
01MEG02Y
EG-4 ENGINE - 2AZ-FE ENGINE

FEATURES OF 2AZ-FE ENGINE

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

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

A cylinder block made of aluminum alloy along with a

Engine magnesium alloy die-cast cylinder head cover is used.
Proper
p A taper squish shape is used for the combustion chamber.  
A resin gear balance shaft is used.  
A timing chain and chain tensioner are used.   
Valve
V l
The shim-less type valve lifters are used.  
Mechanism
The VVT-i system is used.  
A chacoal filter is used in the air cleaner cap. 
Intake and Intake manifold made of plastic is used. 
Exhaust The linkless-type throttle body is used.  
S
System A thin-wall ceramic TWC (Three-Way Catalytic converter)

is used.
The fuel returnless system is used.   
Quick connectors are used to connect the fuel hose with the
Fuel   
fuel pipe.
System
12-hole type fuel injectors with high atomizing performance
 
are used.
Ignition
Iridium-tipped spark plugs are used.  
System
Charging
The segment conductor type generator is used.   
System
Starting PS (Planetary reduction-Segment conductor motor) type
 
System starter is used.
The ETCS-i is used.  
The DIS (Direct Ignition System) makes ignition timing
Engine   
adjustment unnecessary.
Control
The non-contact type sensor is used in the throttle position
System 
sensor.
The planar type air-fuel ratio sensor is used. 
 ENGINE - 2AZ-FE ENGINE EG-5

ENGINE PROPER

1. Cylinder Head Cover

 A lightweight magnesium alloy die-cast
cylinder head cover is used. Cylinder Head Cover

 Acrylic rubber, which excels in heat resistance

and reliability, is used for the cylinder head
cover gasket.

Cylinder Head Cover Gasket

DR011EG20

2. Cylinder Head Gasket

A steel-laminate type cylinder head gasket is used. A shim has been added around the cylinder bore to
increase the sealing surface, thus improving the sealing performance and durability.

Cylinder Outer
Bore Side Side

A
Shim A - A Cross Section
Front
02AEG01Y 02AEG02Y
EG-6 ENGINE - 2AZ-FE ENGINE

3. Cylinder Head
 Through the adoption of the taper squish combustion chamber, the engine knocking resistance and fuel
efficiency have been improved.
 An upright intake port is used to improve the intake efficiency.
 Installing the injectors in the cylinder head enables the injectors inject fuel as close as possible to the
combustion chamber. This prevents the fuel from adhering to the intake port walls, which reduces HC
exhaust emissions.
 The routing of the water jacket in the cylinder head has been optimized to realize the high cooling
performance. In addition, a water bypass passage has been provided below the exhaust ports to reduce the
number of parts and the weight.

Injector
Exhaust Side

IN
EX

Bypass
Passage

Intake Side
Taper Squish
DR011EG21 208EG67

A - A Cross Section
 ENGINE - 2AZ-FE ENGINE EG-7

4. Cylinder Block
 Lightweight aluminum alloy is used for the cylinder block.
 By producing the thin cast-iron liners and cylinder block as a unit, compaction is realized.
 Air passage holes are provided in the crankshaft bearing area of the cylinder block. As a result, the air at
the bottom of the cylinder flows smoother, and pumping loss (back pressure at the bottom of the piston
generated by the piston’s reciprocal movement) is reduced to improve the engine’s output.
 The oil filter and the air conditioning compressor brackets are integrated into the crankcase. Also, the
water pump swirl chamber and thermostat housing are integrated into the cylinder block.

Air Flow During Engine Revolution 

Water Pump
Swirl Chamber
Air Passage Holes
Crankshaft
Bearing Cap

Thermostat Housing

Air Conditioning Air Flow

Plastic Region Compressor Brackets
Tightening Bolts

01NEG26Y DR011EG22

NOTICE
Never attempt to machine the cylinder because it has a thin liner thickness.
EG-8 ENGINE - 2AZ-FE ENGINE

 The liners are the spiny-type, which have been manufactured so that their casting exteriors form large
irregular surfaces in order to enhance the adhesion between the liners and the aluminum cylinder block.
The enhanced adhesion helps heat dissipation, resulting in a lower overall temperature and heat
deformation of the cylinder bores.

Irregularly shaped
outer casting Cylinder Block
A
surface of liner
A

Liner

A - A Cross Section

01NEG27Y

 Water jacket spacers are provided in the water jacket of the cylinder block.
 They suppress the water flow in the center of the water jackets, guide the coolant above and below the
cylinder bores, and ensure uniform temperature distribution. As a result, the viscosity of the engine oil that
acts as a lubricant between the bore walls and the pistons can be lowered, thus reducing friction.

Water Jacket
A
A

Water Jacket
Spacer

A - A Cross Section
01NEG28Y
 ENGINE - 2AZ-FE ENGINE EG-9

5. Piston
 The piston is made of aluminum alloy and skirt area is made compact and lightweight.
 The piston head portion uses a taper squish shape to improve the fuel combustion efficiency.
 The piston skirt has been coated with resin to reduce the friction loss.

: Resin Coating

Taper Squish Shape

01MEG01Y

6. Connecting Rod
 The connecting rods and caps are made of
high-strength steel for weight reduction.
 Nut-less type plastic region tightening bolts are
used on the connecting rod for a lighter design.
 The connecting rod bearings are reduced in
width to reduce friction.

240EG45

Plastic Region Tightening Bolts

EG-10 ENGINE - 2AZ-FE ENGINE

7. Crankshaft
 The forged crankshaft has 5 journals and 8 balance weights.
 The crankshaft is made of forged steel.
 Pin and journal fillets are roll-finished to maintain adequate strength.
 The balance shaft drive gear is provided for the crankshaft.
Balance Shaft Drive Gear
No.1 Journal
Oil Hole

Balance Weight Crank Pin

01NEG31Y

8. Balance Shaft

General
 A balance shaft is used to reduce vibrations.
 The crankshaft directly drives the No. 1 balance shaft.
 In addition, a resin gear is used on the driven side to suppress noise and offer lightweight design.
Crankshaft
Balance Shaft Drive Gear

: Resin Gear
Balance Shaft No.2

Balance Shaft No.1

Balance Shaft
Housing
01NEG32Y
 ENGINE - 2AZ-FE ENGINE EG-11

Operation
In the in-line 4-cylinder engine, the crankshaft Top Dead Center
angle for cylinders No.1 and No.4 are exactly at
the opposite (180) position of cylinders No.2 Point of Max. Speed
and No.3. Therefore, the inertial force of the
pistons and the connecting rods of the former 2
cylinders and of the latter 2 cylinders almost Bottom Dead Center
90
cancel each other. However, because the position
at which the piston reaches its maximum speed Point of Point of
is located toward the top dead center from the Max. Speed Max. Speed
center of the stroke, the upward inertial force is
greater than the downward inertial force. This
unbalanced secondary inertial force is generated
twice for each rotation of the crankshaft. 286EG71

Inertial Force of Cylinders Force Inertial force that cannot be canceled

No.2 and No.3
- 90 90 270

Combined Inertial Force of

All Cylinders
Unbalanced Secondary 0 Crankshaft Angle
Inertial Force - 180 180

Inertial Force of Cylinder

No.1 and No.4
Inertial Force Generated by the In-line 4 Cylinders 286EG72

To cancel the unbalanced secondary inertial force, 2 balance shafts are rotated twice for each rotation of
the crankshaft and generate inertial force in the opposite direction. Also, in order to cancel the inertial force
generated by the balance shaft itself, the balance shaft actually consists of 2 shafts rotating in opposite
directions.
Inertial Force of Balancer

0 90 180 270

Crankshaft Angle
A C E
B D
Secondary Inertial Force

Mass Direction of
Balance Shaft

Inertial Force of
Balancer

Mass Direction of Balance Shaft at Crankshaft Angle 286EG73

EG-12 ENGINE - 2AZ-FE ENGINE

VALVE MECHANISM

1. General

The VVT-i system is used to improve fuel economy, engine performance and reduce exhaust emissions.
For details of VVT-i system, see page EG-48.

The intake and exhaust camshafts are driven by a timing chain.

Along with the increase in the amount of valve lift, the shim-less type valve lifter is used. This valve lifter
increases the cam contact surface.

Intake Camshaft Exhaust

Camshaft
VVT-i Controller
Camshaft

Chain Valve
Tensioner Lifter

Chain Damper

Chain Slipper

181EG10 240EG46

Service Tip
The adjustment of the valve clearance is accomplished by selecting and replacing the appropriate
valve lifters.
A total of 35 valve lifters are available in 0.02 mm (0.008 in.) increments, from 5.06 mm (0.199 in.)
to 5.74 mm (0.226 in.). For details, refer to 2006 RAV4 Repair Manual (Pub. No. RM01M1U).
 ENGINE - 2AZ-FE ENGINE EG-13

2. Camshaft

The intake camshaft is provided with timing rotor to trigger the camshaft position sensor.

In conjunction with the adoption of the VVT-i system, an oil passage is provided in the intake camshaft
in order to supply engine oil pressure to the VVT-i system.

A VVT-i controller has been installed on the front of the intake camshaft to vary the timing of the intake
valves.
Timing Rotor

Intake Camshaft
VVT-i Controller

Exhaust Camshaft

Timing Sprocket
181EG11

3. Timing Chain

A roller chain with an 8 mm (0.315 in.) pitch is used to make the engine more compact.

The timing chain is lubricated by an oil jet.

The chain tensioner uses a spring and oil pressure to maintain proper chain tension at all times.

The chain tensioner suppresses noise generated by the timing chain.

A ratchet type non-return mechanism is used.

To achieve excellent serviceability, the chain tensioner is constructed so that it can be removed and
installed from the outside of the timing chain cover.

Chain
Tensioner

Cam Spring
Chain Damper
Cam

Chain Slipper

Oil Jet
Plunger
Spring
181EG14

185EG25
Chain Tensioner
EG-14 ENGINE - 2AZ-FE ENGINE

LUBRICATION SYSTEM

1. General
 The lubrication circuit is fully pressurized and oil passes through an oil filter.
 The trochoid gear type oil pump is chain-driven by the crankshaft.
 The oil filter is attached downward from the crankcase to improve serviceability.
 Along with the adoption of the VVT-i system, the cylinder head is provided with a VVT-i controller and
a camshaft timing oil control valve. This system is operated by the engine oil.
VVT-i Controller

Camshaft Timing
Oil Control Valve

Chain
Tensioner

Oil Return
Hole

Oil Filter
Oil Pump
208EG07

Oil Circuit 

Main Oil Hole

Bypass Oil Filter Cylinder Head Crankshaft

Valve Journal

Chain Exhaust Crankshaft Cylinder

Tensioner Camshaft Pin Block
Journal
Barance
Relief Oil Pump Shaft
Intake Oil Jet
Valve Oil Control Camshaft
Valve Journal Timing
Chain
Oil Strainer Piston
VVT-i Controller

Oil Pan

01NEG33Y
 ENGINE - 2AZ-FE ENGINE EG-15

Oil Capacity 
Liters (US qts, Imp. qts)
Dry 5.0 (5.3, 4.4)
with Oil Filter 4.3 (4.5, 3.8)
without Oil Filter 4.1 (3.8, 3.1)

2. Oil Jet
 Piston oil jets for cooling and lubricating the pistons are used in the cylinder block.
 These oil jets contain a check valve to prevent oil from being fed when the oil pressure is low. This prevents
the overall oil pressure in the engine from dropping.

Oil Jets

Check
Valve Oil

Bottom Side View Oil Jet Cross Section

01NEG34Y
EG-16 ENGINE - 2AZ-FE ENGINE

COOLING SYSTEM
 The cooling system uses a pressurized forced-circulation system with pressurized reservoir tank.
 A thermostat with a bypass valve is located on the water inlet housing to maintain suitable temperature
distribution in the cooling system.
 An aluminum radiator core is used for weight reduction.
 The flow of the engine coolant makes a U-turn in the cylinder block to ensure a smooth flow of the engine
coolant. In addition, a bypass passage is enclosed in the cylinder head and the cylinder block.
 Warm water from the engine is sent to the throttle body to prevent freeze-up.
 The TOYOTA genuine Super Long Life Coolant (SLLC) is used.

Throttle Body

To Heater Core

To Radiator
Bypass Passage

Thermostat
Water Pump

From Radiator

01NEG35Y

System Diagram 
Cylinder Head
Heater Core
Bypass Passage

Water Pump
Cylinder Block

Reservoir
Thermostat Tank Throttle
Body
Radiator
01NEG59Y
 ENGINE - 2AZ-FE ENGINE EG-17

Engine Coolant Specifications 

TOYOTA genuine Super Long Life Coolant

(SLLC) or similar high quality ethylene
glycol based non-silicate, non-amine,
non-nitrite and non-borate coolant with
Type long-life hybrid organic acid technology
(coolant with long-life hybrid organic acid
technology is a combination of low
Engine phosphates and organic acids.) Do not use
Coolant plain water alone.
Color Pink
Capacity M/T 6.6 (7.0, 5.8)
Liters (US qts, Imp. qts) A/T 6.7 (7.1, 5.9)
Maintenance First Time 100,000 mile (160,000 km)
Intervals Subsequent Every 50,000 mile (80,000 km)
Thermostat Opening Temperature C (F) 80 - 84 (176 - 183)

 SLLC is pre-mixed (the U.S.A. models: 50 % coolant and 50 % deionized water, the Canada. models:
55 % coolant and 45 % deionized water). Therefore, no dilution is needed when SLLC in the vehicle is
added or replaced.
 If LLC is mixed with SLLC, the interval for LLC (every 25,000 miles / 40,000 km or 24 months
whichever comes first) should be used.
 You can also apply the new maintenance interval (every 50,000 miles / 80,000 km) to vehicles initially
filled with LLC (red-colored), if you use SLLC (pink-colored) for the engine coolant change.
EG-18 ENGINE - 2AZ-FE ENGINE

INTAKE AND EXHAUST SYSTEM

1. General

The linkless-type throttle body is used to realize excellent throttle control.

ETCS-i (Electronic Throttle Control System-intelligent) is used to provide excellent throttle control. For
details, see page EG-43.

A plastic intake manifold is used for weight reduction.

A stainless steel exhaust manifold is used for weight reduction.

Main Muffler

Intake Manifold

Exhaust Manifold

Sub Muffler

TWC
TWC
Air Cleaner
01MEG32Y
 ENGINE - 2AZ-FE ENGINE EG-19

2. Air Cleaner

A nonwoven, full-fabric type air cleaner element is used.

A charcoal filter, which adsorbs the HC that accumulates in the intake system when the engine is stopped,
is used in the air cleaner cap in order to reduce evaporative emissions.

Air Cleaner Cap

Charcoal Filter

Air Cleaner Element

(Nonwoven Fabric)

01MEG10Y

Service Tip
The charcoal filter, which is maintenance-free, cannot be removed from the air cleaner cap.

3. Throttle Body

The linkless-type throttle body is used and it realizes excellent throttle control.

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

Throttle Position
Sensor
Throttle Control Motor
01NEG42Y
EG-20 ENGINE - 2AZ-FE ENGINE

4. Intake Manifold

The intake manifold has been made of plastic to reduce the weight and the amount of heat transferred from
the cylinder head. As a result, it has become possible to reduce the intake air temperature and improve the
intake volumetric efficiency.

A mesh type gasket is used, in order to reduce the intake noise.

Mesh Type Gasket

01NEG37Y

5. Exhaust Manifold
A stainless steel exhaust manifold is used for improving the warm-up of TWC (Three-Way Catalytic
converter) and for weight reduction.

TWC

01NEG38Y
 ENGINE - 2AZ-FE ENGINE EG-21

6. Exhaust Pipe

The exhaust pipe uses two ball joints in order to achieve a simple construction and ensured reliability.

The TWC can improve exhaust emission by optimizing the cell density and the wall thickness.

Ball Joint
Sub Muffler
Spring
Gasket

Bolt

Ball Joint
Ball Joint Main Muffler

TWC
01MEG33Y
EG-22 ENGINE - 2AZ-FE ENGINE

FUEL SYSTEM

1. General

The fuel returnless system is used to reduce evaporative emissions.

A fuel cut control is used to stop the fuel pump when the SRS airbag is deployed in a front or side collision.
For details, see page EG-53.

A quick connector is used in the fuel main pipe to improve serviceability.

The 12-hole type fuel injector is used.

The ORVR (On-board Refueling Vapor Recovery) system is used. For details, see page EG-54.

Fuel Pump Assembly

Fuel Filter

Pressure Regulator

Quick Connector

Injector

Fuel Tank

Canister

01MEG30Y
 ENGINE - 2AZ-FE ENGINE EG-23

2. Fuel Returnless System

Fuel returnless system is used to reduce the evaporative emission. As shown below, by integrating the fuel
filter and pressure regulator with fuel pump assembly, the fuel return system in which the fuel returns from
the engine area is discontinued and temperature rise inside the fuel tank is prevented.

Pulsation
Dumper

Pressure Regulator

Fuel Tank

Fuel Filter
Fuel Pump
Assembly
Fuel Pump

185EG16

3. Fuel Injector
The 12-hole type injector is used. By modifying its
injector nozzle to a taper shape, this injector has
achieved high atomizing performance of fuel. In
addition, the injector provides good performance
with the lightweight moving parts and the
optimized magnetic circuit.

DR011EG18
EG-24 ENGINE - 2AZ-FE ENGINE

IGNITION SYSTEM

1. General
 A DIS (Direct Ignition System) is used. The DIS improves the ignition timing accuracy, reduces
high-voltage loss, and enhances the overall reliability of the ignition system by eliminating the distributor.
 The DIS in this engine is an independent ignition system which has one ignition coil (with igniter) for each
cylinder.
 Iridium-tipped spark plugs are used.

Ignition Coil
(with Igniter)
+B
Camshaft G2
Position No.1 Cylinder
Sensor IGT1

IGT2 No.2 Cylinder

Crankshaft
NE
Position ECM
Sensor No.3 Cylinder
IGT3

Various IGT4 No.4 Cylinder

Sensor
IGF

165EG25

2. Spark Plug
Iridium-tipped spark plugs are used to improve ignition performance while maintaining the same durability
of the platinum-tipped spark plugs.

Specifications 

DENSO SK20R11
NGK IFR6A11
0.7 mm 1.0 - 1.1 mm
Plug Gap
(0.028 in.) (0.039 - 0.043 in.)

185EG38
Iridium Tip
 ENGINE - 2AZ-FE ENGINE EG-25

CHARGING SYSTEM

1. Segment Conductor Type Generator

 A compact and lightweight segment conductor type generator that generates high amperage output in a
highly efficient manner is used.
 This generator has a joined segment conductor system in which multiple segment conductors are welded
together to form the stator. Compared to the conventional winding system, the electrical resistance is
reduced due to the shape of the segment conductors, and their arrangement helps to make the generator
compact.

Conductor
Stator Stator Wire
Stator Segment Stator
Conductor Segment Conductor Wire
Conductor

A B
Joined B - B Cross
A - A Cross
Section Section
Joined Segment
A Conductor System B Winding System 206EG41
206EG40
Conventional Type Generator
Segment Conductor Type Generator

Stator

Segment
Conductor

Cross Section

206EG42

Stator of Segment Conductor Type Generator

Specifications 

Type SE0
Rated Voltage 12 V
Rated Output 100 A
Initial Output Starting Speed Max. 1,500 rpm
EG-26 ENGINE - 2AZ-FE ENGINE

Wiring Diagram 

Generator
B

M
ECM

IG Ignition Switch

Regulator
RLO

L To Discharge
Warning Light

01NEG45Y

2. Generator Pulley
 A helical coil type one-way clutch is used on the generator pulley in order to reduce the load that acts on
the auxiliary equipment belt.
 The pulley mounting nut and the generator pulley have been integrated to achieve a compact construction.

Pulley
Coil Spring

281EG12 281EG13

Helical Coil Type One-way Clutch

 ENGINE - 2AZ-FE ENGINE EG-27

STARTING SYSTEM

1. General
 A compact and lightweight PS (Planetary reduction-Segment conductor motor) type starter is used.
 Because the PS type starter contains an armature that uses square-shaped conductors, and its surface
functions as a commutator, it has resulted in both improving its output torque and reducing its overall
length.
 In place of the field coil used in the conventional type starter, the PS type starter uses two types of
permanent magnets: main magnets and interpolar magnets. The main magnets and interpolar magnets
have been efficiently arranged to increase the magnetic flux and to shorten the length of the yoke.

Surface Commutator

Permanent Magnet

Armature

Brush

Length
01NEG46Y

Specifications 

Starter Type PS Type

Rating Output 1.7 kW
Rating Voltage 12 V
Length*1 mm (in.) 128 (5.04)
Weight g (lb) 2950 (6.50)
Rotational Direction*2 Counterclockwise
*1: Length from the mounted area to the rear end of the starter
*2: Viewed from pinion side
EG-28 ENGINE - 2AZ-FE ENGINE

2. Construction
 Instead of constructing the armature coil with conventional type round-shaped conductor wires, the PS
type starter uses square conductors. With this type of construction, the same conditions that are realized
by winding numerous round-shaped conductor wires can be achieved without increasing the mass. As a
result, the output torque has been increased, and the armature coil has been made more compact.
 Because the surface of the square-shaped conductors that are used in the armature coil functions as a
commutator, the overall length of the PS type starter has been shortened.

Conventional Type
Brush
Armature Square-shaped Round-shaped
B Conductor Conductor
Commutator
B

A
Brush
Armature A-A B-B
A
Surface Commutator Cross Section Cross Section
PS Type (PS Type) (Conventional Type)
206EG20

 Instead of the field coils used in the conventional type starter, the PS type starter uses two types of
permanent magnets: the main magnets and the interpolar magnets. The main and interpolar magnets are
arranged alternately inside the yoke, allowing the magnetic flux that is generated between the main and
interpolar magnets to be added to the magnetic flux that is generated by the main magnets.
In addition to increasing the amount of magnetic flux, this construction shortens the overall length of the
yoke.

Magnetic Flux Generated by

Main Magnet Interpolar Magnet Relationship between Main Magnets
Yoke Magnetic Flux Generated
Main Magnet by Interpolar Magnets

S N
N S
S N

Armature
222EG15
Cross Section of Yoke
 ENGINE - 2AZ-FE ENGINE EG-29

SERPENTINE BELT DRIVE SYSTEM

1. General

Accessory components are driven by a serpentine belt consisting of a single V-ribbed belt. It reduces the
overall engine length, weight and the number of engine parts.

An automatic tensioner eliminates the need for tension adjustment.

Idler Pulley for Automatic Tensioner

Generator Pulley

Idler Pulley

Water Pump Pulley

Crankshaft Pulley

Air Conditioning
Compressor Pulley
240EG98

2. Automatic Tensioner
The automatic tensioner consists of an idler pulley and a tensioner. The idler pulley maintains belt tension
by the force of the spring that is located in the tensioner.

Arm Idler Pulley

A
A - A Cross Section Tensioner
258RV77
EG-30 ENGINE - 2AZ-FE ENGINE

ENGINE CONTROL SYSTEM

1. General
The engine control system for the 2AZ-FE engine has the following systems.

System Outline
SFI
An L-type SFI system directly detects the intake air volume with a hot-wire
Sequential Multiport type mass air flow meter.
Fuel Injection
The fuel injection system is a sequential multiport fuel injection system.
ESA
Ignition timing is determined by the ECM based on signals from various sensors.
Electronic Spark
The ECM corrects ignition timing in response to engine knocking.
Advance
Optimally controls the throttle valve opening in accordance with the amount of
ETCS-i accelerator pedal effort and the condition of the engine and the vehicle.
Electronic

A linkless-type is used, without an accelerator cable.
Throttle Control

An accelerator pedal position sensor is provided on the accelerator pedal.
System-intelligent

A non-contact type throttle position sensor and accelerator pedal position
(See page-43)
sensor are used.
VVT-i
Variable Valve Controls the intake camshaft to an optimal valve timing in accordance with the
Timing-intelligent engine condition.
(See page EG-48)
Air-fuel Ratio
Maintains the temperature of the air-fuel ratio sensor or oxygen sensor at an
Sensor, Oxygen
appropriate level to realize accuracy of detection of the oxygen concentration in
Sensor Heater
the exhaust gas.
Control
Air Conditioning By turning the air conditioning compressor ON or OFF in accordance with the
Cut-off Control engine condition, drivability is maintained.
Radiator cooling fan operation is controlled by signals from ECM based on the
Cooling Fan Control
engine coolant temperature sensor signal and the condition of the air
(See page EG-52)
conditioning operation.

Fuel pump operation is controlled by signal from the ECM.
Fuel Pump Control

The fuel pump is stopped when the SRS driver’s and front passenger’s airbags
(See page EG-53)
are deployed.
The ECM controls the purge flow of evaporative emissions (HC) in the canister
in accordance with engine conditions.
Evapotative Emission
Approximately five hours after the ignition switch has been turned OFF, the
Control
ECM operates the canister pump module to detect any evaporative emission
(See page EG-54)
leakage occurring in the EVAP (evaporative emission) control system through
changes in the 0.02 in. leak pressure.
Charging Control The ECM regulates the charging voltage of the generator in accordance with the
(See page EG-65) driving conditions and the charging state of the battery.
(Continued)
 ENGINE - 2AZ-FE ENGINE EG-31

System Outline
Engine Prohibits fuel delivery and ignition if an attempt is made to start the engine with
Immobilizer*2 an invalid ignition key.
Diagnosis When the ECM detects a malfunction, the ECM diagnoses and memorizes the
(See page EG-67) failed section.
Fail-safe When the ECM detects a malfunction, the ECM stops or controls the engine
(See page EG-67) according to the data already stored in memory.
*2: Models with Engine Immobilizer System
EG-32 ENGINE - 2AZ-FE ENGINE

2. Construction
The configuration of the engine control system in the 2AZ-FE engine is shown in the following chart.
SENSORS ACTUATORS
VG SFI
MASS AIR FLOW METER
#10
No.1 INJECTOR
INTAKE AIR TEMPERATURE THA #20
SENSOR No.2 INJECTOR
#30
No.3 INJECTOR
ENGIEN COOLANT THW #40
TEMPERATURE SENSOR No.4 INJECTOR

THROTTLE POSITION VTA1

SENSOR VTA2 ESA
IGT1

NE IGT4
CRANKSHAFT POSITION IGNITION COIL
SENSOR with IGNITER
IGF1
CAMSHAFT POSITION G2
SENSOR SPARK PLUGS

ACCELERATOR PEDAL VPA

POSITION SENSOR VPA2 ETCS-i
ECM
A1A M THROTTLE CONTROL
AIR-FUEL RATIO SENSOR
(Bank 1, Sensor 1) MOTOR

HEATED OXYGEN SENSOR OX1B

(Bank 1, Sensor 2) VVT-i
KNK1 OC1
KNOCK SENSOR CAMSHAFT TIMING OIL
CONTROL VALVE

COMBINATION METER
SPD

Vehicle Speed Signal FUEL PUMP CONTROL

FC CIRCUIT OPENING
IGNITION SWITCH RELAY
IGSW

Ignition Signal STA

Starter Signal
AIR-FUEL RATIO AND
PARK/NEUTRAL POSITION D, 2, L HEATED OXYGEN SENSOR
SWITCH HEATER CONTROL
R, P, N
HA1A AIR-FUEL RATIO SENSOR
TRANSMISSION CONTROL 3
HEATER (Bank1, Sensor1)
SWITCH
HT1B HEATED OXYGEN SENSOR
CCS HEATER (Bank1, Sensor2)
CRUISE CONTROL SWITCH

(Continued)
01MEG04Y
 ENGINE - 2AZ-FE ENGINE EG-33

ELS1 COOLING FAN CONTROL

DEFGGER SWITCH

FANH
ELS3 COOLING FAN RELAY No.1
TAIL LIGHT SWITCH

STP COOLING FAN RELAY No.2

STOP LIGHT SWITCH
ST1-
THB FANL
CURRENT SENSOR COOLING FAN RELAY No.3
VCIB

CANISTER PUMP MODULE

EVAPORATIVE EMISSION
CONTROL
CANISTER PRESSURE PPMP
SENSOR

IMI CANISTER PUMP MODULE

ECM
TRANSPONDER KEY ECU* IMO MPMP
LEAK DETECTION PUMP
CANH,
CANL VPMP
AIRBAG SENSOR ASSEMBLY VENT VALVE

PRG
PURGE VSV
EPS ECU

RLO
AIR CONDITIONING ECU GENERATOR
DF
MREL
SKID CONTROL ECU
MAIN RELAY
+B

TC
DLC3
COMBINATION METER
TACH
W
BATT MIL
BATTERY

01MEG05Y
: CAN

*: Models with Engine Immobilizer System

EG-34 ENGINE - 2AZ-FE ENGINE

3. Engine Control System Diagram

Park/Neutral
Position Switch
MIL Ignition
Accelerator Pedal DLC3
Position Sensor Switch
Generator

ECM
Circuit Opening Relay
Battery

Throttle
Position
Sensor
Mass Air Flow Meter
Throttle

Intake Air Temperature
Control Sensor
Motor
Camshaft Position
Camshaft Sensor
Purge VSV Timing
Oil Control
Valve
Ignition Coil
with Igniter

Injector

Engine
Coolant
Knock Sensor Temperature
Sensor

Crankshaft Position
Sensor
Canister
Filter TWCs

Fuel Pump
Canister Pump Module

Vent Valve

Leak Detection Pump Heated Oxygen Sensor

Canister Pressure Sensor (Bank 1, Sensor 2)
Air-fuel Ratio Sensor
(Bank 1, Sensor 1)

01MEG09Y
 ENGINE - 2AZ-FE ENGINE EG-35

4. Layout of Main Components

DLC3
Accelerator Pedal
Position Sensor

Mass Air Flow Meter

(Built-in Intake Air
Temperature Sensor)

VSV (for EVAP)

Battery Current
Sensor

Fuel Pump
Canister Pump Module

Vent Valve

Leak Detection Pump
Air Fuel Ratio Sensor
Canister Pressure Sensor
(Bank 1, Sensor 1) ECM
Heated Oxygen Sensor
(Bank 1, Sensor 2)
Injector Knock Sensor
Ignition Coil with Igniter

Camshaft Timing Throttle Position

Oil Control Valve Sensor

Camshaft Position
Sensor

Water Temperature
Crakshaft Position Sensor
Sensor

01MEG31Y
EG-36 ENGINE - 2AZ-FE ENGINE

5. Main Components of Engine Control System

General
The main components of the 2AZ-FE engine control system are as follows:

Component Outline Quantity

ECM 32-bit CPU 1
Mass Air Flow Meter Hot-wire Type 1
Crankshaft Position Sensor (Rotor Teeth) Pick-up Coil Type (36-2) 1
Camshaft Position Sensor (Rotor Teeth) Pick-up Coil Type (3) 1
Throttle Position Sensor Non-contact Type 1
Accelerator Pedal Position Sensor Non-contact Type 1
Built-in Piezoelectric Element Type
Knock Sensor 1
(Flat Type)
Air-fuel Ratio Sensor Type with Heater
1
(Bank 1, Sensor 1) (Planar Type)
Heated Oxygen Sensor Type with Heater
1
(Bank 1, Sensor 2) (Cup Type)
Injector 12-hole Type 4

ECM
The 32-bit CPU of the ECM is used to increase the speed for processing the signals.
 ENGINE - 2AZ-FE ENGINE EG-37

Air-fuel Ratio Sensor and Heated Oxygen Sensor

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

A1A+ OX1B
(3.3V)
Air-fuel Heated
Ratio Oxygen
Sensor ECM Sensor ECM
A1A- EX1B
(2.9V)

00REG21Y

Air-fuel Ratio Sensor Circuit Heated Oxygen Sensor

: Air-fuel Ratio Sensor

: Heated Oxygen Sensor

4.2 1

Air-fuel Ratio Sensor Data

Heated Oxygen
Displayed on Hand-held
Sensor Output (V)
Tester

2.2 0.1

11 (Rich) 14.7 19 (Lean)

Air-fuel Ratio
D13N11
EG-38 ENGINE - 2AZ-FE ENGINE

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

Platinum Heater
Alumina Electrode Atmosphere
Dilation Layer Atmosphere

Alumina

Heater
Platinum 271EG45
Electrode Sensor Element
(Zirconia)
Sensor Element (Zirconia)
Planar Type Air-fuel Ratio Sensor Cup Type Heated Oxygen Sensor

Warm-up Specification 

Sensor Type Planar Type Cup Type

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

Mass Air Flow Meter

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

Temperature Sensing
Element
Intake Air
Temperature
Sensor

Air Flow

Platinum Hot-wire 204EG54

Element
 ENGINE - 2AZ-FE ENGINE EG-39

Knock Sensor (Flat Type)

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

: Conventional Type
: Flat Type

(V)
A A: Detection Band of
Conventional Type
B: Detection Band of
Flat Type
Voltage

Frequency (Hz)
Characteristic of Knock Sensor 214CE04

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

Piezoelectric
Open/Short Circuit Element
Steel Weight Detection Resistor

Insulator
Vibration Plate
Piezoelectric
Element

214CE02
Flat Type Knock Sensor 214CE01 Conventional Type Knock Sensor
(Non-resonant Type) (Resonant Type)
EG-40 ENGINE - 2AZ-FE ENGINE

3) Operation
The knocking vibration is transmitted to the
steel weight and its inertia applies pressure to Steel Weight
the piezoelectric element. The action
generates electromotive force. Inertia

Piezoelectric
Element
214CE08

4) Open/Short Circuit Detection Resistor

While the ignition is ON, the open/short circuit detection resistor in the knock sensor and the resistor
in the ECM keep constant the voltage at the terminal KNK1 of engine.
An IC (Integrated Circuit) in the ECM is always monitoring the voltage of the terminal KNK1. If the
open/short circuit occurs between the knock sensor and the ECM, the voltage of the terminal KNK1 will
change and the ECM detects the open/short circuit and stores DTC (Diagnostic Trouble Code).
ECM

5V
Knock Sensor
200 kΩ
KNK1
IC
200 kΩ
EKNK

Piezoelectric Open/Short Circuit 214CE06

Element Detection Resistor
Service Tip
 In accordance with the adoption of an open/short circuit detection resistor, the inspection
method for the sensor has been changed. For details, refer to the 2006 RAV4 Repair Manual
(Pub. No. RM01M1U).
 To prevent the water accumulation in the connecter, make sure to install the flat type knock
sensor in the position as shown in the following illustration.

10
10

Knock Sensor

251EG12
 ENGINE - 2AZ-FE ENGINE EG-41

Throttle Position Sensor

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

Throttle Body

Throttle Position
Sensor Portion Magnetic
Yoke

Hall IC

Throttle Control
Motor Cross Section
01NEG43Y

Throttle Position
Sensor
Magnetic Yoke
(V)
VTA1 5
VTA2
Hall ETA
IC Output
Hall VCTA ECM Voltage VTA1
IC
VTA2
0 10 90 ()

Fully Close Fully Open

Throttle Valve Opening Angle
230LX12 238EG79

Service Tip
The inspection method differs from the conventional contact type throttle position sensor because
this non-contact type sensor uses a Hall IC.
For details, refer to the 2006 RAV4 Repair Manual (Pub. No. RM01M1U).
EG-42 ENGINE - 2AZ-FE ENGINE

Accelerator Pedal Position Sensor

The non-contact type accelerator pedal position sensor uses a Hall IC.
 The magnetic yoke that is mounted at the accelerator pedal arm rotates around the Hall IC in accordance
with the amount of effort that is applied to the accelerator pedal. The Hall IC converts the changes in the
magnetic flux at that time into electrical signals, and outputs them as accelerator pedal effort to the ECM.
 The Hall IC contains circuits for the main and sub signals. It converts the accelerator pedal depressed
angles into electric signals with two differing characteristics and outputs them to the ECM.
Internal Construction

A
Accelerator
Pedal Arm

Hall IC

Magnetic Yoke

A - A Cross Section
00SEG39Y

Accelerator Pedal
Position Sensor
Magnetic Yoke (V)
VPA
5
EPA
Hall
IC
VCPA VPA2
VPA2 ECM Output
Hall
IC
EPA2 Voltage VPA
90
VCP2
0

Fully Close Fully Open

228TU24 228TU25
Accelerator Pedal Depressed Angle

Service Tip
The inspection method differs from the conventional contact type accelerator pedal position sensor
because this non-contact type sensor uses a Hall IC.
For details, refer to the 2006 RAV4 Repair Manual (Pab. No. RM01M0U).
 ENGINE - 2AZ-FE ENGINE EG-43

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

General
 The ETCS-i is used, providing excellent throttle control in all the operating ranges. In the 2AZ-FE
engine, the accelerator cable has been discontinued, and an accelerator pedal position sensor has been
provided on the accelerator pedal.
 In the conventional throttle body, the throttle valve opening is determined by the amount of the
accelerator pedal effort. In contrast, the ETCS-i uses the ECM to calculate the optimal throttle valve
opening that is appropriate for the respective driving condition and uses a throttle control motor to control
the opening.
 The ETCS-i controls the IAC (Idle Air Control) system, the TRAC (Traction Control), VSC (Vehicle
Stability Control) system and curise control system.
 In case of an abnormal condition, this system switches to the limp mode.

System Diagram 

Throttle Valve

Throttle Position Sensor

Accelerator Pedal
Throttle
Position Sensor Control
Motor

Skid
Mass Air ECM Control
Flow Meter
ECU

Ignition Fuel
Coil Injector

: CAN
00REG17Y
EG-44 ENGINE - 2AZ-FE ENGINE

Construction
Throttle Body

Throttle Position
Sensor Portion

Reduction
Gears

View from A

Magnetic Yoke

Hall IC

Throttle Valve

Throttle Control
Motor

Cross Section 01NEG44Y

1) Throttle Position Sensor

The throttle position sensor is mounted on the throttle body, to detect the opening angle of the throttle
valve.

2) Throttle Control Motor

A DC motor with excellent response and minimal power consumption is used for the throttle control
motor. The ECM performs the duty ratio 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.

Operation

1) General
The ECM drives the throttle control motor by determining the target throttle valve opening in accordance
with the respective operating condition.
 Non-linear Control
 Idle Air Control
 TRAC Throttle Control
 VSC Coordination Control
 Cruise Control
 ENGINE - 2AZ-FE ENGINE EG-45

2) Normal Throttle Control (Non-linear Control)

It controls the throttle to an optimal throttle valve opening that is appropriate for the driving condition
such as the amount of the accelerator pedal effort and the engine speed in order to realize excellent throttle
control and comfort in all operating ranges.

Control Examples During Acceleration and Deceleration 

: With Control
: Without Control


Vehicle’s
Longitudinal G
0


Throttle Valve
Opening Angle
0

Accelerator Pedal
Depressed Angle
0 Time

005EG13Y

3) Idle Air Control

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

4) TRAC Throttle Control

As part of the TRAC system, the throttle valve is closed by a demand signal from the skid control ECU
if an excessive amount of slippage is created at a driving wheel, thus facilitating the vehicle in providing
excellent stability and driving force.

5) VSC Coordination Control

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.

6) Cruise Control
An ECM with an integrated cruise control ECU directly actuates the throttle valve for operation of the
cruise control.
EG-46 ENGINE - 2AZ-FE ENGINE

Fail-safe of Accelerator Pedal Position Sensor

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

ECM

Accelerator Pedal
Position Sensor Open

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

Accelerator Pedal Throttle Body

199EG45

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

ECM

Accelerator Pedal Close by

Position Sensor Return Spring

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

Accelerator Pedal Throttle Body

199EG46
 ENGINE - 2AZ-FE ENGINE EG-47

Fail-safe of Throttle Position Sensor

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

Injectors ECM Ignition Coils

Accelerator Pedal Return to

Position Sensor Prescribed Angle

Main
Sub Main
Sub
Return Throttle
Throttle Valve Spring Control
Motor

Accelerator Pedal Throttle Body

199EG47
EG-48 ENGINE - 2AZ-FE ENGINE

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

General

The VVT-i system is designed to control the intake camshaft within a range of 40 (of Crankshaft Angle)
to provide valve timing that is optimally suited to the engine condition. This realizes proper torque in
all the speed ranges as well as realizing excellent fuel economy, and reducing exhaust emissions.

Camshaft Position Sensor

Engine Coolant
Temperature Sensor
Throttle Position
Sensor

ECM

Crankshaft Mass Air Flow Meter Vehicle Speed Signal

Position Sensor

Camshaft Timing
Oil Control Valve
DR011EG25

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

ECM

Crankshaft Position Sensor Camshaft Timing

Target Valve Timing
Oil Control Valve
Mass Air Flow Meter Duty-cycle
Control
Throttle Position Sensor Feedback

Engine Coolant Temp. Sensor Correction

Camshaft Position Sensor Actual Valve Timing

Vehicle Speed Signal 221EG16

 ENGINE - 2AZ-FE ENGINE EG-49

Effectiveness of the VVT-i System

Operation State Objective Effect

TDC
Latest Timing

Minimizing overlap to

During Idling
Stabilized idling rpm
EX IN reduce blowback to the

At Light Load
Better fuel economy
intake side

BDC 185EG48

To Advance Side

Increasing overlap
Better fuel economy

At Medium Load EX IN increases internal EGR,
Improved emission
reducing pumping loss control

185EG49

Advancing the intake

In Low to Medium
valve close timing for Improved torque in low
Speed Range with EX IN
volumetric efficiency to medium speed range
Heavy Load
improvement

To Advance Side 185EG50

Retarding the intake

In High Speed Range EX IN valve close timing for Improved output
with Heavy Load volumetric efficiency
improvement

To Retard Side 287EG34

Latest Timing
Minimizing overlap to
prevent blowback to
the intake side leads to
Stabilized fast
At LowTemperature EX IN the lean burning idle rpm
condition, and
Better fuel economy
stabilizes the idling
speed at fast idle
185EG48

Latest Timing

Upon Starting Minimizing overlap to

Stopping the EX IN minimize blowback to Improved startability
Engine the intake side

185EG48
EG-50 ENGINE - 2AZ-FE ENGINE

Construction

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

Lock Pin
Housing Intake Camshaft

Vane (Fixed on Intake Camshaft)

Oil Pressure

At a Stop In Operation
169EG36

Lock Pin

2) Camshaft Timing Oil Control Valve

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

To VVT-i Controller To VVT-i Controller

(Advance Side) (Retard Side)
Sleeve

Spring

Drain Drain Coil

Plunger
Oil Pressure Spool Valve
221EG17
 ENGINE - 2AZ-FE ENGINE EG-51

Operation

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

Vane

ECM

Oil Pressure
Rotation Direction IN Drain 198EG35

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

Vane

ECM

Oil Pressure
Rotation Direction Drain IN 198EG36

3) Hold
After reaching the target timing, the valve timing is held by keeping the camshaft timing oil control valve
in the neutral position unless the traveling state changes.
This adjusts the valve timing at the desired target position and prevents the engine oil from running out
when it is unnecessary.
EG-52 ENGINE - 2AZ-FE ENGINE

8. Cooling Fan Control

On the models with air conditioning, the ECM controls the operation of the cooling fan in two speeds (Low
and High) based on the engine coolant temperature sensor signal and the air conditioning ECU signal. This
control is accomplished by operating the 2 fan motors in 2 stages through low speed (series connection) and
high speed (parallel connection).

Wiring Diagram 

Cooling Fan Cooling Fan

Relay No.3 Relay No.1

Air FANL
Conditioning Cooling Fan
ECU Motor No.2 Cooling Fan
ECM Relay No.2

Engine Coolant
Temperature Sensor
FANH
Cooling Fan
Motor No.1

01NEG09Y

Low Speed (Series Connection)

Cooling Fan Cooling Fan

Relay No.3 Relay No.1

Air FANL
Conditioning Cooling Fan
ECU Motor No.2 Cooling Fan
ECM Relay No.2

Engine Coolant
Temperature Sensor
FANH
Cooling Fan
: CAN Motor No.1

High Speed (Parallel Connection) 01NEG10Y

Cooling Fan Operation 

Air Conditioning Condition Engine Coolant Temperature C (F)

A/ C Compressor Refrigerant Pressure 94 (201.2) or lower 95.5 (203.9) or higher
OFF 1.2 MPa (12.5 kgf / cm2, 178 psi) or lower OFF High
1.2 MPa (12.5 kgf / cm2, 178 psi) or lower Low High
ON
1.2 MPa (12.5 kgf / cm2, 178 psi) or higher High High
 ENGINE - 2AZ-FE ENGINE EG-53

9. Fuel Pump Control

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 from OFF to ON cancels the fuel cut
control, and the engine can be restarted.

Circuit
Front Airbag Airbag Opening
Sensor Sensor ECM Relay
(RH and LH)

Fuel
Pump
Motor
Curtain Shield Side Airbag
Airbag Sensor* Sensor*
(RH and LH) (RH or LH)

: CAN 00REG18Y

*: Models with SRS Driver, Front Passenger, Side and Curtain Shield Airbags
EG-54 ENGINE - 2AZ-FE ENGINE

10. EVAP (evaporative Emission) Control System

General
The EVAP (evaporative emission) control system prevents the vapor gas that is created in the fuel tank from
being released directly into the atmosphere.
 The canister stores the vapor gas that has been created in the fuel tank.
 The ECM controls the purge VSV in accordance with the driving conditions in order to direct the vapor
gas into the engine, where it is burned.
 In this system, the ECM checks the evaporative emission leak and outputs DTC (Diagnostic Trouble
Code) in the event of a malfunction. An EVAP (evaporative emission) leak check consists of an
application of a vacuum pressure to the system and monitoring the changes in the system pressure in order
to detect a leakage.
 This system consists of the purge VSV, canister, refueling valve, canister pump module, and ECM.
 The ORVR (Onboard Refueling Vapor Recovery) function is provided in the refueling valve.
 The canister pressure sensor has been included to the canister pump module.
 The canister filter has been provided on the fresh air line. This canister filter is maintenance-free.
 The followings are the typical conditions for enabling an EVAP leak check:

 Five hours have elapsed after the engine has been turned OFF*.
 Altitude: Below 2400 m (8000 feet)
Typical Enabling  Battery voltage: 10.5 V or more
Condition  Ignition switch: OFF
 Engine coolant temperature: 4.4 to 35C (40 to 95F)
 Intake air temperature: 4.4 to 35C (40 to 95F)
*: If engine coolant temperature does not drop below 35C (95F), this time should be extended to 7hours.
Even after that, if the temperature is not less than 35C (95F), the time should be extended to 9.5 hours.

Service Tip
 The canister pump module performs the EVAP leak check. This check is done approximately five
hours after the engine is turned off. So you may hear sound coming from underneath the luggage
compartment for several minutes. It does not indicate a malfunction.
 The pinpoint pressure test procedure is carried out by pressurizing the fresh air line that runs from
the pump module to the air filler neck. For details, refer to the 2006 RAV4 Repair Manual (Pub.
No. RM01M1U).
 ENGINE - 2AZ-FE ENGINE EG-55

System Diagram

To Intake Manifold
Refueling Valve

Purge VSV

Canister Pump Module

Fuel Tank

Purge Air Canister Filter Vent

Line Valve
Fresh Air Line M
Leak Detection Pump
ECM & Pump Motor

Canister
P
Canister
Pressure Sensor

00REG22Y

Function of Main Components

Component Function
Contains activated charcoal to absorb the vapor gas that is created in the
Canister
fuel tank.
Controls the flow rate of the vapor gas from the fuel tank to the canister
Refueling when the system is purging or during refueling.
Valve Prevents a large amount of vacuum during purge operation or system
Restrictor Passage
monitoring operation from affecting the pressure in the fuel tank.
Fresh air goes into the canister and the cleaned drain air goes out into
Fresh Air Line
the atmosphere.
Opens and closes the fresh air line in accordance with the signals from
Vent Valve
the ECM.
Canister Leak Detection Applies vacuum pressure to the EVAP control system in accordance
Pumpp Module Pump with the signals from the ECM.
Canister Detects the pressure in the EVAP control system and sends the signals
Pressure Sensor to the ECM.
Opens in accordance with the signals from the ECM when the system
is purging, in order to send the vapor gas that was absorbed by the
Purge VSV
canister into the intake manifold. In system monitoring mode, this valve
controls the introduction of the vacuum into the fuel tank.
Canister Filter Prevents dust and debris in the fresh air from entering the system.
Controls the canister pump module and purge VSV in accordance with
the signals from various sensors, in order to achieve a purge volume that
ECM
suits the driving conditions. In addition, the ECM monitors the system
for any leakage and outputs a DTC if a malfunction is found.
EG-56 ENGINE - 2AZ-FE ENGINE

Construction and Operation

1) Refueling Valve
The refueling valve consists of the chamber A, chamber B, and restrictor passage. A constant
atmospheric pressure is applied to the chamber A.
 During refueling, the internal pressure of the fuel tank increases. This pressure causes the refueling
valve to lift up, allowing the vapor gas to enter the canister.
 The restrictor passage prevents the large amount of vacuum that is created during purge operation or
system monitoring operation from entering the fuel tank, and limits the flow of the vapor gas from the
fuel tank to the canister. If a large volume of vapor gas recirculates into the intake manifold, it will
affect the air-fuel ratio control of the engine. Therefore, the role of the restrictor passage is to help
prevent this from occurring.
Chamber A
Fresh Air Line

Refueling
Valve (Open)

Chamber B Canister
To Fuel
From Fuel Tank
Tank
Positive Pressure
Internal Pressure (Fuel Tank Pressure)
Negative Pressure
Restrictor Passage (Intake Manifold Pressure)
During Refueling During Purge Operation or
System Monitoring Operation
285EG76 D13N07

2) Fuel Inlet (Fresh Air Line)

In accordance with the change of structure of the EVAP control system, the location of a fresh air line
inlet has been changed from the air cleaner section to the near fuel inlet. The flesh air from the atmosphere
and drain air cleaned by the canister will go in and out of the system through the passage shown below.
Fuel Tank Cap Fresh Air

To Canister
Cleaned Drain Air
Fuel Inlet Pipe

228TU119
 ENGINE - 2AZ-FE ENGINE EG-57

3) Canister Pump Module

Canister pump module consists of the vent valve, leak detection pump, and canister pressure sensor.
 The vent valve switches the passages in accordance with the signals received from the ECM.
 A DC type brushless motor is used for the pump motor.
 A vane type vacuum pump is used.
Vent Valve
Canister
Pressure Sensor Fresh Air

Leak Detection Pump

 Pump Motor
 Vane Pump
Fresh Air

Canister Canister
Pressure Sensor
279EG25 279EG26

Simple Diagram 

Canister Pump Module

Vent Valve
Fresh Air
Filter Filter
M To Canister
Leak Detection Pump
& Pump Motor
P
Filter
Canister
Pressure Sensor
Reference Orifice
[0.5 mm (0.02 in.) Diameter]

D13N17
EG-58 ENGINE - 2AZ-FE ENGINE

System Operation

1) Purge Flow Control

When the engine has satisfied the predetermined conditions (closed loop, engine coolant temperature
above 74C (165F), etc.), the stored vapor gas are purged from the canister whenever the purge VSV
is opened by the ECM.
The ECM will change the duty ratio cycle of the purge VSV, thus controlling purge flow volume. Purge
flow volume is determined by intake manifold pressure and the duty ratio cycle of the purge VSV.
Atmospheric pressure is allowed into the canister to ensure that purge flow is constantly maintained
whenever purge vacuum is applied to the canister.
To Intake Manifold
Atmosphere

Purge VSV
(Open)

ECM

00REG23Y

2) ORVR (On-board Refueling Vapor Recovery)

When the internal pressure of the fuel tank increases during refueling, this pressure causes the diaphragm
in the refueling valve to lift up, allowing the vapor gas to enter the canister. Because the vent valve is
always open (even when the engine is stopped) when the system is in a mode other than the monitoring
mode, the air that has been cleaned through the canister is discharged outside the vehicle via the fresh
air line. If the vehicle is refueled in the monitoring mode, the ECM will recognize the refueling by way
of the canister pressure sensor, which detects the sudden pressure increase in the fuel tank, and will open
the vent valve.
Open

Close

00REG24Y
 ENGINE - 2AZ-FE ENGINE EG-59

3) EVAP Leak Check

a. General
The EVAP leak check operates in accordance with the following timing chart:

Timing Chart 

Purge ON (Open)
VSV OFF (Close)

Vent ON
Valve OFF (Vent)
ON
Pump Motor
OFF

Atmospheric Pressure

System
Pressure
0.02 in. Leak Pressure

1) 2) 3) 4) 5) 6)
275TU47

Order Operation Description Time

Atmospheric Pressure ECM turns vent valve OFF (vent) and measures EVAP
1) 10 sec.
Measurement control system pressure to memorize atmospheric pressure.
Leak detection pump creates negative pressure (vacuum)
0.02 in. Leak
2) through 0.02 in. orifice and the pressure is measured. ECM 60 sec.
Pressure Measurement
determines this as 0.02 in. leak pressure.
Leak detection pump creates negative pressure (vacuum) in
EVAP control system and EVAP control system pressure is
measured. If stabilized pressure is larger than 0.02 in. leak
Within
3) EVAP Leak Check pressure, ECM determines EVAP control system has a
12 min.
leakage.
If EVAP control system pressure does not stabilize within 12
minutes, ECM cancels EVAP monitor.
ECM opens purge VSV and measures EVAP control system
4) Purge VSV Monitor pressure increase. If increase is large, ECM interprets this as 10 sec.
normal.
Leak detection pump creates negative pressure (vacuum)
Repeat 0.02 in. Leak
5) through 0.02 in. orifice and pressure is measured. ECM 60 sec.
Pressure Measurement
determines this as 0.02 in. leak pressure.
ECM measures atmospheric pressure and records monitor
6) Final Check —
result.
EG-60 ENGINE - 2AZ-FE ENGINE

b. Atmospheric Pressure Measurement

1) When the ignition switch is turned OFF, the purge VSV and vent valve are turned OFF. Therefore,
the atmospheric pressure is introduced into the canister.
2) The ECM measures the atmospheric pressure through the signals provided by the canister pressure
sensor.
3) If the measurement value is out of standards, the ECM actuates the leak detection pump in order
to monitor the changes in the pressure.

Atmosphere
Purge VSV
(OFF)

Canister Pump Module

Vent Valve
(OFF)

M
Leak Detection Pump
ECM & Pump Motor
P
Canister
Pressure Sensor

00REG25Y
ON (Open)
Purge VSV
OFF (Close)
ON
Vent Valve
OFF (Vent)
ON
Pump Motor
OFF

Atmospheric Pressure

System Pressure

0.02 in. Leak Pressure

Atmospheric Pressure Measurement D13N22

 ENGINE - 2AZ-FE ENGINE EG-61

c. 0.02 in. Leak Pressure Measurement

1) The vent valve remains OFF, and the ECM introduces atmospheric pressure into the canister and
actuates the leak detection pump in order to create a negative pressure.
2) At this time, the pressure will not decrease beyond a 0.02 in. leak pressure due to the atmospheric
pressure that enters through a 0.02 in. diameter reference orifice.
3) The ECM compares the logic value with this pressure, and stores it as a 0.02 in. leak pressure in its
memory.
4) If the measurement value is below the standard, the ECM will determine that the reference orifice
is clogged and store DTC (Diagnostic Trouble Code) P043E in its memory.
5) If the measurement value is above the standard, the ECM will determine that a high flow rate pressure
is passing through the reference orifice and store DTCs (Diagnostic Trouble Codes) P043F, P2401
and P2402 in its memory.
Atmosphere

Purge VSV
(OFF)

Canister Pump Module

Vent Valve
(OFF)
M
Leak Detection Pump
ECM & Pump Motor
P
Canister Pressure
Sensor
Reference Orifice

00REG26Y

ON (Open)
Purge VSV
OFF (Close)
ON
Vent Valve
OFF (Vent)
ON
Pump Motor
OFF

Atmospheric Pressure

System Pressure

0.02 in. Leak Pressure

0.02 in. Leak Pressure Measurement

275TU48
EG-62 ENGINE - 2AZ-FE ENGINE

d. EVAP Leak Check

1) While actuating the leak detection pump, the ECM turns ON the vent valve in order to introduce a
vacuum into the canister.
2) When the pressure in the system stabilizes, the ECM compares this pressure with the 0.02 in. leak
pressure in order to check for a leakage.
3) If the measurement value is below the 0.02 in. leak pressure, the ECM determines that there is no
leakage.
4) If the measurement value is above the 0.02 in. leak pressure and near atmospheric pressure, the ECM
determines that there is a gross leakage (large hole) and stores DTC P0455 in its memory.
5) If the measurement value is above the 0.02 in. leak pressure, the ECM determines that there is a small
leakage and stores DTC P0456 in its memory.
Atmosphere

Purge VSV
(OFF)

Canister Pump Module

Vacuum
Vent Valve
(ON)

M
Leak Detection Pump
ECM & Pump Motor
P
Canister
Pressure Sensor Reference Orifice

00REG27Y

OFF (Close)
Purge VSV ON (Open)

ON
Vent Valve OFF (Vent)

ON
Pump Motor
OFF

P0455
Atmospheric Pressure

System Pressure P0456

0.02 in. Leak Pressure
Normal

EVAP Leak Check 275TU49

 ENGINE - 2AZ-FE ENGINE EG-63

e. Purge VSV Monitor

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

Atmosphere
Purge VSV
(ON)

Canister Pump Module

Vent Valve
(ON)

M
Leak Detection Pump
ECM & Pump Motor

P
Canister
Pressure Sensor

00REG28Y

ON (Open)
Purge VSV
OFF (Close)
ON
Vent Valve
OFF (Vent)
ON
Pump Motor
OFF

Atmospheric Pressure
Normal

System Pressure

0.02 in. Leak Pressure

P0441

275TU50
Purge VSV Monitor
EG-64 ENGINE - 2AZ-FE ENGINE

f. Repeat 0.02 in. Leak Pressure Measurement

1) While the ECM operates the vacuum pump, the purge VSV and vent valve turn off and a repeat 0.02
in. leak pressure measurement is performed.
2) The ECM compares the measured pressure with the pressure during EVAP leak check.
3) If the pressure during the EVAP leak check is below the measured value, the ECM determines that
there is no leakage.
4) If the pressure during the EVAP leak check is above the measured value, the ECM determines that
there is a small leakage and stores DTC P0456 in its memory.

Atmosphere

Purge VSV
(OFF)

Canister Pump Module

Vent Valve
(OFF)

M
Leak Detection Pump
ECM & Pump Motor
P

Canister Pressure
Sensor Reference Orifice
01MEG03Y

ON (Open)
Purge VSV
OFF (Close)
ON
Vent Valve
OFF (Vent)
ON
Pump Motor
OFF

Atmospheric Pressure

System Pressure
P0456
0.02 in. Leak Pressure
Normal

275TU51
Repeat 0.02 in. Leak Pressure Measurement
 ENGINE - 2AZ-FE ENGINE EG-65

11. Charging Control

General
This system lowers the generated voltage when the vehicle is idling or is being driven at a constant speed,
and raises the generated voltage when the vehicle is decelerating. This reduces the load on the engine as
a result of the electric generation of the generator, thus contributing to the fuel economy of the engine.
During acceleration, this system regulates the generated voltage in order to place the amperage estimation
value close to the target value.
 This control consists of the ECM, battery current sensor with a built-in battery temperature sensor,
generator, and various sensors and switches.
 The ECM detects driving condition based on signals from various sensors and switches, and detects
charging condition based on signals from the generator, battery current sensor and battery temperature
sensor. Then the ECM outputs signals to the IC regulator to control the genetated voltage of the generator.
The ECM stops the charging control and the generator switches to normal power generation mode under
the following conditions:
 Low battery capacity
 Low or high battery temparature
 Wipers operating or blower motor operating with tail lamp relay ON

System Diagram 

B Various Electrical
Generator Loads

DF Battery Current Sensor

Battery Temperature Sensor
Regulator RLO ECM

Battery Voltage
Battery

Various Sensors and Switches

 Throttle Position Sensor
 Crankshaft Position Sensor
 Accelerator Pedal Position
Sensor

01NEG13Y
EG-66 ENGINE - 2AZ-FE ENGINE

Battery Current Sensor

Installed on the negative terminal of the battery, this sensor detects the amount of charging and discharging
amperage of the battery and sends signal to the ECM. Based on this signal, the ECM calculates the battery
capacity. A Hall IC is used for detecting the amount of charging and discharging amperage. The changes
that occur in the magnetic flux density in the core as a result of the charging and amperage of the battery
are converted and output as voltage.

5 (V)

Output
Voltage

0
- 100 Current +100 (A)

Characteristic of Current Sensor

281EG86 258AS61

Batter Temperature Sensor

 The battery temperature sensor is built into the battery current sensor.
 The battery characteristic (battery internal resistance) of taking in current for charging varies according
to battery electrolyte temperature. If the electrolyte temperature is too low or too high, the battery internal
resistance will increase, resulting in early deterioration. To prevent this, the battery temperature sensor
changes its resistance as shown below to detect the temperature.

(kΩ)
6

Resistance

0 60 (C)
Battery Temperature
288EG61C
 ENGINE - 2AZ-FE ENGINE EG-67

Fail-safe
Due to a failure in the battery current sensor or battery temperature sensor, the ECM may determine the
necessity of performing a fail-safe operation. Then, the ECM stops the charging control and the generator
switches to the normal power generation mode.
When the ECM detects a malfunction in a sensor, the ECM memorizes the DTC (Diagnostic Trouble Code).
The MIL (Malfunction Indicator Lamp) does not illuminate.

DTC Chart 

DTC No. Detection Item DTC No. Detection Item

Battery Temperature Sensor Battery Current Sensor
P0516 P1551
Circuit Low Circuit Low
Battery Temperature Sensor Battery Current Sensor
P0517 P1552
Circuit High Circuit High

P0560 System Voltage P1602 Detection of Battery

Battery Current Sensor

P1550
Circuit

12. Diagnosis
 When the ECM detects a malfunction, the ECM makes a diagnosis and memorizes the failed section.
Furthermore, the MIL in the combination meter illuminates or blinks to inform the driver.
 The ECM will also store the DTCs of the malfunctions. The DTCs can be accessed by the use of the
hand-held tester.
 For details, refer to the 2006 RAV4 Repair Manual (Pub. No. RM01M1U).

Service Tip
To clear the DTC that is stored in the ECM, use a hand-held tester or disconnect the battery terminal
or remove the EFI fuse for 1 minute or longer.

13. Fail-safe
When a malfunction is detected at any of the sensors, there is a possibility of an engine or other malfunction
occurring if the ECM were to continue to control the engine control system in the normal way. To prevent
such a problem, the fail-safe function of the ECM either relies on the data stored in memory to allow the
engine control system to continue operating, or stops the engine if a hazard is anticipated. For details, refer
to the 2006 RAV4 Repair Manual (Pub. No. RM01M1U).