Lexus - GS300 - GS430 - Service - Manual 8

APPENDIX
MAJOR TECHNICAL SPECIFICATIONS

Item Body Type Model Name Model Code Length Overall Wheel Base Tread Major Dimensions & Vehicle Weights Front Rear Length Room Width Height Front Rear Width Height mm (in.) mm (in.) mm (in.) mm (in.) mm (in.) mm (in.) mm (in.) mm (in.) mm (in.) mm (in.) mm (in.) mm (in.) degrees Front Curb Weight Rear Total Front Rear Total degrees kg (lb) kg (lb) kg (lb) kg (lb) kg (lb) kg (lb) (lmp.gal.) m3 (cu.ft.) km / h (mph) GS430 UZS161L-BEAQKW 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 X 940 (2007 X 2073) 780 X 805 (1720 X 1775) 1690 X 1745 (3727 X 3848) 1040 (2293) 1105 (2436) 2145 (4729) 75 (19.8, 16.5) 0.515 (18.2) 239 (149) 215 (134) 5.8 14.3 66 (41) 102 (63) 156 (97) 5.5 (18.0) 5.9 (19.4) 3UZ-FE 32-Valve, DOHC 91.0 x 82.5 (3.58 x 3.25) 4293 (261.9) 10.5 : 1 EFI 95 or More 12-55 1200 2.0 A650E 3.357 2.180 1.424 1.000 0.753 3.431 3.266 8 Ventilated Disc Solid Disc Duo-Servo Hydraulic Double Wishbone Double Wishbone STD STD Rack and Pinion 17.2 Integral Type GS300 JZS160L-BEAQFW z z z z z z z z z z z z z z 885 X 915 (1951 X 2017) z 1665 X 1720 (3671 X 3792) 1015 (2238) z 2120 (4674) z z 230 (142) 210 (130) 8.2 15.8 55 (34) 85 (52) 130 (80) z z 2JZ-GE 24-Valve, DOHC 86.0 x 86.0 (3.39 x 3.39) 2997 (182.9) z z z 163 / 5800 (EEC) 298 / 3800 (EEC) z z 1.4 z z z z z z z 3.615 z z z z z z z z z z z z Area Europe 4-Door Sedan GS430 UZS160R-BEAQKW z z z z z z z z z z z z z z 910 X 940 (2007 X 2073) z 1690 X 1745 (3727 X 3848) 1040 (2293) z 2145 (4729) z z 239 (149) 215 (134) 5.8 14.3 66 (41) 102 (63) 156 (97) z z 3UZ-FE 32-Valve, DOHC 91.0 x 82.5 (3.58 x 3.25) 4293 (261.9) z z z z z 2.0 z z z z z z z 3.266 z z z z z z z z z z z z GS300 JZS160R-BEAQFW z z z z z z z z z z z z z z 885 X 915 (1951 X 2017) z 1665 X 1720 (3671 X 3792) 1015 (2238) z 2120 (4674) z z 230 (142) 210 (130) 8.2 15.8 55 (34) 85 (52) 130 (80) z z 2JZ-GE 24-Valve, DOHC 86.0 x 86.0 (3.39 x 3.39) 2997 (182.9) z z z 163 / 5800 (EEC) 298 / 3800 (EEC) z z 1.4 z z z z z z z 3.615 z z z z z z z z z z z z 60 40 20
10
Overhang
15
Min. Running Ground Clearance Angle of Approach Angle of Departure
Gross Vehicle Weight
Fuel Tank Capacity Luggage Compartment Capacity Max. Speed Max. Cruising Speed Acceleration Performance
25
km / h (mph) 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.)
30
Max. Permissible Speed
Min. Turning Radius Engine Type Valve Mechanism Bore x Stroke Displacement
35
Engine
mm (in.) 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 Starter Output Clutch Type Transaxle Type In First Transmission Gear Ratio In Second In Third In Fourth In Fifth In Reverse Differential Gear Ratio Differential Gear Size in. Front Rear in. Watts kW
45
Engine Electrical
50
55
Chassis
Brake Type Parking Brake Type
Brake Booster Type and Size Proportioning Valve Type Suspension Type Stabilizer Bar Steering Gear Type Steering Gear Ratio (Overall) Power Steering Type Front Rear Front Rear
65
70
*1: with Moon Roof *2: Models for Hong Kong, Singapore, Thai and Brunei
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APPENDIX
91
Australia 4-Door Sedan GS300 JZS160R-BEAQFQ z z z z z z z z z z z z z z 875 X 920 (1929 X 2029) 775 X 810 (1709 X 1786) 1650 X 1730 (3638 X 3815) 1005 (2216), 1020 (2249)*2 1135 (2503), 1110 (2447)*2 2140 (4719), 2130 (4696)*2 z z z z z z z z z z z z z z z z z z z z z z z z z z z z z z 3.916 z z z z z z z z z z z z
G.C.C. Countries
JZS160L-BEAQFV z z z z z z z z z z z z z z z z z 1020 (2249) 1110 (2447) 2130 (4696) z z z z z z z z z z z z z z z z z z z z z z z z z z z z z z 3.615 z z z z z z z z z z z z
10
15
20
25
30
35
40
45
50
55
60
65
70
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INTRODUCTION OUTLINE OF NEW FEATURES
INTRODUCTION
OUTLINE OF NEW FEATURES
Truly a drivers car of the highest dimension. Its combination of style and function gives the car a nimble and solid form and impacts a progressive and sophisticated image. These concepts of the previous GS300 are succeeded by the new GS430/300 models, in which the GS430 grade has been newly added through the addition of 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 these changes is given below.
1. Model Line-Up
D UZS161L-BEAQKW and UZS161R-BEAQKW have been added.
2. Exterior
D D D D D D D 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
D D D D D D 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 drivers side.
4. 2JZ-GE Engine
D On Europe and Australia models, iridium-tipped spark plugs have been adopted. D On Europe and Australia models, the construction of the exhaust manifold has been optimized to realize cleaner emissions. D On Europe and Australia models, one additional three-way catalytic converter has been provided in the exhaust front pipe to realize cleaner exhaust emissions. D A fuel cut control is adopted to stop the fuel pump when the airbag is deployed at the front or side collision. D 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 Induction System) and ETCS-i (Electronic Throttle Control System-intelligent), and these control functions have been optimized in order to realize the further improvement of the engine performance, fuel economy and to reduce exhaust emissions. However, this engine has been adopted only on the European model GS430.
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6. A650E Automatic Transmission

D 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 new GS430. The internal construction of this transmission differs slightly between the GS430 and GS300 applications in accordance with the output characteristics of the respective engines. D The E-shift is used on the GS300. The E-shift system, which has transmission shift switches located on the steering wheel, enables the driver to manually shift the ranges without having to release the hands off the 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 uses the same differential used on the previous GS300. However, on GS430, the gear ratio has been optimized to 3.266 in. accordance with the output characteristics of a new 3UZ-FE engine, and cooling fins have been newly added.
8. Suspension
D Low-pressure (N2) gas-sealed front shock absorbers with a linear control valve have been adopted on the GS430/300. D 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 improve driving stability and riding comfort.
9. Brake
D The same front and rear brakes of the previous GS300 are used. However, on the new GS430, the shape of the dust covers of the front brakes has been changed in conjunction with the output characteristics of the engine in order to improve the cooling performance. D 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. D As in the previous model, a hydraulic brake booster, in which the brake actuator and master cylinder are integrated, 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 to outer piston, only the inner piston operates to ensure braking force.
10. Body
D Anti-corrosion sheet steel is used in the roof panel of all the models. On the models for Europe, the areas in which the wax, sealer, and undercoat are applied have been expanded to improve the rust resistance performance. D The construction of the asphalt sheet has been optimized and its application areas have been expanded to reduce engine and road noise.
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11. Multiplex Communication System

D An airbag sensor assembly and a steering pad switch (only for the GS430) have been newly added to the BEAN (Body Electronics Area Network). Furthermore, on the models with the GPS (Global Positioning System) voice navigation system, a gateway ECU that provides the function to convert the transmission signals between the BEAN and the AVC-LAN (Audio Visual Communication - Local Area Network) has been added. Along with the addition of these items, new DTCs (Diagnosis Trouble Codes) have been added to the multiplex communication system. D 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 been added to the conventional clean air filter. This clean air filter uses spreading type activated charcoal in the deodorizing layer to eliminate the exhaust gas smell.
13. Multi Display

D A Multi display has been provided on the center cluster panel of the European model as an option. The display, which consists of a 7.0-inch wide LCD (Liquid Crystal Display) screen with a IR (Infrared) sensitive touch panel, offers improved ease of use. D 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 is displayed on the screen. Additionally, it provides voice instructions to guide the driver through the route to reach the destination that has been selected.
14. Power Window System

In the power window system, the starting time of the transmitter-linked up-and-down function has been changed 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 new GS430/300 models for Europe. Furthermore, for improved theft deterrence, a double locking system is standard equipment on the RHD model for Europe and optional equipment on the LHD model for Europe.
16. SRS AIRBAG SYSTEM

D A curtain shield airbag has been adopted as the SRS (Supplementary Restraint System) of the new GS430/300. This curtain shield airbag operates under the same condition as the side airbag. D The GS430/300 have adopted a fuel cut control that stops the fuel pump if the airbag has been deployed. D A function that detects whether or not the front passenger seat is occupied and prohibits the deployment of the front passenger airbags (front, side, and curtain shield) if the seat is unoccupied, has been adopted in the SRS airbag system. D The airbag sensor assembly has been added to the BEAN (Body Electronics Area Network).
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17. Audio
A steering pad switch that operates the audio unit has been provided on the steering wheel of the new GS430.
188IN01
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INTRODUCTION MODEL CODE & MODEL LINE-UP
MODEL CODE
UZS161 L B E A Q K W
1 2 3 4 5 6 7 8 1 BASIC MODEL CODE UZS161 : With 3UZ-FE Engine JZS160 : With 2JZ-GE Engine 5 GEAR SHIFT TYPE A : 5-Speed Automatic, Floor GRADE Q : ENGINE SPECIFICATION K : Compact DOHC and EFI F : Sporty DOHC and EFI DESTINATION W : Europe Q : Australia V : G.C.C. Countries
STEERING WHEEL POSITION L : Left-Hand Drive R : Right-Hand Drive
7 3 MODEL NAME B : GS430/300 8
BODY TYPE E : 4-Door Sedan
MODEL LINE-UP
TRANSMISSION DESTINATION MODEL GS430 GS300 ENGINE 3UZ-FE 2JZ-GE 4-Door 4 Door Sedan BODY TYPE GRADE 5-Speed Automatic A650E Europe Australia G.C.C. Countries UZS161 L -BEAQKW R JZS160 L-BEAQFW R JZS160R-BEAQFQ JZS160L-BEAQFV
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NEW FEATURES EXTERIOR
NEW FEATURES
EXTERIOR
JFRONT DESIGN
D The design of the radiator grille has been changed to express the powerfulness and the sportiness of the vehicle. D A dark-gray top coat has been applied to the headlight extension color of the GS430 models for Europe to achieve a sporty look. A green top coat has been applied to the headlight extension color of the GS300 models for Europe to achieve a natural look.
Radiator Grille Headlight Extension

188IN02
JREAR DESIGN
D A transparent outer lens and an inner extension have been adopted in the rear combination lights to give the lights a sense of depth and an innovative look. D The baffle diameter of the muffler has been increased to achieve a sporty look.
Rear Combination Light
Baffle
188IN03
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JWHEEL
Six-spoke, 16-inch aluminum wheels that have depth and a three-dimensional look have been adopted to further enhance the vehicles sporty appearance.
188IN04
JFRONT DOOR GLASS

Water-repellent glass has been adopted on the front windows of all models as standard equipment. Water Drop Water-Repellent Coating Water Drop
Glass Glass
160RN04 160RN05
188IN05
188IN06
Water-Repellent Glass Service Tip
Normal Glass
Be careful when wiping dirt from the glass surface because the effectiveness of the water repellence is limited.
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JFUEL FILLER CAP

A tether has been provided on the fuel filler cap to prevent the cap from being lost.
Tether
188IN07
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NEW FEATURES INTERIOR
11
INTERIOR
JDESCRIPTION
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 drivers side.
188IN08
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NEW FEATURES 2JZ-GE ENGINE
2JZ-GE ENGINE
JDESCRIPTION
The new GS300 continues to use the 2JZ-GE engine of the previous model. To further improve engine performance, fuel economy, and reduce exhaust emissions, the following changes have been made: D On Europe and Australia models, iridium-tipped spark plugs have been adopted. D On Europe and Australia models, the construction of the exhaust manifold has been optimized to realize cleaner emissions. D On Europe and Australia models, one additional three-way catalytic converter has been provided in the exhaust front pipe to realize cleaner exhaust emissions. D A fuel cut control is adopted to stop the fuel pump when the airbag is deployed at the front or side collision. D A compact and lightweight charcoal canister with an optimized internal construction has been newly adopted.
JSPARK PLUG (MODELS FOR EUROPE AND AUSTRALIA)

Iridium-tipped spark plugs have been adopted to improve ignition performance while maintaining the same level of durability of the platinum-tipped spark plugs.
"
Recommended Spark Plugs A DENSO Plug Gap SK20R-P11 1.0 1.1 mm (0.0394 0.043 in.)
0.7 mm (0.028 in.)
Iridium Tip
151EG39
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NEW FEATURES 2JZ-GE ENGINE
13
JEXHAUST MANIFOLD AND EXHAUST FRONT PIPE (MODELS FOR EUROPE AND AUSTRALIA)
D A stainless exhaust manifold is used, and the length of its pipes has been shortened to improve the warm-up performance of the TWC (Three-Way Catalytic Converter). D One additional three-way catalytic converter has been provided in the exhaust front pipe to realize cleaner exhaust emissions. D Four heated oxygen sensors have been adopted at the same installation position as of the current GS300.
TWC Exhaust Manifold
Exhaust Front Pipe
188EG01
JFUEL 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 cut control, thus engine can be restarted.
Front Airbag Sensor (RH and LH) Airbag Sensor Assembly Engine ECU Fuel Pump ECU Fuel Pump Motor
Side and Curtain Shield Airbag Sensor Assembly (RH and LH)
188EG02
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NEW FEATURES 3UZ-FE ENGINE
3UZ-FE ENGINE
JDESCRIPTION
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 Induction System) and ETCS-i (Electronic Throttle Control System-intelligent), and these control functions have been optimized in order to realize the further improvement of the engine performance, fuel economy and to reduce exhaust emissions. However, this engine has been adopted only on the European model GS430.
188EG03
188EG04
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"
15
Engine Specifications A Engine Type 3UZ-FE 8-Cylinder, V Type 32-Valve DOHC, Belt & Gear Drive Pentroof Type Cross-Flow EFI cm3 (cu. in.) 4293 (261.9) 10.5 : 1 Open Close Open Close RON 14_ X 31_ BTDC 64_ X 19_ ABDC 46_ BBDC 3_ ATDC 95 or more API SJ, EC or ILSAC mm (in.) 1UZ-FE z z z z z 3969 (242.1) z 14_ X 36_ BTDC 64_ X 14_ ABDC z z z z
No. of Cyls. & Arrangement Valve Mechanism Combustion Chamber Manifolds Fuel System Displacement Bore x Stroke Compression Ratio Intake Valve Timing Exhaust Fuel Octane Number Oil Grade
91.0 x 82.5 (3.58 x 3.25) 87.5 x 82.5 (3.44 x 3.25)
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JMAJOR DIFFERENCES
The major differences between the new 3UZ-FE engine on the GS430 and the previous 1UZ-FE engine on the LS400 are the following: System Features D The water passage outside of the cylinder head bolts has been reduced to improve the flow of the water around the valve seats, thus reducing the temperature of the combustion chamber. D The cylinder bore has been increased in size, and the thickness of the liner has been decreased. D The shape of the cylinder head gasket has been changed in conjunction with the increase in the size of the cylinder bore. D The material of the cylinder head bolts has been changed to increase their axial tension. As a result, the head gaskets tightening has been improved. D The piston diameter has been increased in size, and its shape has been optimized to achieve weight reduction. D The material of the inner surface of the bushing in the small end of the connecting rod has been changed from lead bronze alloy to phosphor bronze alloy. D The material of the sliding surface of the crankshaft bearing has been changed from kelmet to aluminum alloy. D The shape of the water inlet housing has been optimized to increase the water flow and to achieve weight reduction. D A pressurized reservoir tank has been adopted. D A resonator and a tuning hole have been provided in the air cleaner inlet to reduce the amount of intake air sound. D The air cleaner case has been increased in size to reduce the amount of intake air sound, and the construction of the air cleaner element has been optimized to achieve weight reduction. D A plug-in type air flow meter with a plastic housing has been adopted for weight reduction. g D A stainless steel exhaust manifold with a single-pipe construction has been adopted. As a result, the warm-up performance of the TWC (Threeway Catalytic Converter) has been improved. D Two TWCs (Three-way Catalytic Converters) have been provided in the front, and one in the center. D Ultra thin-wall, high-cell ceramic type TWCs have been adopted. D A link-less type throttle body has been adopted. The internal construction of the charcoal canister has been optimized to achieve a compact and lightweight configuration. The construction of the ignition coil has been optimized to achieve a compact and lightweight configuration. D Torque activated power train control has been newly adopted for the control of ETCS-i. Also, the fail-safe control has been reconsidered with the adoption of the link-less type throttle body. D A fuel cut control is adopted to stop the fuel pump when SRS drivers and front passengers airbags are deployed.
Engine Proper
Cooling System
Intake and Exhaust System
Fuel System Ignition System
Engine Control System
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JENGINE PROPER 1. Cylinder Head

D The cylinder head is made of aluminum and has intake and exhaust ports in a cross-flow arrangement. The intake ports are on the inside and the exhaust ports on the outside of the left and right banks respectively. D The pitch of the intake and exhaust camshafts is shortened and the valve angle is narrowed to 21_33. D The left and right banks of cylinder heads are common in configuration. NOTICE When the cylinder heads are disassembled for servicing, be sure to assemble each cylinder head to the correct right or left bank. The camshaft may seize if they are assembled incorrectly.
21_33
Intake Side
Exhaust Side
Valve Angle
188EG05
2. Cylinder Head Gasket

The same type of (4-layer) steel laminate cylinder head gasket used in the previous 1UZ-FE engine on the LS400 is used in the new 3UZ-FE engine on the GS430, except that its shape has been slightly changed in accordance with the increased cylinder displacement of the new engine.
Bead Plate A A
Cylinder Bore Side
Inner Plate A A Cross Section

151EG71
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3. Cylinder Block
D The cylinder block has a bank angle of 90_, a bank offset of 21 mm (0.827 in.) and a bore pitch of 105.5 mm (4.15 in.), resulting in a compact block in its length and width even for its displacement. D Light weight aluminum alloy is used for the cylinder block. D In contrast to the previous 1UZ-FE engine on the LS400, the liner thickness in the new 3UZ-FE engine on the GS430 has been changed from 2 mm (0.08 in.) to 1.5 mm (0.06 in.) to achieve weight reduction and improved cooling performance. It is not possible to bore this liner due to its thinness. The thickness of 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 passage between the bores has been optimized to improve both cooling performance and rigidity.
Bank Angle 90_
Front
Front
Bore Pitch 105.4 mm (4.15 in.)
Bore Offset 21.0 mm (0.827 in.)

188EG09
1.5 mm (0.06 in.)
6.5 mm (0.26 in.)
5.5 mm (0.22 in.)
2.0 mm (0.08 in.)
Top View
3UZ-FE
1UZ-FE
188EG10
A A Cross Section
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4. Piston
D The piston head portion has adopted a taper squish shape to improve the fuel combustion efficiency. D The sliding surface of the piston skirt has been coated with resin to reduce the amount of friction loss. D Full floating type piston pins are used. D By increasing the machining precision of the cylinder bore diameter, the outer diameter of the piston has been made into one type. D In contrast to the previous 1UZ-FE engine on the LS400, the placement position of the piston rings has been slightly raised in the new 3UZ-FE engine on the GS430 in order to reduce the area in which unburned fuel is likely to accumulate during the combustion process. Furthermore, the squish area in the thrust direction of the piston head has been discontinued and the combustion chamber has been made shallower in order to further improve the combustion efficiency, thus improving fuel economy.
Squish Area Discontinued 0.5 mm (0.02 in.) 3UZ-FE 1UZ-FE
188EG11
188EG12
3UZ-FE
1UZ-FE
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5. Connecting Rod
D The sintered and forged connecting rod is highly rigid and has little weight fluctuation. D A weight-adjusting boss is provided at the big end to reduce fluctuation of weight and balance the engine assembly. D In contrast to the previous 1UZ-FE engine on the LS400, the material of the inner surface of the bushing in the small end of the connecting rod in the new 3UZ-FE engine on the GS430 has been changed from lead bronze alloy to phosphor bronze alloy to reduce the lead quantity and to further improve the wear resistance. D The connecting rod cap is held by plastic region tightening bolts. NOTE: When reusing the connecting rod cap bolts, if the diameter at the thread is less than 7.0 mm (0.275 in.), it is necessary to replace them with new ones. D The connecting rods for the right and left banks are placed in opposite directions with the outer marks facing the crankshaft.
188EG14
Phosphor Bronze
Oil Jet Nozzle

188EG13
Weight Adjusting Boss
Outer Mark
Plastic Region Tightening Bolt Left Bank Connecting Rod Right Bank Connecting Rod
Crankshaft
Front
188EG15
Outer Marks (projected)
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6. Crankshaft and Crankshaft Bearings

D A forged crankshaft with five main journals, four connecting rod pins and eight balance weights is used. D Connecting rod pins and journals are induction-hardened to ensure an added reliability.
188EG16
D In contrast to the previous 1UZ-FE engine on the LS400, the material of the sliding surface of the crankshaft bearing in the new 3UZ-FE engine on the GS430 has been changed from kelmet to aluminum alloy to discontinue the use of lead and to further enhance the engines quiet operation.
188EG17
D Crankshaft bearings are selected carefully according to the measured diameters of the crank journal and cylinder block journal holes. NOTE: The diameter of the crank journal and the cylinder block journal hole is indicated at the places shown below. No.5 Journal
Front
Front
Journal diameters for No.1-5 journals are indicated from the front end in order.
Journal hole diameters for No.1-5 journals are indicated. Bottom view of cylinder block
188EG18
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NEW FEATURES 3UZ-FE ENGINE NOTE: Numbers of the crankshaft and pistons are shown on the right side. Right Bank No.8 Cylinder No.6 Cylinder No.4 Cylinder Front No.2 Cylinder Bank Angle 90_ Left Bank No.7 Cylinder No.5 Cylinder No.3 Cylinder No.1 Cylinder
Front
No.1, 2 No.5, 6 No.1, 2 No.3, 4 No.5, 6 No.7, 8 Pin Position
No.3, 4 No.7, 8
TDC BDC
188EG19
Crankshaft angles and engine strokes (intake, compression, combustion and exhaust) are shown in the table below. The firing order is 18436572.
Cylinder No.1 No.8 No.4 No.3 No.6 No.5 No.7 No.2 0_

Combustion
Injection
Exhaust
Intake
Ignition
Compression
Combustion
Exhaust
180_
360_
540_
720_
188EG20
Crankshaft Angle
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JVALVE MECHANISM 1. General

D Each cylinder has 2 intake valves and 2 exhaust valves. Intake and exhaust efficiency has been increased due to the larger total port areas. D The valves are directly opened and closed by 4 camshafts. D The intake camshafts are driven by a timing belt, while the exhaust camshafts are driven through gears on the intake camshafts. D The VVT-i (Variable Valve Timing-intelligent) system is used to improve fuel economy, engine performance and reduce exhaust emissions. For details, see page 47. D In contrast to the previous 1UZ-FE engine on the LS400, an automatic timing belt tensioner with optimized construction and body material that has been changed to aluminum has been adopted in the new 3UZ-FE engine on the GS430. VVT Sensors Camshaft Timing Oil Control Valves Intake Valves Exhaust Valves Exhaust Camshaft Intake Camshafts
Intake Valves Exhaust Camshaft
VVT-i Controller
Exhaust Valves
Camshaft Position Sensor
VVT-i Controller
188EG21
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24
2. Camshafts
D The exhaust camshafts are driven by gears on the intake camshafts. The scissors gear mechanism has been used on the exhaust camshaft to control backlash and reduce gear noise. D A VVT-i controllers have been installed on the front of the intake camshafts to vary the timing of the intake valves. D In conjunction with the adoption of the VVT-i system, an oil passage is provided in the intake camshaft in order to supply engine oil to the VVT-i system. D The intake camshaft is provided with timing rotor to trigger the VVT sensor. A Advance Side Oil Passage Timing Rotor
Retard Side Oil Passage
A
151EG24
151EG25
A A Cross Section
Camshaft Drive Gears Exhaust Camshaft
Timing Rotors Intake Camshafts
Camshaft Driven Gear (Scissors Gear)
VVT-i Controllers Camshaft Driven Gear (Scissors Gear)
Exhaust Camshaft
188EG22
CELICA (NCF169U)
25
3. Intake and Exhaust Valve and Valve Lifter

D An inner shim type valve adjusting shim has been adopted as well as the current 1UZ-FE engine on the LS400. D The valve lifter, which has been made lighter and thinner. D High-strength, heat-resistant steel is used in both the intake and exhaust valves, and soft nitriding treatment has been applied to the stem and the face areas of the valves. D Carbon steel with a round-shaped cross section has been adopted for the valve spring, which is used for both the intake and exhaust valves. Camshaft
"
Specifications A mm (in.) Item Face Diameter Stem Diameter Intake Valve 34.5 (1.36) 5.5 (0.22) Exhaust Valve 29.0 (1.14) 5.5 (0.22)
Valve Adjusting Shim Valve Lifter
Valve
188EG63
4. Timing Pulleys, Automatic Tensioner and Timing Belt Cover

D In contrast to the previous 1UZ-FE engine on the LS400, an automatic timing belt tensioner with optimized construction and body material that has been changed to aluminum has been adopted in the new 3UZ-FE engine on the GS430. D The timing belt cover No.3 is made of aluminum to reduce noise. D The timing belt cover No.1 and No.2 are composite formed with a gasket to improve serviceability.
Timing Belt Cover No.3 Right Bank Camshaft Timing Pulley Water Pump Pulley Left Bank Camshaft Timing Pulley
Set Pin Air

Cylinder Body (Aluminum)
Piston Rod Return Spring Oil Plunger Plunger Spring
Timing Belt Cover No.2
Belt Idler
Belt Idler
Sleeve Timing Belt Cover No.1 Automatic Tensioner

188EG23
Crankshaft Timing Pulley

188EG24
Automatic Tensioner
188EG25
CELICA (NCF169U)
26
JLUBRICATION SYSTEM
D The lubrication circuit is fully pressurized and oil passes through an oil filter. D The trochoid gear type oil pump is directly driven by the crankshaft. D Along with the adoption of the VVT-i (Variable Valve Timing-intelligent), right bank and left bank cylinder heads are provided with VVT-i controllers and camshaft timing oil control valves. This system is operated by the engine oil.
Camshaft Timing Oil Control Valves
VVT-i Controllers
Oil Pump
188EG26
MAIN OIL HOLE

CYLINDER HEAD (FOR LEFT BANK)
CAMSHAFT TIMING OIL CONTROL VALVE FILTER (FOR LEFT BANK) CAMSHAFT TIMING OIL CONTROL VALVE (FOR LEFT BANK)
CRANKSHAFT JOURNALS CRANKSHAFT PINS
CAMSHAFT TIMING OIL CONTROL VALVE FILTER (FOR RIGHT BANK) CAMSHAFT TIMING OIL CONTROL VALVE (FOR RIGHT BANK)
CYLINDER HEAD (FOR RIGHT BANK)

INTAKE CAMSHAFT JOURNALS EXHAUST CAMSHAFT JOURNALS
BY-PASS VALVE
OIL FILTER
EXHAUST CAMSHAFT JOURNALS
INTAKE CAMSHAFT JOURNALS
RELIEF VALVE
OIL PUMP
VVT-i CONTROLLER (FOR LEFT BANK)
OIL JETS
VVT-i CONTROLLER (FOR RIGHT BANK)
OIL STRAINER
SCISSORS GEAR MECHANISM
PISTONS
SCISSORS GEAR MECHANISM
OIL PAN
188EG27
CELICA (NCF169U)
27
JCOOLING SYSTEM 1. General

D The cooling system is a pressurized, forced-circulation type. D A thermostat, having a by-pass valve, is located on the water pump inlet side of the cooling circuit. As the coolant temperature rises, the thermostat opens and the by-pass valve closes, so the system maintains suitable temperature distribution in the cylinder head. D In contrast to the previous 1UZ-FE engine on the LS400, a pressurized reservoir tank that prevents the engine coolant from deteriorating upon contact with the external air has been adopted in the new 3UZ-FE engine on the GS430. The shape of the water inlet housing has been optimized to achieve the smooth flow of the engine coolant. D In contrast to the previous 1UZ-FE engine on the LS400, the shape of the water inlet housing has been optimized in the new 3UZ-FE engine on the GS430 to achieve the smooth flow of the engine coolant. From Heater Core To Heater Core
188EG28
Throttle Body
Cylinder Head
Radiator
Thermostat
Cylinder Block Water Pump
Reservoir Tank Heater Core

188EG29
CELICA (NCF169U)
28
2. Water Pump
D The water pump has two volute chambers, and circulates coolant uniformly to the left and right banks of the cylinder block. D The water pump is driven by the back of the timing belt. D The rotor is made of resin. From Water Inlet Housing Volute Chambers Rotor
Pulley
Rotor
188EG30
3. Pressurized Reservoir Tank

The pressurized reservoir tank uses a conventional radiator cap on the reservoir tank, thus enabling the reservoir tank to also maintain pressure. The coolant passage is completely sealed to block the entry of air. The coolant is constantly circulated throughout the system because the reservoir tank has been made a part of the coolant passage. By eliminating any contact with the outside air in this manner, the loss or deterioration of the coolant through evaporation is prevented. Furthermore, because the air in the coolant passage is separated into 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 optimized in the new 3UZ-FE engine on the GS430 to achieve the smooth flow of the engine coolant.
Flow of Water 3UZ-FE Engine

188EG32
188EG33
1UZ-FE Engine
CELICA (NCF169U)
29
5. Cooling Fan System

The same electric cooling fan system used on the previous GS300 has been adopted in the new 3UZ-FE engine on the GS430. The cooling fan controls the fan speed in 3 steps (OFF, Low, High) by using the water temperature switch in accordance with the engine coolant temperature and the operating condition of the air conditioner and by turning the 3 fan relays ON and OFF and connecting 2 fan motors in a series or parallel circuit.
"
Wiring Diagram A Ignition Switch Fan Main Relay
Condenser Fan Motor 1.2 MPa (12.5 kgf/cm2)
Fan No.2 Relay
Fan No.1 Relay
ON
To A/C Magnetic Clutch Relay Battery Fan No.3 Relay Radiator Fan Motor
OFF 1.5 MPa (15.5 kgf/cm2) A/C Pressure Switch Water Temp. Switch 83_C (181_F) ON OFF 90_C (194_F)
188EG60
"
Cooling Fan Operation A Air Conditioner Condition Water Temperature About 83_C (181_F) Or Lower OFF Low High About 90_C (194_F) or Higher High High High
Compressor OFF ON
Refrigerant Pressure 1.2 MPa (12.5 kgf/cm2) or Lower 1.2 MPa (12.5 1.5 MPa (15.5 kgf/cm2) kgf/cm2) or Lower or Higher
CELICA (NCF169U)
30
JINTAKE AND EXHAUST SYSTEM 1. Air Cleaner Inlet Pipe, Box and Air Connector
D A resonator and a tuning hole have been provided in the air cleaner inlet to reduce the amount of intake air sound. D The air cleaner case has been increased in size to reduce the amount of intake air sound, and the construction of the air cleaner element has been optimized to achieve weight reduction. Air Cleaner Cap Resonator
Air Cleaner Element Intake Air Connector Pipe
Tuning Hole
Resonator Air Cleaner Case Back Side View Air Cleaner Inlet
188EG34
2. Intake Manifold
D The low-to mid-speed range torque has been improved by increasing the length of the intake manifold port. D The air intake chamber consists of upper and lower sections and contains an intake air control valve. This valve is activated by ACIS (Acoustic Control Induction System) and is used to alter the intake pipe length to improve the engine performance in all speed ranges. For details, see page 58. Intake Air Control Valve Front
Actuator (for ACIS)
188EG35
CELICA (NCF169U)
31
3. Intake Manifold Gasket

D A heat-barrier gasket has been adopted for use between the cylinder head and the intake manifold. This gasket, which restrains the heat transfer from the cylinder head to the intake manifold, helps restrain the intake air temperature and improve the charging efficiency. D The construction of the gasket consists of resin that is sandwiched between metal gaskets.
Resin A A Metal Gasket
A A Cross Section
151EG69 144EG04
4. Exhaust Manifold
D The front exhaust pipe has been shortened and the warm-up performance of the TWC (Three-Way Catalytic Converter) has been improved. D Cooling holes have been provided in the heat insulator for cooling the exhaust manifold.
"
Right-Hand Exhaust Manifold A
"
Left-Hand Exhaust Manifold A
Top View
Front
Front
Top View
Side View
188EG36
Side View
188EG37
"
Right-Hand Heat Insulator A
"
Left-Hand Heat Insulator A
Cooling Holes Top View Front
Cooling Holes Front Top View
Side View
188EG38
Side View
188EG39
CELICA (NCF169U)
32
5. Exhaust Pipe
Two TWCs (Three-way Catalytic Converters) have been provided in the front, and one in the center.
TWCs
TWC
188EG40
6. Three Way Catalytic Converter

An ultra thin-wall, high-cell ceramic type TWC has been adopted. This TWC enables to optimize the cells density and to reduce wall thickness. In addition, it enables to achieve cleaner exhaust emission by doublecoating the alumina material on the ceramic surface.
Wall Thickness
189EG21
CELICA (NCF169U)
33
JFUEL SYSTEM 1. General

D A fuel returnless system has been used to simplify the routing of the fuel pipe. D An air-assist system has been adopted to improve the atomization of fuel, thus improving the performance of the evaporative emissions. D A compact 4-hole type fuel injector has been used. D The same compact and lightweight charcoal canister that was initially installed on the 2JZ-GE engine has been newly adopted.
2. Fuel Returnless System

D The fuel returnless system has been used to reduce evaporative emissions. With the pressure regulator and the fuel filter-integrated fuel pump are housed inside the fuel tank, this system eliminates the return of fuel from the engine area. This helps prevent the internal temperature of the fuel tank from rising, and reduces evaporative emissions. D 2 pulsation dampers are used to realize a quieter operation.
Injectors Delivery Pipes
Pulsation Damper Pulsation Damper Pressure Regulator Fuel Tank

Module Fuel Pump Assembly
Jet Pump Fuel Filter
Fuel Pump
189EG05
CELICA (NCF169U)
34
3. Air-Assist System
This system is designed to regulate air intake (atmospheric side) using the throttle valve, and direct it to the nozzle of the fuel injector inside the intake manifold (negative pressure side). This promotes atomization of the fuel while reducing emissions and improving fuel economy and idle stability. Throttle Valve Air Passage
Injector
Throttle Body
151EG35
4. Fuel Injector
D A compact 4-hole type fuel injector has been used. D Air introduced from the throttle body and air gallery flows through the air chamber formed by the O-ring and insulator under the fuel injector and then is mixed with the fuel. This design promotes atomization of the fuel.
Insulator
Air Gallery
O-Ring
151EG36
CELICA (NCF169U)
35
5. Module Fuel Pump Assembly

The main sender gauge, fuel pump, fuel filter, pressure regulator and jet pump have been integrated. Main Sender Gauge Fuel Filter Jet Pump
Pressure Regulator Fuel Pump

163EG35
6. Jet Pump
A jet pump is adopted in the fuel tank. Since the propeller shaft is located below its center bottom, the fuel tank 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 when the 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 passes through the venturi is used to suck the fuel out of chamber B and send it to chamber A. Engine Fuel Filter Pressure Regulator From Fuel Pump Fuel Pump Chamber A Jet Pump Chamber B
152EG06 152EG07
From Chamber B To Chamber A
Jet Pump
CELICA (NCF169U)
36
JIGNITION SYSTEM 1. General

D A DIS (Direct Ignition System) has been adopted. The DIS improves the ignition timing accuracy, reduces high-voltage loss, and enhances the overall reliability of the ignition system by eliminating the distributor. The DIS in this engine is an independent ignition system which has one ignition coil (with igniter) for each cylinder. D Iridium-tipped spark plugs have been adopted. D In contrast to the previous 1UZ-FE engine on the LS400, compact and lightweight ignition coils with an optimized construction have been adopted in the new 3UZ-FE engine on the GS430. Engine ECU +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 Cylinder
G2
IGT1 IGT2 IGT3
Crankshaft Position Sensor
NE
IGT4 IGT5 IGT6
Various Sensors
IGT7 IGT8 IF1L IF2R IF1R IF2L
188EG62
CELICA (NCF169U)
37
2. Spark Plug
Iridium-tipped spark plugs have been adopted to improve ignition performance while maintaining the same level of durability of the platinum-tipped spark plugs.
"
Recommended Spark Plugs A DENSO NGK Plug Gap SK20R11

IFR6A11
1.0 1.1 mm (0.0394 0.043 in.)
0.7 mm
Iridium Tip
151EG39
3. Ignition Coil (with Igniter)

The DIS provides 8 ignition coils, one for each cylinder. The spark plug caps, which provide contact to the spark plugs, are integrated with an ignition coil. Also, an igniter is enclosed to simplify the system. However, in contrast to the previous 1UZ-FE engine on the LS400, compact and lightweight ignition coils with an optimized construction have been adopted in the new 3UZ-FE engine on the GS430. Igniter
Iron Core
Plug Cap
188EG41
Ignition Coil Cross Section
CELICA (NCF169U)
38
JSERPENTINE BELT DRIVE SYSTEM 1. General

D Accessory components are driven by a serpenIdler Pulley tine belt consisting of a single V-ribbed belt. It (for Automatic reduces the overall engine length, weight and Tensioner) number of engine parts. D An automatic tensioner eliminates the need for tension adjustment.
Idler Pulley Power Steering Pump Pulley Alternator Pulley Crankshaft Pulley Idler Pulley Air Conditioner Compressor Pulley
188EG42
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.
Idler Pulley Torsion Spring
Idler Pulley Rotating Direction
Spring Case
Indicator Mark
Arm Cross Section
Spring Case
188EG43
CELICA (NCF169U)
39
JENGINE CONTROL SYSTEM 1. General

The engine control system of the new 3UZ-FE engine is basically same in construction and operation as that of 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 previous LS400 are compared below. System EFI Electronic Fuel Injection Outline An L-type EFI system directly detects the intake air mass with a hot wire type air flow meter. The fuel injection system is a sequential multiport fuel injection system. Ignition timing is determined by the engine ECU based on signals from various sensors. The engine ECU corrects ignition timing in response to engine knocking. 2 knock sensors are used to improve knock detection. The torque control correction during gear shifting has been used to minimize the shift shock. VVT-i Variable Valve Timing-intelligent Controls the intake camshaft to an optimal valve timing in accordance with the engine condition. For details, see page 47. Optimally controls the throttle valve opening in accordance with the amount of accelerator pedal effort and the condition of the engine and the vehicle. In addition, comprehensively controls the ISC, snow mode control, cruise control, VSC system and TRC systems. For details, see page 52. Torque activated power train control has been adopted. Also, the fail-safe control has been reconsidered with the adoption of the link-less type throttle body. For details, see page 52. The intake air passages are switched according to the engine speed and throttle valve angle to increase performance in all speed ranges. For details, see page 58. Under light engine loads, pump speed is low to reduce electric p power loss. For details, see page 61. 2-Steps Control by a fuel pump relay and a fuel pump resister. 3-Steps Control by fuel pump ECU. 3UZ-FE f f 1UZ-FE f f
ESA Electronic Spark Advance
f f f f
f f f f
ETCS-i Electronic Throttle Control System-intelligent
ACIS Acoustic Control Induction System
f f
Fuel Pump Control
The operation of the fuel pump will stop when the airbag is deployed at the front or side collision. For details, see page 61. Oxygen Sensor Heater Control Maintains the temperature of the oxygen sensor at an appropriate level to increase accuracy of detection of the oxygen concentration in the exhaust gas.
f (Continued)
CELICA (NCF169U)
40
System Air Conditioner Cut-Off Control Evaporative Emission Control Engine Immobiliser Function to communicate with multiplex communication system Diagnosis
Outline By controlling the air conditioner compressor ON or OFF in accordance with the engine condition, drivability is maintained. The engine ECU controls the purge flow of evaporative emissions (HC) in the charcoal canister in accordance with engine conditions. Prohibits fuel delivery and ignition if an attempt is made to start the engine with an invalid ignition key.
3UZ-FE f
1UZ-FE f
f f
f f
Communicates with the meter ECU, A/C ECU, etc., on the body side, to input/output necessary signals.
When the engine ECU detects a malfunction, the engine ECU diagnoses and memorizes the failed section. When the engine ECU detects a malfunction, the engine ECU stops or controls the engine according to the data already stored in the memory.
Fail-Safe
CELICA (NCF169U)
41
2. Construction
The configuration of the engine control system in the 3UZ-FE engine of the GS430 is as shown in the following chart.
SENSORS AIR FLOW METER
CRANKSHAFT POSITION SENSOR
ACTUATORS VG NE G2 #1 #2 #3 #4 #5 #6 #7 #8 EFI No.1 INJECTOR No.2 INJECTOR No.3 INJECTOR No.4 INJECTOR No.5 INJECTOR No.6 INJECTOR No.7 INJECTOR No.8 INJECTOR
CAMSHAFT POSITION SENSOR VVT SENSOR D Camshaft Position Signal THROTTLE POSITION SENSOR ACCELERATOR PEDAL POSITION SENSOR WATER TEMP. SENSOR INTAKE AIR TEMP. SENSOR HEATED OXYGEN SENSOR (Bank 1, Sensor 1) HEATED OXYGEN SENSOR (Bank 2, Sensor 1) HEATED OXYGEN SENSOR (Bank 1, Sensor 2) HEATED OXYGEN SENSOR (Bank 2, Sensor 2) KNOCK SENSORS VEHICLE SPEED SENSOR (for Transmission) IGNITION SWITCH D Starting Signal (ST Terminal) D Ignition Signal (IG Terminal) NEUTRAL START SWITCH D Neutral Start Signal D Shift Lever Position Signal SHIFT LOCK ECU D Shift Lever Position Signal
VVL VVR VTA VTA2 VPA VPA2 THW THA OXL1
ESA
IGT1, 4, 6, 7
IGNITION COIL with IGNITER

IF1R, IF1L IGT2, 3, 5, 8
No.1, 4, 6 and 7
IGNITION COIL with IGNITER
IF2R, IF2L
No.2, 3, 5 and 8
SPARK PLUGS SPARK PLUGS No.2, 3, 5 and 8 No.1, 4, 6 and 7
OXR1
Engine ECU M
ETCS-i
THROTTLE CONTROL MOTOR
OXL2
OXR2 OCV KNKL KNKR SP2 OCR
VVT-i CAMSHAFT TIMING OIL CONTROL VALVE (Bank 1) CAMSHAFT TIMING OIL CONTROL VALVE (Bank 2)
ACIS STA IGSW ACIS VSV
FUEL PUMP CONTROL P, N

R, D, 3, 2
FPC DI
FUEL PUMP ECU
FUEL PUMP
AIR CONDITIONER CONTROL 4, L ACMG AIR CONDITIONER MAGNET CLUTCH
(Continued)
CELICA (NCF169U)
42
AIR CONDITIONER ECU*1 AIRBAG SENSOR ASSEMBLY*2 BODY ECU No.1 SNOW SNOW SWITCH PWR
PATTERN SELECT SWITCH
MPX1 MPX2 HTL HTR HTL2 STP HTR2 PRE TRC ENG
TXCT RXCK CODE
OXYGEN SENSOR HEATER CONTROL HEATED OXYGEN SENSOR HEATER (Bank 1, Sensor 1) HEATED OXYGEN SENSOR HEATER (Bank 2, Sensor 1) HEATED OXYGEN SENSOR HEATER (Bank 1, Sensor 2) HEATED OXYGEN SENSOR HEATER (Bank 2, Sensor 2)
STOP LIGHT SWITCH AIR CONDITIONER PRESSURE SWITCH SKID CONTROL ECU TRANSPONDER KEY AMPLIFIER KICK DOWN SWITCH UNLOCK WARNING SWITCH CRUISE CONTROL SWITCH DATA LINK CONNECTOR 3
Engine ECU
EVAP CONTROL PRG VSV
KD KSW CCS SIL TC
IMLD
THEFT DETERRENT INDICATOR LIGHT
MREL
EFI MAIN RELAY
CHECK ENGINE WARNING LIGHT
+B EFI MAIN RELAY
BATT, BM BATTERY
*1: LHD Model *2: RHD Model
CELICA (NCF169U)
43
3. Engine Control System Diagram

Ignition Switch Intake Air Temp. Sensor Fuel Pump ECU
Air Flow Meter
Fuel Pump
Accelerator Pedal Position Sensor
Throttle Position Sensor
Charcoal Canister VSV (for EVAP)
Throttle Controller
Injector
Camshaft Timing Oil Control Valve
VSV (for ACIS) Injector

VVT Sensor
Ignition Coil (with Igniter)
*1
Camshaft Position Sensor VVT Sensor

Ignition Coil (with Igniter)
*2 Knock Sensor
*2
Knock Sensor *2
*2
Engine ECU Starter Air Conditioner Neutral Start Switch DLC 3 Electronic Controlled Transmission Solenoid Valves
188EG44
Check Engine Warning Light
Vehicle Speed Sensor (for Transmission)
Battery
*1: Water Temp. Sensor *2: Heated Oxygen Sensor

CELICA (NCF169U)
44
CELICA (NCF169U)
VVT Sensor (Bank 2) VVT Sensor (Bank 1) Injector VSV (for ACIS) Neutral Start Switch
Ignition Coil (with Igniter) Knock Sensors
Fuel Pump ECU
4. Layout of Main Components
Air Flow Meter
Throttle Position Sensor and Motor DLC 3 Heated Oxygen Sensor (Bank 1, Sensor 2) Accelerator Pedal Position Sensor VSV (for EVAP) Engine ECU Heated Oxygen Sensor (Bank 1, Sensor 1) Heated Oxygen Sensor (Bank 2, Sensor 1) Heated Oxygen Sensor (Bank 2, Sensor 2)
Water Temp. Sensor Crankshaft Position Sensor Camshaft Tining Oil Control Valve
188EG45
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-FE engine in the previous LS400. Engine Type Components Air Flow Meter Crankshaft Position Sensor (Rotor Teeth) Camshaft Position Sensor (Rotor Teeth) VVT Sensor Throttle Position Sensor Accelerator Pedal Position Sensor Knock Sensor Oxygen Sensor (Bank 1, Sensor 1) (Bank 2, Sensor 1) (Bank 1, Sensor 2) (Bank 2, Sensor 2) Injector 3UZ-FE Outline Hot-Wire Type Pick-Up Coil Type (36-2) Pick-Up Coil Type (1) Pick-Up Coil Type (3) Linear Type Linear Type Built-In Piezoelectric Type Quantity 1 1 1 2 2 2 2 1UZ-FE Outline z z z z z z z Quantity
With Heater Type
4-Hole Type with Air Assist
Air Flow Meter A hot-wire type air flow meter has been adopted. This air flow meter, which is a plug-in type, allows a portion of the intake air to flow through the detection area. By directly measuring the mass and the flow rate of the intake air, the detection precision has been improved and the intake air resistance has been reduced. Intake Air Temp. Sensor
Hot-Wire
188EG46
CELICA (NCF169U)
46 Crankshaft Position Sensor
The timing rotor of the crankshaft consists of 34 teeth, with 2 teeth missing. The crankshaft position sensor outputs the crankshaft rotation signals every 10_, and the missing teeth are used to determine the top-dead-center.
Timing Rotor

151EG18
Camshaft Position Sensor The camshaft position sensor is mounted on the left bank cylinder head. To detect the camshaft position, a protrusion that is provided on the timing pulley is used to generate 1 pulse for every 2 revolutions of the crankshaft. Timing Rotor

151EG19
VVT Sensor A VVT sensor is mounted on the intake side of each cylinder head. To detect the camshaft position, a timing rotor that is provided on the intake camshaft is used to generate 3 pulses for every 2 revolutions of the crankshaft. Timing Rotor VVT Sensor
Intake Camshaft
151EG20
CELICA (NCF169U)
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 crankshaft angle) to provide a valve timing that is optimally suited to the engine condition, thus realizing improved torque in all the speed ranges and fuel economy, and reduce exhaust emissions.
VVT Sensors
Air Flow Meter
Water Temp. Sensor
Engine ECU
VVT-i Controller
Oil Pump Crankshaft Position Sensor

188EG47
Engine ECU Crankshaft Position Sensor Air Flow Meter Feedback Throttle Position Sensor Water Temp. Sensor VVT Sensors Correction Actual Valve Timing Duty Control Target Valve Timing
157EG23
CELICA (NCF169U)
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 affixed to the camshaft and a movable piston that is placed between the outer gear and inner gear. Having helical splines (twisted, vertical grooves) on its inner and outer periphery, the piston moves in the axial direction to shift the phase of the outer gear and inner gear, thus causing the valve timing to change continuously. The VVT tube drives the exhaust camshaft via the scissors gear that is installed on the back. VVT-i Controller VVT Tube Piston Intake Camshaft
Inner Gear
Outer Gear
Exhaust Camshaft
Scissors Gear
151EG29
2) Camshaft Timing Oil Control Valve The camshaft timing oil control valve controls the spool valve position in accordance with the duty control from the engine ECU thus allocating the hydraulic pressure that is applied to the VVT-i controller to the advance and the retard side. When the engine is stopped, the camshaft timing oil control valve is in the most retarded state. To VVT-i Controller (Advance Side) To VVT-i Controller (Retard Side) Coil
Drain Drain Oil Spring Pressure
Plunger Spool Valve

165EG34
CELICA (NCF169U)
NEW FEATURES 3UZ-FE ENGINE Operation
49
D 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 timing advance or retard position or holds it according to the position where the oil pressure is applied. Camshaft Timing Oil Control Valve Drive Signal
Operation
Description When the camshaft timing oil control valve is positioned as illustrated in accordance with the advance signal from the engine ECU, the oil pressure is applied to the chamber at the advance side. Then, the twist of the helical spline causes the camshaft to rotate in the direction of timing advance.
Piston Advance
Advance Signal
Intake Camshaft
Timing Pulley
Drain Oil Pressure

188EG48
Duty Ratio
157EG35
Retard Signal
When the camshaft timing oil control valve is positioned as illustrated in accordance with the retard signal from the engine ECU, the oil pressure is applied to the chamber at the retard side. Then, the twist of the helical spline causes the camshaft to rotate in the direction of timing retard.
Retard
Drain
Oil Pressure
Duty Ratio
188EG49
157EG36
Hold Signal
Duty Ratio
188EG50 157EG37
The engine ECU calculates the target timing angle according to the traveling state to perform control as described above. After setting at the target timing, the valve timing is held by keeping the camshaft timing oil control valve in the neutral position unless the traveling state changes. This adjusts the valve timing at the desired target position and prevents the engine oil from running out when it is unnecessary.
CELICA (NCF169U)
Hold
50
NEW FEATURES 3UZ-FE ENGINE D In proportion to the engine speed, intake air volume, throttle position and water temperature, the engine ECU calculates an optimal valve timing under each driving condition and control the camshaft timing oil control valve. In addition, engine ECU uses signal from the VVT sensors and the crankshaft position sensor to detect the actual valve timing, thus performing feed back control to achieve the target valve timing.
"
Operation During Various Driving Condition (Conceptual Diagram) A
Full Load Performance
Range 4 Engine Load
Range 5 Range 3
Range 1, 2
Engien Speed
150EG34
Operation State Range
Valve Timing
TDC Latest timing
Objective
Effect
During Idling
EX
IN
Eliminating overlap to reduce blow back to the intake side
Stabilized idling rpm Better fuel economy
BDC
188EG51
To retard side
At Light Load
EX
IN
Decreasing overlap to eliminate blow back to the intake side
Ensured engine stability
188EG64
To advance side
At Medium Load
EX
IN
Increasing overlap to increase internal EGR for pumping loss elimination
Better fuel economy Improved emission control
188EG65
CELICA (NCF169U)
51
Operation State Range
Valve Timing
TDC
Objective
Effect
In Low to Medium Speed Range with Heavy Load
EX
IN
Advancing the intake valve close timing for volumetric efficiency improvement
Improved torque in low to medium speed range
BDC
To advance side 188EG66
In High Speed Range with Heavy Load
EX
IN
Retarding the intake valve close timing for volumetric efficiency improvement
Improved output
To retard side
188EG67
Latest timing
At Low Temperatures
EX
IN
Eliminating overlap to prevent blow back to the intake side leads to the lean burning condition, and stabilizes the idling speed at fast idling
Stabilized fast idle rpm Better fuel economy
188EG52
Latest timing
Upon Starting / Stopping the Engine
EX
IN
Eliminating overlap to minimize blow back to the intake side
Improved startability
188EG53
CELICA (NCF169U)
52
7. ETCS-i (Electronic Throttle Control System-intelligent)

General D The ETCS-i system, which realizes excellent throttle control in all the operating ranges, has been adopted. 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 limpmode control during the fail-safe mode has been changed. D In the conventional throttle body, the throttle valve opening is determined invariably by the amount of the accelerator pedal effort. In contrast, the ETCS-i uses the engine ECU to calculate the optimal throttle valve opening that is appropriate for the respective driving condition and uses a throttle control motor to control the opening. D The ETCS-i controls the ISC (Idle Speed Control) system, the snow mode control, the cruise control system, the TRC (Traction Control) system, and the VSC (Vehicle Stability Control) system. D The torque-activated power train control has been newly adopted. This control enables the engine to generate the necessary torque as desired by the driver, as well as to realize a smooth engine output characteristic. Accelerator Pedal Position Sensor Throttle Valve Throttle Position Sensor
Throttle Control Motor
Air Flow Meter Engine ECU
Skid Control ECU
Body ECU No.1

Ignition Coils Fuel Injecters
Snow Switch
188EG54
CELICA (NCF169U)
NEW FEATURES 3UZ-FE ENGINE Construction Throttle Motor Throttle Valve
53
Reduction Gears Throttle Position Sensor 1) Accelerator Pedal Position Sensor The accelerator pedal position sensor is attached to the accelerator pedal. This sensor converts the accelerator pedal depressed angles into electric signals with two differing characteristics and outputs them to the engine ECU. One is the VPA signal that linearly outputs the voltage along the entire range of the accelerator pedal depressed angle. The other is the VPA2 signal that outputs an offset voltage. Throttle Return Spring
188EG55
Close Open
V 5 Output Voltage VPA2
VPA
EP2
VPA2 VCP2 EP1 VPA
VCP1
0 Close Open Accelerator Pedal Depressed Angle

188EG56 188EG57
CELICA (NCF169U)
54
NEW FEATURES 3UZ-FE ENGINE 2) Throttle Position Sensor The throttle position sensor is attached to the throttle body. This sensor converts the throttle valve opening 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 opening angle. The other is the VTA2 signal that outputs an offset voltage. V 5 Output Voltage VTA2 Open
Close
VTA
E2
VTA2 VTA
VC
0 Close
Open
Throttle Valve Opening Angle

150EG40 150EG39
3) Throttle Control Motor A DC motor with excellent response and minimal power consumption is used for the throttle control motor. The engine ECU performs the duty ratio control of the direction and the amperage of the current that flows to the throttle control motor in order to regulate the opening angle of the throttle valve.
CELICA (NCF169U)
NEW FEATURES 3UZ-FE ENGINE Operation
55
The engine ECU drives the throttle control motor by determining the target throttle valve opening in accordance with the respective operating condition. In addition to the controls listed below, torque-activated power train control has been newly adopted in the GS430. 1) Torque Activated Power Train Control z 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 such as the amount of the accelerator pedal effort and the engine speed. As a result, excellent throttle control and comfort in all operating ranges, as well as smooth startoff acceleration and elastic acceleration have been achieved.
: With Control : No Control Vehicles Longitudinal G 0
Time
Throttle Valve Opening Angle 0 Accelerator Pedal Depressed Angle 0

188EG58
Constant Opening
CELICA (NCF169U)
56
NEW FEATURES 3UZ-FE ENGINE 2) Normal-mode Control and Snow-mode Control D Controls the throttle to an optimal throttle valve opening that is appropriate for the driving condition such as the amount of the accelerator pedal effort and the engine speed in order to realize excellent throttle control and comfort in all operating ranges. D In situations in which low-m 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 accelerator pedal effort that is applied, reduces the engine output from that of the normal driving level.
Normal-mode Throttle Valve Opening Angle Snow-mode
Accelerator Pedal Opening Angle Conceptual Diagram

163EG51
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 during the 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 ECU if an excessive amount of slippage is created at a driving wheel, thus facilitating the vehicle in ensuring stability and driving force. 6) VSC Coordination Control In order to bring the effectiveness of the VSC system control into full play, the throttle valve opening angle is controlled by effecting a coordination control with the skid control ECU. 7) Cruise Control An engine ECU with an integrated cruise control ECU directly actuates the throttle valve to effect the operation of the cruise control.
CELICA (NCF169U)
NEW FEATURES 3UZ-FE ENGINE Fail-Safe
57
If an abnormal condition occurs with the ETCS-i system, the check engine warning light in the combination meter illuminates to inform the driver. The accelerator pedal position sensor comprises two sensor circuits. Therefore, if an abnormal condition occurs in the accelerator pedal position sensor, and the engine ECU detects the abnormal voltage difference of the signals between these two sensor circuits, the engine ECU transfers to the limp mode by limiting the maximum opening angle of the throttle valve. If an abnormal condition occurs in the throttle body system which comprises two sensor circuits, the engine ECU detects the abnormal voltage difference of the signals between these two circuits and cuts off the current to the throttle motor, causing the throttle valve to close. However, when the throttle motor is OFF, because a return spring is provided in the throttle valve, the force of the spring keeps the throttle valve slightly open from the fully closed state. In this state, fuel injection cutoff control and ignition timing retard control are effected in accordance with the accelerator opening, thus enabling the vehicle to be operated within the range of idling and limp mode.
Injectors
Engine ECU
Ignition Coils
Accelerator Pedal Position Sensor
Return Spring
Open
Throttle Valve Accelerator Pedal System
Throttle Control Motor
Throttle Body System

188EG59
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).
CELICA (NCF169U)
58
8. ACIS (Acoustic Control Induction System)

General The ACIS (Acoustic Control Induction System) is realized by using a bulkhead to divide the intake manifold into 2 stages, with an intake air control valve in the bulkhead being opened and closed to vary the effective length of the intake manifold in accordance with the engine speed and throttle valve opening angle. This increases the power output in all ranges from low to high speed.
"
System Diagram A
Throttle Position Sensor Actuator
VSV Intake Air Control Valve Vacuum Tank
Engine ECU
151EG13
CELICA (NCF169U)
NEW FEATURES 3UZ-FE ENGINE Construction 1) Intake Air Control Valve The intake air control valve, which is provided in the middle of the intake manifold in the intake air chamber, opens and closes to change the effective length of the intake manifold in two stages.
59
Intake Air Control Valve
Front
Actuator
188EG35
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 engine ECU.
From Vacuum Tank To Actuator
Atmosphere
151EG42
3) Vacuum Tank Equipped with an internal check valve, the vacuum tank stores the vacuum that is applied to the actuator in order to maintain the intake air control valve fully closed even during low-vacuum conditions.
CELICA (NCF169U)
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 acts on the diaphragm chamber of the actuator. This closes the control valve. As a result, the effective length of the intake manifold is lengthened and the intake efficiency in the low-to-medium speed range is improved due to the dynamic effect of the intake air, thereby increasing the power output. : Effective Intake Manifold Length VSV ON Throttle Valve Opening Angle
60_
4700 (rpm) Engine Speed

151EG14 189EG22
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 led into 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 high engine speed range, thus providing greater output at high engine speeds. : Effective Intake Manifold Length VSV OFF Throttle Valve Opening Angle
60_
4700 Engine Speed

151EG15
(rpm)
189EG23
CELICA (NCF169U)
61
9. Fuel Pump Control

D To minimize the electric power loss, the fuel pump speed is controlled in 3 steps in accordance with the engine load.
"
System Diagram A FPC Signal EFI Main Relay +B FPC

8.2 ms Fuel Pump ECU
Fuel Pump Speed 5V Hi 0V 5V Mid 0V
Engine ECU
FP+ Fuel Pump FP E

Battery 4.1 ms
5V Low 0V 5V Stop 0V
DI
152EG11
152EG12
D 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 cut control, thus engine can be restarted.
Front Airbag Sensor (RH and LH) Airbag Sensor Assembly Engine ECU Fuel Pump ECU Fuel Pump Motor
Side and Curtain Shield Airbag Sensor Assembly (RH and LH)
188EG02
CELICA (NCF169U)
62
NEW FEATURES A650E AUTOMATIC TRANSMISSION
A650E AUTOMATIC TRANSMISSION

JDESCRIPTION
D 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 new GS430. The internal construction of this transmission differs slightly between the GS430 and GS300 applications in accordance with the output characteristics of the respective engines. D The E-shift is used on the GS300. The E-shift system, which has transmission shift switches located on the steering wheel, enables the driver to manually shift the ranges without having to release the hands off the steering wheel, provided that the floor shift lever is engaged in the M position.
188CH05
"
Specifications A Model 1st 2nd 3rd 4th 5th Reverse New GS430 3.357 2.180 1.424 1.000 0.753 3.431 8.9 (9.4, 7.8) ATF Type T-IV GS300 z z z z z z 8.2 (8.7, 7.2) z Previous GS300 z z z z z z 8.0 (8.5, 7.0) z
Gear Ratio
Fluid Capacity Liters (US qts, Imp. qts) Fluid Type
CELICA (NCF169U)
63
JPLANETARY GEAR UNIT 1. General

The planetary gear unit of the A650E automatic transmission that has been adopted on the new GS430 is based on the A650E of the previous GS300. The gears have been strengthened, the clutch and brake discs have been optimized, and the construction of the solenoid valve has been optimized in accordance with the output characteristics of the new engine. On the new GS300, the specs of the previous model continue to be applied.
"
Specifications A Model C0 C1 C2 B0 B1 B2 B3 B4 F0 F1 F2 OD Direct Clutch Forward Clutch Direct Clutch OD Brake 3rd Coast Brake 3rd Brake 2nd Brake 1st & Reverse Brake OD One-Way Clutch No.1 One-Way Clutch No.2 One-Way Clutch The No. of Sun Gear Teeth The No. of Pinion Gear Teeth The No. of Ring Gear Teeth The No. of Sun Gear Teeth The No. of Sprags The No. of Discs Band Width mm (in.) The No. of Discs No New GS430 2 6 5 4 40 (1.57) 5 6 6 24 20 24 31 32 95 41 16 73 31 21 73 28 19 66 GS300 z 5 4 3 z 4 5 5 20 16 z z z z z z z z z z z z z Previous GS300 z z z z z z z z z z z z z z z z z z z z z z z
OD Planetary Gear
Front Planetary Gear
The No. of Pinion Gear Teeth The No. of Ring Gear Teeth The No. of Sun Gear Teeth
Center Planetary Gear
The No. of Pinion Gear Teeth The No. of Ring Gear Teeth The No. of Sun Gear Teeth
Rear Planetary Gear
The No. of Pinion Gear Teeth The No. of Ring Gear Teeth
CELICA (NCF169U)
64
JELECTRONIC CONTROL SYSTEM (FOR GS430) 1. General

The A650E automatic transmission adopted in the new GS430 has been matched to the output characteristics of the new engine. In order to further improve the shift feel, driveability, and fuel economy, the following changes have been made. (1) Improved shift feel (2) Improved driveability (3) Improved fuel economy System Flex Lock-up Clutch Control Function The operating range of the flex lock-up clutch has been expanded from the previous 5th and 4th gears to the 5th, 4th, and 3rd gears to improve fuel economy. On the previous model, the upshift prohibition region while driving uphill was applied only to the 5th gear. On the new model, this has been expanded to the 4th and 5th gears. On the previous model, the automatic downshift during downhill driving was applied only to the 4th gear. On the new model, this has been expanded to the 3rd and 4th gears to improve driveability. D The vehicle speed at which downshifting into 1st gear during engine braking occurs has been increased to improve driveability. D The hydraulic pressure passages, and solenoid valve construction have been optimized to achieve smooth shifting during the warm-up process following a cold startoff. To restrain the vertical movement of the vehicle when the shift lever is moved from the D position to N, the clutch release speed has been optimized. In order to ensure a smooth shift feel during downshifting to accelerate the vehicle, the hydraulic passages and control have been optimized. f (1) (2) (3) f
AI (Artificial Intelligence) SHIFT
Shift Timing Control
Garage Shift Control Shift Down Control
CELICA (NCF169U)
65
JE-SHIFT (FOR GS300) 1. General

The GS300 has adopted the E-shift system, which enables the driver to shift the ranges by operating the transmission 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 transmission 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-shift automatically within the respective allowable range. Accordingly, the driver can shift the ranges without releasing the hands off the steering wheel, thus reducing the 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 transmission shift switches for up-shift are located on the back side of the steering wheel. Transmission Shift Switches (Down) Transmission Shift Switches (Up)
Top Side
188CH02
Back Side
188CH03
Shift Pattern
152CH03
3. Shift Program
The driver selects the M position by engaging the shift lever. At that time, the M mode indicator and gear position indicator illuminates in the combination meter. When abnormality has occurred in this system and if you shift lever to M position, M mode indicator flashes and informs the driver. However, usual driving is possible with other shift positions. The usable gears are shown in the chart below. Gear Position Indicator 5 4 3 2 Usable Gear 5th 4th 3rd 2nd 1st 4th 3rd 2nd 1st 3rd 2nd 1st 2nd 1st M Mode Indicator Gear Position Indicator
Speedometer
188CH04
CELICA (NCF169U)
66
NEW FEATURES SUSPENSION
SUSPENSION
JDESCRIPTION
D Low-pressure (N2) gas-sealed front shock absorbers with a linear control valve have been adopted on the GS430/300. D 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 improve driving stability and riding comfort.
JFRONT 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 realize both driving stability and riding comfort. Through the adoption of the linear control valve, the changes in the damping force are made constant at low piston 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 relation to the roughness of the road surface.
Low Speed
Low-Pressure Gas (N2) Extension Side Damping Force Linear Control Valve
Medium and High Speed

Conventional Valve Linear Control Valve
Piston Speed
188CH06
188CH01
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 laminate construction and form orifices. At low piston speeds, the oil flows through the cutouts of the valves to achieve a linear damping force. At medium and high piston speeds, the valves flex to increase the amount of oil that flows through, thus reducing the damping force.
C-Valve Cutout Valve Leaf Valve Medium and High Speeds Low Speeds
188CH07
CELICA (NCF169U)
NEW FEATURES BRAKES
67
BRAKES
JDESCRIPTION
D The same front and rear brakes of the previous GS300 are used. However, on the new GS430, the shape of the dust covers of the front brakes has been changed in conjunction with the output characteristics of the engine in order to improve the cooling performance. D 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. D As in the previous model, a hydraulic brake booster, in which the brake actuator and master cylinder are integrated, 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 to outer piston, only the inner piston operates to ensure braking force.
JMASTER CYLINDER AND BRAKE BOOSTER 1. General

As in the previous model, a hydraulic brake booster, in which the brake actuator and master cylinder are integrated, 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 the inner piston operates to ensure braking force.
Master Cylinder Outer Piston Reaction Rod Regulator Piston Rubber Master Cylinder Spool Valve Reaction Inner Piston Return Spring Disc Return Spring Power Piston Operating Rod
155CH62
Regulator
Master Cylinder
Operating Portion
2. Operation
During Power Supply Malfunction If the accumulator pressure is affected due to some type of malfunction, no pressure will be supplied by the regulator. Then, a power assist cannot be provided to the force that is applied via the brake pedal and the pressure to the rear brakes cannot be increased. Because the power assist is not applied to the master cylinder outer piston, the master cylinder outer piston does 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 with the pedal effort applied to the brake pedal.
From Reservoir
To Front Brake
155CH09
CELICA (NCF169U)
68
NEW FEATURES BODY
BODY
JRUST-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 in which the wax, sealer, and undercoat are applied have been expanded to improve the rust resistance performance.
: Anti-Corrosion Sheet Steel
New
Previous
188BO01
CELICA (NCF169U)
NEW FEATURES BODY
69
JLOW VIBRATION AND LOW NOISE BODY

The construction of the asphalt sheet has been optimized and its application areas have been expanded to reduce engine and road noise.
: Asphalt Sheet with Plastic Restraint Layer : Asphalt Sheet
188BO02
New
: Asphalt Sheet with Plastic Restraint Layer : Asphalt Sheet
188BO03
Previous
CELICA (NCF169U)
70
NEW FEATURES MULTIPLEX COMMUNICATION SYSTEM
MULTIPLEX COMMUNICATION SYSTEM

JDESCRIPTION
The following items have been changed in the new model. D An airbag sensor assembly and a steering pad switch (only for the GS430) have been newly added to the BEAN (Body Electronics Area Network). Furthermore, on the models with the GPS (Global Positioning System) voice navigation system, a Gateway ECU that provides the function to convert the transmission signals between the BEAN and the AVC-LAN (Audio Visual Communication - Local Area Network) has been added. Along with the addition of these items, new DTCs (Diagnosis Trouble Codes) have been added to the multiplex communication system. For details, refer to the LEXUS GS430/300 Repair Manual (Pub. No.786E). D The Multimedia ECU has been discontinued.
"
System Diagram A differ from the previous model.

Front Passenger Door ECU
Shaded portions
Rear RH Door ECU
BEAN (Instrument Bus)
No.2 Body ECU Steering Pad Switch*1
Engine ECU
Meter ECU
Tilt and Telescopic ECU Air Conditioner ECU
Power Seat ECU BEAN (Door Bus)

Moon Roof Control ECU*4
Airbag Sensor Assembly No.1 Body ECU Gateway ECU

Multi Display*2 Audio Head Unit*3
AVC-LAN
Driver Door ECU
Rear LH Door ECU
Only for the GS430 with GPS Voice Navigation System *3: without GPS Voice Navigation System *4: with Moon Roof *2:
*1:
: BEAN (Instrument Bus) : BEAN (Door Bus) : AVC-LAN

188BE05
CELICA (NCF169U)
NEW FEATURES MULTIPLEX COMMUNICATION SYSTEM
71
JSYSTEM OPERATION
The corresponding chart below illustrates the relationship between the body electrical system and the ECUs under the control of the multiplex communication system. differ from the previous model. Shaded portions Door Bus Front Passenger Door ECU Instrument Panel Bus Airbag Sensor Assembly Tilt and Telescopic ECU
Air Conditioner ECU
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 of Vehicle Information Audio Switch Operation
n f n n n n n n n n
n n n n n n
n n n n
n n n n n
f n f n
f n f n f n n
n n
f n f n f n f f n n n n n n n n
n f f f n n n n n n n n n n n f f f n n n n n n n f n f n n n n n f n n n n n n n n n n n
f: Master control (The ECU, which has a central role in controlling each system, outputs the signals to other ECUs to activate motors or other applicable components.) n: Sub control (The ECU which has a supporting role in controlling each system, outputs control signals to the master control, or receives signals from the master control to activate motors or other applicable components.)
CELICA (NCF169U)
Gateway ECU
Engine ECU
Item
Steering Pad Switch
Rear RH Door ECU
Rear LH Door ECU
Driver Door ECU
Moon Roof ECU
No.1 Body ECU
No.2 Body ECU
Meter ECU
Seat ECU
72
NEW FEATURES AIR CONDITIONER
AIR CONDITIONER
JDESCRIPTION
A deodorizing function that eliminates the exhaust gas smell that enters the cabin from the outside has been added to the conventional clean air filter. This clean air filter uses spreading type activated charcoal in the deodorizing layer to eliminate the exhaust gas smell.
Exhaust Gas Smell
Spreading Type Activated Charcoal
Clean Air Filter
Clean Air
Deodorizing Layer
188BE06
Service Tip D The replacement interval for the clean air filter is 10,000 km or 1 years. However, it varies with the use conditions (or environment). D Do not wash the clean air filter with water or use an air blower to clean it because the clean air filter contains spreading type activated charcoal.
CELICA (NCF169U)
NEW FEATURES MULTI DISPLAY
73
MULTI DISPLAY
JDESCRIPTION
D A Multi display has been provided on the center cluster panel of the European model as an option. The display, which consists of a 7.0-inch wide LCD (Liquid Crystal Display) screen with a IR (Infrared)-sensitive touch panel, offers improved ease of use. D 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 is displayed on the screen. Additionally, it provides voice instructions to guide the driver through the route to reach the destination that has been selected.
JSYSTEM DIAGRAM
GPS Antenna AVC-LAN Multi Display
Navigation ECU
Power Amplifier
Audio Unit
CD Automatic Changer
AVC-LAN
Illumination Speed Speaker Signal Signal Drivers Door Gateway ECU

Air Conditioner ECU
Speaker (Other Doors) BEAN
Body ECU
Meter ECU
188BE07
CELICA (NCF169U)
74
JLAYOUT OF COMPONENT
CD Automatic Changer Multi Display Power Amplifier
Gateway ECU
Navigation ECU
188BE08
JCONSTRUCTION AND OPERATION 1. Gateway ECU

The Gateway ECU transmits the vehicle information to the Multi display in order for it to be displayed on display. 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.
BEAN No.1 Body ECU
Gateway ECU
AVC-LAN
Engine ECU
Multi Display
Audio Unit
188BE17
CELICA (NCF169U)
75
2. Multi Display
General Upon receiving the vehicle information that is transmitted by the Gateway ECU, the navigation information that is transmitted by the Navigation ECU, and the operation information from audio unit, Multi display displays these data on the display. Listed below are the main function of the Multi display. Function Audio Screen Display On-screen Display Adjustment Screen Display Trip Information Display Outline D Status of audio equipment and audio operation screen indication. D Sound quality adjustment screen indication. D Display the operating condition of the air conditioner. D Display the outside temperature. Image quality adjustment screen indication. D Cruising Range D Distance After Refueling. D Average Speed. D Fuel Consumption (Current, After Refueling, Average). D Language selector display. D Enlargement/reduction, rotation and movement of map. D Indication of current position and direction of travel. D Correction of current position. D Setting change and indication of route. D Voice guidance. There are many additional functions. D Service Check Menu. D Display Check. D Navigation Check.
Navigation Screen Display
Diagnosis Screen Display
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 vehicles speed sensor, the vehicles present position, direction of travel, and driven distance are calculated and displayed on this screen. This screen has the display functions listed below. Item Heading Up/North Up Front Wide Stepless Scale Display Direct Scale Change Multi-step Scale Display Scroll Display Split-view Display Points-of-Interest Display Taillight-interlocked Map Color Change Road Number Sign Board Display Outline Changes the orientation of the map. Displays a map in the direction of travel of the vehicle in an enlarged form. Changes the scale of the map from the basic 11 steps to an even finer display. Directly select and display the map scale. Change and display the map scale in 11 stages. Scrolls the screen to display the desired point on the map. Displays different modes on a screen that is split into two views. Displays selected types of marks on the map. Changes the displayed color on the map screen when the taillights are turned ON. Displays the road numbers on the map. (Continued)
CELICA (NCF169U)
Map Display
76
Item Hybrid Points-of-interest Search Hybrid Street Search Points-of-Interest Pinpoint Display Destination Search Telephone number search Address Search Special Memory Point Nearest Points-of-Interest Search List Display Intersection Search Search Condition Designation Regulated Road Consideration
Outline Narrows the search by names of the points-of-interest, category, and areas. Narrows the search by street name and area. Pinpoints and displays point-of-interest. Searches for a house number. Sets a pre-registered point as a destination point while driving. Searches nearest points-of-interest and displays a list. By specifying two streets, the point at which they intersect is set as the destination point. Searches for the recommended, shortest, and other routes. Performs search while considering regulated roads. The language of the text displayed on the navigation screen and of the voice guidance can be selected from five languages (English, French, German, Italian, and Dutch). Voice guidance to instruct the direction of travel to be taken. Voice guidance to instruct the direction of travel to take on the motorway. Displays the distance from the present location to the destination. Guides the lane in which to drive when the motorway branches (only on the model for Germany). Zoom-in display when approaching an intersection. Displays information on the SA (service area) and PA (parking area) of the motorway. the position of the
Performs search by telephone number.
Search
Language Selector Right or Left Turn Guidance Motorway Direction of Travel Guidance Distance Display to Destination Motorway Branching Lane Guidance Intersection Zoom-in Display Motorway SA/PA Information Diagnosis Screen
Guidance
This systems diagnosis screen can be displayed and operated on the multi-information display. The diagnosis menu contains the following three items: Service Check Menu, Display Check, and Navigation Check. For details, refer to the LEXUS GS430/300 Repair Manual (Pub. No. RM786E).
Diagnosis Menu Service Check Menu Display Check Navigation Check
187BE37
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NEW FEATURE MULTI DISPLAY
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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 Navigation ECU has been changed from CD (Compact Disc) to DVD (Digital Versatile Disc). The GPS voice navigation function consists of the following components: D GPS Antenna D Speed Sensor D Speaker D DVDROM D Navigation ECU D GPS Receiver (Contained in the navigation ECU) D 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 play back a greater amount of data because it can handle pits, or signal grooves, at a higher density. The volume of data that a 12 cm (0.47 in.) diameter DVD can store is equivalent to approximately 7.5 times that of a CD-ROM, totaling 4.7 gigabytes. The navigation system has adopted a dual-layer DVD, which has two layers per side to store a large capacity of signal data, totaling 8.5 gigabytes.
Bit Size Comparison
CD
DVD
Second Layer First Layer
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The gyro sensor is designed to detect the yaw rate of vertical axis turn of the vehicle and installed in the Navigation ECU. The gyro sensor has a turning-fork shape type piezoelectric ceramic piece inside. This piezoelectric ceramic piece 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 vehicle turns (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-processed inside the gyro sensor and outputted. Navigation ECU receives this signal and judges the yaw rate of the vehicle.
Turning Axis Center
Vibration Direction
Coriolis Force
Detection Portion
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NEW FEATURES MULTI DISPLAY Detecting the Vehicle Position
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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 continuous orbit signals and radiowave transmission time signals. The navigation ECU also contains a clock, which can understand the radiowave time signals that are received from the satellites. As a result, the length of time that is taken by the radiowaves to arrive from the satellites to the antenna can be determined. Thus, the lengths of time that elapse for the radiowaves of the 4 satellites to reach the antenna are measured. Each of these lengths of time are multiplied by the luminous flux (the rate of transmission of luminous energy: approximately 300,000 km per second), the results of which are the distances from the satellites to the antenna. Because the positions of the GPS satellites are known by their signals, the receiving point (vehicle position) can be rendered as the point in which the 4 spheres (of which the centers are the respective satellites) converge. However, due to the differences that exist between the clocks of the satellite and the ECU, the 4 spheres do not converge at a single point. Therefore, the ECU uses another satellite to calculate the point at which the 4 spheres converge at a single point and corrects its internal clock. As a result, the ECU determines the vehicle position and adjusts its internal clock to the clocks of the satellites.
GPS Satellites
Difference Difference Difference Difference
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NEW FEATURES DOOR LOCK CONTROL SYSTEM
DOOR LOCK CONTROL SYSTEM

JDESCRIPTION
Collision door lock release functions have been added to the door lock control system of the new GS430/300 models for Europe. Furthermore, for improved theft deterrence, a double locking system is standard equipment on the RHD model for Europe and optional equipment on the LHD model for Europe.
"
System Diagram A Front Passengers Rear RH Door ECU Door ECU
BEAN (Instrument Bus) Meter ECU

Airbag Sensor Assembly Body ECU
BEAN (Door Bus)
Drivers Door Door ECU
Rear LH Door ECU
188BE09
JCollision Door Lock Release Function

During a collision, when the Body ECU detects the signal that is output by the airbag sensor assembly, the Body 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.
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JDOUBLE LOCKING SYSTEM 1. General

D The double locking system also prevents the doors from being opened through the operation of the inside door knobs. Thus, the doors cannot be opened either from the inside or the outside of the vehicle. D To lock the doors with this system, pressing the transmitters LOCK switch, then pressing it again within 5 seconds activates the double locking system.
"
System Diagram A
Wireless Receiver
Front Passenger Door ECU
(1)
(2)
Rear RH Door ECU
(1)
(2)
Body ECU
Key-linked Lock and Unlock Switch
BEAN Manual Switch Driver Door ECU (1) Rear LH Door ECU (1)
(2)
(2)
(1): Door Lock Motor and Switch (2): Double Locking Motor and Switch
188BE01
CAUTION Never activate the double locking system when there are people in the vehicle because the doors cannot be opened from the inside of the vehicle. If locking the doors by accident, press Unlock button of the transmitter.
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2. Construction
The double locking system is installed in the door lock of the all door.
Inside Handle Open Lever
Actuator
188BE02
3. Operation
D 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 will merely mis-swing, without being able to unlock the door. D The locking/unlocking function of the double locking system is normally activated by operating the transmitter. However, as an emergency unlocking maneuver, only the front door can be unlocked with a key.
Inside Handle Open Lever
Inside Handle Open Lever Mis-swing
Normal Lock Condition

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Double Locking Condition

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NEW FEATURES SRS AIRBAG SYSTEM
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SRS AIRBAG SYSTEM

JDESCRIPTION
D A curtain shield airbag has been adopted in the SRS (Supplementary Restraint System) of the new GS430/300. This curtain shield airbag operates under the same condition as the side airbag. D A function that detects whether or not the front passenger seat is occupied and prohibits the deployment of the front passenger airbags (front, side, and curtain shield) if the seat is unoccupied, has been adopted in the SRS airbag system. D The Airbag sensor assembly has been added to the BEAN (Body Electronics Area Network). D The GS430/300 have adopted a fuel cut control that stops the fuel pump if the airbag has been deployed at the front or side collision.
"
System Diagram A
Front Airbag Sensors
Occupant Detection Sensor
Airbag Sensor Assembly Collision Impact

Side and Curtain Shield Airbag Sensor Assembly Front Passenger Seat Belt Buckle Switch
D Inflator (For Driver and Front Passenger) D Seat Belt Pretensioner (LH and RH)
Inflator For Left Side and Left Curtain Shield Inflator For Right Side and Right Curtain Shield
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Collision
Impact
JLAYOUT OF COMPONENT
Curtain Shield Airbag Assemblies Front Airbag Sensor Assemblies
Inflator and Bag for Driver In Steering Wheel Pad
Inflator and Bag for Front Passenger (Above the Glove Box) Side Airbag Assembly
Side and Curtain Shield Airbag Sensor Assembly
Airbag Sensor Assembly Side Airbag Assembly

Side and Curtain Shield Airbag Sensor Assembly
Seat Belt Buckle Switch
Occupant Detection Sensor

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JSRS CURTAIN SHIELD AIRBAG 1. General

D In conjunction with impact absorbing structure for side collision, the SRS (Supplemental Restraint System) curtain shield airbag has been designed to help reducing the impact energy that is transmitted to the driver and front passenger in the event of a side collision. In a side collision, the side and curtain shield airbag sensor detects the shock and if the side-to-side shock is greater than a specified value, and the curtain shield airbag stored in the front pillar and roof side for the driver or front passenger inflate instantly to help preventing the drivers or front passengers head from directly hitting against the door trim and window or surroundings. D Each SRS curtain shield airbag operate independently for the drivers side and front passengers side. D An electrical type SRS side and curtain shield airbags, in which the side and curtain shield airbags are activated by the ignition signal emitted by the airbag sensor assembly, have been adopted.
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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 side and 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 vehicle, converts it into an electrical signal and sends it to the Airbag sensor assembly. The safing sensor turns ON if an acceleration force that is higher than a predetermined value is applied to the safing sensor as a result of a side collision. The basic construction and operation are the same of the side airbag sensor assembly used in the previous GS300. Airbag Sensor Assembly The Airbag sensor assembly is mounted on the center floor under the instrument panel. The Airbag sensor assembly receives signals from the side and curtain shield airbag sensor enclosed in the side and curtain shield airbag sensor assembly and judges whether the side and curtain shield airbags must be activated or not. Furthermore, the Airbag sensor assembly diagnoses a system malfunction of the side and curtain shield airbag 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 diagnosis system, refer to the LEXUS GS430/300 Repair Manual Supplement (Pub. No. RM786E).
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NEW FEATURES SRS AIRBAG SYSTEM Inflator and Bag 1) Construction
85
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 curtain shield airbag is basically the same as that of the inflator for the side airbag.
Compressive Gas
Diffuser
Nail Outer Hole Igniter
Break Washer Curtain Shield Airbag Clamp Bracket
177BE41
CAUTION The igniter is ignited even by a feeble current. As it is dangerous, never measure the resistance of the igniter with a volt/ohmmeter, etc.
2) Operation If the side and curtain shield airbag sensor is turned on by acceleration due to a side collision, electric current then ignites the igniter in the inflator. The combustion of the igniter causes the gas to expand and the bracket and nail to move. The movement of the bracket and nail causes the compressive gas to tear the break washer and enables the gas to be discharged. The discharged gas mixes with the igniters combustion gas and flows into the bag through the outer hole and container. Then the curtain shield airbag tears open the front pillar garnish to further expand and to help to reduce the impact applied to the head of the driver/front passenger.
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86
"
NEW FEATURES SRS AIRBAG SYSTEM Inflator A
Igniter Expansion Gas
Nail
177BE42
Compressive Gas
Outer Hole
To Curtain Shield Airbag
Combustion Gas
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"
Bag A : Compressive Gas
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JAIRBAG 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 deployment 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 to detect 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 electrodes sandwich a spacer. When the occupant is seated, the electrode sheets come in contact with each other through the hole that is provided in the spacer portion, thus enabling the current to flow. As a result, the airbag sensor assembly detects the presence of the occupant. This sensor is basically the same as the occupant detection sensor of the conventional seat belt warning system, except that it is shaped differently. Front Seat Cushion
A A
Spacer
Electrode Sheet
Electrode Sheet Occupant Detection Sensor (Include Seat Cushion)

188BE14
A A Cross Section
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NEW FEATURES AUDIO
AUDIO
JDESCRIPTION
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 audio unit. This switch has a built-in ECU that transmits the operating conditions of the switch to the Gateway ECU via the BEAN (Body Electronics Area Network). The Gateway ECU converts these into the transmission signals for the AVC-LAN (Audio Visual Communication-Local Area Network, which are then output to the audio unit.
"
System Diagram A
Gateway ECU Steering Pad Switch BEAN AVC-LAN
Audio Unit
188BE15
JSTEERING PAD SWITCH

The steering pad switch contains frequently used audio switches (volume +, volume , preset volume, mode, and channel up/down) to improve the ease of use of the audio unit.
MO-DE Volume + Channel UP Channel DOWN Preset Volume Volume

188BE16
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Lexus - GS300 - GS430 - Service - Manual 8

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Lexus - GS300 - GS430 - Service - Manual 8

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APPENDIX

MAJOR TECHNICAL SPECIFICATIONS

Min. Running Ground Clearance Angle of Approach Angle of Departure

Gross Vehicle Weight

Max. Permissible Speed

mm (in.) cm3 (cu.in.)

Brake Type Parking Brake Type

JZS160L-BEAQFV z z z z z z z z z z z z z z z z z 1020 (2249) 1110 (2447) 2130 (4696) z z z z z z z z z z z z z z z z z z z z z z z z z z z z z z 3.615 z z z z z z z z z z z z

INTRODUCTION OUTLINE OF NEW FEATURES

INTRODUCTION OUTLINE OF NEW FEATURES

6. A650E Automatic Transmission

INTRODUCTION OUTLINE OF NEW FEATURES

11. Multiplex Communication System

12. Air Conditioner

13. Multi Display

14. Power Window System

15. Door Lock Control System

16. SRS AIRBAG SYSTEM

INTRODUCTION OUTLINE OF NEW FEATURES

INTRODUCTION MODEL CODE & MODEL LINE-UP

STEERING WHEEL POSITION L : Left-Hand Drive R : Right-Hand Drive

7 3 MODEL NAME B : GS430/300 8

BODY TYPE E : 4-Door Sedan

NEW FEATURES EXTERIOR

Radiator Grille Headlight Extension

Rear Combination Light

NEW FEATURES EXTERIOR

JFRONT DOOR GLASS

Water-Repellent Glass Service Tip

NEW FEATURES EXTERIOR

JFUEL FILLER CAP

NEW FEATURES INTERIOR

NEW FEATURES 2JZ-GE ENGINE

JSPARK PLUG (MODELS FOR EUROPE AND AUSTRALIA)

0.7 mm (0.028 in.)

NEW FEATURES 2JZ-GE ENGINE

TWC Exhaust Manifold

Exhaust Front Pipe

JFUEL PUMP CONTROL

NEW FEATURES 3UZ-FE ENGINE

NEW FEATURES 3UZ-FE ENGINE

91.0 x 82.5 (3.58 x 3.25) 87.5 x 82.5 (3.44 x 3.25)

NEW FEATURES 3UZ-FE ENGINE

Intake and Exhaust System

Fuel System Ignition System

Engine Control System

NEW FEATURES 3UZ-FE ENGINE

JENGINE PROPER 1. Cylinder Head

2. Cylinder Head Gasket

Cylinder Bore Side

Inner Plate A A Cross Section

NEW FEATURES 3UZ-FE ENGINE

Bank Angle 90_

Bore Pitch 105.4 mm (4.15 in.)

Bore Offset 21.0 mm (0.827 in.)

1.5 mm (0.06 in.)

6.5 mm (0.26 in.)

5.5 mm (0.22 in.)

2.0 mm (0.08 in.)