lexus_gs300_gs430_service_manual 8

NCFGS430/300188E

CELICA (NCF169U)

APPENDIX

Min. Running Ground Clearance mm (in.)

Angle of Approach degrees

Angle of Departure degrees

ItemArea

Body Type

Model Name

Model Code

Overall

Length mm (in.)

Width mm (in.)

Height mm (in.)

Wheel Base mm (in.)

TreadFront mm (in.)

Rear mm (in.)

Room

Front mm (in.)

Rear mm (in.)Overhang

Curb Weight

Gross Vehicle Weight

Front kg (lb)

Rear kg (lb)

Total kg (lb)

Front kg (lb)

Rear kg (lb)

Total kg (lb)

Fuel Tank Capacity (lmp.gal.)

Luggage Compartment Capacity m3 (cu.ft.)

Max. Speed km / h (mph)

Max. Cruising Speed km / h (mph)

Acceleration

Max. PermissibleSpeed

Min. Turning Radius

0 to 100 km / h sec.

0 to 400 m sec.

1st Gear km / h (mph)

2nd Gear km / h (mph)

3rd Gear km / h (mph)

4th Gear km / h (mph)

Tire m (ft.)

Body m (ft.)Engine Type

Valve Mechanism

Bore x Stroke mm (in.)Displacement cm3 (cu.in.)

Compression Ratio

Carburetor Type or Injection Pump Type (Diesel)

Research Octane No. or Cetane No. (Diesel)

Max. Output kW / rpm

Max. Torque N.m / rpm

Battery Capacity (5HR) Voltage & Amp. hr.

Alternator Output Watts

Starter Output kW

Clutch Type

Transaxle Type

Transmission GearRatio

Differential Gear Ratio

Differential Gear Size in.

Brake Type

Parking Brake Type

Brake Booster Type and Size in.

Proportioning Valve Type

Suspension Type

Stabilizer Bar

Steering Gear Type

Steering Gear Ratio (Overall)

Power Steering Type

In First

In Second

In Third

In Fourth

In Fifth

In Reverse

Front

Rear

FrontRear

Front

Rear

5

10

15

20

25

30

35

40

45

50

55

60

65

70

Maj

or D

imen

sion

s &

Veh

icle

Wei

ghts

Perf

orm

ance

Eng

ine

Eng

ine

Cha

ssis

Ele

ctri

cal

Europe

4-Door Sedan

GS430

Length mm (in.)

Width mm (in.)

Height mm (in.)

GS300 GS430 GS300

MAJOR TECHNICAL SPECIFICATIONS

UZS161L-BEAQKW JZS160L-BEAQFW UZS160R-BEAQKW JZS160R-BEAQFW

4805 (189.2) � � �

1800 (70.9) � � �

1445 (56.9) � � �

2800 (110.2) � � �

1535 (60.4) � � �

1510 (59.4) � � �

1975 (77.8) � � �

1550 (61.0) � � �

1180 (46.5), 1140 (44.9)*1 � � �

835 (32.9) � � �

1170 (46.1) � � �

155 (6.1) � � �

16� � � �

16� � � �

910 � 940 (2007 � 2073) 885 � 915 (1951 � 2017) 910 � 940 (2007 � 2073) 885 � 915 (1951 � 2017)

780 � 805 (1720 � 1775) � � �

1690 � 1745 (3727 � 3848) 1665 � 1720 (3671 � 3792) 1690 � 1745 (3727 � 3848) 1665 � 1720 (3671 � 3792)

1040 (2293) 1015 (2238) 1040 (2293) 1015 (2238)

1105 (2436) � � �

2145 (4729) 2120 (4674) 2145 (4729) 2120 (4674)

75 (19.8, 16.5) � � �

0.515 (18.2) � � �

239 (149) 230 (142) 239 (149) 230 (142)

215 (134) 210 (130) 215 (134) 210 (130)

5.8 8.2 5.8 8.2

14.3 15.8 14.3 15.8

66 (41) 55 (34) 66 (41) 55 (34)

102 (63) 85 (52) 102 (63) 85 (52)

156 (97) 130 (80) 156 (97) 130 (80)

— — — —

5.5 (18.0) � � �

5.9 (19.4) � � �

3UZ-FE 2JZ-GE 3UZ-FE 2JZ-GE

32-Valve, DOHC 24-Valve, DOHC 32-Valve, DOHC 24-Valve, DOHC

91.0 x 82.5 (3.58 x 3.25) 86.0 x 86.0 (3.39 x 3.39) 91.0 x 82.5 (3.58 x 3.25) 86.0 x 86.0 (3.39 x 3.39)

4293 (261.9) 2997 (182.9) 4293 (261.9) 2997 (182.9)

10.5 : 1 � � �

EFI � � �

95 or More � � �

— 163 / 5800 (EEC) — 163 / 5800 (EEC)

— 298 / 3800 (EEC) — 298 / 3800 (EEC)

12-55 � � �

1200 � � �

2.0 1.4 2.0 1.4

— — — —

A650E � � �

3.357 � � �

2.180 � � �

1.424 � � �

1.000 � � �

0.753 � � �

3.431 � � �

3.266 3.615 3.266 3.615

8” � � �

Ventilated Disc � � �

Solid Disc � � �

Duo-Servo � � �

Hydraulic � � �

— — — —

Double Wishbone � � �

Double Wishbone � � �

STD � � �

STD � � �

Rack and Pinion � � �

17.2 � � �

Integral Type � � �

*1: with Moon Roof*2: Models for Hong Kong, Singapore, Thai and Brunei

NCFGS430/300188E

CELICA (NCF169U)

APPENDIX

5

10

15

20

25

30

35

40

45

50

55

60

65

70

4-Door Sedan

GS300

G.C.C. CountriesAustralia

91

JZS160R-BEAQFQ JZS160L-BEAQFV

� �

� �

� �

� �

� �

� �

� �

� �

� �

� �

� �

� �

� �

� �

875 � 920 (1929 � 2029) �

775 � 810 (1709 � 1786) �

1650 � 1730 (3638 � 3815) �

1005 (2216), 1020 (2249)*2 1020 (2249)

1135 (2503), 1110 (2447)*2 1110 (2447)

2140 (4719), 2130 (4696)*2 2130 (4696)

� �

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� �

� �

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� �

� �

� �

� �

— —

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� �

� �

� �

� �

� �

— —

� �

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� �

� �

� �

� �

� �

3.916 3.615

� �

� �

� �

� �

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— —

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� �

NCFGS430/300188E

CELICA (NCF169U)

INTRODUCTION – OUTLINE OF NEW FEATURES

INTRODUCTION

OUTLINE OF NEW FEATURES“Truly a driver’s car of the highest dimension. Its combination of style and function gives the car a nimble andsolid form and impacts a progressive and sophisticated image”. These concepts of the previous GS300 aresucceeded by the new GS430/300 models, in which the GS430 grade has been newly added through the additionof the new 3UZ-FE engine. However, this 3UZ-FE engine has been adopted only on the European model.The new model has achieved a higher level of maturity through a number of changes. A description of thesechanges is given below.

1. Model Line-Up

� UZS161L-BEAQKW and UZS161R-BEAQKW have been added.

2. Exterior

� The design of the radiator grille has been changed.

� The headlight extension color has been changed.

� The design of the 16-inch wheel and wheel ornament have been changed.

� The design of the rear combination lights have been changed.

� The design of the baffles in the muffler has been changed.

� The front door windows have adopted water-repellent type glass.

� A tether has been provided to prevent the fuel filler cap from being lost.

3. Interior

� The design of the meter cluster has been changed.

� The color of the center register has been changed.

� A chrome-plated hole bezel has been adopted for the automatic transmission shifter.

� The front panel of the ashtray receptacle has adopted genuine wood.

� The design of the steering wheel has been changed.

� An assist grip has been newly added to the driver’s side.

4. 2JZ-GE Engine

� On Europe and Australia models, iridium-tipped spark plugs have been adopted.

� On Europe and Australia models, the construction of the exhaust manifold has been optimized to realizecleaner emissions.

� On Europe and Australia models, one additional three-way catalytic converter has been provided in theexhaust front pipe to realize cleaner exhaust emissions.

� A fuel cut control is adopted to stop the fuel pump when the airbag is deployed at the front or side collision.

� A compact and lightweight charcoal canister with an optimized internal construction has been newly adopted.

5. 3UZ-FE Engine

On new GS430, base on the 1UZ-FE engine adopted on previous LS400, 3UZ-FE engine of V8, 4.3-liter,32-valve DOHC with the enlarged boa has been adopted.This engine has adopted the VVT-i (Variable Valve Timing-intelligent system), ACIS (Acoustic Control In-duction System) and ETCS-i (Electronic Throttle Control System-intelligent), and these control functionshave been optimized in order to realize the further improvement of the engine performance, fuel economyand to reduce exhaust emissions.However, this engine has been adopted only on the European model GS430.

NCFGS430/300188E

CELICA (NCF169U)

INTRODUCTION – OUTLINE OF NEW FEATURES 3

6. A650E Automatic Transmission

� The same A650E 5-speed automatic transmission [Super ECT (Electronically Controlled Transmission)]used on the previous model continues to be used on the GS300, and has been newly adopted on the newGS430. The internal construction of this transmission differs slightly between the GS430 and GS300 ap-plications in accordance with the output characteristics of the respective engines.

� The E-shift is used on the GS300. The E-shift system, which has transmission shift switches located onthe steering wheel, enables the driver to manually shift the ranges without having to release the hands offthe steering wheel, provided that the floor shift lever is engaged in the M position.

7. Differential

The new GS300 continues to use the same differential used on the previous GS300. The new GS430 also usesthe same differential used on the previous GS300. However, on GS430, the gear ratio has been optimizedto 3.266 in. accordance with the output characteristics of a new 3UZ-FE engine, and cooling fins have beennewly added.

8. Suspension

� Low-pressure (N2) gas-sealed front shock absorbers with a linear control valve have been adopted on theGS430/300.

� The shape of the front stabilizer bar has been changed and its sheet thickness has been increased.The rigidity of the bushings for both the front and rear stabilizers has been increased in order to improvedriving stability and riding comfort.

9. Brake

� The same front and rear brakes of the previous GS300 are used. However, on the new GS430, the shapeof the dust covers of the front brakes has been changed in conjunction with the output characteristics ofthe engine in order to improve the cooling performance.

� The diameter of the master cylinder has been changed from 22.22 mm (0.87 in.) to 26.99 mm (1.06 in.)to realize the excellent brake feel and control performance.

� As in the previous model, a hydraulic brake booster, in which the brake actuator and master cylinder areintegrated, is used.However, the master cylinder pistons have adopted a dual construction consisting of outer and inner pis-tons. Ordinary, the outer and inner pistons operate in unison. If the accumulator pressure is not appliedto outer piston, only the inner piston operates to ensure braking force.

10. Body

� Anti-corrosion sheet steel is used in the roof panel of all the models. On the models for Europe, the areasin which the wax, sealer, and undercoat are applied have been expanded to improve the rust resistance per-formance.

� The construction of the asphalt sheet has been optimized and its application areas have been expanded toreduce engine and road noise.

NCFGS430/300188E

CELICA (NCF169U)

INTRODUCTION – OUTLINE OF NEW FEATURES4

11. Multiplex Communication System

� An airbag sensor assembly and a steering pad switch (only for the GS430) have been newly added to theBEAN (Body Electronics Area Network). Furthermore, on the models with the GPS (Global PositioningSystem) voice navigation system, a gateway ECU that provides the function to convert the transmissionsignals between the BEAN and the AVC-LAN (Audio Visual Communication - Local Area Network) hasbeen added. Along with the addition of these items, new DTCs (Diagnosis Trouble Codes) have been add-ed to the multiplex communication system.

� The multimedia ECU has been discontinued.

12. Air Conditioner

A deodorizing function that eliminates the exhaust gas smell that enters the cabin from the outside has beenadded to the conventional clean air filter. This clean air filter uses spreading type activated charcoal in thedeodorizing layer to eliminate the exhaust gas smell.

13. Multi Display

� A Multi display has been provided on the center cluster panel of the European model as an option. Thedisplay, which consists of a 7.0-inch wide LCD (Liquid Crystal Display) screen with a IR (Infrared) – sen-sitive touch panel, offers improved ease of use.

� Through the use of the GPS (Global Positioning System) and map data in a DVD (Digital Versatile Disc),this navigation system analyzes the position of the vehicle and indicates that position on the map that isdisplayed on the screen.Additionally, it provides voice instructions to guide the driver through the route to reach the destinationthat has been selected.

14. Power Window System

In the power window system, the starting time of the transmitter-linked up-and-down function has beenchanged from approximately 1.5 seconds to approximately 2.5 seconds.

15. Door Lock Control System

“Collision door lock release” functions have been added to the door lock control system of the newGS430/300 models for Europe. Furthermore, for improved theft deterrence, a double locking system is stan-dard equipment on the RHD model for Europe and optional equipment on the LHD model for Europe.

16. SRS AIRBAG SYSTEM

� A curtain shield airbag has been adopted as the SRS (Supplementary Restraint System) of the newGS430/300. This curtain shield airbag operates under the same condition as the side airbag.

� The GS430/300 have adopted a fuel cut control that stops the fuel pump if the airbag has been deployed.

� A function that detects whether or not the front passenger seat is occupied and prohibits the deploymentof the front passenger airbags (front, side, and curtain shield) if the seat is unoccupied, has been adoptedin the SRS airbag system.

� The airbag sensor assembly has been added to the BEAN (Body Electronics Area Network).

NCFGS430/300188E

CELICA (NCF169U)

INTRODUCTION – OUTLINE OF NEW FEATURES

188IN01

5

17. Audio

A steering pad switch that operates the audio unit has been provided on the steering wheel of the new GS430.

NCFGS430/300188E

CELICA (NCF169U)

INTRODUCTION – MODEL CODE & MODEL LINE-UP

UZS161 L – B E A Q K W1 2 3 4 5 6 7 8

1BASIC MODEL CODEUZS161 : With 3UZ-FE EngineJZS160 : With 2JZ-GE Engine

2STEERING WHEEL POSITIONL : Left-Hand DriveR : Right-Hand Drive

4BODY TYPEE : 4-Door Sedan

5GEAR SHIFT TYPEA : 5-Speed Automatic, Floor

6GRADEQ : —

8

DESTINATIONW : EuropeQ : AustraliaV : G.C.C. Countries

3MODEL NAMEB : GS430/300

7ENGINE SPECIFICATIONK : Compact DOHC and EFIF : Sporty DOHC and EFI

LR

LR

MODEL CODE

MODEL LINE-UP

TRANSMISSION

DESTINATION MODEL ENGINE BODY TYPE GRADE 5-Speed Automatic

A650E

EuropeGS430 3UZ-FE UZS161 -BEAQKW

Europe

4 Door SedanJZS160 -BEAQFW

Australia GS300 2JZ-GE4-Door Sedan —

JZS160R-BEAQFQ

G.C.C. Countries JZS160L-BEAQFV

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES

NEW FEATURES – EXTERIOR

188IN02

Radiator Grille

Headlight Extension

188IN03

Rear Combination LightBaffle

8

EXTERIOR

�FRONT DESIGN

� The design of the radiator grille has been changed to express the powerfulness and the sportiness of thevehicle.

� A dark-gray top coat has been applied to the headlight extension color of the GS430 models for Europeto achieve a sporty look. A green top coat has been applied to the headlight extension color of the GS300models for Europe to achieve a natural look.

�REAR DESIGN

� A transparent outer lens and an inner extension have been adopted in the rear combination lights to givethe lights a sense of depth and an innovative look.

� The baffle diameter of the muffler has been increased to achieve a sporty look.

NCFGS430/300188E

CELICA (NCF169U)


188IN04

160RN05

188IN06

160RN04

188IN05

Water-Repellent Glass Normal Glass

Water Drop

Water-Repellent Coating

Glass

Water Drop

Glass

Service Tip

Be careful when wiping dirt from the glass surface because the effectiveness of the water repellence islimited.

9

�WHEEL

Six-spoke, 16-inch aluminum wheels that havedepth and a three-dimensional look have beenadopted to further enhance the vehicle’s sporty ap-pearance.

�FRONT DOOR GLASS

Water-repellent glass has been adopted on the front windows of all models as standard equipment.

NCFGS430/300188E

CELICA (NCF169U)


188IN07

Tether

10

�FUEL FILLER CAP

A tether has been provided on the fuel filler cap toprevent the cap from being lost.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – INTERIOR

188IN08

6 1 2

5 3 4

11

INTERIOR

�DESCRIPTION

On the new GS430/300, the following changes have been made to the interior equipment.

1. The design of the meter cluster has been changed.

2. The color of the center register has been changed.

3. A chrome-plated hole bezel has been adopted for the automatic transmission shifter.

4. The front panel of the ashtray receptacle has adopted genuine wood.

5. The design of the steering wheel has been changed.

6. An assist grip has been newly added to the driver’s side.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – 2JZ-GE ENGINE

151EG39

0.7 mm (0.028 in.)

Iridium Tip

12

2JZ-GE ENGINE

�DESCRIPTION

The new GS300 continues to use the 2JZ-GE engine of the previous model. To further improve engine perfor-mance, fuel economy, and reduce exhaust emissions, the following changes have been made:

� On Europe and Australia models, iridium-tipped spark plugs have been adopted.

� On Europe and Australia models, the construction of the exhaust manifold has been optimized to realizecleaner emissions.

� On Europe and Australia models, one additional three-way catalytic converter has been provided in theexhaust front pipe to realize cleaner exhaust emissions.

� A fuel cut control is adopted to stop the fuel pump when the airbag is deployed at the front or side collision.

� A compact and lightweight charcoal canister with an optimized internal construction has been newlyadopted.

�SPARK PLUG (MODELS FOR EUROPE AND AUSTRALIA)

Iridium-tipped spark plugs have been adopted to improve ignition performance while maintaining the samelevel of durability of the platinum-tipped spark plugs.

� Recommended Spark Plugs �

DENSO SK20R-P11

Plug Gap1.0 – 1.1 mm

(0.0394 – 0.043 in.)

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – 2JZ-GE ENGINE

188EG01

TWC

Exhaust Manifold

Exhaust Front Pipe

188EG02

Front Airbag Sensor (RH and LH)

Airbag Sensor Assembly

Engine ECUFuel Pump ECU

Fuel Pump Motor

Side and CurtainShield AirbagSensor Assembly(RH and LH)

13

�EXHAUST MANIFOLD AND EXHAUST FRONT PIPE(MODELS FOR EUROPE AND AUSTRALIA)

� A stainless exhaust manifold is used, and the length of its pipes has been shortened to improve the warm-upperformance of the TWC (Three-Way Catalytic Converter).

� One additional three-way catalytic converter has been provided in the exhaust front pipe to realize cleanerexhaust emissions.

� Four heated oxygen sensors have been adopted at the same installation position as of the current GS300.

�FUEL PUMP CONTROL

A fuel cut control is adopted to stop the fuel pump when the airbag is deployed at the front or side collision.In this system, when the engine ECU detects the airbag deployment signal from the airbag sensor assembly,it actuates the fuel pump ECU to stop the operation of the fuel pump motor.After the fuel cut control has been activated, turning the ignition switch from OFF to ON cancels the fuel cutcontrol, thus engine can be restarted.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – 3UZ-FE ENGINE

188EG03

188EG04

14

3UZ-FE ENGINE

�DESCRIPTION

On new GS430, base on the 1UZ-FE engine adopted on previous LS400, 3UZ-FE engine of V8, 4.3-liter,32-valve DOHC with the enlarged boa has been adopted.This engine has adopted the VVT-i (Variable Valve Timing-intelligent system), ACIS (Acoustic Control In-duction System) and ETCS-i (Electronic Throttle Control System-intelligent), and these control functionshave been optimized in order to realize the further improvement of the engine performance, fuel economyand to reduce exhaust emissions.However, this engine has been adopted only on the European model GS430.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – 3UZ-FE ENGINE 15

� Engine Specifications �

Engine Type 3UZ-FE 1UZ-FE

No. of Cyls. & Arrangement 8-Cylinder, V Type �

Valve Mechanism32-Valve DOHC,Belt & Gear Drive

�

Combustion Chamber Pentroof Type �

Manifolds Cross-Flow �

Fuel System EFI �

Displacement cm3 (cu. in.) 4293 (261.9) 3969 (242.1)

Bore x Stroke mm (in.) 91.0 x 82.5 (3.58 x 3.25) 87.5 x 82.5 (3.44 x 3.25)

Compression Ratio 10.5 : 1 �

IntakeOpen –14� � 31� BTDC –14� � 36� BTDC

Valve Timing

IntakeClose 64� � 19� ABDC 64� � 14� ABDC

Valve Timing

ExhaustOpen 46� BBDC �

ExhaustClose 3� ATDC �

Fuel Octane Number RON 95 or more �

Oil Grade API SJ, EC or ILSAC �

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – 3UZ-FE ENGINE16

�MAJOR DIFFERENCES

The major differences between the new 3UZ-FE engine on the GS430 and the previous 1UZ-FE engine onthe LS400 are the following:

System Features

Engine Proper

� The water passage outside of the cylinder head bolts has been reduced toimprove the flow of the water around the valve seats, thus reducing thetemperature of the combustion chamber.

� The cylinder bore has been increased in size, and the thickness of the linerhas been decreased.

� The shape of the cylinder head gasket has been changed in conjunctionwith the increase in the size of the cylinder bore.

� The material of the cylinder head bolts has been changed to increase theiraxial tension. As a result, the head gaskets tightening has been improved.

� The piston diameter has been increased in size, and its shape has been opti-mized to achieve weight reduction.

� The material of the inner surface of the bushing in the small end of the con-necting rod has been changed from lead bronze alloy to phosphor bronzealloy.

� The material of the sliding surface of the crankshaft bearing has beenchanged from kelmet to aluminum alloy.

Cooling System� The shape of the water inlet housing has been optimized to increase the

water flow and to achieve weight reduction.� A pressurized reservoir tank has been adopted.

Intake and Exhaust

� A resonator and a tuning hole have been provided in the air cleaner inletto reduce the amount of intake air sound.

� The air cleaner case has been increased in size to reduce the amount of in-take air sound, and the construction of the air cleaner element has been op-timized to achieve weight reduction.

� A plug-in type air flow meter with a plastic housing has been adopted forweight reduction.

Systemg

� A stainless steel exhaust manifold with a single-pipe construction hasbeen adopted. As a result, the warm-up performance of the TWC (Three-way Catalytic Converter) has been improved.

� Two TWCs (Three-way Catalytic Converters) have been provided in thefront, and one in the center.

� Ultra thin-wall, high-cell ceramic type TWCs have been adopted.� A link-less type throttle body has been adopted.

Fuel SystemThe internal construction of the charcoal canister has been optimized toachieve a compact and lightweight configuration.

Ignition SystemThe construction of the ignition coil has been optimized to achieve acompact and lightweight configuration.

Engine ControlSystem

� Torque activated power train control has been newly adopted for the con-trol of ETCS-i. Also, the fail-safe control has been reconsidered with theadoption of the link-less type throttle body.

� A fuel cut control is adopted to stop the fuel pump when SRS driver’s andfront passenger’s airbags are deployed.

NCFGS430/300188E

CELICA (NCF169U)


NOTICE

When the cylinder heads are disassembled for servicing, be sure to assemble each cylinder head to thecorrect right or left bank. The camshaft may seize if they are assembled incorrectly.

188EG05

21�33’

IntakeSide

ExhaustSide

Valve Angle

151EG71

A A

Bead Plate

Inner Plate

A – A Cross Section

CylinderBore Side

17

�ENGINE PROPER

1. Cylinder Head

� The cylinder head is made of aluminum and has intake and exhaust ports in a cross-flow arrangement. Theintake ports are on the inside and the exhaust ports on the outside of the left and right banks respectively.

� The pitch of the intake and exhaust camshafts is shortened and the valve angle is narrowed to 21�33’.

� The left and right banks of cylinder heads are common in configuration.

2. Cylinder Head Gasket

The same type of (4-layer) steel laminate cylinder head gasket used in the previous 1UZ-FE engine on theLS400 is used in the new 3UZ-FE engine on the GS430, except that its shape has been slightly changed inaccordance with the increased cylinder displacement of the new engine.

NCFGS430/300188E

CELICA (NCF169U)


188EG09

188EG10

Bank Angle 90�

Front

Front

Bore Offset21.0 mm(0.827 in.)Bore Pitch

105.4 mm(4.15 in.)

3UZ-FE 1UZ-FE

1.5 mm(0.06 in.)

6.5 mm(0.26 in.)

5.5 mm(0.22 in.)

2.0 mm(0.08 in.)

AA Top View


18

3. Cylinder Block

� The cylinder block has a bank angle of 90�, a bank offset of 21 mm (0.827 in.) and a bore pitch of 105.5mm (4.15 in.), resulting in a compact block in its length and width even for its displacement.

� Light weight aluminum alloy is used for the cylinder block.

� In contrast to the previous 1UZ-FE engine on the LS400, the liner thickness in the new 3UZ-FE engineon the GS430 has been changed from 2 mm (0.08 in.) to 1.5 mm (0.06 in.) to achieve weight reductionand improved cooling performance. It is not possible to bore this liner due to its thinness. The thicknessof the wall has been changed from 5.5 mm (0.22 in.) to 6.5 mm (0.26 in.), and the shape of the water passagebetween the bores has been optimized to improve both cooling performance and rigidity.

NCFGS430/300188E

CELICA (NCF169U)


188EG12188EG11

3UZ-FE 1UZ-FE

Squish AreaDiscontinued

3UZ-FE

0.5 mm(0.02 in.)

1UZ-FE

19

4. Piston

� The piston head portion has adopted a taper squish shape to improve the fuel combustion efficiency.

� The sliding surface of the piston skirt has been coated with resin to reduce the amount of friction loss.

� Full floating type piston pins are used.

� By increasing the machining precision of the cylinder bore diameter, the outer diameter of the piston hasbeen made into one type.

� In contrast to the previous 1UZ-FE engine on the LS400, the placement position of the piston rings hasbeen slightly raised in the new 3UZ-FE engine on the GS430 in order to reduce the area in which unburnedfuel is likely to accumulate during the combustion process. Furthermore, the squish area in the thrust direc-tion of the piston head has been discontinued and the combustion chamber has been made shallower inorder to further improve the combustion efficiency, thus improving fuel economy.

NCFGS430/300188E

CELICA (NCF169U)


188EG13

188EG14

188EG15

Phosphor Bronze

Oil Jet Nozzle

Weight Adjusting Boss

Outer Mark

Plastic Region Tightening Bolt

Left Bank Connecting Rod

Right Bank Connecting Rod

Crankshaft

Front

Outer Marks (projected)

20

5. Connecting Rod

� The sintered and forged connecting rod is high-ly rigid and has little weight fluctuation.

� A weight-adjusting boss is provided at the bigend to reduce fluctuation of weight and balancethe engine assembly.

� In contrast to the previous 1UZ-FE engine onthe LS400, the material of the inner surface ofthe bushing in the small end of the connectingrod in the new 3UZ-FE engine on the GS430has been changed from lead bronze alloy tophosphor bronze alloy to reduce the lead quan-tity and to further improve the wear resistance.

� The connecting rod cap is held by plastic regiontightening bolts.

NOTE: When reusing the connecting rod capbolts, if the diameter at the thread is lessthan 7.0 mm (0.275 in.), it is necessary toreplace them with new ones.

� The connecting rods for the right and left banksare placed in opposite directions with the outermarks facing the crankshaft.

NCFGS430/300188E

CELICA (NCF169U)


188EG16

188EG17

188EG18

No.5 Journal

Front

Journal diameters for No.1-5 journals are indicated from the front end in order.

Front

Bottom view of cylinder block

Journal hole diameters forNo.1-5 journals are indicated.

21

6. Crankshaft and Crankshaft Bearings

� A forged crankshaft with five main journals, four connecting rod pins and eight balance weights is used.

� Connecting rod pins and journals are induction-hardened to ensure an added reliability.

� In contrast to the previous 1UZ-FE engine on the LS400, the material of the sliding surface of the crank-shaft bearing in the new 3UZ-FE engine on the GS430 has been changed from kelmet to aluminum alloyto discontinue the use of lead and to further enhance the engine’s quiet operation.

� Crankshaft bearings are selected carefully according to the measured diameters of the crank journal andcylinder block journal holes.

NOTE: The diameter of the crank journal and the cylinder block journal hole is indicated at the places shownbelow.

NCFGS430/300188E

CELICA (NCF169U)

188EG19

Right Bank

No.8 Cylinder

No.6 Cylinder

No.4 Cylinder

No.2 Cylinder

Front

Bank Angle

90�

Left Bank

No.7 Cylinder

No.5 Cylinder

No.3 Cylinder

No.1 Cylinder

FrontNo.1, 2

No.5, 6

No.3, 4TDC

No.7, 8BDC

Pin PositionNo.1, 2

No.3, 4

No.5, 6

No.7, 8


188EG20

Cylinder

No.1

No.8

No.4

No.3

No.6

No.5

No.7

No.2

0� 180� 360� 540� 720�

Injection

Intake Compression

Crankshaft Angle

Combustion Exhaust Combustion Exhaust

Ignition

22

NOTE: Numbers of the crankshaft and pistonsare shown on the right side.

Crankshaft angles and engine strokes (intake, compression, combustion and exhaust) are shown in the tablebelow. The firing order is 1–8–4–3–6–5–7–2.

NCFGS430/300188E

CELICA (NCF169U)


188EG21

Camshaft Timing Oil Control Valves

VVT SensorsExhaust Camshaft

Intake Camshafts

Intake Valves

Exhaust Camshaft

Exhaust Valves

VVT-i Controller

VVT-i Controller

Camshaft Position Sensor

Exhaust Valves

Intake Valves

23

�VALVE MECHANISM

1. General

� Each cylinder has 2 intake valves and 2 exhaust valves. Intake and exhaust efficiency has been increaseddue to the larger total port areas.

� The valves are directly opened and closed by 4 camshafts.

� The intake camshafts are driven by a timing belt, while the exhaust camshafts are driven through gearson the intake camshafts.

� The VVT-i (Variable Valve Timing-intelligent) system is used to improve fuel economy, engine perfor-mance and reduce exhaust emissions. For details, see page 47.

� In contrast to the previous 1UZ-FE engine on the LS400, an automatic timing belt tensioner with opti-mized construction and body material that has been changed to aluminum has been adopted in the new3UZ-FE engine on the GS430.

NCFGS430/300188E

CELICA (NCF169U)


151EG25

151EG24

188EG22

Advance Side Oil Passage

Retard Side Oil Passage

Timing RotorA

A


Exhaust Camshaft

Camshaft Drive Gears Timing Rotors

Intake Camshafts

Exhaust Camshaft

Camshaft Driven Gear (Scissors Gear)

VVT-i Controllers

Camshaft Driven Gear (Scissors Gear)

24

2. Camshafts

� The exhaust camshafts are driven by gears on the intake camshafts. The scissors gear mechanism has beenused on the exhaust camshaft to control backlash and reduce gear noise.

� A VVT-i controllers have been installed on the front of the intake camshafts to vary the timing of the intakevalves.

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

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

NCFGS430/300188E

CELICA (NCF169U)


188EG63

Camshaft

Valve Adjusting Shim

Valve Lifter

Valve

188EG25188EG24188EG23

Timing Belt Cover No.3



Right Bank Camshaft Timing Pulley

Water Pump PulleyLeft Bank Camshaft Timing Pulley

Belt Idler

Crankshaft Timing Pulley

Automatic Tensioner

Belt Idler

Air

Sleeve

Automatic Tensioner

Plunger Spring

Plunger

Oil

Return Spring

Piston Rod

Set Pin

Cylinder Body (Aluminum)

25

3. Intake and Exhaust Valve and Valve Lifter

� An inner shim type valve adjusting shim has been adopted as well as the current 1UZ-FE engine on theLS400.

� The valve lifter, which has been made lighter and thinner.

� High-strength, heat-resistant steel is used in both the intake and exhaust valves, and soft nitriding treatmenthas been applied to the stem and the face areas of the valves.

� Carbon steel with a round-shaped cross section has been adopted for the valve spring, which is used forboth the intake and exhaust valves.

� Specifications � mm (in.)

Item Intake Valve Exhaust Valve

FaceDiameter

34.5 (1.36) 29.0 (1.14)

StemDiameter

5.5 (0.22) 5.5 (0.22)

4. Timing Pulleys, Automatic Tensioner and Timing Belt Cover

� In contrast to the previous 1UZ-FE engine on the LS400, an automatic timing belt tensioner with opti-mized construction and body material that has been changed to aluminum has been adopted in the new3UZ-FE engine on the GS430.

� The timing belt cover No.3 is made of aluminum to reduce noise.

� The timing belt cover No.1 and No.2 are composite formed with a gasket to improve serviceability.

NCFGS430/300188E

CELICA (NCF169U)


188EG26

188EG27

Camshaft Timing Oil Control Valves

VVT-i Controllers

MAIN OIL HOLE

BY-PASS VALVE

RELIEF VALVE

OIL FILTER

OIL PUMP

OIL STRAINER

CYLINDER HEAD(FOR LEFT BANK)

EXHAUSTCAMSHAFTJOURNALS

INTAKECAMSHAFTJOURNALS

SCISSORS GEARMECHANISM

CAMSHAFT TIMINGOIL CONTROLVALVE FILTER

(FOR LEFT BANK)

CAMSHAFT TIMINGOIL CONTROL

VALVE(FOR LEFT BANK)

VVT-iCONTROLLER

(FOR LEFTBANK)

OIL PAN

CRANKSHAFTJOURNALS

CRANKSHAFTPINS

OIL JETS

PISTONS

CAMSHAFT TIMINGOIL CONTROLVALVE FILTER

(FOR RIGHT BANK)

CAMSHAFT TIMINGOIL CONTROL

VALVE(FOR RIGHT BANK)

VVT-iCONTROLLER

(FOR RIGHTBANK)

CYLINDER HEAD(FOR RIGHT BANK)

INTAKECAMSHAFTJOURNALS

EXHAUSTCAMSHAFTJOURNALS

SCISSORS GEARMECHANISM

Oil Pump

26

�LUBRICATION SYSTEM

� The lubrication circuit is fully pressurized and oil passes through an oil filter.

� The trochoid gear type oil pump is directly driven by the crankshaft.

� Along with the adoption of the VVT-i (Variable Valve Timing-intelligent), right bank and left bank cylin-der heads are provided with VVT-i controllers and camshaft timing oil control valves. This system is oper-ated by the engine oil.

NCFGS430/300188E

CELICA (NCF169U)


188EG28

188EG29

From Heater Core

To Heater Core

Throttle Body

RadiatorThermostat

Reservoir Tank

Cylinder Head

Cylinder Block

Water Pump

Heater Core

27

�COOLING SYSTEM

1. General

� The cooling system is a pressurized, forced-circulation type.

� A thermostat, having a by-pass valve, is located on the water pump inlet side of the cooling circuit. As thecoolant temperature rises, the thermostat opens and the by-pass valve closes, so the system maintains suit-able temperature distribution in the cylinder head.

� In contrast to the previous 1UZ-FE engine on the LS400, a pressurized reservoir tank that prevents theengine coolant from deteriorating upon contact with the external air has been adopted in the new 3UZ-FEengine on the GS430.The shape of the water inlet housing has been optimized to achieve the smooth flow of the engine coolant.

� In contrast to the previous 1UZ-FE engine on the LS400, the shape of the water inlet housing has beenoptimized in the new 3UZ-FE engine on the GS430 to achieve the smooth flow of the engine coolant.

NCFGS430/300188E

CELICA (NCF169U)


188EG30

Rotor

Volute Chambers

From Water Inlet Housing

Pulley Rotor

188EG33

188EG32

Flow of Water3UZ-FE Engine 1UZ-FE Engine

28

2. Water Pump

� The water pump has two volute chambers, andcirculates coolant uniformly to the left and rightbanks of the cylinder block.

� The water pump is driven by the back of thetiming belt.

� The rotor is made of resin.

3. Pressurized Reservoir Tank

The pressurized reservoir tank uses a conventional radiator cap on the reservoir tank, thus enabling the reser-voir tank to also maintain pressure. The coolant passage is completely sealed to block the entry of air. Thecoolant is constantly circulated throughout the system because the reservoir tank has been made a part of thecoolant passage. By eliminating any contact with the outside air in this manner, the loss or deterioration ofthe coolant through evaporation is prevented. Furthermore, because the air in the coolant passage is separatedinto gaseous and liquid forms in the reservoir tank, the gas-liquid separation performance has been improved.

4. Water Inlet Housing

In contrast to the previous 1UZ-FE engine on the LS400, the shape of the water inlet housing has been opti-mized in the new 3UZ-FE engine on the GS430 to achieve the smooth flow of the engine coolant.

NCFGS430/300188E

CELICA (NCF169U)


188EG60

Ignition Switch

Fan Main Relay

Condenser Fan Motor

Fan No.2 Relay

To A/C Magnetic Clutch Relay

BatteryFan No.3 Relay

Fan No.1 Relay

Radiator Fan Motor

1.2 MPa (12.5 kgf/cm2)

ON

OFF1.5 MPa (15.5 kgf/cm2)

A/C Pressure Switch

Water Temp. Switch83�C (181�F)

ON

OFF90�C (194�F)

29

5. Cooling Fan System

The same electric cooling fan system used on the previous GS300 has been adopted in the new 3UZ-FE en-gine on the GS430.The cooling fan controls the fan speed in 3 steps (OFF, Low, High) by using the water temperature switchin accordance with the engine coolant temperature and the operating condition of the air conditioner and byturning the 3 fan relays ON and OFF and connecting 2 fan motors in a series or parallel circuit.

� Wiring Diagram �

� Cooling Fan Operation �

Air Conditioner Condition Water Temperature

Compressor Refrigerant PressureAbout 83�C (181�F)

Or LowerAbout 90�C (194�F)

or Higher

OFF 1.2 MPa (12.5 kgf/cm2) or Lower OFF High

ON1.2 MPa (12.5 kgf/cm2) or Lower Low High

ON1.5 MPa (15.5 kgf/cm2) or Higher High High

NCFGS430/300188E

CELICA (NCF169U)


188EG34

Resonator

Air Cleaner Inlet

Tuning Hole

Resonator

Back Side View

Air Cleaner Cap

AirCleanerElement

Intake Air Connector Pipe

Air Cleaner Case

188EG35

Intake Air Control ValveFront

Actuator (for ACIS)

30

�INTAKE AND EXHAUST SYSTEM

1. Air Cleaner Inlet Pipe, Box and Air Connector

� A resonator and a tuning hole have been provided in the air cleaner inlet to reduce the amount of intakeair sound.

� The air cleaner case has been increased in size to reduce the amount of intake air sound, and the construc-tion of the air cleaner element has been optimized to achieve weight reduction.

2. Intake Manifold

� The low-to mid-speed range torque has been improved by increasing the length of the intake manifold port.

� The air intake chamber consists of upper and lower sections and contains an intake air control valve. Thisvalve is activated by ACIS (Acoustic Control Induction System) and is used to alter the intake pipe lengthto improve the engine performance in all speed ranges. For details, see page 58.

NCFGS430/300188E

CELICA (NCF169U)


144EG04151EG69

A

A

Resin

Metal Gasket


188EG37188EG36

Top View Top View

Side View Side View

Front Front

Top View

Side View188EG39188EG38

Cooling Holes Cooling Holes

Top View

Side View

Front Front

31

3. Intake Manifold Gasket

� A heat-barrier gasket has been adopted for use between the cylinder head and the intake manifold. Thisgasket, which restrains the heat transfer from the cylinder head to the intake manifold, helps restrain theintake air temperature and improve the charging efficiency.

� The construction of the gasket consists of resin that is sandwiched between metal gaskets.

4. Exhaust Manifold

� The front exhaust pipe has been shortened and the warm-up performance of the TWC (Three-Way Catalyt-ic Converter) has been improved.

� Cooling holes have been provided in the heat insulator for cooling the exhaust manifold.

� Right-Hand Exhaust Manifold � � Left-Hand Exhaust Manifold �

� Right-Hand Heat Insulator � � Left-Hand Heat Insulator �

NCFGS430/300188E

CELICA (NCF169U)


188EG40

TWCs

TWC

189EG21

Wall Thickness

32

5. Exhaust Pipe

Two TWCs (Three-way Catalytic Converters) have been provided in the front, and one in the center.

6. Three Way Catalytic Converter

An ultra thin-wall, high-cell ceramic type TWC has been adopted. This TWC enables to optimize the cellsdensity and to reduce wall thickness. In addition, it enables to achieve cleaner exhaust emission by double-coating the alumina material on the ceramic surface.

NCFGS430/300188E

CELICA (NCF169U)


189EG05

Fuel Pump

Fuel Filter

PulsationDamper

DeliveryPipes

Injectors

PulsationDamper

Pressure Regulator

Module Fuel PumpAssemblyJet Pump

Fuel Tank

33

�FUEL SYSTEM

1. General

� A fuel returnless system has been used to simplify the routing of the fuel pipe.

� An air-assist system has been adopted to improve the atomization of fuel, thus improving the performanceof the evaporative emissions.

� A compact 4-hole type fuel injector has been used.

� The same compact and lightweight charcoal canister that was initially installed on the 2JZ-GE engine hasbeen newly adopted.

2. Fuel Returnless System

� The fuel returnless system has been used to reduce evaporative emissions. With the pressure regulator andthe fuel filter-integrated fuel pump are housed inside the fuel tank, this system eliminates the return of fuelfrom the engine area. This helps prevent the internal temperature of the fuel tank from rising, and reducesevaporative emissions.

� 2 pulsation dampers are used to realize a quieter operation.

NCFGS430/300188E

CELICA (NCF169U)


151EG35

Throttle Valve Air Passage

Injector

Throttle Body

151EG36

Insulator

Air Gallery

O-Ring

34

3. Air-Assist System

This system is designed to regulate air intake (atmospheric side) using the throttle valve, and direct it to thenozzle of the fuel injector inside the intake manifold (negative pressure side). This promotes atomization ofthe fuel while reducing emissions and improving fuel economy and idle stability.

4. Fuel Injector

� A compact 4-hole type fuel injector has beenused.

� Air introduced from the throttle body and airgallery flows through the air chamber formedby the O-ring and insulator under the fuel injec-tor and then is mixed with the fuel. This designpromotes atomization of the fuel.

NCFGS430/300188E

CELICA (NCF169U)


163EG35

Main SenderGauge

Fuel Filter

Jet Pump

Pressure Regulator

Fuel Pump

152EG07152EG06

Jet Pump

FuelPump

Fuel Filter

Engine

Pressure Regulator

Chamber BJet Pump

Chamber A

From Chamber B

To Chamber A

From FuelPump

35

5. Module Fuel Pump Assembly

The main sender gauge, fuel pump, fuel filter,pressure regulator and jet pump have been inte-grated.

6. Jet Pump

A jet pump is adopted in the fuel tank. Since the propeller shaft is located below its center bottom, the fueltank of the new GS430 is shaped as indicated below.A fuel tank with such a shape tends to cause the fuel to be dispersed into both chamber A and chamber B whenthe fuel level is low, stopping the fuel in chamber B from being pumped out. To prevent this from occurring,a jet pump has been provided to transfer the fuel from chamber B to chamber A.This is accomplished by utilizing the flow of the fuel, so that the vacuum created by the fuel, as it passesthrough the venturi is used to suck the fuel out of chamber B and send it to chamber A.

NCFGS430/300188E

CELICA (NCF169U)


188EG62

CamshaftPositionSensor

Crankshaft Position Sensor

Various Sensors

G2

NE

Engine ECU

IGT1

IGT2

IGT3

IGT4

IGT5

IGT6

IGT7

IGT8

+B Ignition Coil (With Igniter)

No.1 Cylinder

No.2 Cylinder

No.3 Cylinder

No.4 Cylinder

No.5 Cylinder

No.6 Cylinder

No.7 Cylinder

No.8 CylinderIF1LIF2RIF1RIF2L

36

�IGNITION SYSTEM

1. General

� A DIS (Direct Ignition System) has been adopted. The DIS improves the ignition timing accuracy, reduceshigh-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 eachcylinder.

� Iridium-tipped spark plugs have been adopted.

� In contrast to the previous 1UZ-FE engine on the LS400, compact and lightweight ignition coils with anoptimized construction have been adopted in the new 3UZ-FE engine on the GS430.

NCFGS430/300188E

CELICA (NCF169U)


151EG39

0.7 mmIridium Tip

188EG41

Igniter

Iron Core

Plug Cap

Ignition Coil Cross Section

37

2. Spark Plug

Iridium-tipped spark plugs have been adopted to improve ignition performance while maintaining the samelevel of durability of the platinum-tipped spark plugs.

� Recommended Spark Plugs �

DENSO SK20R11

NGK IFR6A11

Plug Gap1.0 – 1.1 mm

(0.0394 – 0.043 in.)

3. Ignition Coil (with Igniter)

The DIS provides 8 ignition coils, one for eachcylinder. The spark plug caps, which provide con-tact to the spark plugs, are integrated with an igni-tion coil. Also, an igniter is enclosed to simplifythe system.However, in contrast to the previous 1UZ-FE en-gine on the LS400, compact and lightweight igni-tion coils with an optimized construction havebeen adopted in the new 3UZ-FE engine on theGS430.

NCFGS430/300188E

CELICA (NCF169U)


188EG42

Idler Pulley (for Automatic Tensioner)

Power Steering Pump Pulley

Alternator Pulley

Crankshaft Pulley

Idler Pulley

Air Conditioner Compressor Pulley

Idler Pulley

188EG43

Idler Pulley

Torsion Spring

Spring Case

Arm

Idler Pulley

RotatingDirection

IndicatorMark

Spring Case

Cross Section

38

�SERPENTINE BELT DRIVE SYSTEM

1. General

� Accessory components are driven by a serpen-tine belt consisting of a single V-ribbed belt. Itreduces the overall engine length, weight andnumber of engine parts.

� An automatic tensioner eliminates the need fortension adjustment.

2. Automatic Tensioner

The automatic tensioner, which mainly consists of an idler pulley, an arm, a spring case and a torsion spring,maintains the tension of the V-ribbed belt constant through the force of the torsion spring.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – 3UZ-FE ENGINE 39

�ENGINE CONTROL SYSTEM

1. General

The engine control system of the new 3UZ-FE engine is basically same in construction and operation as thatof the 1UZ-FE engine for the previous LS400.The engine control system of the 3UZ-FE engine in the new GS430 and 1UZ-FE engine in the previousLS400 are compared below.

System Outline 3UZ-FE 1UZ-FE

EFIElectronic Fuel

An L-type EFI system directly detects the intake airmass with a hot wire type air flow meter.

� �

Electronic FuelInjection The fuel injection system is a sequential multiport fuel

injection system.� �

ESAElectronic Spark

Ignition timing is determined by the engine ECU basedon signals from various sensors. The engine ECUcorrects ignition timing in response to engineknocking.

� �

Electronic SparkAdvance 2 knock sensors are used to improve knock detection. � �

The torque control correction during gear shifting hasbeen used to minimize the shift shock.

� �

VVT-iVariable ValveTiming-intelligent

Controls the intake camshaft to an optimal valvetiming in accordance with the engine condition. Fordetails, see page 47.

� �

ETCS-iElectronicThrottle Control

Optimally controls the throttle valve opening inaccordance with the amount of accelerator pedal effortand the condition of the engine and the vehicle. Inaddition, comprehensively controls the ISC, snowmode control, cruise control, VSC system and TRCsystems. For details, see page 52.

� �

System-intelligent Torque activated power train control has been adopted.Also, the fail-safe control has been reconsidered withthe adoption of the link-less type throttle body.For details, see page 52.

� –

ACISAcoustic ControlInduction System

The intake air passages are switched according to theengine speed and throttle valve angle to increaseperformance in all speed ranges.For details, see page 58.

� �

Under light engine loads,pump speed is low toreduce electric power

2-Steps Control by a fuelpump relay and a fuelpump resister.

– �

Fuel Pump Control

ploss. For details, see page61.

3-Steps Control by fuelpump ECU.

� –

The operation of the fuel pump will stop when theairbag is deployed at the front or side collision. Fordetails, see page 61.

� –

Oxygen SensorHeater Control

Maintains the temperature of the oxygen sensor at anappropriate level to increase accuracy of detection ofthe oxygen concentration in the exhaust gas.

� �

(Continued)

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – 3UZ-FE ENGINE40

System Outline 3UZ-FE 1UZ-FE

Air ConditionerCut-Off Control

By controlling the air conditioner compressor ON orOFF in accordance with the engine condition,drivability is maintained.

� �

EvaporativeEmission Control

The engine ECU controls the purge flow ofevaporative emissions (HC) in the charcoal canister inaccordance with engine conditions.

� �

Engine ImmobiliserProhibits fuel delivery and ignition if an attempt ismade to start the engine with an invalid ignition key.

� �

Function tocommunicate withmultiplexcommunicationsystem

Communicates with the meter ECU, A/C ECU, etc.,on the body side, to input/output necessary signals.

� �

DiagnosisWhen the engine ECU detects a malfunction, theengine ECU diagnoses and memorizes the failedsection.

� �

Fail-SafeWhen the engine ECU detects a malfunction, theengine ECU stops or controls the engine according tothe data already stored in the memory.

� �

NCFGS430/300188E

CELICA (NCF169U)


SPARK PLUGS

IGNITION COIL with IGNITER

No.1 INJECTOR

SENSORS ACTUATORS

AIR FLOW METER EFIVG

#1CRANKSHAFT POSITION SENSOR

NE

VVT SENSOR VVL

THROTTLE POSITION SENSORVTA

WATER TEMP. SENSORTHW

HEATED OXYGEN SENSOR(Bank 1, Sensor 1)

OXL1


OXR1


OXL2


OXR2

INTAKE AIR TEMP. SENSORTHA

VEHICLE SPEED SENSOR(for Transmission)

SP2

KNOCK SENSORSKNKL

IGNITION SWITCHSTA

� Starting Signal (ST Terminal)� Ignition Signal (IG Terminal)

ESAIGT1, 4, 6, 7

CAMSHAFT TIMING OILCONTROL VALVE (Bank 1)

VVT-i

OCV

CAMSHAFT POSITION SENSORG2

� Camshaft Position Signal

ACCELERATOR PEDALPOSITION SENSOR

VPA

VVR

VTA2

VPA2

KNKR

IGSW

No.2 INJECTOR#2

No.3 INJECTOR#3

No.4 INJECTOR#4

No.5 INJECTOR#5

No.6 INJECTOR#6

No.7 INJECTOR#7

No.8 INJECTOR#8

IF1R, IF1L

IGNITION COIL with IGNITERIGT2, 3, 5, 8

IF2R, IF2L

No.2, 3, 5 and 8

No.1, 4, 6 and 7

No.2, 3, 5 and 8

THROTTLE CONTROL MOTOR

ETCS-i

M

VSV

ACIS

ACIS

FUEL PUMP ECU

FUEL PUMP CONTROLFPC

AIR CONDITIONERMAGNET CLUTCH

AIR CONDITIONER CONTROL

ACMG

CAMSHAFT TIMING OILCONTROL VALVE (Bank 2)

OCR

DI

SPARK PLUGS

No.1, 4, 6 and 7

FUEL PUMP

Engine ECU

NEUTRAL START SWITCHP, N

� Neutral Start Signal� Shift Lever Position Signal

R, D, 3, 2

SHIFT LOCK ECU 4, L

� Shift Lever Position Signal

41

2. Construction

The configuration of the engine control system in the 3UZ-FE engine of the GS430 is as shown in the follow-ing chart.

(Continued)

NCFGS430/300188E

CELICA (NCF169U)


HEATED OXYGEN SENSORHEATER (Bank 1, Sensor 1)

DATA LINK CONNECTOR 3SIL

OXYGEN SENSOR HEATERCONTROL

HTL

CHECK ENGINEWARNING LIGHT

EFI MAIN RELAY BATTERY

+B

W

BATT, BM

STOP LIGHT SWITCHSTP

AIR CONDITIONERPRESSURE SWITCH

PRE

SKID CONTROL ECUTRC

KICK DOWN SWITCHKD

UNLOCK WARNING SWITCHKSW

CRUISE CONTROL SWITCHCCS

HTR HEATED OXYGEN SENSORHEATER (Bank 2, Sensor 1)

HTL2 HEATED OXYGEN SENSORHEATER (Bank 1, Sensor 2)

HTR2 HEATED OXYGEN SENSORHEATER (Bank 2, Sensor 2)

VSV

EVAP CONTROL

PRG

EFI MAIN RELAYMREL

THEFT DETERRENTINDICATOR LIGHT

IMLD

ENG

TC

Engine ECU

RXCKTRANSPONDER KEYAMPLIFIER

TXCT

CODE

AIR CONDITIONER ECU*1

AIRBAG SENSOR ASSEMBLY*2MPX1

BODY ECU No.1MPX2

SNOWSWITCH

PATTERNSELECTSWITCH

*1: LHD Model*2: RHD Model

SNOW PWR

42

NCFGS430/300188E

CELICA (NCF169U)


188EG44

Ignition SwitchFuel Pump ECU

Intake Air Temp. Sensor Air Flow

Meter

Fuel PumpCharcoal Canister

Throttle Position Sensor

Accelerator Pedal Position Sensor

VSV (for EVAP)

Throttle Controller VSV (for ACIS)

Camshaft Timing Oil Control Valve

InjectorInjector

Camshaft Timing OilControl Valve


VVT Sensor

VVT Sensor

Ignition Coil (with Igniter)

Ignition Coil (with Igniter)*1

*2

*2

Knock Sensor

Knock Sensor

*2

*2Crankshaft Position Sensor

Battery

DLC 3

Engine ECU

Air ConditionerStarter

NeutralStart Switch

Electronic Controlled Transmission Solenoid Valves

Check EngineWarning Light Vehicle Speed

Sensor (forTransmission)

43

3. Engine Control System Diagram

*1: Water Temp. Sensor*2: Heated Oxygen Sensor

NCFGS430/300188E

CELICA (NCF169U)


188E

G45

VV

T S

enso

r (B

ank

2)

VSV

Igni

tion

Coi

l

Inje

ctor

Kno

ck S

enso

rsV

VT

Sen

sor

(Ban

k 1)

Neu

tral

Sta

rt S

witc

h Fuel

Pum

p E

CU

DL

C 3

Acc

eler

ator

Ped

al P

ositi

on S

enso

r

Hea

ted

Oxy

gen

Sens

or

Hea

ted

Oxy

gen

Sens

orH

eate

d O

xyge

n Se

nsor

VSV

Hea

ted

Oxy

gen

Sens

or

Eng

ine

EC

U

Cam

shaf

t Tin

ing

Cam

shaf

t Pos

ition

Wat

er T

emp.

Sen

sor

Cam

shaf

t Tim

ing

Oil

Thr

ottle

Pos

ition

Air

Flo

w M

eter

(for

AC

IS)

(with

Ign

iter)

Oil

Con

trol

Val

ve

(for

EV

AP)

(Ban

k 2,

Sen

sor

1)(Ban

k 1,

Sen

sor

1)

(Ban

k 1,

Sen

sor

2)

(Ban

k 2,

Sen

sor

2)

Con

trol

Val

ve

Sens

or a

nd M

otor

Sens

or

Cra

nksh

aft P

ositi

onSe

nsor

44

4. Layout of Main Components

NCFGS430/300188E

CELICA (NCF169U)


188EG46

Intake AirTemp. Sensor

Hot-Wire

45

5. Main Components of Engine Control System

General

The following table compares the main components of the 3UZ-FE engine in the new GS430 and 1UZ-FEengine in the previous LS400.

Engine Type 3UZ-FE 1UZ-FE

Components Outline Quantity Outline Quantity

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 (1) 1 �

VVT Sensor Pick-Up Coil Type (3) 2 �

Throttle Position Sensor Linear Type 2 �

Accelerator Pedal Position Sensor

Linear Type 2 �

Knock SensorBuilt-In Piezoelectric

Type2 �

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

With Heater Type 4 �

Injector4-Hole Type with

Air Assist8 �

Air Flow Meter

A hot-wire type air flow meter has been adopted.This air flow meter, which is a plug-in type, al-lows a portion of the intake air to flow throughthe detection area. By directly measuring themass and the flow rate of the intake air, the detec-tion precision has been improved and the intakeair resistance has been reduced.

NCFGS430/300188E

CELICA (NCF169U)


151EG18

Timing Rotor


151EG19

Timing Rotor


151EG20

Timing Rotor VVT Sensor

Intake Camshaft

46


The timing rotor of the crankshaft consists of 34teeth, with 2 teeth missing. The crankshaft posi-tion sensor outputs the crankshaft rotation sig-nals every 10�, and the missing teeth are used todetermine the top-dead-center.


The camshaft position sensor is mounted on theleft bank cylinder head. To detect the camshaftposition, a protrusion that is provided on the tim-ing pulley is used to generate 1 pulse for every 2revolutions of the crankshaft.

VVT Sensor

A VVT sensor is mounted on the intake side ofeach cylinder head. To detect the camshaft posi-tion, a timing rotor that is provided on the intakecamshaft is used to generate 3 pulses for every 2revolutions of the crankshaft.

NCFGS430/300188E

CELICA (NCF169U)


188EG47

157EG23

Camshaft TimingOil Control Valves VVT Sensors

Engine ECUAir Flow Meter

Throttle PositionSensor

Oil Pump

CrankshaftPosition Sensor

VVT-i Controller

Water Temp. Sensor


Air Flow Meter


Water Temp. Sensor

VVT Sensors

Engine ECU

Target Valve Timing

Feedback

Correction

Actual Valve Timing

Camshaft TimingOil Control Valves

Duty Control

47

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

General

The VVT-i system is designed to control the intake camshaft within a wide range of 45� (of crankshaftangle) to provide a valve timing that is optimally suited to the engine condition, thus realizing improvedtorque in all the speed ranges and fuel economy, and reduce exhaust emissions.

NCFGS430/300188E

CELICA (NCF169U)


151EG29

Outer Gear

Inner Gear

Piston

VVT-i Controller

VVT Tube

Intake Camshaft

Exhaust Camshaft

Scissors Gear

165EG34

To VVT-iController(Advance Side)

To VVT-iController(Retard Side)

Coil

PlungerSpoolValve

OilPressure

Drain DrainSpring

48

Construction and Operation

1) VVT-i Controller

The VVT-i controller comprises the outer gear that is driven by the timing belt, the inner gear that is af-fixed to the camshaft and a movable piston that is placed between the outer gear and inner gear. Havinghelical splines (twisted, vertical grooves) on its inner and outer periphery, the piston moves in the axialdirection to shift the phase of the outer gear and inner gear, thus causing the valve timing to change contin-uously.The VVT tube drives the exhaust camshaft via the scissors gear that is installed on the back.

2) Camshaft Timing Oil Control Valve

The camshaft timing oil control valve controlsthe spool valve position in accordance withthe duty control from the engine ECU thus al-locating the hydraulic pressure that is appliedto the VVT-i controller to the advance and theretard side. When the engine is stopped, thecamshaft timing oil control valve is in themost retarded state.

NCFGS430/300188E

CELICA (NCF169U)


188EG48

Advance Signal

Duty Ratio

Retard Signal

Duty Ratio

Hold Signal

Duty Ratio

188EG49

188EG50

157EG35

157EG36

157EG37

Hol

dR

etar

dA

dvan

ce

PistonCamshaft TimingOil Control Valve

Timing Pulley

IntakeCamshaft Drain

Oil Pressure

DrainOil Pressure

49

Operation

� The camshaft timing oil control valve selects the path to the VVT-i controller according to the advance,retard or hold signal from the engine ECU. The VVT-i controller rotates the intake camshaft in the timingadvance or retard position or holds it according to the position where the oil pressure is applied.

OperationCamshaft Timing OilControl Valve DriveSignal

Description

When the camshaft timing oilcontrol valve is positioned asillustrated in accordance with theadvance signal from the engineECU, the oil pressure is applied tothe chamber at the advance side.Then, the twist of the helical splinecauses the camshaft to rotate in thedirection of timing advance.

When the camshaft timing oilcontrol valve is positioned asillustrated in accordance with theretard signal from the engine ECU,the oil pressure is applied to thechamber at the retard side. Then,the twist of the helical splinecauses the camshaft to rotate in thedirection of timing retard.

The engine ECU calculates thetarget timing angle according to thetraveling state to perform control asdescribed above. After setting at thetarget timing, the valve timing isheld by keeping the camshaft timingoil control valve in the neutralposition unless the traveling statechanges.This adjusts the valve timing at thedesired target position and preventsthe engine oil from running outwhen it is unnecessary.

NCFGS430/300188E

CELICA (NCF169U)


150EG34

EngineLoad

Range 4

Full Load Performance

Range 5

Range 3

Range 1, 2

Engien Speed

188EG51

188EG64

188EG65

TDC Latesttiming

BDC

EX IN

To retardside

EX IN

To advanceside

EX IN

50

� In proportion to the engine speed, intake air volume, throttle position and water temperature, the engineECU calculates an optimal valve timing under each driving condition and control the camshaft timing oilcontrol valve. In addition, engine ECU uses signal from the VVT sensors and the crankshaft position sensorto detect the actual valve timing, thus performing feed back control to achieve the target valve timing.

� Operation During Various Driving Condition (Conceptual Diagram) �

Operation State Range Valve Timing Objective Effect

During Idling 1Eliminating overlap toreduce blow back to theintake side

Stabilizedidling rpmBetter fueleconomy

At Light Load 2Decreasing overlap toeliminate blow back to theintake side

Ensuredenginestability

At MediumLoad

3Increasing overlap toincrease internal EGR forpumping loss elimination

Better fueleconomyImprovedemissioncontrol

NCFGS430/300188E

CELICA (NCF169U)


188EG66

188EG67

188EG52

188EG53

TDC

BDC

EX IN

To advanceside

EX IN

Toretard side

Latest timing

EX IN

EX IN

Latest timing

51

Operation State Range Valve Timing Objective Effect

In Low toMedium SpeedRange withHeavy Load

4Advancing the intake valveclose timing for volumetricefficiency improvement

Improvedtorque in lowto mediumspeed range

In High SpeedRange withHeavy Load

5Retarding the intake valveclose timing for volumetricefficiency improvement

Improvedoutput

At LowTemperatures

–

Eliminating overlap to preventblow back to the intake sideleads to the lean burningcondition, and stabilizes theidling speed at fast idling

Stabilized fastidle rpmBetter fueleconomy

Upon Starting/Stopping theEngine

–Eliminating overlap tominimize blow back to theintake side

Improvedstartability

NCFGS430/300188E

CELICA (NCF169U)


188EG54

Accelerator PedalPosition Sensor Throttle Valve Throttle Position Sensor

ThrottleControlMotor

Snow Switch

Skid ControlECU

Body ECUNo.1

Engine ECU

IgnitionCoils

FuelInjecters

Air FlowMeter

52

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

General

� The ETCS-i system, which realizes excellent throttle control in all the operating ranges, has beenadopted. However, in the new 3UZ-FE engine on the GS430, the accelerator cable has been discontinued,and an accelerator position sensor has been provided on the accelerator pedal. Accordingly, the limp-mode control during the fail-safe mode has been changed.

� In the conventional throttle body, the throttle valve opening is determined invariably by the amount ofthe accelerator pedal effort. In contrast, the ETCS-i uses the engine ECU to calculate the optimal throttlevalve opening that is appropriate for the respective driving condition and uses a throttle control motorto control the opening.

� The ETCS-i controls the ISC (Idle Speed Control) system, the snow mode control, the cruise control sys-tem, the TRC (Traction Control) system, and the VSC (Vehicle Stability Control) system.

� The torque-activated power train control has been newly adopted. This control enables the engine to gen-erate the necessary torque as desired by the driver, as well as to realize a smooth engine output character-istic.

NCFGS430/300188E

CELICA (NCF169U)


188EG55

Throttle Motor

Throttle Valve

Throttle PositionSensor

Throttle Return Spring

Reduction Gears

188EG57188EG56

Close

Open

EP2 VPA2 VCP2 EP1 VPA VCP1

V5

0 Close Open

VPA2

VPA

Accelerator Pedal Depressed Angle

Out

put V

olta

ge

53

Construction

1) Accelerator Pedal Position Sensor

The accelerator pedal position sensor is attached to the accelerator pedal. This sensor converts the accel-erator pedal depressed angles into electric signals with two differing characteristics and outputs them tothe engine ECU. One is the VPA signal that linearly outputs the voltage along the entire range of the accel-erator pedal depressed angle. The other is the VPA2 signal that outputs an offset voltage.

NCFGS430/300188E

CELICA (NCF169U)


150EG39150EG40

Close

Open

Out

put V

olta

ge

E2 VTA2 VTA VC

V5

0 Close Open

VTA2

VTA

Throttle Valve Opening Angle

54

2) Throttle Position Sensor

The throttle position sensor is attached to the throttle body. This sensor converts the throttle valve open-ing angles into electric signals with two differing characteristics and outputs them to the engine ECU.One is the VTA signal that linearly outputs the voltage along the entire range of the throttle valve openingangle. The other is the VTA2 signal that outputs an offset voltage.

3) Throttle Control Motor

A DC motor with excellent response and minimal power consumption is used for the throttle control mo-tor. The engine ECU performs the duty ratio control of the direction and the amperage of the current thatflows to the throttle control motor in order to regulate the opening angle of the throttle valve.

NCFGS430/300188E

CELICA (NCF169U)


188EG58

: With Control

: No ControlVehicle’sLongitudinal G

0

0

0

Throttle ValveOpening Angle

Time

Constant OpeningAccelerator PedalDepressed Angle

55

Operation

The engine ECU drives the throttle control motor by determining the target throttle valve opening in accor-dance with the respective operating condition.In addition to the controls listed below, torque-activated power train control has been newly adopted in theGS430.

1) Torque Activated Power Train Control � New Control

2) Normal-mode Control and Snow-mode Control

3) Idle Speed Control

4) Shift Shock Reduction Control

5) TRC Throttle Control

6) VSC Coordination Control

7) Cruise Control

1) Torque Activated Power Train Control

Controls the throttle to an optimal throttle valve opening that is appropriate for the driving condition suchas the amount of the accelerator pedal effort and the engine speed. As a result, excellent throttle controland comfort in all operating ranges, as well as smooth startoff acceleration and elastic acceleration havebeen achieved.

NCFGS430/300188E

CELICA (NCF169U)


163EG51

Conceptual Diagram

Throttle ValveOpening Angle

Normal-mode

Snow-mode

Accelerator PedalOpening Angle

56

2) Normal-mode Control and Snow-mode Control

� Controls the throttle to an optimal throttle valve opening that is appropriate for the driving conditionsuch as the amount of the accelerator pedal effort and the engine speed in order to realize excellentthrottle control and comfort in all operating ranges.

� In situations in which low-� surface conditions can be anticipated, such as when driving in the snow,the throttle valve can be controlled to help vehicle stability while driving over the slippery surface.This is accomplished by turning on the snow switch, which in response to the amount of the acceleratorpedal effort that is applied, reduces the engine output from that of the normal driving level.

3) Idle Speed Control

Controls the engine ECU and the throttle valve in order to constantly effect ideal idle speed control.

4) Shift Shock Reduction Control

The throttle control is synchronized to the ECT (Electronically Controlled Transmission) control duringthe shifting of the transmission in order to reduce the shift shock.

5) TRC Throttle Control

As part of the TRC system, the throttle valve is closed by a demand signal from the skid control ECUif an excessive amount of slippage is created at a driving wheel, thus facilitating the vehicle in ensuringstability and driving force.

6) VSC Coordination Control

In order to bring the effectiveness of the VSC system control into full play, the throttle valve openingangle is controlled by effecting a coordination control with the skid control ECU.

7) Cruise Control

An engine ECU with an integrated cruise control ECU directly actuates the throttle valve to effect theoperation of the cruise control.

NCFGS430/300188E

CELICA (NCF169U)


188EG59

Injectors Engine ECU Ignition Coils

Accelerator PedalSystem

AcceleratorPedal PositionSensor

ReturnSpring Open

ThrottleValve

ThrottlePositionSensor

ThrottleControlMotor

Throttle Body System

57

Fail-Safe

If an abnormal condition occurs with the ETCS-i system, the check engine warning light in the combinationmeter illuminates to inform the driver.The accelerator pedal position sensor comprises two sensor circuits. Therefore, if an abnormal conditionoccurs in the accelerator pedal position sensor, and the engine ECU detects the abnormal voltage differenceof the signals between these two sensor circuits, the engine ECU transfers to the limp mode by limiting themaximum opening angle of the throttle valve.If an abnormal condition occurs in the throttle body system which comprises two sensor circuits, the engineECU detects the abnormal voltage difference of the signals between these two circuits and cuts off the cur-rent to the throttle motor, causing the throttle valve to close. However, when the throttle motor is OFF, be-cause a return spring is provided in the throttle valve, the force of the spring keeps the throttle valve slightlyopen from the fully closed state. In this state, fuel injection cutoff control and ignition timing retard controlare effected in accordance with the accelerator opening, thus enabling the vehicle to be operated within therange of idling and limp mode.

Diagnosis

The DTCs (Diagnosis Trouble Codes) can be output to a hand-held tester via the data link connector 3.For details, refer to the Lexus GS430/300 Repair Manual (Pub. No.RM786E).

NCFGS430/300188E

CELICA (NCF169U)


151EG13


Actuator

VSV

Vacuum TankIntake Air Control Valve

EngineECU


58

8. ACIS (Acoustic Control Induction System)

General

The ACIS (Acoustic Control Induction System) is realized by using a bulkhead to divide the intake manifoldinto 2 stages, with an intake air control valve in the bulkhead being opened and closed to vary the effectivelength of the intake manifold in accordance with the engine speed and throttle valve opening angle. Thisincreases the power output in all ranges from low to high speed.

� System Diagram �

NCFGS430/300188E

CELICA (NCF169U)


188EG35

Intake AirControl Valve

Front

Actuator

151EG42

From Vacuum Tank

To Actuator

Atmosphere

59

Construction

1) Intake Air Control Valve

The intake air control valve, which is pro-vided in the middle of the intake manifold inthe intake air chamber, opens and closes tochange the effective length of the intake man-ifold in two stages.

2) VSV (Vacuum Switching Valve)

Controls the vacuum that is applied to the actuator by way of the signal (ACIS) that is output by the engineECU.

3) Vacuum Tank

Equipped with an internal check valve, the vacuum tank stores the vacuum that is applied to the actuatorin order to maintain the intake air control valve fully closed even during low-vacuum conditions.

NCFGS430/300188E

CELICA (NCF169U)


189EG22151EG14

: Effective Intake Manifold Length

Thr

ottle

Val

ve O

peni

ng A

ngle

60�

VSV ON

4700 (rpm)

Engine Speed

189EG23151EG15

: Effective Intake Manifold Length

Thr

ottle

Val

ve O

peni

ng A

ngle

60�

VSV OFF

4700 (rpm)

Engine Speed

60

Operation

1) When the Intake Control Valve Closes (VSV ON)

The engine ECU activates the VSV to match the longer pulsation cycle so that the negative pressure actson the diaphragm chamber of the actuator. This closes the control valve. As a result, the effective lengthof the intake manifold is lengthened and the intake efficiency in the low-to-medium speed range is im-proved due to the dynamic effect of the intake air, thereby increasing the power output.

2) When the Intake Control Valve Open (VSV OFF)

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

NCFGS430/300188E

CELICA (NCF169U)


152EG12152EG11

EngineECU

FPC

DI

FuelPumpECU

+B

FP+

FP–

E

EFI Main Relay

FuelPump

Battery

8.2 ms

4.1 ms

188EG02

Front Airbag Sensor (RH and LH)


Engine ECUFuel Pump ECU

Fuel Pump Motor

Side and CurtainShield AirbagSensor Assembly(RH and LH)

61

9. Fuel Pump Control

� To minimize the electric power loss, the fuel pump speed is controlled in 3 steps in accordance with theengine load.


FPC Signal Fuel Pump Speed

5 V

0 VHi

5 V

0 VMid

5 V

0 VLow

5 V

0 VStop

� A fuel cut control is adopted to stop the fuel pump when the airbag is deployed at the front or side collision.In this system, when the engine ECU detects the airbag deployment signal from the airbag sensor assem-bly, it actuates the fuel pump ECU to stop the operation of the fuel pump motor.After the fuel cut control has been activated, turning the ignition switch from OFF to ON cancels the fuelcut control, thus engine can be restarted.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – A650E AUTOMATIC TRANSMISSION

188CH05

62

A650E AUTOMATIC TRANSMISSION

�DESCRIPTION

� The same A650E 5-speed automatic transmission [Super ECT (Electronically Controlled Transmission)]used on the previous model continues to be used on the GS300, and has been newly adopted on the newGS430. The internal construction of this transmission differs slightly between the GS430 and GS300 ap-plications in accordance with the output characteristics of the respective engines.

� The E-shift is used on the GS300. The E-shift system, which has transmission shift switches located onthe steering wheel, enables the driver to manually shift the ranges without having to release the hands offthe steering wheel, provided that the floor shift lever is engaged in the M position.

� Specifications �

ModelNew Previous

ModelGS430 GS300 GS300

1st 3.357 � �

2nd 2.180 � �

Gear Ratio3rd 1.424 � �

Gear Ratio4th 1.000 � �

5th 0.753 � �

Reverse 3.431 � �

Fluid Capacity Liters (US qts, Imp. qts) 8.9 (9.4, 7.8) 8.2 (8.7, 7.2) 8.0 (8.5, 7.0)

Fluid Type ATF Type T-IV � �

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – A650E AUTOMATIC TRANSMISSION 63

�PLANETARY GEAR UNIT

1. General

The planetary gear unit of the A650E automatic transmission that has been adopted on the new GS430 isbased on the A650E of the previous GS300. The gears have been strengthened, the clutch and brake discshave been optimized, and the construction of the solenoid valve has been optimized in accordance with theoutput characteristics of the new engine. On the new GS300, the specs of the previous model continue to beapplied.

� Specifications �

ModelNew Previous

ModelGS430 GS300 GS300

C0 OD Direct Clutch 2 � �

C1 Forward ClutchThe No of Discs

6 5 �

C2 Direct ClutchThe No. of Discs

5 4 �

B0 OD Brake 4 3 �

B1 3rd Coast Brake Band Width mm (in.) 40 (1.57) � �

B2 3rd Brake 5 4 �

B3 2nd Brake The No. of Discs 6 5 �

B4 1st & Reverse Brake 6 5 �

F0 OD One-Way Clutch 24 20 �

F1 No.1 One-Way Clutch The No. of Sprags 20 16 �

F2 No.2 One-Way Clutch 24 � �

The No. of Sun Gear Teeth 31 � �

OD Planetary Gear The No. of Pinion Gear Teeth 32 � �

The No. of Ring Gear Teeth 95 � �


Front Planetary Gear The No. of Pinion Gear Teeth 16 � �



Center Planetary Gear The No. of Pinion Gear Teeth 21 � �



Rear Planetary Gear The No. of Pinion Gear Teeth 19 � �


NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – A650E AUTOMATIC TRANSMISSION64

�ELECTRONIC CONTROL SYSTEM (FOR GS430)

1. General

The A650E automatic transmission adopted in the new GS430 has been matched to the output characteristicsof the new engine. In order to further improve the shift feel, driveability, and fuel economy, the followingchanges have been made.

(1) Improved shift feel

(2) Improved driveability

(3) Improved fuel economy

System Function (1) (2) (3)

Flex Lock-upClutch Control

The operating range of the flex lock-up clutch has beenexpanded from the previous 5th and 4th gears to the 5th, 4th,and 3rd gears to improve fuel economy.

�

AI (ArtificialIntelligence)– SHIFT

On the previous model, the upshift prohibition region whiledriving uphill was applied only to the 5th gear. On the newmodel, this has been expanded to the 4th and 5th gears. On theprevious model, the automatic downshift during downhilldriving was applied only to the 4th gear. On the new model,this has been expanded to the 3rd and 4th gears to improvedriveability.

�

Shift TimingControl

� The vehicle speed at which downshifting into 1st gearduring engine braking occurs has been increased to improvedriveability.

� The hydraulic pressure passages, and solenoid valveconstruction have been optimized to achieve smoothshifting during the warm-up process following a coldstartoff.

�

Garage ShiftControl

To restrain the vertical movement of the vehicle when the shiftlever is moved from the D position to N, the clutch releasespeed has been optimized.

�

Shift DownControl

In order to ensure a smooth shift feel during downshifting toaccelerate the vehicle, the hydraulic passages and control havebeen optimized.

�

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – A650E AUTOMATIC TRANSMISSION

152CH03188CH02 188CH03

Transmission Shift Switches (Down) Transmission Shift Switches (Up)

Top Side Back Side Shift Pattern

188CH04

M ModeIndicator Gear

PositionIndicator

Speedometer

65

�E-SHIFT (FOR GS300)

1. General

The GS300 has adopted the E-shift system, which enables the driver to shift the ranges by operating the trans-mission shift switches that are located on the steering wheel.Provided that the shift lever is engaged in the M position, the driver can shift the ranges by operating the trans-mission shift switches that are located on the steering wheel.The maximum gear speed is limited in each of the ranges, permitting the gears to up-shift and down-shiftautomatically within the respective allowable range.Accordingly, the driver can shift the ranges without releasing the hands off the steering wheel, thus reducingthe time involved in shifting.This feature, combined with the high-response shift control, further reduces the shifting time.

2. Construction

The transmission shift switches for down-shift are located on the top side of the steering wheel and the trans-mission shift switches for up-shift are located on the back side of the steering wheel.

3. Shift Program

The driver selects the M position by engaging the shift lever. At that time, the M mode indicator and gearposition indicator illuminates in the combination meter.When abnormality has occurred in this system and if you shift lever to M position, M mode indicator flashesand informs the driver. However, usual driving is possible with other shift positions.The usable gears are shown in the chart below.

GearPositionIndicator

Usable Gear

5 5th � 4th � 3rd � 2nd � 1st

4 4th � 3rd � 2nd � 1st

3 3rd � 2nd � 1st

2 2nd � 1st

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – SUSPENSION

188CH06

188CH01

Low-PressureGas (N2)

Linear ControlValve

Extension SideDamping Force

LowSpeed

Medium andHigh Speed

Conventional ValveLinear Control Valve

Piston Speed

188CH07

Medium andHigh Speeds

Low Speeds

C-Valve

CutoutValve

LeafValve

66

SUSPENSION

�DESCRIPTION

� Low-pressure (N2) gas-sealed front shock absorbers with a linear control valve have been adopted on theGS430/300.

� The shape of the front stabilizer bar has been changed and its sheet thickness has been increased.The rigidity of the bushings for both the front and rear stabilizers has been increased in order to improvedriving stability and riding comfort.

�FRONT SHOCK ABSORBER

1. General of Linear Control Valve

Low-pressure (N2) gas sealed front shock absorbers with a linear control valve have been adopted to realizeboth driving stability and riding comfort.Through the adoption of the linear control valve, the changes in the damping force are made constant at lowpiston speeds, thus making the vehicle behave more smoothly in relation to the steering operation.At medium and high piston speeds, the damping force is reduced to lessen the vehicle vibrations in relationto the roughness of the road surface.

2. Construction of Linear Control Valve

The linear control valve consists of a C-valve, a cutout valve and a leaf valve. These valves adopt a laminateconstruction and form orifices. At low piston speeds, the oil flows through the cutouts of the valves to achievea linear damping force. At medium and high piston speeds, the valves flex to increase the amount of oil thatflows through, thus reducing the damping force.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – BRAKES

155CH62

RubberReactionDisc

Reaction Rod

Spool ValveReturnSpring

Regulator Piston

Return Spring

Master Cylinder Outer Piston

Master CylinderInner Piston

Power Piston

Operating Rod

Operating PortionMaster CylinderRegulator

155CH09

From Reservoir

To Front Brake

67

BRAKES

�DESCRIPTION

� The same front and rear brakes of the previous GS300 are used. However, on the new GS430, the shapeof the dust covers of the front brakes has been changed in conjunction with the output characteristics ofthe engine in order to improve the cooling performance.

� The diameter of the master cylinder has been changed from 22.22 mm (0.87 in.) to 26.99 mm (1.06 in.)to realize the excellent brake feel and control performance.

� As in the previous model, a hydraulic brake booster, in which the brake actuator and master cylinder areintegrated, is used.However, the master cylinder pistons have adopted a dual construction consisting of outer and inner pis-tons. Ordinary, the outer and inner pistons operate in unison. If the accumulator pressure is not appliedto outer piston, only the inner piston operates to ensure braking force.

�MASTER CYLINDER AND BRAKE BOOSTER

1. General

As in the previous model, a hydraulic brake booster, in which the brake actuator and master cylinder are inte-grated, is used.However, the master cylinder pistons have adopted a dual construction consisting of outer and inner pistons.Ordinary, the outer and inner pistons operate in unison. If the accumulator pressure is not applied, only theinner piston operates to ensure braking force.

2. Operation

During Power Supply Malfunction

If the accumulator pressure is affected due to some type of malfunction, no pressure will be supplied by theregulator. Then, a power assist cannot be provided to the force that is applied via the brake pedal and thepressure to the rear brakes cannot be increased.Because the power assist is not applied to the master cylinder outer piston, the master cylinder outer pistondoes not operate and remains in its initial position.The pressure to the front brakes will be increased by the master cylinder inner piston in accordance withthe pedal effort applied to the brake pedal.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – BODY

: Anti-Corrosion Sheet Steel

188BO01

New

Previous

68

BODY

�RUST-RESISTANT BODY

1. General

Anti-corrosion sheet steel is used in the roof panel of all the models. On the models for Europe, the areas inwhich the wax, sealer, and undercoat are applied have been expanded to improve the rust resistance perfor-mance.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – BODY

188BO02

188BO03

: Asphalt Sheet with Plastic Restraint Layer

: Asphalt Sheet

New

: Asphalt Sheet

Previous

: Asphalt Sheet with Plastic Restraint Layer

69

�LOW VIBRATION AND LOW NOISE BODY

The construction of the asphalt sheet has been optimized and its application areas have been expanded to re-duce engine and road noise.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – MULTIPLEX COMMUNICATION SYSTEM

188BE05

: BEAN (Instrument Bus): BEAN (Door Bus): AVC-LAN

Front PassengerDoor ECU

Rear RHDoor ECU

BEAN(Instrument Bus)

Engine ECU

Tilt andTelescopic ECU

Air ConditionerECU

No.2 Body ECU

Steering PadSwitch*1

Meter ECU

Airbag SensorAssembly

No.1 Body ECU

Power SeatECU

BEAN(Door Bus)

Moon RoofControl ECU*4

DriverDoor ECU

Rear LHDoor ECU

AVC-LAN

GatewayECU

MultiDisplay*2

Audio HeadUnit*3

70

MULTIPLEX COMMUNICATION SYSTEM

�DESCRIPTION

The following items have been changed in the new model.

� An airbag sensor assembly and a steering pad switch (only for the GS430) have been newly added to theBEAN (Body Electronics Area Network). Furthermore, on the models with the GPS (Global PositioningSystem) voice navigation system, a Gateway ECU that provides the function to convert the transmissionsignals between the BEAN and the AVC-LAN (Audio Visual Communication - Local Area Network) hasbeen added. Along with the addition of these items, new DTCs (Diagnosis Trouble Codes) have been add-ed to the multiplex communication system.For details, refer to the LEXUS GS430/300 Repair Manual (Pub. No.786E).

� The Multimedia ECU has been discontinued.


Shaded portions differ from the previous model.

*1: Only for the GS430*2: with GPS Voice Navigation System*3: without GPS Voice Navigation System*4: with Moon Roof

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – MULTIPLEX COMMUNICATION SYSTEM

Fron

t Pas

seng

er D

oor

EC

U

No.

1 B

ody

EC

U

No.

2 B

ody

EC

U

Dri

ver

Doo

r E

CU

Rea

r R

H D

oor

EC

U

Rea

r L

H D

oor

EC

U

Seat

EC

U

Moo

n R

oof

EC

U

Eng

ine

EC

U

Met

er E

CU

Air

bag

Sens

or A

ssem

bly

Tilt

and

Tel

esco

pic

EC

U

Stee

ring

Pad

Sw

itch

Gat

eway

EC

U

Air

Con

ditio

ner

EC

U

71

�SYSTEM OPERATION

The corresponding chart below illustrates the relationship between the body electrical system and the ECUsunder the control of the multiplex communication system.Shaded portions differ from the previous model.

Door Bus Instrument Panel Bus

Item

Power Window � � � � � � �

Door Lock Control � � � � � � � �

Wireless Door Lock Remote Control � � � � � � �

Light Auto Turn-Off � � � � �

Automatic Light Control � � �

Theft Deterrent � � � � � �

Illuminated Entry � � � � �

Key Reminder Buzzer � �

Trunk Lid Open �

Mirror Control � � � �

Front and Rear Fog Lights Control � �

Customized Body Electronics � � � � � � �

Diagnosis � � � � � � � � � � � �

Memory Adjust � � � �

Seat Belt Warning � � � �

ECT Signal Processing � � �

Air Conditioner Control � � � �

Displays of Various Meters � � � � � � � � � � �

Displays of Various Types ofVehicle Information

� � �

Audio Switch Operation � �

�: Master control (The ECU, which has a central role in controlling each system, outputs the signals toother ECUs to activate motors or other applicable components.)

�: Sub control (The ECU which has a supporting role in controlling each system, outputs control sig-nals to the master control, or receives signals from the master control to activate motorsor other applicable components.)

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – AIR CONDITIONER

188BE06

Clean Air Filter

Exhaust Gas Smell

SpreadingType ActivatedCharcoal

Clean Air

Deodorizing Layer

Service Tip

� The replacement interval for the clean air filter is 10,000 km or 1 years.However, it varies with the use conditions (or environment).

� Do not wash the clean air filter with water or use an air blower to clean it because the clean air filtercontains spreading type activated charcoal.

72

AIR CONDITIONER

�DESCRIPTION

A deodorizing function that eliminates the exhaust gas smell that enters the cabin from the outside has beenadded to the conventional clean air filter. This clean air filter uses spreading type activated charcoal in thedeodorizing layer to eliminate the exhaust gas smell.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – MULTI DISPLAY

188BE07

GPS Antenna

AVC-LAN

MultiDisplay

NavigationECU

PowerAmplifier

AudioUnit

CDAutomaticChanger

IlluminationSignal

SpeedSignal

Speaker Driver’s Door

Speaker(Other Doors)

GatewayECU

BEAN

AirConditionerECU

Body ECU Meter ECU

AVC-LAN

73

MULTI DISPLAY

�DESCRIPTION

� A Multi display has been provided on the center cluster panel of the European model as an option. Thedisplay, which consists of a 7.0-inch wide LCD (Liquid Crystal Display) screen with a IR (Infrared)-sensi-tive touch panel, offers improved ease of use.

� Through the use of the GPS (Global Positioning System) and map data in a DVD (Digital Versatile Disc),this navigation system analyzes the position of the vehicle and indicates that position on the map that isdisplayed on the screen.Additionally, it provides voice instructions to guide the driver through the route to reach the destinationthat has been selected.

�SYSTEM DIAGRAM

NCFGS430/300188E

CELICA (NCF169U)


188BE08

Gateway ECU

Multi Display

CD Automatic Changer

Power Amplifier

Navigation ECU

188BE17

BEAN

No.1BodyECU

EngineECU

GatewayECU

AVC-LAN

MultiDisplay

AudioUnit

74

�LAYOUT OF COMPONENT

�CONSTRUCTION AND OPERATION

1. Gateway ECU

The Gateway ECU transmits the vehicle information to the Multi display in order for it to be displayed ondisplay. Because vehicle information is transmitted by the ECUs that maintain communication on the BEAN(Body Electronics Area Network), the Gateway ECU converts this information into signals for AVC-LAN(Audio Visual Communication-Local Area Network) use and sends it to the Multi display.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – MULTI DISPLAY 75

2. Multi Display

General

Upon receiving the vehicle information that is transmitted by the Gateway ECU, the navigation informationthat is transmitted by the Navigation ECU, and the operation information from audio unit, Multi displaydisplays these data on the display.Listed below are the main function of the Multi display.

Function Outline

Audio Screen Display� Status of audio equipment and audio operation screen indication.� Sound quality adjustment screen indication.

On-screen Display� Display the operating condition of the air conditioner.� Display the outside temperature.

Adjustment Screen Display Image quality adjustment screen indication.

Trip Information Display

� Cruising Range� Distance After Refueling.� Average Speed.� Fuel Consumption (Current, After Refueling, Average).

Navigation Screen Display

� Language selector display.� Enlargement/reduction, rotation and movement of map.� Indication of current position and direction of travel.� Correction of current position.� Setting change and indication of route.� Voice guidance.There are many additional functions.

Diagnosis Screen Display� Service Check Menu.� Display Check.� Navigation Check.

Navigation Screen

The navigation screen is a function that is provided in the GPS voice navigation system.Based on the map data on the DVD, signals from the GPS satellites, signals from the built-in gyro sensor,and signals from the vehicle’s speed sensor, the vehicle’s present position, direction of travel, and drivendistance are calculated and displayed on this screen. This screen has the display functions listed below.

Item Outline

Heading Up/North Up Changes the orientation of the map.

Front WideDisplays a map in the direction of travel of the vehicle inan enlarged form.

Stepless Scale DisplayChanges the scale of the map from the basic 11 steps to aneven finer display.

Direct Scale Change Directly select and display the map scale.

Multi-step Scale Display Change and display the map scale in 11 stages.Map Display Scroll Display Scrolls the screen to display the desired point on the map.

Split-view DisplayDisplays different modes on a screen that is split into twoviews.

Points-of-Interest Display Displays selected types of marks on the map.

Taillight-interlocked MapColor Change

Changes the displayed color on the map screen when thetaillights are turned ON.

Road Number Sign BoardDisplay

Displays the road numbers on the map.

(Continued)

NCFGS430/300188E

CELICA (NCF169U)


187BE37

Diagnosis Menu

Service Check Menu

Display Check

Navigation Check

76

Item Outline

Hybrid Points-of-interestSearch

Narrows the search by names of the points-of-interest,category, and areas.

Hybrid Street Search Narrows the search by street name and area.

Points-of-InterestPinpoint Display

Pinpoints and displays the position of thepoint-of-interest.

DestinationTelephone number search Performs search by telephone number.

DestinationSearch Address Search Searches for a house number.Search

Special Memory PointSets a pre-registered point as a destination point whiledriving.

Nearest Points-of-InterestSearch List Display

Searches nearest points-of-interest and displays a list.

Intersection SearchBy specifying two streets, the point at which they intersectis set as the destination point.

Search

Search ConditionDesignation

Searches for the recommended, shortest, and other routes.Search

Regulated RoadConsideration

Performs search while considering regulated roads.

Language SelectorThe language of the text displayed on the navigationscreen and of the voice guidance can be selected from fivelanguages (English, French, German, Italian, and Dutch).

Right or Left TurnGuidance

Voice guidance to instruct the direction of travel to betaken.

Motorway Direction ofTravel Guidance

Voice guidance to instruct the direction of travel to takeon the motorway.

Guidance

Distance Display toDestination

Displays the distance from the present location to thedestination.

GuidanceMotorway BranchingLane Guidance

Guides the lane in which to drive when the motorwaybranches (only on the model for Germany).

Intersection Zoom-inDisplay

Zoom-in display when approaching an intersection.

Motorway SA/PAInformation

Displays information on the SA (service area) and PA(parking area) of the motorway.

Diagnosis Screen

This system’s diagnosis screen can be displayedand operated on the multi-information display.The diagnosis menu contains the following threeitems: Service Check Menu, Display Check, andNavigation Check.For details, refer to the LEXUS GS430/300 Re-pair Manual (Pub. No. RM786E).

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURE – MULTI DISPLAY

187BE38

Bit Size Comparison

CD DVD

SecondLayerFirstLayer

77

3. GPS (Global Positioning System) Voice Navigation

General

On the new GS430/300, the reading of the gyro sensor and map data that are enclosed in the NavigationECU has been changed from CD (Compact Disc) to DVD (Digital Versatile Disc).The GPS voice navigation function consists of the following components:

� GPS Antenna

� Speed Sensor

� Speaker

� DVD–ROM

� Navigation ECU

� GPS Receiver (Contained in the navigation ECU)

� Gyro Sensor (Contained in the navigation ECU)

DVD (Digtal Versatile Disc)

The DVD, which uses a smaller laser beam diameter than the CD (Compact Disc), is able to record and playback a greater amount of data because it can handle pits, or signal grooves, at a higher density. The volumeof data that a 12 cm (0.47 in.) diameter DVD can store is equivalent to approximately 7.5 times that of aCD-ROM, totaling 4.7 gigabytes. The navigation system has adopted a dual-layer DVD, which has two lay-ers per side to store a large capacity of signal data, totaling 8.5 gigabytes.

NCFGS430/300188E

CELICA (NCF169U)


182BE49

Turning Axis Center

Vibration Direction

Coriolis Force

Detection Portion

78

Gyro Sensor

The gyro sensor is designed to detect the yaw rate of vertical axis turn of the vehicle and installed in theNavigation ECU.The gyro sensor has a turning-fork shape type piezoelectric ceramic piece inside. This piezoelectric ceramicpiece deforms by charging voltage and generates voltage by deforming with force.The piezoelectric ceramic piece inside the gyro sensor is vibrated by the driving circuit and when the vehicleturns (when the detection portion turns to the axis direction), coriolis force is added to the detection portion.With this force, the detection portion is twisted. The voltage generated by this twisting is signal-processedinside the gyro sensor and outputted.Navigation ECU receives this signal and judges the yaw rate of the vehicle.

NCFGS430/300188E

CELICA (NCF169U)


151LBE24

GPS Satellites

Difference

Difference

Difference

Difference

79

Detecting the Vehicle Position

The navigation ECU calculates the position based on the principle of a 3-point measurement.The GPS satellites are equipped with high-precision clocks. Thus, the satellites are able to transmit continu-ous orbit signals and radiowave transmission time signals.The navigation ECU also contains a clock, which can understand the radiowave time signals that are re-ceived from the satellites.As a result, the length of time that is taken by the radiowaves to arrive from the satellites to the antenna canbe determined. Thus, the lengths of time that elapse for the radiowaves of the 4 satellites to reach the antennaare measured. Each of these lengths of time are multiplied by the luminous flux (the rate of transmissionof luminous energy: approximately 300,000 km per second), the results of which are the distances from thesatellites to the antenna. Because the positions of the GPS satellites are known by their signals, the receivingpoint (vehicle position) can be rendered as the point in which the 4 spheres (of which the centers are therespective satellites) converge.However, due to the differences that exist between the clocks of the satellite and the ECU, the 4 spheres donot converge at a single point. Therefore, the ECU uses another satellite to calculate the point at which the4 spheres converge at a single point and corrects its internal clock. As a result, the ECU determines the ve-hicle position and adjusts its internal clock to the clocks of the satellites.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – DOOR LOCK CONTROL SYSTEM

188BE09

Front Passenger’sDoor ECU

Rear RHDoor ECU

Meter ECU

BEAN(Instrument Bus)

AirbagSensorAssembly

Body ECU

Driver’s DoorDoor ECU

Rear LHDoor ECU

BEAN(Door Bus)

80

DOOR LOCK CONTROL SYSTEM

�DESCRIPTION

“Collision door lock release” functions have been added to the door lock control system of the newGS430/300 models for Europe. Furthermore, for improved theft deterrence, a double locking system is stan-dard equipment on the RHD model for Europe and optional equipment on the LHD model for Europe.


�Collision Door Lock Release Function

During a collision, when the Body ECU detects the signal that is output by the airbag sensor assembly, theBody ECU outputs a control signal to all the door ECUs to unlock their doors few seconds later.However, depending on the collision condition, there is a case where this function will not operate.

NCFGS430/300188E

CELICA (NCF169U)


188BE01

WirelessReceiver

FrontPassengerDoorECU

(1)

(2)

Body ECUBEAN

Key-linkedLock andUnlock Switch

ManualSwitch

DriverDoorECU

RearLH DoorECU

RearRH DoorECU

(1)

(2)

(1)

(2)

(1)

(2)

(1): Door Lock Motor and Switch(2): Double Locking Motor and Switch

CAUTION

Never activate the double locking system when there are people in the vehicle because the doors cannotbe opened from the inside of the vehicle.If locking the doors by accident, press “Unlock” button of the transmitter.

81

�DOUBLE LOCKING SYSTEM

1. General

� The double locking system also prevents the doors from being opened through the operation of the insidedoor knobs. Thus, the doors cannot be opened either from the inside or the outside of the vehicle.

� To lock the doors with this system, pressing the transmitter’s LOCK switch, then pressing it again within5 seconds activates the double locking system.


NCFGS430/300188E

CELICA (NCF169U)


188BE02

Inside HandleOpen Lever

Actuator

188BE04188BE03


Normal Lock Condition


Mis-swing

Double Locking Condition

82

2. Construction

The double locking system is installed in the door lock of the all door.

3. Operation

� When a door is locked through the operation of the transmitter, it locks in the normal manner; furthermore,the inside handle open lever becomes disengaged by the function of the double locking motor. As a result,if an attempt is made to unlock the door by operating the inside knob, the inside handle open lever willmerely mis-swing, without being able to unlock the door.

� The locking/unlocking function of the double locking system is normally activated by operating the trans-mitter. However, as an emergency unlocking maneuver, only the front door can be unlocked with a key.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – SRS AIRBAG SYSTEM

188BE11

Collision Impact

Collision Impact

Front Airbag Sensors

OccupantDetectionSensor

Airbag SensorAssembly

Side andCurtainShield AirbagSensorAssembly

FrontPassengerSeat BeltBuckle Switch

� Inflator (For Driver andFront Passenger)

� Seat Belt Pretensioner(LH and RH)

Inflator For Left Side and Left Curtain Shield

Inflator For Right Side and Right Curtain Shield

188BE10

Curtain Shield Airbag AssembliesInflator and Bag forFront Passenger(Above the Glove Box)

Side Airbag Assembly

Side andCurtain ShieldAirbag SensorAssembly

Occupant Detection SensorSeat BeltBuckle Switch

Side andCurtain ShieldAirbag SensorAssembly

Side AirbagAssembly


Inflator andBag for Driver In Steering Wheel Pad

Front Airbag SensorAssemblies

83

SRS AIRBAG SYSTEM

�DESCRIPTION

� A curtain shield airbag has been adopted in the SRS (Supplementary Restraint System) of the newGS430/300. This curtain shield airbag operates under the same condition as the side airbag.

� A function that detects whether or not the front passenger seat is occupied and prohibits the deploymentof the front passenger airbags (front, side, and curtain shield) if the seat is unoccupied, has been adoptedin the SRS airbag system.

� The Airbag sensor assembly has been added to the BEAN (Body Electronics Area Network).

� The GS430/300 have adopted a fuel cut control that stops the fuel pump if the airbag has been deployedat the front or side collision.


�LAYOUT OF COMPONENT

NCFGS430/300188E

CELICA (NCF169U)


188BE12

84

�SRS CURTAIN SHIELD AIRBAG

1. General

� In conjunction with impact absorbing structure for side collision, the SRS (Supplemental Restraint Sys-tem) curtain shield airbag has been designed to help reducing the impact energy that is transmitted to thedriver and front passenger in the event of a side collision. In a side collision, the side and curtain shieldairbag sensor detects the shock and if the side-to-side shock is greater than a specified value, and the curtainshield airbag stored in the front pillar and roof side for the driver or front passenger inflate instantly to helppreventing the driver’s or front passenger’s head from directly hitting against the door trim and windowor surroundings.

� Each SRS curtain shield airbag operate independently for the driver’s side and front passenger’s side.

� An electrical type SRS side and curtain shield airbags, in which the side and curtain shield airbags are acti-vated by the ignition signal emitted by the airbag sensor assembly, have been adopted.

2. Construction and Operation

Side and Curtain Shield Airbag Sensor

The side and curtain shield airbag sensor assesmbly is mounted on the right and left center pillars. The sideand curtain shield airbag sensor assembly has the side and curtain shield airbag sensor and safing sensor.The side and curtain shield airbag sensor detects the deceleration that occurs during the collision of the ve-hicle, converts it into an electrical signal and sends it to the Airbag sensor assembly. The safing sensor turnsON if an acceleration force that is higher than a predetermined value is applied to the safing sensor as a resultof a side collision. The basic construction and operation are the same of the side airbag sensor assembly usedin the previous GS300.


The Airbag sensor assembly is mounted on the center floor under the instrument panel. The Airbag sensorassembly receives signals from the side and curtain shield airbag sensor enclosed in the side and curtainshield airbag sensor assembly and judges whether the side and curtain shield airbags must be activated ornot.Furthermore, the Airbag sensor assembly diagnoses a system malfunction of the side and curtain shield air-bag system. The basic construction and operation are the same as in the current GS300.However, a diagnostic trouble code for the curtain shield airbag has been added. For details on the diagnosissystem, refer to the LEXUS GS430/300 Repair Manual Supplement (Pub. No. RM786E).

NCFGS430/300188E

CELICA (NCF169U)


177BE41

Compressive Gas

Curtain ShieldAirbag

DiffuserNail

Outer Hole Igniter

BracketBreak Washer

Clamp

CAUTION

The igniter is ignited even by a feeble current. As it is dangerous, never measure the resistance of theigniter with a volt /ohmmeter, etc.

85

Inflator and Bag

1) Construction

The inflator is installed on the instrument panel reinforcement. The inflator is comprised of an igniter,bracket, nail, break washer, container, and compressive gas. The construction of the inflator for the cur-tain shield airbag is basically the same as that of the inflator for the side airbag.

2) Operation

If the side and curtain shield airbag sensor is turned on by acceleration due to a side collision, electriccurrent then ignites the igniter in the inflator. The combustion of the igniter causes the gas to expand andthe bracket and nail to move. The movement of the bracket and nail causes the compressive gas to tearthe break washer and enables the gas to be discharged. The discharged gas mixes with the igniter’s com-bustion gas and flows into the bag through the outer hole and container. Then the curtain shield airbagtears open the front pillar garnish to further expand and to help to reduce the impact applied to the headof the driver/front passenger.

NCFGS430/300188E

CELICA (NCF169U)


177BE42

177BE43

Expansion Gas

Igniter

Nail

Compressive Gas Outer Hole

To CurtainShield Airbag

Combustion Gas

188BE13

: Compressive Gas

86

� Inflator �

� Bag �

NCFGS430/300188E

CELICA (NCF169U)


151LBE62188BE14

Front�

SeatCushion

Occupant Detection Sensor(Include Seat Cushion)

A

A

Spacer Electrode Sheet

Electrode Sheet


87

�AIRBAG DEPLOYMENT PROHIBITION FUNCTION

1. General

This function uses an occupant detection sensor to detect whether or not the front passenger seat is occupied.If the Airbag sensor assembly has determined that the front passenger seat is unoccupied, it prohibits the de-ployment of the front passenger airbags (front, side, and curtain shield).

2. Occupant Detection Sensor

The occupant detection sensor, which is enclosed in the seat cushion of the front passenger seat, is used todetect whether or not the front passenger seat is occupied.This sensor, which is shaped as illustrated below, consists of a construction in which two sheets of electrodessandwich a spacer. When the occupant is seated, the electrode sheets come in contact with each other throughthe hole that is provided in the spacer portion, thus enabling the current to flow. As a result, the airbag sensorassembly detects the presence of the occupant. This sensor is basically the same as the occupant detectionsensor of the conventional seat belt warning system, except that it is shaped differently.

NCFGS430/300188E

CELICA (NCF169U)

NEW FEATURES – AUDIO

188BE15

Steering PadSwitch

BEAN

GatewayECU

AVC-LAN

AudioUnit

188BE16

Volume +

MO-DE

Channel UP

Channel DOWN

Preset VolumeVolume –

88

AUDIO

�DESCRIPTION

A steering pad switch that operates the audio unit has been provided on the steering wheel of the new GS430.This steering pad switch, which contains frequently used audio switches, improves the ease of use of the au-dio unit.This switch has a built-in ECU that transmits the operating conditions of the switch to the Gateway ECU viathe BEAN (Body Electronics Area Network). The Gateway ECU converts these into the transmission signalsfor the AVC-LAN (Audio Visual Communication-Local Area Network, which are then output to the audiounit.


�STEERING PAD SWITCH

The steering pad switch contains frequently usedaudio switches (volume +, volume –, preset vol-ume, mode, and channel up/down) to improve theease of use of the audio unit.

lexus_gs300_gs430_service_manual 8

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