lexus_gs300_gs430_service_manual 7

Europe Australia

Min. Running Ground Clearance mm (in.)

Angle of Approach degrees

Angle of Departure degrees

ItemArea

Body Type

Vehicle Grade

Model Code

Overall

Length mm (in.)

Width mm (in.)

Height mm (in.)

Wheel Base mm (in.)

TreadFront mm (in.)

Rear mm (in.)

Room

Front mm (in.)

Rear mm (in.)Overhang

Curb Weight

Gross Vehicle Weight

Front kg (lb)

Rear kg (lb)

Total kg (lb)

Front kg (lb)

Rear kg (lb)

Total kg (lb)

Fuel Tank Capacity (lmp.gal)

Luggage Compartment Capacity m3 (cu.ft.)

Max. Speed km / h (mph)

Max. Cruising Speed km / h (mph)

Acceleration

Max. PermissibleSpeed

Min. Turning Radius

0 to 100 km / h sec.

0 to 400 m sec.

1st Gear km / h (mph)

2nd Gear km / h (mph)

3rd Gear km / h (mph)

4th Gear km / h (mph)

Tire m (ft.)

Body m (ft.)Engine Type

Valve Mechanism

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

Compression Ratio

Carburetor Type or Injection Pump Type (Diesel)

Research Octane No. or Cetane No. (Diesel)

Max. Output kW / rpm

Max. Torque N.m / rpm

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

Alternator Output Watts

Starter Output kW

Clutch Type

Transmission Type

Transmission GearRatio

Differential Gear Ratio

Differential Gear Size in.

Brake Type

Parking Brake Type

Brake Booster Type

Proportioning Valve Type

Suspension Type

Stabilizer Bar

Steering Gear Type

Steering Gear Ratio (Overall)

Power Steering Type

In First

In Second

In Third

In Fourth

In Fifth

In Reverse

Front

Rear

FrontRear

Front

Rear

5

10

15

20

25

30

35

40

45

50

55

60

65

70

Maj

or D

imen

sion

s &

Veh

icle

Wei

ghts

Per

form

ance

Eng

ine

Eng

ine

Cha

ssis

Ele

ctric

al

—

Length mm (in.)

Width mm (in.)

Height mm (in.)

4-Door Sedan

G.C.C. Countries

* 1: with Moon Roof

APPENDIX156

MAJOR TECHNICAL SPECIFICATIONS

JZS160L-BEAQFW JZS160R-BEAQFW JZS160R-BEAQFQ JZS160L-BEAQFV

4805 (189.2) � � �

1800 (70.9) � � �

1445 (56.9) � � �

2800 (110.2) � � �

1535 (60.4) � � �

1510 (59.4) � � 1515 (59.6)

1975 (77.8) � � �

1550 (61.0) � � �

1180 (46.5), 1140 (44.9)*1� � �

835 (32.9) � � �

1170 (46.1) � � �

155 (6.1) � � �

16� � � �

16� � � �

885~915 (1951~2017) � 875~920 (1929~2028) �

780~805 (1720~1775) � 775~810 (1709~1786) �

1665~1720 (3671~3792) � 1650~1730 (3638~3814) �

1015 (2238) � 1005 (2216) 1020 (2249)

1105 (2436) � 1135 (2502) 1110 (2447)

2120 (4674) � 2140 (4718) 2130 (4696)

75 (19.8, 16.5) � � �

0.515 (18.2) � � �

230 (142) � � �

210 (130) � � �

8.2 � 7.9 8.2

15.8 � 15.7 15.8

60 (37) � 55 (34) 60 (37)

92 (57) � 85 (53) 92 (57)

141 (88) � 130 (81) 141 (88)

— — — —

5.5 (18.0) � � �

5.9 (19.4) � � �

2JZ-GE � � �

24-Valve, DOHC � � �

86.0 � 86.0 (3.39 � 3.39) � � �

2997 (182.9) � � �

10.5 : 1 � � �

EFI � � �

95 � 93 �

163/5800 (EEC) � 166/6000 (EEC) 178/6000 (SAE-GROSS)

298/3800 (EEC) � 298/4000 (EEC) 312/4000 (SAE-GROSS)

12 – 55 � � �

1200 � � �

1.4 � 1.0 �

— — — —

A650E � � �

3.357 � � �

2.180 � � �

1.424 � � �

1.000 � � �

0.753 � � �

3.431 � � �

3.615 � 3.916 3.615

8” � � �

Ventilated Disc � � �

Solid Disc � � �

Duo-Servo � � �

Hydraulic � � �

— — — —

Double Wishbone � � �

Double Wishbone � � �

STD � � �

STD � � �

Rack and Pinion � � �

17.2 � � �

Integral Type � � �

BODY ELECTRICAL — LIGHTING

BODY ELECTRICAL

BEBE

119

LIGHTING

�DESCRIPTION

The new GS300 has the following systems:

System Outline

Headlights

Four sculptured multi-reflector type headlights, in which the low-beamand high-beam lights are mounted separately, have been adopted on allmodels.Also, Discharge headlights have been adopted to the low-beam head-lights as optional equipment. This headlights provides a high level ofvisibility.The basic construction and operation of Discharge headlights are thesame as in the LS400.

Automatic Headlight BeamLevel Control System

An automatic headlight beam level control system has been adopted,which automatically maintains the headlight beams at a constant levelin relation to the vehicle posture that is detected by sensors.The basic construction and operation are the same as in the LS400.

Automatic Light ControlSystem

Positioning the light control switch at AUTO turns the headlights andtaillights on or off, depending on the light availability surrounding thevehicle, as detected by the automatic light control sensor.For details, see the next page.

Daytime Running Light System

This system is designed to automatically activate the headlights duringthe daytime.

Illuminated Entry System

This system is useful when entering the vehicle, fastening the seat beltsand inserting the ignition key into the key cylinder in the dark.As in the previous model, when any of the doors is opened, the illumi-nated entry system turns on the illumination lights around the ignitionkey cylinder, dome light (only when the control switch is at DOORposition), footwell illuminations (for the driver and front passenger) si-multaneously and fade out in about 15 seconds.Also, the control of this system is performed by the No. 2 body ECU.

BODY ELECTRICAL — LIGHTING120

�AUTOMATIC LIGHT CONTROL SYSTEM

1. General

When the light control switch is at the AUTO position, the automatic light control sensor detects the ambientlight and automatically turns the taillight and headlight on or off accordingly.The automatic light control system of the new GS300 has the following features:

� The function for judging the light of the vehicle’s surroundings and the function for controlling the taillightand headlight relays are enclosed in the No. 2 body ECU.

� A light sensitivity adjustment function, which is implemented by the customized body electronics system,has been provided.

� A control has been provided to reduce the instances in which the headlights are turned ON/OFF by thissystem.

2. Construction and Operation

Automatic Light Control Sensor

� The control function of the automatic light control system has been integrated in the No. 2 body ECU.Accordingly, the automatic light control sensor now consists only of the light sensor that detects the illu-minance of the vehicle’s surrounding light.The light sensor is comprised of a photo diode which senses the available light, power source circuit andfrequency output circuit.

� The brightness that is detected by this sensor is transmitted to the No. 2 body ECU in the form of signalsbased on the frequency output system.

� The sensitivity of this sensor can be adjusted to 5 stages by the customized body electronics system.

152BE01

Filter Sensor

� Specifications�

DestinationEurope*1 Australia

ItemEurope*1 Australia

G.C.C. Countries

OFF Approx 4 secTaillight Approx. 2.0 sec.

ON/OFF D l Ti f th

OFF Approx. 4 sec.Headlight Approx. 4.0 sec.

ON/OFF Delay Time for theLights Approx 6 sec

Taillight Approx. 0.15 sec.Lights

ONApprox. 6 sec.

Headlight Approx. 1.0 sec.

Approx. 0.25 sec.*2 Headlight Approx. 0.25 sec.*2

*1: Headlights and taillights turn ON and OFF simultaneously.*2: Control to turn ON the lights immediately when driving in a tunnel.

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BODY ELECTRICAL — LIGHTING 121

1) Frequency Output Circuit

The frequency output circuit varies the frequency of the pulses that are output by the sensor in accordancewith the illuminance that is detected by the automatic light control sensor.

152BE03

152BE02

Frequency Varies from 50 HzAccording to Illuminance

Output Pulse Frenquency Characteristics Diagram

Illuminance

1200 Hz

Frequency

50 Hz

0 Lx Bright

No. 2 Body ECU

� The control functions of the automatic light control system, such as the function to judge the illuminanceof the vehicle’s surroundings and the function to control the taillight and headlight relays, are integratedin the No. 2 body ECU. Accordingly, the body ECU performs system control based on the illuminancesignal that is sent by the automatic light control sensor.

� After the headlights are turned OFF, if the body ECU detects that the headlights are turned ON againwithin 10 seconds, the ECU changes the headlight OFF delay time from 4 seconds to 10 seconds. Accord-ingly, the ON/OFF operation of the headlights, which could occur while driving through a consecutivestring of tunnels, can be minimized.

BODY ELECTRICAL — METER122

METER

�COMBINATION METER

The combination meter of new GS300 has the following features:

� Sporty, triple-lens independent electronic analog meters that offer superb visibility and a high-tech lookhave been adopted.

143BE01

� In contrast to the meter used on the previous model in which the pointer and scale meter were illuminated,the new GS300 has adopted a system in which the pointer and scale are silhouetted against an illuminateddial plate.

152BE06152BE05

New Previous

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BODY ELECTRICAL — METER 123

� To ensure an optimal meter brightness continuously from dusk to night, an automatic light control systemthat uses an automatic light control sensor has been newly adopted. In addition, a rheostat switch hasbeen provided to enable the driver to adjust the meter brightness as desired.

152BE08152BE07

Met

er B

right

ness

ManualLight ControlRange

Illuminance

� System Diagram�

Meter (Light Control)

(Rotational Angle Signal)

Multiplex Communication(Illuminance Data)

No. 2 Body ECU

Rheostat

Automatic LightControl Sensor

� To minimize the fluctuation of the fuel gauge needle while driving up or down hill or during cornering,the position of the fuel gauge needle of the new GS300 is determined by calculating the residual fueldata that is sent from the fuel sender to the meter, and the fuel consumption data that is sent from theengine ECU to the meter.


152BE09

Engine ECU

FUEL Sender

Multiplex Communication(Fuel Consumption Data) Meter

(Calculation/Display)

Residual Fuel Data

BODY ELECTRICAL — METER124

� A drive monitor has been adopted to show cruise information and warnings such as the average vehiclespeed, average fuel consumption, etc., on the display of the Lexus navigation system.The drive monitor analyzes the various types of data that are sent from the engine ECU, ABS & TRC& VSC ECU, and fuel sender gauge to the meter and sends the results of the analysis to be shown onthe display of the Lexus navigation system. The items that are shown on the display by this functionare as follows.

Item Details

Driven Distance After Refueling

If more than 10 liters is refueled, the meter detects that refueling hasoccurred based on the signals received from the fuel sender gauge,and resets the driven distance data that is stored in memory. Follow-ing the resetting of the data, the meter calculates the cumulative driv-en distance and sends this information to be shown on the display.The indication on the display is updated at 0.1km intervals.

Average Fuel ConsumptionAfter Refueling

If more than 10 liters is refueled, the meter detects that refueling hasoccurred based on the signals received from the fuel sender gauge andresets the average fuel consumption data that is stored in memory.Following the resetting of the data, the meter calculates the cumula-tive average fuel consumption and sends this information to beshown on the display. The indication on the display is updated at10-second intervals.

Driven Distance AfterEngine Starting

The meter resets the driven distance data that is stored in memoryeach time the engine is started. Following the resetting of the data,the meter calculates the cumulative driven distance and sends this in-formation to be shown on the display. The indication on the displayis updated at 0.1km intervals.

Instant Fuel Consumption

The meter calculates the fuel consumption rate each time the enginemakes 20 revolutions and sends this information to be shown on thedisplay. The indication on the display is updated at 0.5-second inter-vals.

Average Fuel Consumption

When the reset switch is turned ON, the meter resets the average fuelconsumption data that is stored in memory. Following the resettingof data, the meter calculates the cumulative average fuel consump-tion and sends this information to be shown on the display. The in-dication on the display is updated at 10-second intervals.

Average Speed

When the reset switch is turned ON, the meter resets the average ve-hicle speed data that is stored in memory. Following the resetting ofdata, the meter calculates the cumulative average vehicle speed andsends this information to be shown on the display. The indication onthe display is updated at 10-second intervals.

Continuous Drivable Distance

The meter calculates the estimated continuous drivable distance(based on the residual fuel data that is sent from the fuel sender gaugeto the meter and the fuel consumption data of the preceding ten andseveral km that is calculated by the meter and stored in memory) andsends this information to be shown on the display. The indication onthe display is updated each time the estimated continuous drivabledistance decreases by 1 km. Furthermore, if the fuel consumption ratefor the preceding ten and several km changes suddenly, the data is up-dated and this information is sent to the display to update the indica-tion on the display.

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BODY ELECTRICAL — METER 125


152BE11

Multiplex Conmunication(Fuel Consumption Data)

Residual Fuel Data

Meter (Calculation)

Engine ECU

ABS & TRC &VSC ECU

FUEL Sender

Vehicle Speed Signal

MultiplexCommunication(Indication Data) (Reset Switch Data)

Lexus Navigation System

� The functions described below have been provided to enable the hand-held tester to be used for diagnosisin case a malfunction occurs in the meter.

1 Meter’s functions to output its internal data to the hand-held tester

The following types of data are output via the No. 1 body ECU to the hand-held tester that is connectedto the data link connector:

� Vehicle speed

� Engine rpm

� Signals input from the fuel sender gauge

� Signals input from the rheostat adjust switch

� Illumination light source (cold cathode tube) ambient temperature data

2 Hand-held tester’s functions for activating the various types of meters

The hand-held tester outputs the signals to activate the following types of meters for verifying their opera-tion:

� Speedometer

� Tachometer

� Fuel Gauge

� Water Temperature Gauge

� Warning Lights


152BE12

Meter(Data Output/Operation/Setting)

Hand-Held Tester

Data Link Connector 3 No. 1 Body ECU

Multiplex Communication

BODY ELECTRICAL — AIR CONDITIONING126

AIR CONDITIONING

�DESCRIPTION

1. General

The air conditioning system in the new GS300 has the following features:

� A fully automatic controlled type air conditioning system is used on all models.

� A semi-center location air conditioning unit, in which the evaporator and heater core are placed in thecenter of the vehicle, has been newly adopted.

� The construction of the evaporation, heater core, and blower fan has been changed.

� A left/right independent temperature control system, in which the temperature for the driver and thefront passenger can be controlled independently, has been newly adopted.

� A 2-dimensional dome-type solar sensor which detects the amount of left/right solar radiation have beennewly adopted.

� Shower ducts, which guide warm air to the entire footwell area, have been adopted.

� A variable-capacity compressor, in which the capacity of the compressor varies in accordance with thecooling load, has been adopted on models except G.C.C. Countries.

� A sub-cool condenser, which cools the refrigerant twice, has been adopted.

� As in the LS400, an automatic recirculation system that automatically switches the air inlet mode accord-ing to the level of concentration of exhaust gases in the outside air, has been adopted on models exceptG.C.C. Countries.

� The water valve and the EPR (Evaporator Pressure Regulator) have been discontinued.

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BODY ELECTRICAL — AIR CONDITIONING 127

� Performance�

ModelNew Previous

ItemNew Previous

Heat Ouput W (Kcal/h) 5200 (4470) 5400 (4640)

Heater Air Flow Volume (m3/h) 350 350*

Power Consumption (W) 210 195

AiHeat Ouput W (Kcal/h) 5600 (4820) �

AirConditioner

Air Flow Volume (m3/h) 550 560Conditioner

Power Consumption (W) 260 �

*: With side vent closed


ModelNew Previous

ItemNew Previous

Type Multi-Flow Type Dimpled Tube Type

and Heater Core Size

W � H � L mm (in.)100 � 264.1 � 27(3.9 � 10.4 � 1.1)

177.8 � 200 � 32(7.0 � 7.9 � 1.3)

on an

Fin Pitch mm (in.) 1.8 (0.07) 2.0 (0.08)

ilatio

ter Motor Type S80Fs – 12T S80Fs – 12.5T

Ven

tilH

eate

Blower Fan Type Radial Fan Sirocco Fan

Ve H BlowerFan SizeDia. � H mm (in.)

180 � 70 (7.1 � 2.8) 150 � 85 (5.9 � 3.4)

Type Multi-Flow Type(Sub-Cool Type)

3-Passage Type

oner

Condenser Size W � H � L mm (in.)

670 � 397.3 � 16(26.4 � 15.6 � 0.6)

706 � 382.4 � 22(27.8 � 15.1 � 0.9)

ditio

n

Fin Pitch mm (in.) 3.2 (0.13)*, 4.0 (0.16) 3.5 (0.14)

Con

d

Type Drawn Cup Type �

Air

C

Evaporator Size W � H � L mm (in.)

291.6 � 215 � 58(11.4 � 8.5 � 2.3)

278.3 � 200 � 105(10.9 � 7.9 � 4.1)

Fin Pitch mm (in.) 3.5 (0.14) 4.0 (0.16)

Compressor Type 7SB16, 10PA20* 10PA20

*: Models for G.C.C. Countries


�CONSTRUCTION AND OPERATION

1. Heater Control Panel

Two types of heater control panels are provided.

� The models without a Lexus navigation system have adopted an easy-to-use push-button type heatercontrol panel. This control panel uses an LCD (Liquid Crystal Display) panel to show the set temperature,air outlet mode, blower speed, and outside temperature to ensure excellent visibility.

� The models with a Lexus navigation system (European models only) have adopted a heater control panel,which consists of push switches located around the navigation system display and a touch switch thatis operated by touching the display panel.

� The touch switch is used to turn the air conditioner ON/OFF and to select the air outlet modes and blowerspeeds. This control panel shows the set temperature and outside temperature on the display. The outsidetemperature can be shown on the display in two manners: continuous, or only in the air conditionercontrol screen.

� To ensure the ease of operation of the left/right independent control, a passenger temperature controlswitch is provided on the passenger side of the heater control panel. A “DUAL” switch is also providedto change from the left/right independent control to the linked control.

� An indicator is provided in the air inlet control switch to indicate that the automatic recirculation systemis in operation.

143BE05

152BE13

Models without Lexus Navigation System

Models with Lexus Navigation System(European Models Only)

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2. Air Conditioning Unit

A semi-center location air conditioning unit, in which the evaporator and heater core are placed in the ve-hicle’s longitudinal direction, has been newly adopted. As a result, the air conditioning unit has been mademore compact and lightweight than that of the previous model. In addition, a left/right independent tempera-ture control system has been adopted to improve comfort.

152BE16 152BE15

New Previous

Evaporator

EvaporatorHeater Core

Heater Core

Blower Fan

A radial fan that has a larger diameter and narrower width than the sirocco fan of the previous modelhas been newly adopted to realize a more compact blower unit. In addition, the previous dual suctionblower has been discontinued.

152BE18 152BE17

152BE20 152BE19

New Previous

Blower Unit

New Previous

Fan Configuration

Radial Fan Sirocco Fan

Sirocco FanRadial Fan


Heater Core

The flow of the heater water in the heater core has been changed from the previous U-turn flow to a full-pathflow. Due to the resulting improvement in the heat exchanging efficiency of the heater core, the heatercore itself could be made thinner. In addition, the heater core material has been changed from copperto aluminum.

152BE22152BE21

New Previous

Evaporator

By placing the tanks at the top and the bottom of the evaporator unit and by adopting an inner fin construc-tion, the heat exchanging efficiency has been improved and the evaporator unit’s temperature distributionhas been made more uniform. As a result, it has become possible to realize a thinner evaporator construction.

152BE24

152BE23

152BE26152BE25

New

Previous

Inner Fin

Cross Rib

Tanks

BE


3. Condenser

The new model has newly adopted a sub-cool condenser in which a multi-flow condenser (consisting oftwo cooling portions: a condensing portion and a super-cooling portion) and a gas-liquid separator (modula-tor) have been integrated. This condenser has adopted the sub-cool cycle for its cooling cycle system toimprove the heat exchanging efficiency.

Sub-Cool Cycle

The receiver cycle of the previous condenser could not convert the gaseous refrigerant that was sent bythe compressor into a completely liquefied state in the condenser. Thus, a portion of the refrigerant remainedin the gaseous state as it was sent to the evaporator.In the sub-cool cycle of the sub-cool condenser that has been adopted on the new model, after the refrigerantpasses through the condensing portion of the condenser, both the liquid refrigerant and the gaseous refriger-ant that could not be liquefied are cooled again in the super-cooling portion. Thus, the refrigerant is sentto the evaporator in an almost completely liquefied state.

152BE28

Multi-Flow Condenser

Modulator

GaseousRefrigerant

LiquidRefrigerant

Condensing Portion

Super-Cooling Portion


NOTE: The point at which the air bubbles disappear in the refrigerant of the sub-cool cycle is lowerthan the proper amount of refrigerant with which the system must be filled. Therefore, if thesystem is recharged with refrigerant based on the point at which the air bubbles disappear,the amount of refrigerant would be insufficient. As a result, the cooling performance of thesystem will be affected.For the proper method of verifying the amount of the refrigerant and to recharge the systemwith refrigerant, see the GS300 Repair Manual (Pub. No. RM588E).

152BE40

Hig

h P

ress

ure

Properly Recharged Amount

Point in which Bubbles Disappear

Amount of Refrigerant

4. Compressor

A continuously variable capacity compressor that varies the capacity of the compressor according to thecooling load of the air conditioner has been adopted on models except G.C.C. Countries.

Construction

When the magnetic clutch is turned ON and the shaft rotates, this movement is transmitted via the lugplate that is connected to the shaft to rotate the swash plate. This rotational movement of the swash plateis transmitted via the shoe to the reciprocal movement of the piston in the cylinder, which performs thesuction, compression, and discharge of the refrigerant.The control for varying the compressor capacity is effected in the following manner: Based on the changesin pressure that occur in the low-pressure side in accordance with the cooling load, the control valve regu-lates the swash plate chamber’s internal pressure to vary within the low- to medium pressure range. Thischange of pressure changes the swash plate angle, varies the piston stroke, and changes the amount ofrefrigerant that is discharged.

152BE29

Shaft

Swash Plate Chamber(Crankshaft Chamber)

Lug Plate

Guide Pin

Swash Plate

Piston

Low Pressure Chamber

Discharge Valve

High Pressure Chamber

Control Valve

Suction Valve

Low Pressure Chamber

Shoe

BE


Operation

1) When the cooling load is large (interior temperature is high), operating at 100% capacity

When the cooling load becomes large and the pressure in the low-pressure side increases, the bellowsin the control valve contracts, causing the valve to close between the high-pressure chamber and theswash plate chamber. As a result, the internal pressure in the swash plate decreases gradually, causingthe internal pressure in the swash plate and the pressure of the low-pressure side to ultimately reachequilibrium.At this time, the compound force (consisting of the pressure of the low-pressure side, the reaction forcefrom the lug plate, and the force of the spring) that is applied to the left side of the piston becomeslower than the internal pressure of the cylinder that is applied to the right side of the piston. Therefore,the piston moves towards the left, causing the tilt of the swash plate to increase. Accordingly, the amountof piston stroke increases, and when the piston stroke is at its maximum (when the tilt of the swashplate is at its maximum), the compressor operates at its 100% capacity.

152BE31

152BE30

Bellows

Valve

High-Pressure Side Pressure

Low-PressureSide Pressure

PistonLow-Pressure Side Pressure(Internal Pressureof Swash PlateChamber)

Spring

Low-Pressure Side Pressure(Internal Pressureof Swash PlateChamber)

Large Stroke

Internal Pressureof Swash PlateChamber


2) When the cooling load is small (interior temperature is low)

When the cooling load becomes small and the pressure of the low-pressure side decreases, the bellowsin the control valve expands, causing the valve between the high-pressure chamber and the swash platechamber to open. As a result, the pressure of the high-pressure side is introduced into the swash platechamber, causing the pressure in the swash plate chamber to increase.Therefore, the compound force (consisting of the pressure in the swash plate chamber, the reaction forcefrom the lug plate, and the spring force) that is applied to the left side of the piston becomes higherthan the internal pressure of the cylinder that is applied to the right side of the piston. Then, the pistonmoves to the right, causing the tilt of the swash plate to decrease. As a result, the piston stroke becomesshorter and the amount of refrigerant that is discharged becomes smaller. As the rotational resistancedecreases in this manner, the engine load is reduced and fuel economy is improved.

152BE33

152BE32

Bellows

Valve

High-Pressure Side Pressure

Piston

Spring

Small Stroke



Low-PressureSide Pressure


5. Automatic Recirculation System (Models except G.C.C. Countries)

The automatic recirculation system uses an exhaust gas sensor, which detects CO and HC, to measure theamount of concentration of harmful elements such as CO and HC that are present in the air outside ofthe vehicle. This system automatically changes the air inlet mode based on the level of concentration ofthose gases.The basic construction and operation of this system are the same as in the LS400.For details, see the Lexus New Car Features Supplement (Pub. No. NCF144E).

BE

BODY ELECTRICAL — ACCESSORIES 135

ACCESSORIES

�DESCRIPTION

The new GS300 includes the accessory systems shown in the following table.

System Outline

Power Window System

This system includes “one-touch auto up-and-down”, “key-linked all-door up-and-down”, “jam protection” and “key-off operation” func-tions.The basic construction and operation of these functions are the sameas in the LS400.

Door Lock Control System

This system has a “key-linked lock and unlock”, “key-confine preven-tion” and “manual unlock prohibition” functions.The basic operation of “key-linked lock and unlock” and “key-confineprevention” functions are the same as in the LS400. For details of the“manual unlock prevention” function, see page 147.

Wireless Door Lock Remote Control System

As in the LS400, the multi-function type wireless door lock remotecontrol system has been adopted. This system uses a transmitter thatcan be used to lock and unlock all the doors, open the power windows,etc.Also, the construction of the system has been changed to enable the sys-tem to be controlled by the body ECU.The basic construction and operation are the same as in the LS400.

Theft Deterrent System

As in the previous model, when an attempt is made to forcibly enter thevehicle or open the hood or trunk lid without a key, or when the batteryterminals are removed and reconnected, this system sounds the hornand flashes the headlights, taillights and turn signal lights for about 1minute to alert the owner.On the new GS300, in conjunction with the adoption of the engine im-mobiliser system, the illuminating pattern of the indicator light hasbeen changed and the starter cutoff function has been discontinued.The basic construction and operation are the same as in the LS400.

Engine Immobiliser SystemThis is a theft-deterrent system which disables the engine unless theignition key used to start the engine has an ID code that matches thepre-registered code in the vehicle.

Power SeatAs in the previous model, the front seats are power assisted by electricmotors so that the seat positions can be adjusted easily by a simpleswitch operation.

Seat Heater

The seat heater system improves the comfort of the driver and the frontpassenger in a cold weather by heating the surface of the seats.It is a 2-mode control type system that provides a switch to turn theheater ON and OFF.On the new GS300, the seat heater wire is placed directly underneaththe seat cover to increase the heat rising speed.

BODY ELECTRICAL — ACCESSORIES136

System Outline

Outside Rear View Mirror

As in the previous model, electrical remote control type mirrors pro-vided with an internal heater, which operates in conjunction with therear window defogger, have been adopted. In addition, the new modelhas newly adopted EC (electrochromic) mirrors which can automati-cally vary their reflection rate.

Automatic Glare-ResistantEC Mirror System

This system automatically reduces the reflection rate of the inner andoutside mirrors by using an EC (electrochromic) element to dampen thebright glare of the headlights of the vehicle driving behind.The basic construction and operation are the same as in the LS400.However, on the new GS300, the reflection rate of outside mirror variessteplessly.

SRS Airbag

The SRS (Supplemental Restraint System) airbag is provided for thedriver and front passenger. The SRS airbag has been designed to lessenthe shock to the head and chest of the driver and front passenger in theevent of a frontal impact collision as a supplement to the seat belt.A 3-sensor type airbag system is used in which the detection of decel-eration during a collision as well as control of the airbag system is ac-complished by the front airbag sensor and airbag sensor assembly.For details, see page 138.

SRS Side Airbag

The SRS side airbag is provided for the outer side of the front seat back,SRS side airbag has been designed to help reducting the impact energythat is transmitted to the driver and front passenger in the event of a sidecollision.The basic construction and operation are the same as in the LS400.

Cruise Control System

Once it has been set at desired vehicle speed, this system automaticallyadjusts the engine throttle position to maintain the vehicle speed at thedesired speed without operating the acceleration pedal.On the new GS300, in conjunction with the adoption of the ETCS-i inthe engine, a cruise control system that uses the throttle control motor,which is a part of the ETCS-i, has been adopted. Also, the cruise con-trol ECU has been integrated with the ECM.The basic construction and operation are the same as in the LS400.

Moon Roof

The moon roof is a tilt-up and sliding type the same as in the previousmodel. This system includes “one-touch slide open and close (modelsexcept for Australia)”, “one-touch slide open (models for Australia)”“key-linked slide open and close”, “jam-protection” and “key-off op-eration” functions.The basic operation of those functions are the same as in the LS400.To determine the jamming of the moon roof, the moon roof jam protec-tion function uses a hall IC and magnets that are enclosed in the moonroof drive motor to detect any changes in the rotation of the motor.

Memory System

The desired seat postion can be stored (as well as tilt and telescopicsteering and outside rear view mirror positions) in memory. 2 differentdriving positions can be memorized in the power seat ECU.The basic operation of this system is the same as in the LS400.However, on the GS300, the position of the driver’s shoulder belt an-chor cannot be stored in memory.

BE


System Outline

Seat Belt Warning System

If the driver or the front passenger has not buckled the respective seatbelt when the ignition switch is turned ON, the seat belt warning systemilluminates the warning light and sounds the buzzer to inform the driverand the front passenger that their seat belts have not been buckled.The basic construction and operation are the same as in the LS400.

Key Reminder SystemIt sounds a buzzer to warn the driver that the ignition key is still in thekey cylinder. This helps to prevent the driver from getting locked out.The basic operation is the same as in the previous model.

BODY ELECTRICAL — ACCESSORIES

Collision Impact

Airbag Sensor Assembly

PowerSource

SafingSensor

Airbag Sensor

Inflator

GasGenerator

Inflator

Gas

Bag(For Driver)

BagFor Front Passenger

Gas

Squib

Gas

Initiator

152BE41

Front Airbag Sensors (RH. LH)

To Seat Belt Pretensioner

138

�SRS AIRBAG

1. General

The SRS (Supplemental Restraint System) airbag is designed to help lessen the shock to the driver andfront passenger as a supplement to the seat belt.This system in the new GS300 has the following features:

� The inflator for driver and front passenger has been changed.

� Front airbag sensors have been newly adopted.

� The construction of airbag sensor assembly has been changed.

� The airbag sensor assembly controls the SRS airbag and the seat belt pretensioner.

143BE03

� System Diagram �

The activation processes of the SRS airbag is as illustrated below.

BE


Battery

Back-UpPower Source

Front AirbagSensor (RH)

DriveCircuit

SRS Warning Light

Check Connector

Initiator(For Driver)

SquibFor FrontPassenger

SpiralCable


152BE43

DC-DCConverter

Front AirbagSensor (LH)

CPU

AirbagSensor

DriveCircuit

DriveCircuit

DriveCircuit

SafingSensor

To Seat BeltPretensioner

Side AirbagAssembly (LH)Side Airbag Sensor

Assembly (LH)

Side AirbagAssembly (RH)Side Airbag Sensor

Assembly (RH)

ACC

IG2

SRS-ACC

IGN

IG SW

139

2. Layout of Components

The major function parts of the airbag system are shown below.

Inflator and Bag forFront Passenger(Above the Glove Box)


Inflator and Bag for Driver(In Steering Wheel Pad)

SRS Warning Light

143BE04

Left Side Front AirbagSensor Assembly

Right Side Front AirbagSensor Assembly

Left Side Airbag Assembly

Left Side AirbagSensor Assembly

Right Side Airbag Assembly

Right Side AirbagSensor Assembly

3. Wiring Diagram


4. Construction and Operation

Front Airbag Sensor

The front airbag sensor consists of rotor, movable contact point and a stationary contact point.The rotor is fixed by the initial set load of the movable contact point. At the same time, the movablecontact point restrains the movement of the rotor which is generated during vehicle deceleration.If a sudden deceleration that exceeds a predetermined value occurs due to a collision of the vehicle, therotor will rotate. The rotational movement of the rotor pushes the movable contact point and causes themovable and stationary contact points to come into contact. As a result, an ON signal is generated andtransmitted to the airbag sensor assembly.

152BE44 152BE45

Rotor

MovableContactPoint

Stationary Contact Point

Deceleration

Normal Condition Activated Condition


1) Description

The airbag sensor assembly is mounted on the center floor under the instrument panel. It receives signalsfrom the airbag sensor enclosed in the airbag sensor assembly and front airbag sensor and judges whetherthe airbag and seat belt pretensioner must be activated or not, and then diagnoses system malfunctions.

2) Construction and Operation

The airbag sensor assembly consists of airbag sensor, safing sensor, ignition control circuit, diagnosiscircuit, etc.

a. Airbag Sensor, Ignition Control Circuit

� The airbag sensor is enclosed in the airbag sensor assembly. Based on the deceleration of the vehiclethat occurs during a collision, the distortion that is created in the sensor is converted into an electricsignal. This signal is a linear representation of the deceleration rate.

� The ignition control circuit performs a prescribed calculation based on the signal output by the airbagsensor and the front airbag sensor. If these calculated values are larger than a predetermined value,it activates the ignition operation.

BE


b. Safing Sensor

The safing sensor is enclosed in the airbag sensor assembly. The sensor turns ON and outputs an ONsignal to the airbag sensor assembly if a deceleration force that is higher than a predetermined valueis applied to the safing sensor as a result of a frontal collision.

c. Back-Up Power Source

The back-up power source consists of a power supply capacitor and a DC-DC converter. In case ofa power system failure during a collision, the power supply capacitor discharges and supplies electricpower to the system. The DC-DC converter is a boosting transformer when the battery voltage dropsbelow a certain level.

d. Diagnosis Circuit

This circuit constantly diagnoses the system for any malfunction. When a malfunction is detected,it lights up the SRS warning light on the combination meter to alert the driver.

e. Memory Circuit

When a malfunction is detected by the diagnosis circuit, it is coded and stored in this memory circuit.


Inflator

1) For Driver

The inflator for driver is compraised of an initiator, enhancer, propellant grain, etc.If the airbag sensor is activated by deceleration due to frontal collision, electric current then ignites theinitiator located in the inflator. The flame spreads instantaneously to the propellant grain, and a largeamount of nitrogen gas is generated from the propellant grain. The gas flows through the filter wherecinders are removed and the gas is cooled before filling the bag. Then, as it expands, the driver’s bagtears open the wheel pad outer layer to expand further and to help to restrain the impact applied to thehead and chest of the driver.

152BE46

FilterInitiator Enhancer

Propellant Grain

To the BagTo the Bag

: Propagation of Fire: Flow of Nitrogen Gas

2) For Front Passenger

The inflator for front passenger is comprised of a squib, projecrtile, burst disk, propellant, high pressureargon gas and etc.If the airbag sensor is turned on by deceleration due to frontal collision, electric current then ignitesthe squib located in the inflator. The projectile which fired by the ignition of the squib pierces throughthe burst disk and collides with the actuator, which causes the primer to ignite. The flame of the primerspreads instantaneously to the ignition booster and to the propellant. The gas which expanded by theheat of the ignition of the propellant flows into the airbag via the gas release hole, thus inflating theairbag.

� Construction �

152BE34

SquibProjectile

Primer

Ignition Booster

Gas ReleaseHole

Burst Disk

Actuator

PropellantGas

BE


� Operation �

152BE35

152BE36

152BE37

Squib Projectile

Burst Disk Actuator

Actuator

ProjectilePrimer

Ignition Booster

Propellant

Gas Release Hole

Propellant

Gas

: Propagation of Fire: Flow of Argon Gas


143BE02

SRS Warning Light

144

SRS Warning Light

The SRS warning light is located on the combina-tion meter.It comes on to alert the driver about the systemtrouble when a malfunction is detected in selfdiag-nosis of the airbag sensor assembly and side airbagsensor assembly. In normal operating conditionswhen the ignition switch is truned to the ACC orON position, the light comes on for about 6 secondsand then goes off.

5. System Operation

Ignition Judgement and Condition

� When the vehicle collides in the hatched area (Fig. 1) and the shock is larger than a predetermined level,the airbag and the seat belt pretensioner are activated automatically. The airbag sensor is characteristical-ly turned in such a way that it can judge the need for ignition in collisions within the hatched area.

� The safing sensor is designed to be activated by a smaller deceleration rate than that of the airbag sensor.As illustrated in Fig. 2 below, ignition is operated when current flows to the squib. This happens whena safing sensor and the airbag sensor go on simultaneously.

� Airbag sensor assembly judges whether or not to inflate the airbag in accordance with ON/OFF of thefront airbag sensor and the deceleration detected by the airbag sensor.

152BE48 152BE49

Safing SensorON

AND Ignition

Airbag SensorON

Range of Operation

Fig. 1 Fig. 2

Front AirbagSensor ON/OFF

BE

BODY ELECTRICAL — MULTIPLEX COMMUNICATION SYSTEM 145

MULTIPLEX COMMUNICATION SYSTEM

�DESCRIPTION

A multiplex communication system has been adopted for the body electrical system control, includingthe power window system and the door lock control system, etc.This system has the follwing characteristics.

� As in the LS400, this system’s functionality as well as its expandability have been improved throughthe adoption of the large-scale multiplex communication system.

� Along with the adoption of the large-scale multiplex communication system, the BEAN (Body Electron-ics Area Network), which excels in communication capability, has been adopted for the communicationsystem.

� A customized body electronics system, which improves the malfunction diagnostic function, enablesthe functions to be changed according to customer needs, and reduces the types of parts, has been adopted.

�SYSTEM CONSTRUCTION

The functions of the multiplex communication system on the new GS300 has the following characteristics.

� In addition to the communication that is implemented between ECUs Multiplex communication hasbeen adopted in the transfer of signals between systems and parts such as the engine ECU, combinationmeter, air conditioner, etc.

� Certain control functions of the system, such as automatic light control, wireless door lock control, etc.,have been integrated into this system.

� If a malfunction occurs in the communication bus that transfers the signals between parts and ECUs,a bus switch is provided in the No. 1 and 2 body ECUs to separate the instrument panel bus (whichlinks the meter, engine ECU, etc. with the No. 1 and 2 body ECUs) from the door bus (which linksthe door switches, seat ECU, etc. with the No. 1 and 2 body ECUs).


152BE38

Meter ECU

MultimediaECU

Air Condi-tioner ECU

Engine ECU

Front Passenger Door ECU

Rear Right Door ECU

Tilt and Tele-scopic ECU

Bus Switch

Driver Door ECU

Rear Left Door ECU

No. 2 BodyECU

No. 1 BodyECU

Bus Switch

Power SeatECU

Moon RoofECU

BODY ELECTRICAL — MULTIPLEX COMMUNICATION SYSTEM

Components

SystemN

o. 1

Bod

y E

CU

No.

2 B

ody

EC

U

Driv

er D

oor

EC

U

Fro

nt P

asse

nger

Doo

r E

CU

Rea

r R

ight

Doo

r E

CU

Rea

r Le

ft D

oor

EC

U

Sea

t E

CU

Moo

n R

oof

EC

U

Eng

ine

EC

U

Met

er E

CU

Air

Con

ditio

ner

EC

U

Mul

ti M

edia

EC

U

Tilt

and

Tel

esco

pic

EC

U

146

�SYSTEM OPERATION

1. General

The corresponding chart below illustrates the relationship between the body electrical system and theECUs under the control of the multiplex communication system.

Door Bus Instrument Panel Bus

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 � � � �

Shift Lock System � �

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 � � �

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

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

BE


Power Window System

The power window system provides the following function:

� Jam protection function

� One-touch auto up-and-down function

� One-touch auto up-and-down remote control function

� Transmitter-linked up-and-down function

� Key-linked up-and-down function

The operation of these functions are basically the same as those of the LS400.

Door Lock Control System

The door lock control system provides the following functions:

� Key-linked lock and unlock function

� Key-confine prevention function

� Manual unlock prevention function

The operation of the functions are basically the same as those of the LS400, except for the manual unlockprevention function.

1) Manual Unlock Prevention Function

When the doors are locked through the operation of the door key cylinder, the transmitter, or throughthe key-less lock operation, this function prohibits the unlock operation to be effected through the doorlock control switch until the doors are unlocked by turning the ignition ON or operating the door keycylinder, or through the unlock operation of the transmitter.

BODY ELECTRICAL — MULTIPLEX COMMUNICATION SYSTEM148

Wireless Door Lock Remote Control System

The wireless door lock remote control system provides the following functions:

� All doors lock/unlock operation

� Trunk lid open operation

� Auto lock function

� Transmitter switch misoperation prevention function

� Repeat function

� Interior light function

� Security function

� Operation verification beeper function

� Door ajar warning function


Light Auto Turn-Off System

The light auto turn-off system provides the following functions:

� Light auto turn-off function (When the taillights are ON.)

� Headlight off delay control function (When the headlights and taillights are ON.)


Automatic Light Control System

The automatic light control system controls the headlights and taillights to turn ON and OFF in accordancewith the light availability surrounding the vehicle.The operation of this system are basically the same as those of the LS400.

Theft Deterrent System

A theft deterrent system is used to prevent vehicle theft. When the system is set, the horn and headlights,taillights and turn signal lights operate if the door, hood or trunk lid is forcibly opened.The operation of this system is basically the same as those of the LS400.

Illuminated Entry System

The system operation of this system is basically the same as in the LS400.However, the new GS300 is not provided with a seat belt inner buckle illumination.Also, the length of time during which the ignition key cylinder light and the dome light remain illuminatedcan be changed in the Customized Body Electronics System.

BE


Warning System

The warning system provides the following systems:

� Key reminder system

� Seat belt warning buzzer and light system

The system operation of these system are basically the same as in the LS400.

Trunk Lid Open System

The No. 1 body ECU detects the output signal from the trunk lid opener switch. When the trunk lid openerswitch is turned ON, the No. 1 body ECU activates the trunk lid opener.

Fog Light Control System

The No. 2 body ECU detects the output signal from the fog light switch. When the fog light switch isturned ON, the No. 2 body ECU activates the fog light relay to illuminate the fog lights.


Customized Body Electronics System

1) General

The customized body electronics system can change the specification of functions (by changing theirsettings) according to customer preferences by a hand-held tester to overwrite the EEPROM that is en-closed in the body ECU.


ConnectorEngine ECU

Body ECU

Tool Connecting Circuit

EEPROM

Gateway Software Moon Roof

Doors

Air Conditioning

SoftwareCard

Hand-HeldTester

152BE39

2) Operation

The specifications of the systems and functions that can be changed by operating a hand-held testerare listed next page.

BE


BODY ELECTRICAL — LEXUS NAVIGATION SYSTEM154

LEXUS NAVIGATION SYSTEM (European Models Only)

�DESCRIPTION

The Lexus navigation system displays the operating conditions of the air conditioner and of the audio system,trip information that is enclosed in the center cluster.Furthermore, based on the GPS (Global Positioning System) voice navigation function, it analyzes theposition of the vehicle and indicates that position on the map that is displayed on the screen, and providesvoice instructions to guide the driver through the route to reach around the destination that has been selected.The basic construction and operation of this system are the same as in the LS400.However, in the Lexus navigation system of the new GS300, the air conditioner temperature that is setfor the driver, the temperature that is set for the front passenger, and the outside air temperature are displayedon the screen.Listed below are the main functions of the Lexus Navigation system.

Function Outline

Navigation Function

� Displays the present location and the direction of travel.� Zooms in and out, rotates, and moves the map.� Measures and corrects the present location.� Sets and displays the route.� Sets the destination.� Zooms in at intersections and gives voice guidance.� Displays the remaining distance to the destination and the expected

time of arrival.� Automatically resumes a route search.� Searches for facilities in the vicinity of the present location.� Registers, corrects, deletes, and displays Marked Points and Avoid

Area.� Enables or disables the display of the locus of travel.� Corrects of coefficient of distance.� Adjusts the voice guidance volume.

Audio Screen DisplayFunction

Displays the operating condition of audio system.

Air Conditioner ScreenDisplay Function

Displays the operating condition of the air conditioner.

On-Board Computer ScreenDisplay Function

� Displays trip information/memory.� Displays screen quality adjustment.� Changes the units.� Displays the possible continuous travel distance.� Switches between day and night display.

On-Screen Display Function� Displays the operating condition of audio system.� Displays the outside temperature.

Diagnosis Screen DisplayFunction

� Displays system diagnosis.� Displays various types of coefficient settings.

BODY — LIGHTWEIGHT AND HIGHLY RIGID BODY

BODY

104

LIGHTWEIGHT AND HIGHLY RIGID BODY

The body of the GS300 has been made lightweight and highly rigid through the refinement of the shape andconstruction of each part, optimized allocation of reinforcements and members, and use of high strength sheetsteel.

�HIGH STRENGTH SHEET STEEL

High strength sheet steel is used for the hood, door panels and members.

152BO01

: High Strength Sheet Steel

BO

BODY — LIGHTWEIGHT AND HIGHLY RIGID BODY 105

�BODY SHELL

� The body of the new GS300 has been made highly rigid through the optimal allocation of materialsand the revision of the joining construction of the pillars, reinforcements, members, etc., which helpedrealize excellent joint rigidity.

152BO02

BODY — LIGHTWEIGHT AND HIGHLY RIGID BODY106

�DOORS

� A pipe type side impact protection beams are mounted at the bottom of the front and rear doors.

152BO04Side Impact Protection Beams

� A variable door frame construction has been adopted, in which the cross section of the door frame isexpanded gradually along the belt line.

152BO05

A

A’

BB’

A

A

B B’

B’BA’ A’

152BO06 152BO07

A – A’ Cross Section B – B’ Cross Section

BO

BODY — LIGHTWEIGHT AND HIGHLY RIGID BODY 107

� IMPACT ABSORBING STRUCTURE

1. General

The impact absorbing structure of the new GS300 provides a body construction that can effectively absorbthe energy of impact in the event of a front, rear, or side collision. Also, it realizes an excellent occupantprotection performance through the use of reinforcements and members that help minimize cabin deforma-tion.

2. Construction

Impact Absorbing Structure for Front/Rear Collision

In conjunction with the excellent impact absorbing structure for a front or rear collision, the underbodymembers, the reinforcements and members that surround the cabin have been optimally allocated.Accordingly, the underbody and cabin framework help absorb and dissipate the impact energy efficientlyin case of a front or rear collision, thus realizing a body structure to minimize cabin deformation.

� Impact Absorbing Structure for Front Collision �

152BO08

FrontImpact Energy

BODY — LIGHTWEIGHT AND HIGHLY RIGID BODY108

Impact Absorbing Structure for Side Collision

Impact energy of a side collision directed to the cabin area is dispersed throughout the body via pillarreinforcements, side impact protection beams, floor cross members, etc. This dispersion of energy keepsthe energy directed to the cabin to a minimum level.In addition, the body construction has been optimized by providing the center pillar reinforcement witha vertical two-split construction, enlarging the cross section of the roof side rail, and by using front floorcross members with higher rigidity.And, in order to make the door energy absorbent, a closed cross section configuration is provided at thebelt line area of the front and rear doors and side impact protection beams are optimally allocated.Also, a Head Impact Protection Structure has been adopted. With this type of construction, if the occupant’shead hits against the roof side rail and pillar in reaction to a collision, the inner ribs of the roof side railand aluminum pipe of front pillar collapses to help reduce the impact.

� Impact Absorbing Structure for Side Collision�

152BO09

Impact Energy

� Head Impact Protection Structure�

152BO10

: Head Impact Protection Structure

BO

BODY — RUST-RESISTANT BODY 109

RUST-RESISTANT BODY

Rust-resistant performance is enhanced by extensive use of anti-corrosion sheet steel, applying the wax, sealerand under coat and adopting outside moulding and rocker panel moulding.

�ANTI-CORROSION SHEET STEEL

Anti-corrosion sheet steel is used in all areas other than the roof and interior parts.

152BO11

: Anti-Corrosion Sheet Steel

BODY — RUST-RESISTANT BODY110

�WAX AND SEALER

Wax and sealer are applied to the hemmed portions of the hood, door panels and luggage compartmentdoor to improve rust-resistant performance.

�UNDER COAT

PVC (Polyvinyl Chloride) coating is applied to the under side of the body. A thick coating to improverust resistant performance is applied to the bottom side of the fender apron and other parts which are subjectto damage by flying stones, etc.

152BO12

: PVC Coating Area

: PVC Coating Area(Thick Coating)

�ANTI-CHIPPING APPLICATION

Soft-chip primer is applied to the hood.

143BO07

: Soft-Chip Primer

BO

BODY — RUST-RESISTANT BODY 111

�OUTSIDE MOULDING

Outside mouldings made of TSOP (The Super Olefin Polymer) have been provided to protect the bottomof the doors from chipping by flying stones.

143BO08

152BO15

A

A’

Outside Moulding

Door Panel

A – A’ Cross Section

Outside Moulding

�ROCKER PANEL MOULDING

A rocker panel moulding has been provided to protect the rocker panels from chipping by flying stones.This moulding is a fore-aft integrated type that offers a seamless, attractive design.

152BO17

143BO08

152BO16

A

A’

Rocker PanelMoulding

New Previous


Rocker Panel Rocker Panel

Rocker PanelMoulding

BODY — LOW VIBRATION, LOW NOISE BODY112

LOW VIBRATION, LOW NOISE BODY

Effective application of vibration damping and noise suppressant materials reduces engine and road noise.

�SOUND ABSORBING AND VIBRATION DAMPING MATERIALS

� The floor panel construction has been revised, the asphalt sheet material has been changed, and the alloca-tion of the asphalt sheet has been optimized to reduce noise and vibration and to improve the vehicle’squietness. At the same time, the amount of asphalt sheet that is used has been reduced.

152BO18

Asphalt Sheet

� Asphalt sheet is affixed to the quarter panel to reduce the droning noise during driving.

152BO19

Asphalt Sheet

BO

BODY — LOW VIBRATION, LOW NOISE BODY 113

� Foamed material is provided inside the pillar and the roof rail and resin formed hollow foamed materialis provided at the bottom of the pillars. As a result, the wind noise and the road noise that are transmittedto the rockers and the pillars have been reduced.

152BO20

: Foamed Material

BODY — LOW VIBRATION, LOW NOISE BODY114

�ROOF MOULDING

The new model has adopted a roof moulding in which the windshield side moulding and the back windowside moulding are integrated.This moulding ensures a smooth airflow from the windshield to the roof to reduce wind noise.In addition, a rain gutter is provided along the side of the windshield to prevent the rainwater or the washerfluid on the windshield from flowing to the side window.

152BO24

152BO21

152BO23152BO22

A – A’ Cross Section B – B’ Cross Section C – C’ Cross Section

Windshield SideMoulding

Windshield Glass

Rain Gutter

Roof Panel Roof Moulding Back Window SideMoulding

Back Window Glass

A

A’

B

B’

C

C’

BO

BODY — AERODYNAMICS 115

AERODYNAMICS

To improve aerodynamic performance, the following measures have been taken.

1 A rain gutter that is integrated with the roof moulding has been adopted to ensure a smooth airflow fromthe front to the roof.

2 The front edge of the hood and the area around the headlights offers a smooth shape with minimal leveldifferences for smooth airflow characteristics.

3 The under shape of the front bumper collects the flow of air under the floor.

4 The shape of the door mirror has been improved to minimize the wind noise that is generated in the vicinityof the door mirror.

5 A back window moulding that is integrated with a fin-shaped roof moulding and a stepped quarter pillarconstruction restrains the airflow turbulence to ensure a smooth airflow along the side of the body.

6 The flattened underbody smoothly guides the under-the-car air flow towards the rear.

143BO01

143BO02

BODY — AERODYNAMICS116

�ENGINE UNDER COVER

The bottom edge of the bumper and the front edge of the engine undercover have been rounded. As a result,the separation of the airflow at the front edge of the bumper has been restrained to reduce the air resistance.Furthermore, by ensuring the smooth airflow under the floor, the vehicle’s fuel economy has been improvedand a high level of high-speed straightline performance has been achieved.

152BO28143BO03

Front

NewAirflow (New)

Previous

New

Airflow (Previous)

Previous


A’

A

�FAIRING

A fairing has been provided ahead of the front and rear tires to rectify the airflow around the tires in orderto reduce air resistance and wind noise.

143BO04 143BO05

Front Tire Rear Tire

Fairing Fairing

BO

BODY — AERODYNAMICS 117

�UNDER-FLOOR AIRFLOW RECTIFIER ITEMS

The under-floor airflow rectifier items described in the following table are provided by destination. Togetherwith the engine undercover and the fairings that are located ahead of the front and rear tires, the under-floorairflow rectifier items guide the airflow smoothly under the floor. As a result, the air resistance and theunder-floor wind noise have been reduced, thus improving the comfort during high-speed driving.

143BO06

Engine Under Cover

Lower ArmNo. 2 Cover

Fuel TankSide Cover

Front FloorCover

No. 2 EngineUnder Cover

Lower ArmNo. 2 Cover

Fuel TankSide Cover

Front FloorCover

DestinationEurope Australia G C C Countries

ItemEurope Australia G.C.C. Countries

No. 2 Engine Under Cover � — �

Fuel Tank Side Cover � � �

Front Floor Cover � — �

Lower Arm No. 2 Cover � — �

BODY — ENHANCEMENT OF PRODUCT APPEAL118

ENHANCEMENT OF PRODUCT APPEAL

�SEAT BELT

1. General

� The front seats are provided with an electrical sensing type seat belt pretensioner and a seat belt forcelimiter.In the beginning of a collision, the seat belt pretensioner instantly takes up the seat belt, thus providingthe excellent belt’s effectiveness in restraining the occupant.When the impact of a collision causes the tension of the seat belt applied to the occupant to reach apredetermined level, the force limiter restrains the tension, thus controlling the force that is applied tothe occupant’s chest area.

� According to the ignition signal from the airbag sensor assembly, the seat belt pretensioner activatessimultaneously with the deployment of SRS airbags for the driver and front passenger.

The basic construction and operation are the same as in the LS400.

CHASSIS — A650E AUTOMATIC TRANSMISSION

CHASSIS

60

A650E AUTOMATIC TRANSMISSION

�DESCRIPTION

The A650E is a newly adopted 5-speed automatic transmission [Super ECT (Electronically ControlledTransmission)]. The basic construction and operation are the same as those of the LS400’s A650E. Fordetails, see the LS400 New Car Features Supplement (Pub. No. NCF144E). The A650E automatic transmis-sion differs from the A343E automatic transmission of the previous model in the following areas:

� 4 planetary gear units are adopted.

� The throttle valve and throttle cable have been discontinued, and the line pressure is controlled by alinear solenoid valve.

� The flex lock-up clutch control is adopted.

� High response shift control is adopted.

� AI (Artificial Intelligence) - SHIFT control is adopted.

� A newly developed ATF type T-�, which offers superior friction characteristics, has been adopted.

� The gate type shift lever is used.

143CH01

CHASSIS — A650E AUTOMATIC TRANSMISSION

CH

Model

Transmission Type

Item

61

� Specifications �

New Previous LS400

A650E A343E A650E

1st 3.357 2.804 3.357

2nd 2.180 1.531 2.180

Gear Ratio3rd 1.424 1.000 1.424

Gear Ratio4th 1.000 0.753 1.000

5th 0.753 — 0.753

Reverse 3.431 2.393 3.431

Fluid CapacityLiters (US qts, Imp. qts)

7.45 (7.9, 6.6) 7.9 (8.4, 7.0) 8.5 (9.0, 7.5)

Fluid TypeATF Type T-� or

EquivalentATF Type T-II or

EquivalentATF Type T-� or

Equivalent

�TORQUE CONVERTER

The torque converter supports flex lock-up clutch control, thus improving the fuel economy.

�PLANETARY GEAR UNIT

1. General

A new gear train construction, which uses 4 sets of planetary gear units, has been adopted.Also, the 5-speed configuration has been achieved without increasing the number of one-way clutches,thus creating a 5-speed automatic transmission with practically the same size as the previous 4-speed auto-matic transmission.For the purpose of improving dynamic performance and fuel economy, the gear ratio from the 1st to the5th gear has been changed from a wide to a close gear ratio.The 1st gear ratio has been increased to improve the acceleration performance during the startoff and inthe low-to medium-speed range.Also, the close gear ratio made shifting smoother to realize a smooth ride.

CHASSIS — A650E AUTOMATIC TRANSMISSION62


Model New Previous LS400

Transmission TypeA650E A343E A650E

ItemA650E A343E A650E

C0 OD Direct Clutch 2 � �

C1 Forward ClutchThe No of Discs

5 5 6

C2 Direct ClutchThe No. of Discs

4 3 5

B0 OD Brake 3 � 4

B13rd Coast Brake2nd Coast Brake*

Band Width mm (in.) 40 (1.57) � �

B23rd Brake2nd Brake*

4 5 �

B32nd Brake1st & Reverse Brake*

The No. of Discs 5 6 5

B4 1st & Reverse Brake 5 — 6

F0 OD One-Way Clutch 20 24 �

F1 No. 1 One-Way Clutch The No. of Sprags 16 18 20

F2 No. 2 One-Way Clutch 24 28 24

The No. of Sun Gear Teeth 31 � �

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

The No. of Ring Gear Teeth 95 � �

The No. of Sun Gear Teeth 41 42 41

Front Planetary Gear The No. of Pinion Gear Teeth 16 19 16

The No. of Ring Gear Teeth 73 79 73

The No. of Sun Gear Teeth 31 — 31

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

The No. of Ring Gear Teeth 73 — 73

The No. of Sun Gear Teeth 28 33 28

Rear Planetary Gear The No. of Pinion Gear Teeth 19 23 19

The No. of Ring Gear Teeth 66 79 66

*: A343E Automatic Transmission

CH

CHASSIS — A650E AUTOMATIC TRANSMISSION 63

�ELECTRONIC CONTROL SYSTEM

1. General

A new electronic control has been adopted to improve the acceleration feeling, shift feeling, drivability,and fuel economy.The electronic control system of the new model’s A650E, previous model’s A343E and LS400’s A650Eautomatic transmissions are compared below.

System FunctionNew Previous LS400

System FunctionA650E A343E A650E

Shift TimingControl

The optimum shift pattern is selected from 2 shiftpatterns in the engine ECU by the pattern selectswitch. The engine ECU sends current to the No. 1,No. 2 and/or No. 3* solenoid valves based on signalsfrom each sensor and shifts the gear.

� � �

Lock-UpTimingControl

The optimum lock-up pattern is selected from 2lock-up patterns in the engine ECU by the pattern se-lect switch. The engine ECU sends current to the so-lenoid valve SLU based on signals from each sensorand engages or disengages the lock-up clutch.

� � �

Flex Lock-UpClutchControl

Controls the solenoid valve SLU, provides an inter-mediate mode between the ON/OFF operation of thelock-up clutch, and increases the operating range ofthe lock-up clutch to improve fuel economy.

� — �

Line PressureOptimalControl

Based on the throttle opening angle and various sig-nals, the engine ECU sends a signal to solenoidvalve SLT to generate line pressure according to theengine output and to effect a smooth gear shiftchange.

� — �

ClutchPressureControl

To achieve smooth shifting, the solenoid valve SLNcontrols the accumulator back pressure in order tofinely regulate the hydraulic pressure that is appliedto the clutch.

� � �

ControlUses the solenoid valve SLU to directly control thehydraulic pressure that is applied to the clutch.

� — �

EngineTorqueControl

Retards the engine ignition timing temporarily toimprove shift feeling during up or down shifting.

� � �

HighResponseShift Control

Through the cooperative control with the ETCS-i(Electronic Throttle Control System-intelligent),and the electronic control of supply and dischargespeed of the clutch and brake hydraulic pressure, ex-cellent response has been realized.

� — �

AI (ArtificialIntelligence) -SHIFT

Based on the signals from various sensors, the en-gine ECU determines the road conditions and theintention of the driver. Thus, the shift pattern is auto-matically regulated to an optimal level, thus improv-ing drivability.

� — �

*: Only for the A650E automatic transmission (Continued)

CHASSIS — A650E AUTOMATIC TRANSMISSION64

System FunctionNew Previous LS400

System FunctionA650E A343E A650E

Causes the O/D OFF indicator light to turn on to in-form the driver if the electrical circuit malfunction.

— � —

Self-Diagnosis

� Causes the pattern indicator light to turn on to in-form the driver if the electrical circuit malfunc-tion.

� The diagnostic code can be checked by the patternindicator light and the hand-held tester.

� The hand-held tester can be used to perform an ac-tive test.

� — �

Fail-SafeControls other normally operating components, per-mitting continued driving if malfunctions occur inthe electrical circuit.

� � �

CH

CHASSIS — A650E AUTOMATIC TRANSMISSION 65

2. Block Diagram

AIR FLOW METERVG

CRANKSHAFT POSITION SENSORNE

� Engine Speed Signal� Crankshaft Angle Signal

CAMSHAFT POSITION SENSOR

� Crankshaft Angle Signal

G2

THROTTLE POSITION SENSOR

� Throttle Position Signal

VTA

ACCELERATOR PEDAL POSITION SENSOR

� Accelerator Pedal Position Signal

VPA

PATTERN SELECT SWITCHPWR

NEUTRAL START SWITCHP, R, N

D, 3, 2

TRANSMISSION CONTROL SWITCH4

VEHICLE SPEED SENSORSP2

O/D DIRECT CLUTCH SPEED SENSORNC0

STOP LIGHT SWITCHSTP

WATER TEMP. SENSORTHW

FLUID TEMP. SENSOROIL

SOLENOID VALVE NO. 1S1



S4SOLENOID VALVE NO. 4

SLU+SOLENOID VALVE SLU

SLN+SOLENOID VALVE SLN

SLT+SOLENOID VALVE SLT

M+, M–ETCS-i

THROTTLE CONTROL MOTOR

MAGNETIC CLUTCHCL+,CL–

ESA

IGNITERSIGF

ABS & TAC & VSC ECU

AIR CONDITIONING ECU

NEO

MPX1

DATA LINK CONNECTOR 3SIL

ENGTRC

Engine

TRANSMISSION CONTROL SWITCHL

KICK DOWN SWITCH*KD

IGT1~3

MPX2

BODYECU

METERECU

PATTERNINDICATOR

LIGHT

ECU

VPA2

SLU–

SLN–

SLT–

VTA2

TC

*: Models for Europe

CHASSIS — PROPELLER SHAFT AND DIFFERENTIAL

152CH06

New Previous

EuropeG.C.C. Countries

Australia EuropeG.C.C. Countries

66

PROPELLER SHAFT

�DESCRIPTION

A 3-joint type propeller shaft is used as in the previous model.

152CH05

Flexible Coupling

DifferentialSide

TransmissionSide

Flexible Coupling

Center Bearing Hooke’s Joint

DIFFERENTIAL

�DESCRIPTION

The differential with an 8-inch ring gear continuesto be used. However, the differential gear ratio hasbeen changed.


Model

Destination

Item

Differential Gear Ratio 3.615 3.916 4.083

Drive Pinion No. of Teeth 13 12 �

Ring GearSize mm (in.) 200 (8) � �

Ring GearNo. of Teeth 47 � 49

No. of Differential Pinion 2 � �

Oil Capacity Liters (US qts, Imp. qts) 1.35(1.42, 1.19) � �

Oil ViscositySAE80*1,

SAE80W orSAE80W-90*2

� �

Oil Grade API GL-5 � �

*1: Above –18�C (0�F)*2: Below –18�C (0�F)

CH

CHASSIS — DRIVE SHAFT AND AXLES 67

DRIVE SHAFT

�DESCRIPTION

The cross-groove type CVJ (Constant-Velocity Joint) is used both the wheel and differential side as inthe previous model.

152CH07

Wheel SideDifferentialSide

Cross-Groove Type CVJ

AXLES

�DESCRIPTION

The double-row angular ball bearing is used both front and rear axles as in the previous model.The size of the rear axle bearing has been changed for this new model.

152CH09152CH08

Double-RowAngular BallBearing

Double-RowAngular BallBearing

Rear AxleFront Axle

CHASSIS — BRAKES68

BRAKES

�DESCRIPTION

The brakes of the new model provide the following features:

� The ventilated disc brake and the 2-piston type caliper are used for the front brakes as in the previousmodel.

� The solid disc brake and the 2-piston opposed type caliper are used for the rear brakes.

� The drum in disc duo servo brake is used for the parking brake as in the previous model.

� A mechanism that helps to prevent the brake pedal from retracting during a collision has been adopted.

� A friction-type lock mechanism is used for the lock mechanism of the parking brake pedal.

� The center port type single master cylinder is used.

� A hydraulic brake booster, in which the brake actuator and master cylinder are integrated, is used.

� ABS and TRC system are standard equipment on all models.

� A new VSC (Vehicle Stability Control) system is standard equipment on all models.

� The brake control valve has been discontinued.

152CH30

LHD Model

CH

CHASSIS — BRAKES

152CH13

Rotor

Opposed Type Caliper

69


ModelNew Previous

ItemNew Previous

Master Type Single TandemMasterCylinder Diameter mm (in.) 22.2 (0.87) 27.0 (1.06)

Brake Booster Type Hydraulic Vacuum

Type Ventilated Disc �

Front Brake

Pad Area cm2 (in.2)57.6 (8.93), 59 (9.15)*1

�

Front BrakeWheel Cylinder Dia. mm (in.) 44.4 (1.75) � 2 �

Rotor Size (D � T)*2 mm (in.)296 � 32

(11.65 � 1.26)�

Type Solid Disc Ventilated Disc

Pad Area cm2 (in.2) 21 (3.26) 33 (5.12)

Rear Brake Wheel Cylinder Dia. mm (in.)40.4 (1.59), 34.9 (1.38)*1

40.4 (1.59)

Rotor Size (D � T)*2 mm (in.)307 � 12

(12.09 � 0.47)307 � 16

(12.09 � 0.63)

Brake Control Valve Type — P & B Valve

P kiType Duo-Servo �

ParkingBrake

Size mm (in.) 190 (7.48) �

BrakeLever Type Pedal �

ABS (Anti-Lock Brake System) STD*3 STD

TRC (Traction Control) STD*3 STD*4

VSC (Vehicle Stability Control) STD —

*1: Models for General Countries*2: D: Outer Diameter, T: Thickness*3: Included in VSC system*4: LHD Model

�REAR BRAKE

� A compact and lightweight opposed type caliperis used.

� A brake caliper, in which the brake pads can bereplaced by removing the pad springs and padpins, has been adopted for improved serviceabili-ty.


�BRAKE PEDAL

A brake pedal retract prevention mechanism has been adopted to be able to secure the driver’s footwellspace during a collision.The brake pedal retract prevention mechanism consists of a brake pedal bracket, a guide plate attachedto the instrument panel reinforcement, a bracket attached to the cowl panel, etc.If the dash panel deforms rearward in a collision, the brake pedal bracket detaches from the bracket ofthe cowl panel. Furthermore, the brake pedal bracket moves rearward and downward along the guide plateof the instrument panel reinforcement. Consequently, the step surface of the brake pedal moves forwardand downward.

152CH31

Collision

Dash Panel

Brake Pedal Bracket

Cowl Panel Bracket

Instrument PanelReinforcement

Guid Plate

Brake Pedal

CH

CHASSIS — BRAKES

152CH18

Parking BrakeAdjuster

Coil Spring

LHD Model

152CH19

Drum Coil Spring

Center of Pedal Rotation Release Intermediate

Lever

152CH20Direction of DrumRotation

71

�PARKING BRAKE PEDAL

1. General

� The parking brake pedal’s lock mechanism hasbeen changed to a coil spring and drum frictiontype in place of the pawl and sector gear meshingtype that was used on the previous model. Also,the pedal return absorber has been discontinued.

� The parking brake adjust mechanism has been re-located from under the floor to the parking brakepedal assembly to improve serviceability.

2. Lock Mechanism

Construction

� The lock mechanism consists of a drum that is in-tegrated with the pedal, a coil spring with one endfixed to the bracket, an intermediate release le-ver, etc.

Operation

1) During Applying

The contact between the drum and the coil springis slight because the direction of the drum rotationis opposite to the direction in which the coil springis wound. This allows the drum to rotate smoothly.

CHASSIS — BRAKES

152CH21

ReactionForce of Parking Brake

Large FrictionResistance

152CH22

Direction ofDrum Rotation

Small FrictionResistance

ReleaseOperation

NOTICE

72

2) Locked State

The reaction force of the parking brake appliesa force to the drum in the releasing direction.Because that force has the same direction as thedirection in which the coil spring is wound, itcreates a tighter contact between the drum and thecoil spring. As a result, a large friction resistanceis generated between the drum and coil spring.This friction resistance causes the pedal to lock.

3) During Releasing

When the release lever is operated to push and ex-pand the free end of the coil spring, the contactbetween the drum and the coil spring loosens.Then, the friction resistance between the drum andthe coil spring decreases, which releases the lockand allows the drum to rotate.At this time, the friction resistance between thedrum and coil spring is not completely eliminatedand restrains the pedal return speed (to create adampening effect).

� Do not disassemble the portions other than the parking brake cable and the parking brake switchbecause the parking brake pedal assembly contains a precision-fitted mechanism.

� The parking pedal locks due to the friction resistance that is created by the drum and coil spring.As such, make sure that the drum and coil spring are not exposed to oil other than that which isprovided.

CH

CHASSIS — BRAKES 73

�VSC SYSTEM

1. General

� In addition to the ABS and TRC systems, the VSC system has been adopted on all models.

� The hydraulic brake booster is adopted on all models.

� The brake actuator (ABS, TRC and VSC) and the hydraulic brake boosters have been integrated to forma compact actuator.

� In case the vehicle’s behavior becomes unstable during an emergency avoidance maneuver, the VSC sys-tem generates a yaw moment that applies a braking force to the appropriate wheel in order to stabilizethe vehicle.

� The hydraulic brake booster uses the brake fluid that has been stored under high pressure to provide apower assist to the pedal effort that is applied to the brake pedal. Furthermore, the brake fluid that hasbeen stored under high pressure is also used as the hydraulic pressure for controlling the ABS, TRC andVSC systems.

2. System Diagram

152CH14

Hydraulic Brake Booster

Steering Angle SensorCombination MeterBrake Warning LightABS Warning LightVSC Warning LightSlip Indicator LightVSC OFF Indicator Light

Solenoid Relay

Pump Motor Relay

Pump Motor Relay

Switching Solenoid Valves

Control Solenoid Valves

Brake Fluid Level Warning SwitchMaster Cylinder Pressure Sensor

Pressure Switches(High and Low)

Engine ECU

ETCS-i

Stop Light Switch

ABS&TRC& VSC ECU

Front SpeedSensor

Front Wheel

RearSpeedSensor

Rear Wheel

VSC Warning Buzzer

VSC OFF Switch

Yaw Rate Sensor

Deceleration Sensor

PumpMotor

CHASSIS — BRAKES

Locus of TravelBased on theTarget Yaw Rate

Actual Locus of Travel

74

3. Outline of Control Performance

General

The followings are two examples that can be considered as circumstances in which the tires overcometheir lateral grip limit.

� When the front wheels lose grip in relation to the rear wheels (strong understeer tendency).

� When the rear wheels lose grip in relation to the front wheels (strong oversteer tendency).

Strong Understeer Tendency Strong Oversteer Tendency151CH17 151CH16

Method for Determining the Vehicle Condition

To determine the condition of the vehicle, sensors detect the steering angle, vehicle speed, vehicle’s yawrate, and the vehicle’s lateral acceleration, which are then calculated by the ABS & TRC & VSC ECU.

1) Determining Understeer

Whether or not the vehicle is in the state of under-steer is determined by the difference between thetarget yaw rate and the vehicle’s actual yaw rate.If the vehicle’s actual yaw rate is smaller than theyaw rate (a target yaw rate that is determined bythe vehicle speed and steering angle) that shouldbe rightfully generated when the driver operatesthe steering wheel, it means that the vehicle ismaking a smaller turn. Thus, the ECU determinesthat there is a large tendency to understeer.

151CH19

CH

CHASSIS — BRAKES

Direction of Travel of the Vehicle’sCenter of Gravity

Slip Angle

Movementof Vehicle

Making a Right Turn

BrakingForce

UndersteeringControl Moment

Braking Force

Making a Right Turn

Braking Force

OversteeringControl Moment

75

2) Determining Oversteer

Whether or not the vehicle is in the state of over-steer is determined by the values of the vehicle’sslip angle and the vehicle’s slip angular velocity(time-dependent changes in the vehicle’s slipangle). When the vehicle’s slip angle is large, andthe slip angular velocity is also large, the ECUdetermines that the vehicle has a large oversteertendency.

151CH18

Method of VSC Operation

When the ABS & TRC & VSC ECU determines that the vehicle exhibits a strong tendency to understeeror oversteer, it decreases the engine output and applies the brake of a front or rear wheel to control thevehicle’s yaw moment, thus dampening the effects that are not desirable for the vehicle.

1) Dampening a Strong Understeer

When the ABS & TRC & VSC ECU determinesthat the vehicle exhibits a strong tendency to un-dersteer, depending on the extent of that tendency,it controls the engine output and applies the brakesof the rear wheels, thus providing the vehicle withan understeer control moment, which helps damp-en its tendency to understeer.

.

151CH21

2) Dampening a Strong Oversteer

When the ABS & TRC & VSC ECU determinesthat the vehicle exhibits a strong tendency to over-steer, depending on the extent of that tendency,it controls the engine output and applies the brakeof the front wheel of the outside of the turn, thusgenerating an inertial moment in the vehicle’s out-ward direction, which helps dampen its tendencyto oversteer. Also, there are instances in whichthe brake is applied to the rear wheels.

151CH20


System Cooperative Control

In order to bring the effectiveness of the VSC system control into full play, the methods for controllingother control systems are changed when the VSC is active.

System Description of Control

Throttle Valve Control

Controls the throttle valve opening angle and the engine output so that the en-gine drive force and the braking force of the VSC system do not interfere witheach other.

ABS ControlGives priority to VSC control

TRC ControlGives priority to VSC control.


152CH45LHD Model

ThrottleBody

EngineECU

Speed Sensors Solenoid Relay

Pump Motor Relays

ABS & TRC & VSC ECU

VSC OFF Switch

Speed Sensor

DecelerationSensor

Yaw Rate Sensor

Speed Sensor

Steering Angle Sensor

ABS Warning Light Brake Warning Light VSC Warning Light Slip Indicator Light VSC OFF Indicator Light

Hydraulic BrakeBoosterBrake Fluid LevelWarning SwitchMaster CylinderPressure Sensor

Stop Light Switch

VSC Warning Buzzer

CH


5. Function of Components

Components Function

Speed Sensors Detect the wheel speed of each of four wheels.

Yaw Rate Sensor Detects the vehicle’s yaw rate.

Deceleration Sensor Detects the vehicle’s acceleration in the longitudinal and lateral direc-tions.

Steering Angle Sensor Detects the steering direction and angle of the steering wheel.

ABS & TRC & VSC ECU

Judges the vehicle driving condition based on signals from each sensor,and sends brake control signal to the hydraulic brake booster.Also, sends the throttle opening angle demand signal and other controlsignals to the engine ECU.

Brake Fluid Level WarningSwitch

Detects the brake fluid level.


� Assists with the pedal effort applied to the brake pedal.� Changes the fluid path based on the signals from the ABS & TRC &

VSC ECU during the operation of the ABS & TRC & VSC system,in order to control the fluid pressure that is applied to the wheel cylin-ders.

Master Cylinder PressureSensor

Assembled in the hydraulic brake booster and detects the master cylinderpressure.

Pump Motor Relays Control the pump motor operation in the hydraulic brake booster.

Solenoid Relay Supply power to the solenoid valves in the hydraulic brake booster.

ABS Warning Light Lights up to alert the driver when the ECU detects the malfunction in theABS.

VSC Warning Light Alert the driver when the ECU detects the malfunction in the TRC systemand VSC system.

Slip Indicator Light Blinks to inform the driver when the TRC system or the VSC system, isoperated.

Brake Warning Light Lights up to alert the driver when the accumulator pressure is low.

VSC Warning Buzzer

� Emits an intermittent sound to inform the driver that the ECU detectsa strong understeer or oversteer tendency.

� Emits a continuous sound to inform the driver that the ECU detectsa malfunction in the hydraulic brake booster.

Engine ECU

Controls the throttle valve opening angle based on the signals receivedfrom the ABS & TRC & VSC ECU, in order to control the engine output.Also, sends the throttle valve opening angle signal, accelerator pedalposition signal, etc., to the ABS & TRC & VSC ECU.

Throttle Body Controls the throttle valve to control the engine output.

VSC OFF Switch Turns the TRC and VSC system inoperative.

VSC OFF Indicator Light Lights to inform the driver when the TRC and VSC system is turned OFFby the VSC OFF switch.

Stop Light Switch Detects the brake signal.


6. Construction and Operation of Components

Deceleration Sensor

Located behind the shift lever, the deceleration sensor detects the acceleration, and sends this signal tothe ABS & TRC & VSC ECU. The deceleration sensor consists of 2 semi-conductor sensors. Thesesemi-conductor sensors are opposed 90� to each other, and installed so that each has an angle of 45�

in the longitudinal direction. Each semi-conductor sensor is provided with a weight which is movedby the deceleration force applied to the vehicle. The semi-conductor sensor itself converts the weight’smovement into electronic signals, and outputs them to the ABS & TRC & VSC ECU.These electronic signals have linear output characteristics; and the ABS & TRC & VSC ECU combinesthe signals received from both of these semi-conductor sensors to calculate the acceleration of all horizontalmovements. This makes it possible to provide detailed each control in accordance with various roadsurface conditions.

Semi-Conductor Sensors

Front

45� 45�

151CH25


To accommodate the VSC, a high-precision steering angle sensor has been adopted.The steering angle sensor consists of a microcomputer and three photo interrupters (SS1, SS2 and SSC).The slotted disc passes the dent of the photo interrupters.The signals that are detected by the SS1 and SS2 photo interrupters are converted by the micro computerinto serial signals that are output to the ABS & TRC & VSC ECU.The SSC photo interrupters are used for detecting the neutral position of the steering wheel and for perform-ing a self-check of the steering angle sensor.

SS1-

SS1+


Microcomputer To ABS & TRC & VSC ECU

Photo Interrupters

Slotted Disc

SS

2

SS

C

SS

1

��

151CH24

CH

CHASSIS — BRAKES

151CH22

Side-to-SideMovement

151CH48

Resonator

Coriolis ForceCoriolisForce

� �=0�

VibrationPortion

DetectionPortion

StraightlineMovement

Coriolis Force

Yaw Rate

OutputVoltage �

Left Turn Right Turn

79

Yaw Rate Sensor

The yaw rate sensor is mounted behind the shift lever.The yaw rate sensor uses a tuning-fork shaped vibration type rate gyro. Each resonator consists of avibrating portion and a detecting portion that are shifted 90 degrees to form one unit. A piezoelectricceramic piece is affixed to both the vibration and detection portions. The characteristic of the piezoelectricceramic piece is to become distorted when voltage is applied to it, and to generate voltage when an externalforce is applied to distort the ceramic piece.To detect the yaw rate, alternating current voltage is applied to the vibration portion, which causes it tovibrate. Then, the yaw rate is detected from the detection portion according to the amount and directionof distortion of the piezoelectric ceramic piece, which is caused by the coriolis force that is generatedaround the resonator.

151CH49



The hydraulic brake booster consists of the following components:

Components Function

Pump and Pump Motor Draws up the brake fluid from the reservoir tank and provides high hy-draulic pressure to the accumulator.

Accumulator Stores the hydraulic pressure that was generated by the pump. The accu-mulator is filled with high-pressure nitrogen gas.

Pressure Switches

Monitors the hydraulic pressure of the accumulator and outputs controlsignals for the pump motor.There are two types: the pressure switch PH for controlling the pump,and the pressure switch PL for giving a warning when the pressure islow.

Relief ValveReturns the brake fluid to the reservoir tank to prevent excessive pres-sure if the pump operates continuously due to a malfunction of the pres-sure switch.

Reservoir Tank Stores the brake fluid.

Brake Fluid Level WarningSwitch

Detects the brake fluid level.

Master Cylinder Generates the hydraulic pressure that is provided to the wheel cylindersduring normal braking.

Brake BoosterRegulates the accumulator pressure in accordance with the pedal effortthat is applied to the brake pedal and introduces this pressure to thebooster chamber in order to provide a power assist to the brakes.

Master Cylinder PressureSensor

Detects the hydraulic pressure that is generated in accordance with thepedal effort applied to the brake pedal and outputs the signals to theABS & TRC & VSC ECU.

Switching Solenoid Valves(SA1, SA2, SA3, STR)

Switches the brake hydraulic path when the ABS, TRC or VSC is acti-vated, or normal braking is applied.

Control Solenoid ValvesPressure Holding ValvesPressure ReductionValves

Controls the hydraulic pressure that is applied to the wheel cylindersduring ABS, TRC and VSC control.

CH


152CH15

Brake Fluid LevelWarning Switch

ReservoirTank

Accumulator

ReliefValve

High Pressure Nitrogen Gas

Check Valve

Pressure Switch (High Pressure)

Pressure Switch (Low Pressure)

Master CylinderPressure Sensor

Master Cylinder &Brake Booster

STR SA3 SA2�� Switching Solenoid Valves�

�� Control Solenoid Valves��

Pressure Holding Valve

Pressure Reduction Valve

Rear BrakeWheel Cylinder

Hydraulic Circuit

Front BrakeWheel Cylinder

Pump & Pump Motor

SA1


1) Pump, Pump Motor, Accumulator, Pressure Switches and Relief Valve

If the accumulator pressure becomes lower than the pressure that is specified in the pressure switch PH,which is used for detecting high pressure, the pressure switch PH turns OFF. Then, the ABS & TRC& VSC ECU turns ON the pump motor relays to operate the pump motor and the pump.The brake fluid that is discharged by the pump passes through the check valve and is stored in the accumu-lator. The hydraulic pressure that is stored in the accumulator is used for providing the hydraulic pressurethat is needed for normal braking and for operating the ABS, TRC and VSC systems.If the accumulator pressure becomes higher than the pressure that is specified in the pressure switchPH, the pressure switch PH turns ON. Then, after several seconds, the ABS & TRC & VSC ECU turnsOFF the pump.At this time, if the pressure switch PH malfunctions and causes the pump to operate continuously, therelief valve opens to prevent excessive pressure from being generated.Moreover, if the accumulator pressure becomes lower than the pressure that is specified in the pressureswitch PL, which is used for detecting low pressure, the pressure switch PL turns OFF. As a result,the brake warning light turns ON and the VSC warning buzzer activates.At this time, the ABS, TRC and VSC systems are prohibited from operating.

152CH17

152CH16

Reservoir Tank

Accumulator CheckValve

ReliefValveTo Master

Cylinder and Solenoid Valves Pressure

Switch PLPressureSwitch PH

Pump Motor Relays

ABS & TRC & VSC ECU

Brake WarningLight

VSC WarningBuzzer

Pump and Pump Motor

AccumulatorPressure

ONOFF

OFF

ON

OFF

Open

Close

ON

OFF

Pressure Switch PHPressure Switch PL

Pump Motor

ReliefValve

Brake Warning Lightand VSC Warning Buzzer

Time

CH


2) Master Cylinder and Brake Booster

a. Construction

� This construction enables the hydraulic pressure that is generated by the brake booster to be applieddirectly to the rear brakes.

� The master cylinder is the center port type single master cylinder, which is used for the front brakesonly.

� The brake booster is integrated with the master cylinder. The operating portion, master cylinder,and regulator are positioned coaxially to achieve a simple and compact construction.

� The master cylinder and brake booster consists of an operating rod, a power piston, a master cylinderpiston, a regulator piston, a spool valve, a reaction rod and a rubber reaction disc.

� The operating rod and the power piston are linked directly to transmit the pedal effort that is appliedto the brake pedal.

� The regulator piston and the spool valve are linked directly. A forward (leftward) force generatedby the master cylinder pressure and a rearward (rightward) force generated by the power assist ofthe booster are applied to the regulator piston. Both forces maintain a balance.

� A return spring is provided for the regulator piston to ensure the return of the spool valve in casethere is no pressure.

� Cross-Sectional Drawing�

152CH23

Return SpringSpool Valve

ReactionRod

RubberReactionDisc

Regulator PistonMaster Cylinder Piston

Power Piston

Operating Rod

� � � � � � � � � � � � � � � � � � � � � � � � �

Regulator Master Cylinder Operating Portion

� Simplified Drawing �

152CH24Spool Valve

Reaction Rod

Rubber Reaction Disc

Regulator Piston

Master Cylinder Piston

Power Piston

Operating Rod

Rear Brake Front Brake

ToReservoir

FromAccumulator From Reservoir


b. Operation

i) Pressure Increase (Low Pressure)

The pedal effort that is applied to the brake pedal is transmitted via the operating rod, power piston,and master cylinder piston. However, because the load setting of the master cylinder’s return springis lower than that of the regulator piston’s return spring, the regulator piston gets pushed before thevolume in the master cylinder becomes compressed. As a result, the spool valve moves forward.The spool valve closes the path A between the reservoir and the booster chamber (behind the power

piston) and opens the path B between the accumulator and the booster chamber. Then, the pressurized

brake fluid is introduced into the booster chamber to provide a power assist to the pedal effort.When the pressure is introduced into the booster chamber, the power assist overcomes the force ofthe master cylinder’s return spring. This causes the volume in the master cylinder to become com-pressed and increases the pressure that is applied to the front brakes. At the same time, the pressurein the booster chamber increases the pressure that is applied to the rear brakes.During the initial stage of the brake operation, the booster pressure that is applied to the rubber reactiondisc is small. Therefore, a return force in the rightward direction does not apply to the spool valvevia the reaction rod.

152CH25

Spool ValveReaction Rod

RubberReactionDisc

Regulator Piston


Power Piston

Operating Rod

To Rear Brake To Front Brake

To Reservoir From AccumulatorFrom Reservoir

ReturnSpring Return SpringA B

Booster Chamber

ii) Pressure Increase (High Pressure)

In contrast to the time when the pressure is low, when the pressure is high, the booster pressure thatis applied to the rubber reaction disc increases. Accordingly, the rubber reaction disc deforms andcauses a return force in the rightward direction to be applied to the spool valve via the reaction rod.Therefore, in contrast to the time when the pressure is low, a greater reaction force is transmittedto the brake pedal.As a result, a variable servo mechanism is realized, in which the servo ratio is lower during highpressure than during low pressure.

152CH26

Spool Valve

Reaction Rod

RubberReactionDisc

Regulator Piston


Power Piston

To Rear Brake To Front Brake

To Reservoir From Accumulator From Reservoir

Booster Chamber

CH


iii) Holding

This is a state in which the force that is applied via the brake pedal and the master cylinder pressureare in balance.The forces that are applied to the front and the rear of the regulator piston, in other words, forcesthat are generated by the master cylinder pressure and the regulator pressure become balanced. Thiscauses the spool valve to close both path B from the booster chamber to the accumulator and path

A to the reservoir. As a result, the brake system is in the holding state.

Spool Valve

152CH27

Regulator Piston

To RearBrake

To FrontBrake

ToReservoir


BA

iv) Pressure Reduce

When the pressure that is applied to the brake pedal is relaxed, the master cylinder pressure decreases.Then, the regulator piston’s return (rightward) force becomes relatively greater, causing the regulatorpiston to retract and the spool valve to also retract. As a result, the path A between the reservoir

and the booster chamber opens.The booster pressure becomes reduced in this state, creating a balance that corresponds to the forcethat is newly applied via the brake pedal. This process is performed repetitively to reduce the boosterpressure and the master cylinder pressure in accordance with the force that is applied via the brakepedal.

From RearBrake

152CH28Spool Valve

Regulator Piston

From FrontBrake

ToReservoir


Booster ChamberA


v) During Power Supply Malfunction

If the accumulator pressure is affected due to some type of malfunction, no pressure will be suppliedby the regulator. Then, a power assist cannot be provided to the force that is applied via the brakepedal and the pressure to the rear brakes cannot be increased.The pressure to the front brakes will be increased by the master cylinder in accordance with the pedaleffort applied to the brake pedal.

152CH29

From Reservoir

To Front Brake

3) Solenoid Valves

a. Switching Solenoid Valves

Four switching solenoid valves (SA1, SA2, SA3, and STR) are provided.The control signals from the ABS & TRC & VSC ECU open and close the switching solenoid valvesto switch the brake fluid paths.The solenoid valves SA1 and SA2 switch during normal braking of the front brakes and during theactivation of the ABS and VSC. During normal braking, the path to the master cylinder side is opened,and the path to the hydraulic pressure supply side is opened during the activation of the ABS and VSC.The solenoid valve SA3 is switched during normal braking of the rear brakes, during the activationof the ABS, and during the activation of the TRC and VSC. The path to the booster side is openedduring normal braking and during the activation of the ABS, and the path is closed during the activationof the TRC and VSC.The solenoid valve STR opens the path to the accumulator side during the activation of the TRC andVSC.

b. Control Solenoid Valves

The control solenoid valve consists of 4 pressure holding valves and 4 pressure reduction valves.Each of the brake circuits consists of a pressure holding valve and a pressure reduction valve. Thevalves are turned ON and OFF during the activation of the ABS, TRC, and VSC. The pressure increasemode, the pressure holding mode, and the pressure reduction mode are effected based on the combinationof these valves that are turned ON and OFF, in order to control the hydraulic pressure that is appliedto each of the wheel cylinders.

CH


c. System Operation

i) Normal Braking

During normal braking, all solenoid valves are turned OFF.

152CH32

Solenoid Valve SA3“OFF”

Solenoid Valve SA2“OFF”

Solenoid ValveSA1 “OFF”

Solenoid ValveSTR “OFF”

Pressure HoldingValve “OFF”

Pressure ReductionValve “OFF”

Rear Brake Front Brake

CHASSIS — BRAKES

Mode

Solenoid Valves

1

3

5

7

2

4

6

88

ii) ABS Operation

The solenoid valves are turned ON and OFF as described below to switch the fluid paths in orderto control the brakes.At this time, the hydraulic path between the master cylinder and the front brakes is shut off to preventthe brake pedal from vibrating and to improve the feeling during brake application.

152CH33Rear Brake Front Brake

Normal BrakingPressure Increas Mode

Pressure Reduction Mode

Pressure Holding Mode

21

5

6

5

6

33

4 4

7 7

NormalABS Activated

NormalBraking Pressure

Increase ModePressure

Holding ModePressure

Reduction Mode

Solenoid Valve STR OFF OFF OFF OFF

Solenoid Valves SA1 and SA2 OFF ON ON ON

Front Pressure Holding Valve OFF OFF ON ONFrontBrake Pressure Reduction Valve OFF OFF OFF ON

Wheel Cylinder Pressure Increase Increase Hold Reduction

Solenoid Valve SA3 OFF OFF OFF OFF

Rear Pressure Holding Valve OFF OFF ON ONRearBrake Pressure Reduction Valve OFF OFF OFF ON

Wheel Cylinder Pressure Increase Increase Hold Reduction

CH

CHASSIS — BRAKES

Mode

Solenoid Valves

1

3

5

7

2

4

6

89

iii) TRC Operation

The TRC system control consists of an engine output control and a brake hydraulic control.As described below, this system turns the solenoid valves ON and OFF to switch the fluid paths inorder to control the rear brakes.


Pressure IncreaseMode

Pressure ReductionMode

21

5

6

5

6

3 3

4 4

7 7

TRC NotTRC Activated

TRC Not

ActivatedPressure



Reduction Mode

Solenoid Valve STR OFF ON ON ON

Solenoid Valves SA1 and SA2 OFF OFF OFF OFF

Front Pressure Holding Valve OFF OFF OFF OFFFrontBrake Pressure Reduction Valve OFF OFF OFF OFF

Wheel Cylinder Pressure — — — —

Solenoid Valve SA3 OFF ON ON ON


Wheel Cylinder Pressure — Increase Hold Reduction

CHASSIS — BRAKES

Mode

Solenoid Valves

1

3

5

7

2

4

6

90

iv) VSC Operation

� The VSC system control consists of an engine output control and a brake hydraulic control.

� When the system activates to restrain oversteer, it controls the front brake of the outer wheel inthe turn. It also regulates the rear brakes as needed.

� When the system activates to restrain understeer, it controls the rear brakes.


Pressure Increase Mode

Pressure Reduction Mode

Pressure Holding Mode

VSC NotVSC Activated

VSC NotActivated Pressure



Reduction Mode

Solenoid Valve STR OFF ON ON ON

Solenoid Valves SA1 and SA2 OFF ON ON ON

Front Pressure Holding Valve OFF OFF ON ONFrontBrake Pressure Reduction Valve OFF OFF OFF ON


Solenoid Valve SA3 OFF ON ON ON



CH


ABS & TRC & VSC ECU

1) Vehicle Stability Control

Based on the 4 types of sensor signals received from the speed sensors, yaw rate sensor, decelerationsensor, and steering angle sensor, the ABS & TRC & VSC ECU calculates the amount of vehicle condi-tion.If a strong understeer or oversteer tendency is created during an emergency avoidance maneuver or corner-ing, and the ABS & TRC & VSC ECU determines that the amount of vehicle condition exceeds a pre-scribed value, it controls the throttle valve opening angle and the brake fluid pressure according to theamount of the vehicle condition.

Close

High

Start to Throttle Control

Start to Brake ControlBrake Control Completed

Throttle Control Completed

� Time

Brake WheelCylinder FluidPressure*

Throttle ValveOpening Angle

Level of Strong Understeer orOversteer

Amount ofVehicleCondition

Open

�

�

�

151CH31

*: The wheel cylinder that activates varies depending on the condition of the vehicle.


2) Initial Check

After the ignition is turned ON and only at the initial time, ABS & TRC & VSC ECU performs aninitial check when the vehicle attains an approximate speed of 6 km/h (4 mph) and more or when thestop light switch is turned OFF from ON.The functions of each solenoid valve in the hydrulic brake booster are checked in order.

3) Self-Diagnosis

If the ABS & TRC & VSC ECU detects a malfunction in the hydraulic brake booster, ABS, TRC and/orVSC system, it turns on the ABS warning light and the VSC warning light to alert the driver the malfunc-tion. The ECU will also store the codes of the malfunctions. The diagnostic code can be accessed fromthe ABS warning light and the VSC warning light. A hand-held tester can be used to access the diagnosticcode and to perform an active test. See the GS300 Repair Manual (Pub. No. RM588E) for the diagnosticcode check method, diagnostic code and diagnostic code clearance.

4) Fail Safe

In the event of a malfunction in the ABS, TRC or VSC system, the ABS & TRC & VSC ECU prohibitsthe ABS, TRC and VSC system.Thus, the brake and throttle valve opening angle control will be operated in the same conditions as thosewithout the ABS, TRC and VSC system.

CH

CHASSIS — SUSPENSION 93

SUSPENSION

�DESCRIPTION

� The double-wishbone type independent suspension is used for the front as in the previous model.

� A double-wishbone type independent suspension, in which coil springs are located underneath, has beenadopted for the rear.

150CH10


SuspensionFront Rear

ItemFront Rear

Tread mm (in.) 1535 (60.43) 1510 (59.45)

Caster* degrees 7�28� —

Camber* degrees –0�18� –0�30�

Toe-In* mm (in.) 1.5 (0.06) 0.5 (0.02)

King Pin Inclination* degrees 8�54� —

*: Unloaded Vehicle Condition

CHASSIS — SUSPENSION

152CH41

ReboundSpring

Base Valve

PistonValve

94

�FRONT SUSPENSION

1. General

A double-wishbone type independent suspension with high-mount upper arm has been adopted as in theprevious model. The basic construction and operation are the same as those of the previous model.However, to match optimally with the newly designed rear suspension, the location of the suspension armshas been revised, thus achieving an optimal suspension geometry.In addition, shock absorbers in which a rebound spring is enclosed have been adopted.

152CH11

2. Geometry

� The suspension arms have been optimally located and the roll center height has been finely tuned tominimize the vertical fluctuation of the vehicle’s center-of-gravity height during cornering. As a result,excellent riding comfort and stability have been realized.

� The steering gear and tie rods have been optimally located so that the toe angle changes in the toe-outdirection during braking. As a result, excellent stability has been achieved, even in instances in whichthe brakes are applied suddenly during cornering.

3. Shock Absorber

A rebound spring that operates in the entire reboundstroke range is provided in the shock absorber.This feature helps to restrain the body lift on the innerwheel side of the turn.As a result, excellent riding comfort and stability arerealized.

CH

CHASSIS — SUSPENSION 95

�REAR SUSPENSION

1. General

A double-wishbone type independent suspension has been adopted. It consists of coil springs that are locatedunderneath, A-shaped upper arms, 2 non-parallel lower arms that are unequal in length, and toe controlarms that determine the toe angle.A larger luggage compartment has been achieved by locating the coil springs underneath.By optimizing the location of the suspension arms, the roll center height has been finely tuned to minimizethe vertical fluctuation of the vehicle’s center-of-gravity height during cornering. As a result, excellentriding comfort and stability have been realized.

152CH12

Upper ArmStabilizer Bar

Shock Absorberand Coil Spring

No. 1 Lower Arm

No. 2 Lower Arm

Toe Control Arm

2. Virtual King Pin Axis

The upper arm and the 2 lower arms form a virtual kingpin axis, which provides the following characteristics:

� The caster trail has been brought to the negative side to achieve a toe-in tendency in relation to the lateralforce that is applied to the tire-to-ground contact point.

� The king pin offset has been brought to the negative side to achieve a toe-in tendency during braking.

� The distance between points A and B illustrated below has been minimized in order to minimize thefluctuation of the toe angle that is associated with the changes in the drive force.

152CH50

Caster Trail King Pin Offset

Front

A

B

152CH49

CHASSIS — SUSPENSION96

3. Longitudinal Compliance

When a resistance created by the bumps on the road is encountered, this suspension system relieves thewheels longitudinally to improve the riding comfort on rough roads.The longitudinal compliance is the amount of movement of the axle center per given load. Increasing thisamount generally results in a soft ride.The methods for achieving longitudinal compliance are broadly divided into the following two types:With the same amount of longitudinal compliance, the lower side compliance ”A” results in a greater amountof movement of the tire-to-ground contact point than the upper side compliance ”B”. If this situation occurredduring actual driving, it will cause the tire’s rotational speed to fluctuate frequently and affect the ridingcomfort.The new model has adopted the upper side compliance ”B” to improve the vehicle’s riding comfort onrough roads.

152CH52

Amount of Movement at Tire-to-ground Contact Point

A. Lower Side Compliance B. Upper Side Compliance

Amount of Movement at Tire-to-ground Contact Point

152CH51

Front Front

Spring Rate“Large”

Longitudinal Compliance

Spring Rate“Large”

Spring Rate“Small” Spring Rate

“Small”

Spring Rate“Small”

LongitudinalCompliance

Spring Rate“Small”

Spring Rate“Large” Spring Rate

“Large”

CH


152CH54

152CH55

97

4. Toe Change

During braking, a braking force that pulls the tire-to-ground contact point rearward is generated as illustratedbelow. This causes the rear axle carrier to rotate and changes the angle in which the toe control arms andthe like are mounted. If the suspension is moved vertically in this state, the line graph of the change ofthe toe angle will differ from that of the normal operation.Therefore, the suspension of the new model has increased the torsional rigidity in relation to the brakingforce to minimize the toe angle fluctuations during braking. As a result, excellent rear suspension stabilityhas been realized when the brakes are applied during cornering.

152CH46

152CH53

Braking Force Rebound

Toe Change

Front

Toe Control ArmBound

Normal Condition

Braking Condition

Out In

5. Upper Arm

The upper arm is an A-shaped arm made of forgedaluminum to reduce the weight.

6. No. 1 Lower Arm

The No. 1 lower arm is made of hollow bar to reducethe weight and to realize excellent rigidity.


152CH56

152CH57

98

7. No. 2 Lower Arm

The No. 2 lower arm is made of pressed sheet steelto reduce the weight and to realize excellent rigidity.

8. Toe Control Arm

The toe control arm is made of hollow bar to reducethe weight and to realize excellent rigidity.

9. Coil Spring and Shock Absorber

No matter how precisely the coil spring is constructed, a lateral force is created in the coil spring due tothe contraction and the elongation of the spring, which differs from the vertical force for which the coilspring was originally intended.When the lateral force is great, it prevents the smooth travel of the shock absorber and affects the ridingcomfort. As illustrated below, the amount of bending moment that is applied to the shock absorber variesaccording to the position of the spring seat.On the new model, to reduce the amount of bending moment that is applied to the shock absorber, thespring seat has been located at the bottom. As a result, the smooth travel of the shock absorber has beenrealized.

152CH48

Previous

Lateral Force

152CH47

Lateral Force

New

CH

CHASSIS — STEERING 99

STEERING

�DESCRIPTION

� Newly developed vehicle-speed sensing flow control type electoronically-controlled PPS (ProgressivePower Steering) is adopted.

� A power tilt and power telescopic mechanism with memory function is used.

� The steering column has adopted an energy absorbing mechanism that uses energy absorbing plate.

143CH03

LHD Model

Steering Column

Steering Gear Box

Power Steering Pumpand Reservoir Tank

Power SteeringECU


ModelNew Previous

ItemNew Previous

Power Steering Type Flow Control Type PPS Hydraulic Reaction Type PPS

Steering Gear Type Rack and Pinion �

Gear Ratio (Overall) 17.2 16.5

No. of Turns Lock to Lock 3.38 3.23

Rack Stroke mm (in.) 145.4 (5.72) 139 (5.47)

Fluid Type ATF Type DEXRON��or � �

CHASSIS — STEERING100

�VEHICLE SPEED SENSING FLOW CONTROL TYPE PPS

1. General

On the previous model, the PPS controls the hydraulic pressure that is applied to the steering gear’s hydraulicreaction chamber according to vehicle speed. However, on the new model, the PPS has been changed tothe type that controls the amount of fluid in the power steering pump according to vehicle speed.This function is carried out by the solenoid valve that has been added to the power steering pump’s flowcontrol portion, which is based on the engine revolution sensing type power steering.

2. System Diagram

152CH42

152CH43

New

Previous

Power SteeringPump

PowerSteeringPump

Steering Gear Box

Steering Gear Box

Vane Pump

Vane Pump

SolenoidValve

SolenoidValve

ReliefValve

ReliefValve

RotaryValve

RotaryValve

Power Cylinder

Flow Control Valve

Flow Control Valve

Reservoir Tank

Reservoir Tank

Hydraulic ReactionChamber

Power SteeringECU

Vehicle SpeedSensor

Power SteeringECU

Vehicle SpeedSensor

CH

CHASSIS — STEERING

152CH44

Pumpflowvolume

Previous

New

Vehicle Speed

101

3. Operation

The pump flow volume is reduced as the vehiclespeed increases in order to increase the steering ef-fort.Moreover, the engine load is reduced due to the re-duction in the pump flow volume. As a result, fueleconomy is improved.

�STEERING GEAR

Excellent steering feeling has been realized through the adoption of the roller type rack guide, the cuttingprocessing of the pinion gear, and the adoption of the rubber bushings to mount the steering gear box.

�ENERGY ABSORBING MECHANISM

The energy absorbing mechanism in the steering column consists of a lower bracket, breakaway bracket,energy absorbing plate and a contractile main shaft. The steering column is mounted onto the instrumentpanel reinforcement via a lower bracket and breakaway bracket which is supported via a capsule and energyabsorbing plate. The steering column and the steering gear box are connected with a contractile intermediateshaft. When the steering gear box moves during a collision (primary collision), the main shaft and theintermediate shaft contract, thus reduce the chance that the steering column and the steering wheel protrudeinto the cabin. When an impact is transmitted to the steering wheel in a collision (secondary collision),the steering wheel and the steering wheel pad help absorb the impact. In addition, the breakaway bracketand the lower bracket separate, causing the entire steering column to move forward.At this time, the energy absorbing plate becomes deformed to help absorb the impact of the secondarycollision.

152CH58

Befor Collision

Intermediate Shaft

Main Shaft

Breakaway Bracket

Energy AbsorbingPlate

Primary Collision

Contract

SecondaryCollisionDetach

Lower Bracket

Instrument PanelReinforcement

Deform

After Collision

CHASSIS — STEERING102

�POWER TILT AND POWER TELESCOPIC STEERING COLUMN

1. General

� A compact and lightweight power tilt and telescopic steering column is used on all models.

� The auto set function has been adopted as on the previous model.

� The steering column can be set to 2 positions in conjunction with the driving position memory function.

2. System Diagram

152CH36

Driving PositionMemory Switches

Unlock WarningSwitch(Ignition Switch)

Body ECU

Tilt Motorwith Gear

Tilt Position SensorTelescopic Motorwith Gear Telescopic Position Sensor

MultiplexTilt and TelescopicECU

Tilt and TelescopicManual Switch

3. Construction

The power tilt and power telescopic steering column consists of the multiplex tilt and telescopic ECU,a tilt motor, telescopic motor and gears.The multiplex tilt and telescopic ECU contains position sensors that use hall elements.

152CH59

Tilt Motor with GearTelescopic Motorwith Gear

Multiplex Tilt and Telescopic ECU

CH

CHASSIS — STEERING 103

4. Operation

Tilt Operation

The signals from the multiplex tilt and telescopic ECU cause the tilt motor to rotate, and this rotationalmovement is transmitted via the gear, shaft and etc. to move the steering wheel vertically.

Telescopic Operation

The signals from the multiplex tilt and telescopic ECU cause the telescopic motor to rotate, and this rota-tional movement is transmitted via the gears to contract or to extend the column tube.

Auto Set Function

When the ignition key is removed, the steering column moves forward away from the driver and alsotilts up for easy exit and entry.When the ignition key is inserted in the ignition switch, the steering column returns to the previouslyset position.

Driving Position Memory Function

The steering column moves to the previously set position by pressing the driving position memory switchesthat are located on the driver’s door.

Position Detection

To detect the position of the tilt and telescopic steering column, a position sensor that utilizes a hall elementis located in the ECU and is used to detect the changes in the magnetic field of the magnets, which areattached to the shafts of the motors.

ENGINE — 2JZ-GE ENGINE

ENGINE

26

2JZ-GE ENGINE

�DESCRIPTION

The 2JZ-GE engine has adopted the VVT-i (Variable Valve Timing-intelligent) system and a long exhaustmanifold to improve engine performance and fuel economy, and reduce exhaust emissions. In addition,it has adopted the ETCS-i (Electronic Throttle Control System-intelligent) to ensure excellent vehicle con-trollability and improve its comfort.

143EG01

143EG02


EG

27

�ENGINE SPECIFICATIONS AND PERFORMANCE CURVES

2JZ-GE EngineNew Previous

ItemNew Previous

No. of Cyls. & Arrangement 6-Cylinder, In-Line �

Valve Mechanism 24-Valve, DOHC, Belt Drive

�

Combustion Chamber Pentroof Type �

Manifold Cross-Flow �

Fuel System EFI �

Displacement cm3 (cu. in.) 2997 (182.9) �

Bore � Stroke mm (in.) 86.0 � 86.0 (3.39 � 3.39) �

Compression Ratio 10.5 : 1 10.0 : 1

Europe 163 kW @ 5800 rpm (EEC) 156 kW @ 5800 rpm (EEC)

Max. Output Australia 166 kW @ 6000 rpm (EEC) —p

G.C.C. Countries 178 kW @ 6000 rpm (SAE-GROSS) 173 kW @ 6000 rpm (SAE-GROSS)

Europe 298 N�m @ 3800 rpm (EEC) 275 N�m @ 4800 rpm (EEC)

Max. Torque Australia 298 N�m @ 4000 rpm (EEC) —q

G.C.C. Countries 312 N�m @ 4000 rpm (SAE-GROSS) 287 N�m @ 4800 rpm (SAE-GROSS)

INOpen –12�~48� BTDC 3� BTDC

Valve Timing

IN.Close 65�~5� ABDC 50� BTDC

Valve Timing

EXOpen 40� BBDC 53� BBDC

EX.Close 6� ATDC 3� ATDC

Fuel Octane Number (RON) 95*1, 93*2 �

Oil Grade API SH EC-II, SJ EC or ILSAC API SH EC-II or ILSAC

*1: For Europe Model*2: For Australia and G.C.C. Countries Model

ENGINE — 2JZ-GE ENGINE28

� Europe �

: New: Previous

300280260240220200

180

160

140

120

100

80

60

40

20

0

1000 2000 3000 4000 5000 6000 7000

Out

putTo

rque

Engine Speed (rpm)

N�m

kW

143EG03

� Australia � � G.C.C. Countries�

300

280

260

240

220

180

160

140

120

100

80

60

40

20

0

1000 2000 3000 4000 5000 6000 7000

Out

put

Torq

ue

Engine Speed (rpm)

N�m

kW

143EG04

: New: Previous

320300280260240220

180

160

140

120

100

80

60

40

20

0

Out

put

Torq

ue

Engine Speed (rpm)

N�m

kW

143EG05

1000 2000 3000 4000 5000 6000 7000


EG

29

�MAJOR DIFFERENCES

The following changes have been made to the 2JZ-GE engine.

System Features

Engine Proper

� The cylinder head water jacket has been modified to improve thecooling performance around the spark plugs, thus increasing thecompression ratio.

� The cylinder head intake port has adopted a smaller diameter to im-prove the intake airflow velocity, thus increasing the torque in thelow- to medium-speed range.

� The piston and connecting rod are lightweight to reduce the noise andvibration.

Valve Mechanism

� The VVT-i system is used to improve engine performance, fuel econ-omy and reduce exhaust emissions.

� The spring tension of the valve springs has been decreased to reducefriction.

Cooling System An electric cooling fan has been adopted. The fan speed is controlledin 3 steps to improve cooling performance and reduce cooling fan noise.

Intake and Exhaust System

� A thermostat is installed in the throttle body in order to restrain therise in the intake air temperature, thus improving the intake chargingefficiency.

� A long port exhaust manifold made of stainless steel is used to im-prove the engine’s torque in the low- to medium-speed range.

� A long tail muffler is used to ensure quietar operation during id-ling.

Fuel System

� The injector has been made more compact and the injection nozzlehas been modified to improve the atomization of the fuel.

� An air assist fuel injection system is used to promote atomizing ofthe fuel for improved fuel economy.*1

� A fuel returnless system has been adopted to reduce evaporativeemissions.

� A jet pump has been adopted to use the fuel in the fuel tank effec-tively.

Ignition System The DIS (Direct Ignition System) is used to enhance the reliability ofthe ignition system.

Engine Control System

� The ETCS-i has been adopted to realize excellent vehicle controlla-bility and comfort.

� A 3-step control type fuel pump speed control has been adopted.� M-OBD (Multiplex On-Board Diagnosis) system is adopted.� The cruise control system and the engine immobiliser system have

been integrated with the engine ECU.� The engine ECU has been installed in the engine compartment.

Emission Control System

� EGR system has been discontinued.*2

� The 2 TWCs (Three-Way Catalytic Converters) have been integratedwith the exhaust manifold and the TWC under the floor has been dis-continued.*2

*1: On the model for Europe, adopted since the previous model.*2: Only for Europe and Australia model.


�ENGINE PROPER

1. Piston

The valve recess has been reduced to improve combustion efficiency and the skirt portion has been reducedfor weight reduction, that resulted in reducing noise and vibration.

New Previous

150EG10

2. Connecting Rod

The connecting rod is made of high-strength vanadium steel to realize weight reduction and high strength.In addition to reducing noise and vibration, it accommodates the high power output of the engine.

New Previous

150EG43

EG


Intake CamshaftBearing Cap No.3

Oil Filter

Union Bolt

Oil Pipe

Union Bolt(Check Valve)

CylinderBlock

31

�VALVE MECHANISM

1. Intake Camshaft

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

� In conjunction with the use of the DIS, the intake camshaft is provided with timing rotor to trigger thecamshaft position sensor.

A-A’ Cross Section

Advance Side Oil Passage

Timing Rotor

No.1 BearingJournalRetard Side

Oil Passage

� � � � �

A

A’

150EG15 150EG24

�LUBRICATION SYSTEM

1. General

� An oil pipe is provided between the intake cam-shaft bearing cap No.3 and the cylinder block inorder to supply oil to the VVT-i system.

� A check valve is enclosed inside the union bolton the side of the cylinder block.

150EG16


2. Check Valve

The function of the check valve is to prevent the fall of the oil pressure on the VVT-i system side whenthe engine is stopped.

a. Engine is operated.

The oil that flows from the main oil hole in the cylinder block overcomes the spring pressure, pushesthe valve down and flows into the oil valve.

b. Engine is stopped.

If there is no oil pressure applied by the main oil hole, the valve is pressed against the valve seat bythe spring, thus preventing the oil from flowing down from the VVT-i system. As a result of thisfunction, the initial VVT-i system operation is properly ensured during engine starting.

From Main Oil Hole

Spring

Engine is Operated Engine is Stopped

To VVT-i System

Union BoltValveValve Seat

: Oil Flow

150EG17 150EG18

EG

ENGINE — 2JZ-GE ENGINE 33

�COOLING SYSTEM

1. Cooling Fan System

The cooling system has been changed from the previous temperature controlled cupling fan system to anelectric cooling fan system.The cooling fan controls the fan speed in 3 steps (OFF, Low, High) by using the water temperature switchin accordance with the engine coolant temperature and the operating condition of the air conditioner andby turning the 3 fan relays ON and OFF and connecting 2 fan motors in a series or parallel circuit.

� Wiring Diagram �

152EG03

Ignition Switch

Fan MainRelay

CondenserFan Motor

Fan No. 2Relay

Fan No. 1Relay

RadiatorFan MotorFan No. 3

Relay

Battery

1.2 MPa(12.5 kgf/cm2)

1.5 MPa(15.5 kgf/cm2)

ON

OFF

83�C(181�F) ON

OFF90�C(194�F)

To A/CMagneticClutch Relay A/C Pressure Switch

Water Temp. Switch

� Cooling Fan Operation�

Engine Coolant Temperature83�C (181�F) 90�C (194�F)Air Conditioning Condition 83�C (181�F)

or Lower90�C (194�F)

or HigherCompressor Refrigerant Pressure

or Lower or Higher

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

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

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


A-A’ Cross Section

Intake Manifold Gasket

Rubber

Resin

A A’

Thermostat150EG54

VibrationDampingBracket

Vibration Damping GasketIntake AirConnector

IntakeManifoldHeat-Barrier Gasket

ThrottleBody

150EG25

34

� INTAKE AND EXHAUST SYSTEM

1. Intake Manifold Gasket

A heat-barrier gasket made of phenol resin is usedbetween the cylinder head and the intake manifoldto restrain the rise in the intake air temperature, thusimproving the intake charging efficiency.

150EG19

2. Throttle Body

� The ETCS-i has been adopted to realize excellentthrottle control.

� The ETCS-i comprehensively controls the ISCsystem, TRC system, and the cruise control sys-tem. As a result, the ISC valve and the sub-throttlevalve have been discontinued.

� A thermostat is installed in the throttle body torestrain the rise in the intake air temperature.

� The throttle body is supported by a vibrationdamping gasket and a vibration damping bracketin order to reduce throttle body vibration. As aresult, the vibration that is transmitted from thethrottle body to the vehicle via the acceleratorcable has been reduced.

EG


Thermostat

The thermostat uses the termal expansion of the wax to open and close the valve to shut off the flowof warm coolant when the coolant temperature is high in the throttle body’s warm coolant passage. Thisprevents the throttle body temperature from rising more than the needed level, thus restraining the risein the intake air temperature.

Thermostat

From Water OutletTo Throttle Body

Wax Valve

Thermostat

Throttle Body

Coolant Flow

150EG20 150EG21

3. Exhaust Manifold

� A dual exhaust manifold has been adopted. Its branch portion is made long to utilize the exhaust pulsation.Thus, the flow of the exhaust gas is optimized to improve torque in the low- to mid-speed range.

� On the models for Europe and Australia, 2 TWCs (Three-Way Catalytic Converters) have been integratedwith the exhaust manifold. On the models for the G.C.C. countries, the sub-mufflers have been integrated.

� The branch portion adopts a double-wall construction to reduce the amount of heat that is radiated fromthe branch portion. As a result, the insulators have been discontinued.

Outer Pipe

TWC orSub Muffler

Exhaust Manifold Cross Section of the Branch Portion

Inner Pipe

150EG35 150EG51


4. Exhaust Pipe

� The front exhaust pipe of the exhaust pipe has adopted a dual pipe construction to improve engine perfor-mance.

� The center exhaust pipe has adopted a larger diameter and a straight muffler to reduce the exhaust pressureand to improve engine performance.

� The main muffler has adopted a long tail pipe construction forquieter operation.

152EG05152EG04

Straight MufflerTail Pipe

ExhaustGas

Main Muffler

Front Exhaust Pipe

�FUEL SYSTEM

1. Air Assist Fuel Injection System

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

150EG55

Injector

Air PipeThrottle Valve

Air Cleaner

EG


150EG53

37

2. Fuel Injector

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

� Air introduced from the throttle body, air pipe andair gallery flows through the air chamber formedby the o-ring and insulator under the fuel injectorand then is mixed with the fuel.This design promotes atomization of the fuel.

3. Fuel Returnless System

� The new GS300 has adopted a fuel returnless system to reduce evaporative emissions. With the pressureregulator housed inside the fuel tank, this system eliminates the return of fuel from the engine area.In addition, a jet pump has been adopted to use the fuel in the fuel tank effectively.

� The fuel filter is installed in the fuel tank.

Injectors Injectors

DeliveryPipe

DeliveryPipe

PressureRegulator

Fuel Tank Fuel Tank

Jet Pump

FuelPump Fuel

Pump

FuelFilter

FuelFilter

PulsationDumper

PulsationDumper

PressureRegulator

FuelReturnPipe

New Previous

143EG06


4. Jet Pump

A jet pump is adopted in the fuel tank. Since the propeller shaft is located below its center bottom, thefuel tank of the GS300 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 chamberB when the fuel level is low, stopping the fuel in chamber B from being pumped out. To prevent this fromoccurring, a jet pump has been provided to transfer the fuel from chamber B to chamber A.This is accomplished by utilizing the flow of the fuel, so that the vacuum created by the fuel, as it passesthrough the venturi is used to suck the fuel out of chamber B and send it to chamber A.

152EG07152EG06

Fuel Filter

Engine

Pressure Regulator

Jet Pump

FuelPump

Chamber B

From FuelPump

Chamber A

From Chamber B

To Chamber A

Jet Pump

� IGNITION SYSTEM

1. General

A DIS (Direct Ignition System) has been adopted in the new 2JZ-GE engine. The DIS improves theignition timing accuracy, reduces high-voltage loss and enhances the overall reliability of the ignitionsystem by eliminating the distributor.The DIS in new 2JZ-GE engine is a 2-cylinder simultaneous ignition system which ignites 2-cylinderssimultaneously with one ignition coil.

No.6 Cylinder

No.1 Cylinder

No.2 Cylinder

No.5 Cylinder

No.4 Cylinder

No.3 Cylinder

CamshaftPositionSensor

CrankshaftPositionSensor

VariousSensors

EngineECU

Igniter

IGT1

IGT2

IGT3

IGF

IGC1

IGC2

IGC3

+B

GND

IgnitionCoil

IgnitionCoil

IgnitionCoil

High-Tension Cord

High-Tension Cord

High-Tension Cord

G2

NE

+B

150EG11

EG


Ignition Coil Cross Section

To HighTension Cord Secondary Coil

Iron Core

PrimaryCoil

Plug Cap

39

2. Igniter

The internal system diagram of the igniter is shown below. A characteristic of this igniter is that it containsthe 3 power transistors as illustrated. Based on the IGT signals input for each cylinder the drive circuitactivates the respective power transistors to control the primary ignition current (IGC) for all the ignitioncoils. At the same time, the igniter also sends an ignition confirmation signal (IGF) as a fail-safe functionto the engine ECU.

1 : Lock PreventionCircuit

2 : IGF Signal Out-put Circuit

3 : Ignition DetectionCircuit

4 : Overcurrent Pre-vention Circuit

From EngineECU

IGT2

IGT3

IGT1

IGF

TACH(Tachometer)

Igniter

InputCircuit

DriveCircuit

1

432

To Ignition Coil

IGC2

IGC3

IGC1

150EG12

3. Ignition Coil

The DIS system of the 2JZ-GE engine consists of3 sets of ignition coils integrated with plug capsand with the high-tension cords attached directlyonto the ignition coil.

150EG22


4. Spark Plug

Along with the adoption of the DIS, twin-ground electrode spark plugs have been adopted. The modelsfor Europe and Australia have adopted the platinum-tipped spark plugs.

� Platinum Tipped Spark Plugs �

DENSO NGK

143EG09

Ground Electrode

Platinum Platinum

� Recommended Spark Plugs �

Europe andAustralia

G.C.C.Countries

DENSO PK20TR11 K20TR11

NGK BKR6EKPB11 BKR6EKB11

Plug Gap 1.0 – 1.1 mm (0.039 – 0.043 in.)

EG


�ENGINE CONTROL SYSTEM

1. General

The engine control system has newly adopted the ETCS-i and VVT-i systems and a function to communicatewith the multiplex communication system. In addition, the fuel pump control system’s fuel pump speedcontrol has been changed from the 2-step to the 3-step type. Furthermore, the engine Immobiliser systemand the cruise control system have been enclosed in the engine ECU.The engine control systems of the new 2JZ-GE engine and previous 2JZ-GE engine are compared below.

System Outline New Previous

EFIElectronic Fuel

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

Electronic FuelInjection The fuel injection system is a sequential multiport

fuel injection system. � �

ESAElectronic Spark

Ignition timing is determined by the engine ECUbased on signals from various sensors. The engineECU corrects ignition timing in response to engineknocking.

� �

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

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

ISC(Idle Speed Control)

A step motor type ISC valve controls the fast idle andidle speeds. — �

VVT-iValiable Valve Timing-intelligent

Controls the intake camshaft to an optimal valve tim-ing in accordance with the engine condition. � —

ETCS-iElectronicThrottle ControlSystem-intelligent

Optimally controls the throttle valve opening in ac-cordance with the amount of accelerator pedal effortand the condition of the engine and the vehicle. Inaddition, comprehensively controls the ISC, cruisecontrol, and TRC systems.

� —

ACISAcoustic ControlInduction System

The intake air passages are switched according to theengine speed and throttle valve angle to increase per-formance in all speed ranges.

� �

Fuel Pump ControlUnder light engine loads,pump speed is low to re

2-Step Control — �

Fuel Pump Control pump speed is low to re-duce electric power loss.3-Step Control � —

Fuel Pressure Control

In hot engine conditions, the fuel pressure is in-creased to improve restartability. — �

Oxygen SensorHeater Control

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

�*1 �*2

Air ConditioningCut-Off Control

By controlling the air conditioning compressor ONor OFF in accordance with the engine condition,drivability is maintained.

� �

EGR Cut-Off Control

Cuts off EGR according to the engine condition tomaintain drivability of the vehicle and durability ofthe EGR components.

— �*2

(Continued)


System Outline New Previous

Evaporative Emission Control

The engine ECU controls the purge flow of evapora-tive emissions (HC) in the charcoal canister in accor-dance with engine conditions.

� �

Engine Immobiliser Prohibits fuel delivery and ignition if an attempt ismade to start the engine with an invalid ignition key. � �*2

Function to commu-nicate with multi-plex communicationsystem

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

When the engine ECU detects a malfunction, the en-gine ECU diagnoses and memorizes the failed sec-tion.

� �

Diagnosis A newly developed diagnostic system which utilizesa high speed bi-directional communication line toprovide extended diagnostic capabilities and fea-tures.

� —

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

� �

*1: Models for Europe and Australia*2: Models for Europe

EG


2. Construction

The configuration of the engine control system in the 2JZ-GE engine of the new GS300 is as shown inthe following chart. Shaded portions differ from the 2JZ-GE engine of the previous GS300.

IGNITION COILS

SENSORS

AIR FLOW METERVG

CRANKSHAFT POSITION SENSORNE

� Engine Speed Signal� Crankshaft Angle Signal

CAMSHAFT POSITION SENSOR

� Crankshaft Angle Signal� Camshaft Angle Signal

G2

THROTTLE POSITION SENSOR

� Throttle Position Signal

VTA

ACCELERATOR PADAL POSITION SENSOR

� Accelerator Pedal Position Signal

VPA

WATER TEMP. SENSORTHW

INTAKE AIR TEMP. SENSORTHA

HEATED OXYGEN SENSOR (Bank 1, Sensor 1)*1 OX1A

VEHICLE SPEED SENSORSP2

#10SFI

No. 1 INJECTORNo. 2 INJECTORNo. 3 INJECTORNo. 4 INJECTORNo. 5 INJECTORNo. 6 INJECTOR

ACTUATORS

VTA2

VPA2

HEATED OXYGEN SENSOR (Bank 2, Sensor 1)*1 OX2A

HEATED OXYGEN SENSOR (Bank 1, Sensor 2)*1 OX1B

HEATED OXYGEN SENSOR (Bank 2, Sensor 2)*1 OX2B

VARIABLE RESISTOR*2VAF

IGNITION SWITCHSTA

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

NEUTRAL START SWITCHP,N

� Neutral Start Signal� Shift Lever Position Signal

IGSW

R,D,4,3,2,L

AIR CONDITIONING ECUMPX1

#20#30#40#50

#60

ESA

IGNITER

IGT1~

IGF

METCS-i

THROTTLE CONTROL MOTOR

MAGNETIC CLUTCHCL

OCVVVT-i

CAMSHAFT TIMING OIL CONTROL VALVE

ACIS

VSVACIS

FUEL PUMP CONTROL

FUEL PUMP ECUFPC

HT1A

OXYGEN SENSOR HEATER CONTROL*1

HEATED OXYGEN SENSOR HEATER(Bank 1, Sensor 1)


HT2A


HT1B


HT2B

Engine

(Continued)

FUEL PUMP

DI

BODY ECUMPX2

POWER STEERING OIL PRESSURE SWITCHPS

SPARK PLUGS

IGT3

KNOCK SENSORSKNK1

KNK2

ECU


UNLOCK WARNING SWITCHKSW

DATA LINK CONNECTOR 3SIL

EVAP CONTROL

VSVPRG

EFI MAIN RELAYMREL

CHECK ENGINE LAMPW

BATT, BM+B

BATTERYEFI MAIN RELAY

THEFT DETERRENT INDICATOR LIGHTIMLD

AIR CONDITIONING CONTROL

MAGNETIC CLUTCH RELAYACMG

STOP LIGHT SWITCHSTP

ABS & TRAC & VSC ECUTRCENG

RXCKTRANSPONDER KEYAMPLIFIER CODE

TXCT

*1: Only for Europe and Australia Model*2: Only for G.C.C. Countries Model

TC

EG


3. Engine Control System Diagram

143EG07

Mass Air FlowMeter

Intake AirTemp. Sensor

Accelerator PedalPosition Sensor

Engine ECU

Fuel Pump ECU

Fuel Pump

VSV (for EVAP)

Charcoal Canister

Throttle Control Motor

Throttle Position Sensor

*2

Heated OxygenSensors*3

Igniter

Ignition Coil

InjectorVaccum Tank

VSV (for ACIS)

Knock Sensors

Crankshaft PositionSensorWater Temp. Sensor

Heated OxygenSensors*3

*1

TWC*3

TWC*3

*1: Camshaft Position Sensor*2: Camshaft Timing Oil Control Valve*3: Only for Europe and Australia Model*4: Only for G.C.C. Countries Model

Variable Resister*4



143E

G08

Fue

l Pum

p E

CU

DLC

3

Neu

tral

Sta

rtS

witc

h

Igni

ter

VS

V (

for

AC

IS)

Cam

shaf

t P

ositi

onS

enso

r

Kno

ck S

enso

r

Eng

ine

EC

U

Kno

ck S

enso

r

Wat

er T

emp.

Sen

sor

Cam

shaf

t T

imin

gO

il C

ontr

ol V

alve

Cra

nksh

aft

Pos

ition

Sen

sor

Igni

tion

Coi

l

Inje

ctor

Air

Flo

w M

eter

Thr

ottle

Pos

ition

Sen

sor

Acc

eler

ator

Ped

al

Pos

ition

Sen

sor

VS

V(f

or E

VAP

)

Hea

ted

Oxy

gen

Sen

sors

*1

Varia

ble

Res

iste

r*2

*1:

Onl

y fo

r E

urop

e an

d A

ustr

alia

*2:

Onl

y fo

r G

.C.C

. C

ount

ries

Thr

ottle

Con

trol

Mot

or

EG


150EG29

Intake Air Temp. Sensor

Hot-Wire

Thermistor

47

5. Main Components of Engine Control System

General

The following table compares the main components of the 2JZ-GE engine in the new and previous models.

2JZ-GE EngineComponent New Previous

Mass Air Flow Meter Hot-Wire Type �

Throttle Position Sensor Linear Type, 2 Linear Type, 1

Accelerator Pedal Position Sensor Linear Type, 2 —

Crankshaft Position Sensor Pick-Up Coil Type, 1 �

Camshaft Position Sensor Pick-Up Coil Type, 1 —

DistributorCrankshaft Position Sensor — Pick-Up Coils Type, 1

DistributorCamshaft Position Sensor — Pick-Up Coil Type, 2

Knock Sensor Built-In PiezoelectricElement Type, 2 �

Oxygen Sensor*1

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

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

Injector 4-Hole Type with Air Assist

2-Hole Type with Air Assist*1

2-Hole Type withoutAir Assist*2

ISC Valve — Step Motor Type

*1: Only for Europe*2: Only for G.C.C. Countries

Air Flow Meter

The hot wire type air flow meter has been changedto the plug-in type. Its basic operation is the sameas that of the previous type.


Camshaft PositionSensor

150EG23

FrontCylinder Head

48

Camshaft Position Sensor

The camshaft position sensor is mounted on the in-take side of the cylinder head.The timing rotor is integrated with the intake cam-shaft.The camshaft position sensor outputs 3 pulses forevery 2 crankshaft revolutions.

Engine ECU

� On the previous model, the engine ECU was installed on the passenger’s floor. However, on the newGS300, the engine ECU is installed in the ECU box in the engine compartment. As a result, the wiringharness has been shortened, thus realizing weight reduction.

� Utilizing the vacuum that is generated by the radiator coolingfan, airflow is introduced through the ECUbox to restrain theincrease in the temperature in the ECU box.

152EG10152EG09

Intake Duct

Air Flow

ECU Box

Engine ECU

Cooling Fan

Exhaust Duct

ECU Box

ExhaustDuct

EngineECU

Side Member

Intake Duct

Radiator

EG


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 60� (of crankshaftangle) to provide a valve timing that is optimally suited to the engine condition, thus realizing improvedtorque in all the speed ranges and fuel economy, and reduce exhust emissions.

Crankshaft PositionSensor

CamshaftPosition Sensor

Intake CamshaftTiming Pulley

Camshaft Timing OilControl Valve

EngineECU

Oil Pump 150EG26

Construction and Operation

1) Intake Camshaft Timing Pulley

The intake camshaft timing pulley comprises the outer gear that is driven by the timing belt, the innergear that is affixed to the camshaft and a movable piston that is placed between the outer gear andinner gear. Having helical splines (twisted, vertical grooves) on its inner and outer periphery, the pistonmoves in the axial direction to shift the phase of the outer gear and inner gear, thus causing the valvetiming to change continuously.

Helical Spline

Outer Gear

Timing Pulley

Intake Camshaft

PistonInner Gear

Helical Spline(Inner Gear)

Piston

150EG27 150EG28


Coil

To Timing Pulley(Advanced Side) (Retard Side)

Plunger

Spool Valve

Spring

Drain

Oil Pressure

Drain

150EG31

Valv

e Li

ft

ExhaustValve

Variable Angle (60�)

IntakeValve

Crankshaft Angle

Valve Timing

50

2) Camshaft Timing Oil Control Valve

� The camshaft timing oil control valve controlsthe spool valve position in accordance with thecommand of the engine ECU thus allocatingthe hydraulic pressure that is applied to the in-take camshaft timing pulley to the advance andthe retard side. When the engine is stopped,the camshaft timing oil control valve is in themost retarded state.

150EG30

� By the command of the engine ECU, when thecamshaft timing oil control valve is in the posi-tion given in Fig. 1, hydraulic pressure is ap-plied from the left side of the piston, whichcauses the piston to move to the right. Becauseof the twist in the helical splines that are cutout in the piston, the intake camshaft rotatesin the advance direction in relation to the cam-shaft timing pulley. When the camshaft timingoil control valve is in the position given in Fig.2, the piston moves to the left and rotates inthe retard direction. Furthermore, the camshafttiming oil control valve shuts off the oil pas-sages to maintain the hydraulic pressure at bothsides of the piston, thus maintaining the phaseat that position. This enables the phase to beset to a desired position.

Fig. 1

Piston

IntakeCamshaft

Camshaft TimingOil Control Valve

Drain

Timing Pulley Oil Pressure

Drain

Oil Pressure

Fig. 2

150EG32 150EG33

EG


3) Engine ECU

In proportion to the engine speed, intake air volume, throttle position and coolant temperature, the engineECU searches an optimal valve timing under each driving condition and control the camshaft timingoil control valve, in addition, the engine ECU uses signal from the camshaft position sensor and thecrankshaft position sensor to detect the actual valve timing, thus performing feedback control to achievethe target valve timing.

� Operation During Various Driving Conditions �E

ngin

e Lo

ad

Full Load Performance

Range Range

Range

Range ,

Engine Speed

4 5

31

2

150EG34

Range Conditions Operation

1 Idle operation The valve timing is set to the advance angle 0� (most retardedangle), and because of the lack of overlap, the idle rpm is stabilized.

2 Medium load rangeThe valve timing is advanced to increase the amount valve overlap.Thus, the internal EGR rate is increased and the pumping loss is de-creased resulting in improved fuel economy.

3 Low load range The valve timing is retarded to decrease the amount of valve overlap,thus ensuring the engine’s stability.

4High load, low- to medium-speed range

The valve timing is advanced to advance the timing of the closingof the intake valve. The volumetric efficiency is thus improved re-sulting in improved low- to medium-speed range torque.

5High load, high speed range

The valve timing is retarded to retard the timing of the closing of theintake valve resulting in improved volumetric in the high-speedrange.

— Engine started and stopped

When the engine is started and stopped, the valve timing is at themost retarded state.

— Low-temperatureoperation

The valve timing is at the advance angle 0� (most retarded angle)without any valve overlap. This prevents the fuel from flowing backand minimizes the need for transient increase of fuel. Furthermore,because the idle rpm is stabilized, the fast idle rpm can be loweredthan that of the previous engine, thus improving fuel economy dur-ing low-temperature engine operation.


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

General

� The ETCS-i system, which realizes excellent throttle control in all the operating ranges, has beenadopted.

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

� The ETCS-i controls the ISC (Idle Speed Control) system, the cruise control system, and the VSC (Ve-hicle Stability Control).

� A duplicate system is provided to ensure a high level of reliability, and the system shuts off in case ofan abnormal condition. Even when the system is shut off, the accelerator pedal can be used to operatethe vehicle in the limp mode.

Accelerator PedalPosition Sensor Throttle Valve

Throttle PositionSensor

MagneticClutch

Throttle ControlMotor

ABS & TRC& VSC ECUEngine ECU

150EG41

EG


Construction


Limp Mode Lever

Throttle Valve

Magnetic Clutch


Throttle Control Motor

150EG36

1) Accelerator Pedal Position Sensor

The accelerator pedal position sensor, which is mounted on the throttle body, is integrated with the throttlelever, which is connected to the cable that extends from the accelerator pedal.The accelerator pedal position sensor converts the amount of accelerator pedal effort into two types ofelectrical signals with distinct output characteristics. The signals are then input into the engine ECU.

VC

5Close

E2

Open

VPAVPA2

VPA2

Close Open

Accelerator Pedal Depressed Angle

Out

put

Volta

ge

0

VPA

V

150EG39150EG40

2) Throttle Position Sensor

The throttle position sensor converts the throttle valve opening into an electrical signal and inputs intothe engine ECU. The output characteristics are the same as those of the accelerator pedal position sensor.

3) Throttle Control Motor

A DC motor with excellent response and minimal power consumption is used for the throttle controlmotor. The engine ECU performs the duty ratio control of the direction and the amperage of the currentthat flows to the throttle control motor in order to regulate the opening of the throttle valve.


4) Magnetic Clutch

Ordinarily, the magnetic clutch engages the clutch to enable the throttle control motor to open and closethe throttle valve. In case that a malfunction occurs in the system, this clutch is disengaged to preventthe throttle control motor to open and close the throttle valve.

Operation

The engine ECU drives the throttle control motor by determining the target throttle valve opening in accor-dance with the respective operating condition.

1) Non-linear Control2) Idle Speed Control3) Shift Shock Reduction Control4) TRC Throttle Control5) VSC Coordination Control6) Cruise Control

1) Non-linear Control

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

� Control Examples During Acceleration and Deceleration�

0

: With Control: No Control

Vehicle’s Longitudinal G

Throttle ValveOpening Angle

Ignition Timing

Time �

0

0

�

�

�

150EG37

EG


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

� Control Example During Startoff Acceleration in 1st Gear on Packed Snow Surface (TRC OFF)�

: Amount of Slippage

: Actual Throttle Valve Opening Angle

0

Amount of AcceleratorPedal Effort

Snow ModeNormal Mode

Whe

el S

peed

Thr

ottle

Val

ve O

peni

ng A

ngle

Rear Wheel

FrontWheel

ThrottleValve

0

*: Except for the G.C.C. Countries Models151EG40

2) Idle Speed Control

Previously, a step motor type ISC valve was used to perform idle speed control such as fast idle duringcold operating conditions and idle-up. In conjunction with the adoption of the ETCS-i, idle speed controlis now performed by the throttle control motor, which controls the throttle valve opening.

3) Shift Shock Reduction Control

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

4) TRC Throttle Control

As part of the TRC system, the throttle valve is closed by a demand signal from the ABS & TRC &VSC ECU if an excessive amount of slippage is created at a driving wheel, thus facilitating the vehiclein ensuring stability and driving force.

5) VSC Coordination Control

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

6) Cruise Control

Previously, the vehicle speed was controlled by the cruise control actuator, which opened and closedthe throttle valve. Along with the adoption of the ETCS-i, the vehicle speed is now controlled by thethrottle control motor, which controls the throttle valve.


Fail-Safe

If an abnormal condition occurs with the ETCS-i, the Check Engine Lamp illuminates to alert the driver.At the same time, the current to the throttle control motor and magnetic clutch are cut off in order notto operate the ETCS-i. This enables the return spring to close the throttle valve.Even in this situation, the accelerator pedal can be used to operate the limp mode lever, which operatesthe throttle valve to enable the vehicle to be driven in the limp mode.

Limp Mode Lever

ThrottleControlMotor


ThrottleValve

Open

MagneticClutch


150EG42

Diagnosis

If the diagnostic trouble code 89 is being output to the check engine lamp, it means that the engine ECUhas detected a malfunction in the ETCS-i, and outputs the diagnostic trouble code of the ETCS-i to the“Snow” indicator light*.Also, the diagnostic trouble code can be output to a hand-held tester via the data link connector 3.For details, refer to the Lexus GS300 Repair Manual (Pub. No. RM588E).

*: “ETCS” indicator light on the models for the G.C.C. countries.

EG


152EG12

8.2 ms

4.1 ms

152EG11

EngineECU

FPC

+B

FP+

DI FP–

E

Fuel Pump

Battery

Fuel PumpECU

EFI Main Relay

57

8. Fuel Pump Control

The fuel pump speed control has been changed from the 2-step type of the previous model to the 3-steptype.


FPC Signal Fuel Pump Speed

5V

0VHi

5V

0VMid

5V

0VLow

5V

0VStop

9. Engine Immobiliser System

The transponder key computer, which was previously separate, is now enclosed in the engine ECU. Fordetails, see page 136.

10. Function to Communicate with Multiplex Communication System

The engine ECU communicates with the meter ECU, air conditioning ECU, body ECU, etc., of the multiplexcommunication system.

The main output signals from the engine ECU are as follows:

� Signals to the Indicator Lights in the Speedometer (Oil Pressure Signal, Oil Level Signal and AlternatorL Terminal Signal)

� Engine Coolant Temp. Signal

� Engine Speed Signal

� Signals related to the Air Conditioning System (Refrigerant Pressure Signal and Compressor Speed Sig-nal)

The main input signals to the engine ECU are as follows:

� Air Conditioning Signal

� Electrical Load Signal (Taillight and Rear Window Defogger System)

� Pattern Select Switch Signal (Power, Snow)


140EG127

140EG39

TC TAC

SIL CG

TE1

E1TE2

IG

VF1

144EG05TE1E1 TE2

VF2

58

11. Diagnosis System

The M-OBD (Multiplex On-Board Diagnostic) system that has been adopted in the 2JZ-GE engine is asystem that has been improved upon the previous diagnostic system in order to perform troubleshootingin a more efficient and accurate manner.The functions of the M-OBD system can be fully utilized through the use of a hand-held tester.The following table compares the diagnostic system fo the new and previous 2JZ-GE engine.

EngineItem

New Previous

Check Connector andData Link Connector

The TDCL has been discontinued, anda DLC3 (Data Link Connector 3) hasbeen newly provided. In addition, thecheck connector terminals TE1, TE2,and IG have been discontinued.

� DLC3 �

CG: Chassis GroundSIL: Provides communication

between the engine ECU and thehand-held tester.

TAC: Outputs the engine speed signal.TC: Provides the same function as

the previous TE1 terminal.

The check connector and TDCL areprovided.

� Check Connector �

� TDCL �

Diagnostic TroubleCode Check Method

After connecting terminals TC and CGof the DLC3, displays the code onCHECK Engine Lamp in thecombination meter.

After connecting terminals TE1 and E1of the check connector or TDCL, dis-plays the code on CHECK EngineLamp in the combination meter.

Output Engine ECUData

The engine ECU’s control data can beoutput by connecting the hand-heldtester to the DLC3.

Output Data Speed: 9.6 kbps

The engine ECU’s control data can beoutput by connecting the hand-heldtester to the check connector or TDCL.

Output Data Speed: 125 bps

EG


Furthermore, on the 2JZ-GE engine, the functions listed below can be utilized by connecting the hand-heldtester to the DLC3.

Function Details

Diagnostic TroubleCode

The system can output 5-digit diagnostic trouble codes to the tester, whichare more detailed than the previous 2-digit diagnostic trouble codes, thusmaking it easier to identify the location of the problem.

Example:

Code 28 (Oxygen Sensor) P0130 (Oxygen Sensor)P0135 (Oxygen Sensor Heater)

Freeze-Frame Data

The system can output freeze-frame data to the tester. This data (whichdepicts the condition of the engine control system and the vehicle) is storedin the engine ECU at the very moment when the engine ECU has detectedits last data of malfunction.

Active TestThrough the use of the tester, the actuators (VSV, fuel pump, VVT-i system,etc.) can be activated to a desired state.

Trouble Code ClearThrough the use of the tester, trouble codes that are stored in the engine ECUcan be cleared.

� For details on the diagnostic trouble codes, active test, etc. described above, refer to the Lexus GS300Repair Manual (Pub. No. RM588E).

� For details of the hand-held tester, refer to the Hand-Held Tester Operator’s Manual.

EXTERIOR APPEARANCE

2

IN

MODEL CODE AND MODEL LINE-UP

LR

3

MODEL CODE

J Z S 1 6 0 L – B E A Q F W1 2 3 4 5 6 7 8

1

2

8

BASIC MODEL CODEJZS160: With 2JZ-GE Engine

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

DESTINATION

W: EuropeQ: AustraliaV: G.C.C. Countries

3MODEL NAMEB: GS300

4BODY TYPEE: 4-Door Sedan

5GEARSHIFT TYPEA: 5-Speed Automatic, Floor

6GRADEQ: —

7ENGINE SPECIFICATIONF: DOHC and EFI

MODEL LINE-UP

TRANSMISSION 5-Speed Automatic

DESTINATION ENGINE BODY TYPE GRADE A650E

Europe JZS160 -BEAQFW

Australia 2JZ-GE 4-Door Sedan — JZS160R-BEAQFQ

G.C.C. Countries JZS160L-BEAQFV

INTRODUCTION-DEVELOPMENT OBJECTIVE

2

� ��

In general performance, design and comfort,the New GS300 epitomizes quality.First introduction in the Australian market.The new GS300 was born out of the developmental concept of a high–speed sedan. This does not mean that this is merely a carcapable of being driven fast. The idea was that the creation of an automobile with a high level of general performance (driving,turning and stopping) as well as optimal balance should be pursued tenaciously to the very end. As a result of these efforts thenew GS300 incorporates several major innovative breakthroughs. These breakthroughs are explained in this booklet. We hopeyou find this information useful in preparing your sales presentations, and as a reference for service personnel.

MO

3

Five Qualities That will Sell the GS300

��

1��

2��

5

��

3��

4

A higher dimension of performance and comfort.

A sleek beautifuldesign.

A new high-tech engine boostsperformance.

The highest internationalsafety standards have been provided with theadvanced active and

passive safety engineering.

The entire package has been thought out with thecomfort and convenience

of the drivers and passengers in mind.

QUALITY

1

SALESPOINT

Interior and trunk capacity have been increased while the overall length, has beendecreas. Space utilization has been improved without sacrificing driver and passen-ger comfort.

NEW MODEL OUTLINE

4

New Concept PackageBoth the interior and trunk space has been enlarged while the overall lengthhas been reduced by 160 mm.The efficient utilization of space common in front wheel drive vehicles hasbeen realized in a real wheel drive vehicle.Weight distribution has been optimized.This new package offers increased comfort together with a boost in drivingperformance.

Engine retracted 50 mm

Battery positioned infront of the dash.

Trunk room410� � 515�

Fuel tank positionedunder the rear seat

E/G

83550

30

20

15

1795

2800 1170

4805

20

45

–160 mm

–40 mm–140 mm +20 mm

+25 mm

� Comparison between the previous and new model and the competition

New GS300* Previous GS300* Benz E320/420 BMW 528/540

Wheelbase mm (in.) 2800 (110.2) 2780 (109.4) 2833 (111.5) 2830 (111.4)

Front Overhang mm (in.) 835 (32.9) 975 (38.4) 833 (32.8) 861 (33.9)

Rear Overhang mm (in.) 1170 (46.1) 1210 (47.6) 1144 (45.0) 1084 (42.7)

Front Tread mm (in.) 1535 (60.4) � 1530 (60.2) 1512 (59.5)

Rear Tread mm (in.) 1510 (59.4) 1515 (59.6) 1520 (59.8) 1516 (59.7)

Curb Weight (kg/lb.) 1665 (3671) 1680 (3700) 1635 (3605)/NA 1590 (3505)/1725 (3803)

Fuel Tank Capacity (�) 75 80 80 70

*: The above specifications are for European models.

QUALITY

2

MO

Front Design

5

Styling

A New Design Standard in Luxury SedansThe foundation of the new GS300 design is an extremely short overhangstyle which makes its presence felt. This sedan’s sleek fluid form exudes anair of individuality.

Improved aerodynamic properties for enhanced high speed cruising and a dis-tinctive design form set new standards.3 Distinctive lines enhanced by streamlined corners and the use of four independent headlights provide

a distinctive and progressive appeal. The low–beam headlights utilize (optional) Discharge Headlightlamps and the front turn signal lamps are housed inside the same lense casing.

4 The bold convex lines one sees when viewing from the front suggest luxury.

5 The distinctive vertical base frame inherited by the GS300 has been further enhanced with the inclusionof horizontal grooves, accentuating the visual impact of the front grill.

6 The horizontal design of the front bumper gives it a sophisticated wide body look while the fog lampsenhance the appearance of a low center of gravity.

7 A rounded shape with improved aerodynamic properties gives the bumper a futuristic appearance.

123

45

� Comparison between the previous and new model and the competition

New GS300* Previous GS300* Benz E320/420 BMW 528/540

Overall length mm (in.) 4805 (189.2) 4965 (195.5) 4810 (189.4) 4775 (188.0)

Overall width mm (in.) 1800 (70.9) 1795 (70.7) 1800 (70.9) 1800 (70.9)

Overall height mm (in.) 1445 (56.9) 1425 (56.1) 1440 (56.7) 1435 (56.5)

*: The above specifications are for European models.

QUALITY

2

Side Design

NEW MODEL OUTLINE

6

Styling

A fluid design together with flush door section construction give the cabinand undercarriage an integrated appearance. An ultra long cabin conveys ahigh speed image.1 The elongated flush door section was designed as a single unit up to the cabin.

2 The long cabin utilizes an new elliptical window design.

3 The cladding panel strip is installed in a lower position to maintain a low center of gravity and to visuallyaccentuate the long doors.

4 The letter ”Z” painted on the side conveys a feeling of moving forward movement; a front wheel flareis also featured.

5 A shiny finish is applied in a semicircular pattern on the upper part of the front and rear wheel flares.

6 The low positioning of the rocker molding improves its aerodynamic properties and enhances the sportyfeel.

1 234 5

6

MO

Rear Design

The distinctive design of the new GS300 is recognizable at a glance from any angle.The new GS300 is in a class of its own.Its design hints at the refined taste of its owner.

7

The rear end leaves a lasting impression on those who have been passed bythe GS300.1 The quarter pillar structure of the new buttress (stepped pillar construction) creates the impression of

a long cabin. The roof molding is connected from the front pillar to the quarter pillar, helping achievestability in cross winds.

2 The rounded surfaces produce a materialistic beauty peculiar to the car itself.

3 A distinctive three layer pattern in the rear lights identify this car, and the four independent rear lampstighten up the look of the rear end.

4 The high performance dual exhaust pipes enhance the bold and sporty rear end and accentuate thedistinctive rear bumper.

1

234

SALESPOINT

QUALITY

3

��Maximum torque

has been improvedby approximately

8%

275N·m/4,800rpm 298N·m/3,800rpm 156kW/5,800rpm 163kW/5,800rpm

300280260240220200

(N·m)

1000 2000 3000 4000 5000 6000 7000

(kW)180

160

140

120

100

80

60

40

20

0(rpm)(rpm)

NewPrevious

1000 2000 3000 4000 5000 6000 7000

NEW MODEL OUTLINE

8

New Engine & High TechnologyA high performance engine and various applications of leading edge technology result inhigh level of driving pleasure.

2JZ-GE Engine function data based on European specifications.

The reputable 2JZ-GE engine has been further improved. Improved low andmidrange torque and better fuel consumption have been realized as a resultof the synergistic effect of the advanced systems introduced with the VVT-isystem. Ease of handling in city driving, superior fuel economy and theavailable power during high speed driving have all been refined even further.

� Comparison of engine data with the competition

Item New GS300 Previous GS300 Benz E320 BMW 528i

Total displacement (cc) 2,997 � 2833 2830

Maximum output 163kW/5,800rpm 156kW/5,800rpm 162kW/5,500rpm 142kW/5,300rpm

Maximum torque 298N·m/3,800rpm 275N·m/4,800rpm 310N·m/3,750rpm 280N·m/3,950rpm

0 to 100 km/h acceleration (Sec.) 8.2 8.8 7.7 8.8

VVT VVT-i — — —

Go to 26 page for technical details. Competitor’s data based on Japanese specs

MO

SALESPOINT

With the VVT–i, the valve timing continuously changes to allow the engine to functionlike a low to moderate speed engine when driving at low to moderate speeds andto function like a high speed engine when driving at high speed. Increased torqueis realized in all rpm ranges; improved fuel efficiency and cleaner exhaust emissionsare achieved as well.

9

VVT-iThe VVT-i high tech system reliably conveys the driver’s intentions to theengine.Responsive driving in city traffic, smooth acceleration on the highway, andthe highest fuel efficiency in class are all realized in a single package.

What is VVT-i (Variable Valve Timing-intelligent) .....The open/close timing of the valves is controlled by computer in accordance with driving conditions such as the engine speedand acceleration level. Smooth air intake and exhaust are achieved and there is significant improvement in the low and midrangetorque band. The driver is able to experience the sensation of comfortable acceleration on demand since the engine respondsfaithfully as the driver presses down on the accelerator. VVT-i not only makes responsive handling possible but also makesa major contribution to improved fuel economy and cleaner exhaust emissions.

� Effect of continuous valve timing changes

During idling During normaldrivingAcceleration for steep upgrade climb-ing and during high speed passing

Elimination of valve timing overlap Valve timing overlap is increased Intake valve closes quickly

��

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� ��

��

��

� ��

��

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� ��

Exhaust infiltration from the cylinder tothe intake side is prevented by delayingthe opening of the intake valve.A good air mixture is always fed insidethe cylinder, combustion is stabilizedand the rpm level during idling is re-duced for improved fuel consumption.

As a result of increasing the timing overlapin which the exhaust valve and intake valveare both open, the exhaust gas is able to flowto the intake side. HC intake and combustionare then performed again which thereby re-duces the combustion temperature as wellas the level of NOx. Improved fuel consump-tion is also realized because of the furtherreduction in the intake resistance.

By early closing the intake valve the airfuel mixture taken into the cylinder is notdischarged and the air intake is maxi-mized to produce powerful accelera-tion.

Focus attentionhere Focus attention

here

Focus attentionhere

Closes quicklyNo valve overlap Large overlap

� ��

��

Go to 49 page for technical information

QUALITY

3

SALESPOINT

NEW MODEL OUTLINE

10

New Engine & High Technology

ETCS-iAn appropriate balance is maintained between the acceleration level andengine output, so stable driving performance is always achieved under allroad conditions.

What is ETCS-i (Electronic Throttle Control System-intelligent)This system was designed to ensure superior vehicle operability by appropriately controlling the balance between the accelera-tion level and engine output at all times. For example from a stopped position even if the accelerator is punched hard whenthe car is not moving, a smooth acceleration is achieved; undesirable inertial effects are reduced.Even in potentially dangerous slippery snow conditions, stable driving can be maintained by setting the pattern select switchto snow mode. The driver is able to experience the sensation of excellent acceleration control and stability when drivingthrough all types of operating conditions. Integrated control of the powertrain system also makes it possible to reduce shockduring acceleration as well as automatic transmission shock attributable to changes in speed.

On road surfaces where tires can easily slipBy switching to snow mode, under slippery road conditions the throttle level can be integrated with the acceleration level to thesuppress engine output. The automobile can thus be operated without the fear of unstable behavior.

Snow mode specs not available in the G.C.C. Countries.

Sensitive acceleration control is available on slippery road surfaces. With ETCS-i,the system automatically makes subtle control changes to give the driver a senseof security.

Go to 52 page for technical details.

MO

SALESPOINT

Whether a driver wants to drive fast or whether he or she wants to give more impor-tance to fuel efficiency the computer assesses the circumstances at that time andcontrols the automatic transmission accordingly. This is the role of the AI-SHIFTsystem.

11

AI-SHIFTThe computer anticipates the driver’s wishes. This system results in variousmerits being afforded to the driver through the appropriate control of theautomatic transmission.

What is AI-SHIFT (Artificial Intelligence-shift)With AI-SHIFT a computer is used to assess the driver’s intentions and road conditions (upgrades and downgrades) to optimallycontrol the speed change points of the automatic transmission. This computerized control of the automatic transmission is associatedwith the elimination of unnecessary acceleration and a reduction in the number of shifts which effectively results in improved fuelconsumption. Furthermore, in the case of road conditions such as a downgrade the amount of time needed for braking is alsoreduced dramatically because the engine brake is exerted efficiently. The AI-SHIFT system is also helpful for the prevention ofthe fade phenomenon and maintaining stability as well.

Withoutcontrol

��

��

�� 5��

��Withcontrol

Upgrade

Uphill driving controlUnnecessary upshifting is prevented by controlling

acceleration during uphill driving.

Downgrade

Downhill driving controlOverdrive (OD) is

automatically canceledduring downhill driving.

The engine brake poweris increased.

Brake operation


QUALITY

3

NEW MODEL OUTLINE

12

New Engine & High Technology

NEW 5-speed Automatic TransmissionA new 5-speed automatic transmission is utilized resulting in smooth shift.Numerous merits such as improved driving performance, comfort, and fuelefficiency are achieved simultaneously.The newly adopted 5-speed automatic transmission is a next generation transmission which borrows freely from the latest technologyon the Lexus. The performance of the automatic transmission has been improved as a result of such things as an improved time-lagthat is on a world class level and a reduction in the time it takes to shift.It is not just the power performance of this transmission that has been raised; significant improvements in terms of driver comfortand fuel efficiency have also been realized.

� �

Shift shock reduction

Output enginetorque

Speed change direction Previous four-speed automatic transmission

New five-speed automatictransmission

Time lag reduction Shift time reduction

QUALITY

4

MO

13

SafetyA highly rigid body construction loaded with an assortment of the latest equipment insuresa world class level of safety.

VSC (Vehicle Stability Control)

When the driver attempts to negotiate a turn too quickly, the computer senses that the behavior of the car has reached its limitand immediately decreases the engine output. And also, this control system supplies the active braking power and gives the driverthe ability to smoothly control the behavior of the car. VSC is designed as a safety mechanism for the purpose of providing excellentstability during cornering. With TRC and ABS operation on the front and rear, this mechanism is used to ensure stable handling.

Outward facingmoment

Without VSC With VSC

This illustration shows the image of VSC effect.


New Crashworthy BodyThe utilization of a new collision–safe body on the GS300 helps to protect the integrity of the cabin and to preserve the passengerescape routes. The excellent door beams also helps to minimize impact damage from side to collisions. This highly rigid bodyhas passed international collision safety standards.


QUALITY

4

NEW MODEL OUTLINE

14

SafetySRS AirbagsTo minimize the impact during a collision to the passengers in the driver and front passenger side seats, the SRS airbags comeas standard equipment on all GS300 models.


SRS Side AirbagsThe side air bags are intended to protect passengers from the impact that occurs in the event of a collision from the side. Thissafety device has recently become standard equipment on all GS300 models.

Seat Belt Pre-tensioner with Force LimiterAt the initial stage of a collision the pre-tensioner winds up the belt to provide the passenger restraining effect. Immediately thereafteronce the belt weight load reaches the prescribed value, the force limiter controls the belt load to the passenger. This mechanismmitigates the impact on the passenger’s upper torso.


Seat belt without force limiter Seat belt with force limiter

This illustration shows the imageof Seat Belt Pretensioner effect.

MO

15

Head Impact Protection StructureA head impact protection structure is used in the pillar, garnish, and ceiling construction for the purpose of mitigating the impactto passengers heads in the event of a secondary collision. This new collision safe body has passed the standards set in the FMVSS201regulations.


Discharge HeadlightHigh visibility is provided using a color and intensity that resembles sunlight and with a light beam intensity three times the powerof a halogen light.In addition the Discharge Headlight (which consumes approximately 70% of the electric power of a halogen light) also reducesthe burden on the battery.

QUALITY

5

NEW MODEL OUTLINE

16

ComfortThis sedan is further enhanced with an array of equipment amenities.

Car Navigation <Available only in Europe as option.>

Equipped with a highly accurate car navigation system which utilizes a hybridsystemThis hybrid car navigation system carries out automatic position search by means of GPS satellites and a built-in sensor. Thishighly accurate navigation function offers the driver multiple function support such as road map directions to an intended location,optimal route search, and estimated time of arrival. Even on roads traveled for the first time, this system promises peace of mindwhile driving.

Multi function Keyless entryA wireless remote control key is employed not only to lock and unlock the doors as you would expect but also to open the windows,roof and trunk. This multi-function key is also linked to a security function as well.

�� Button

��

�� Button�� C� �(Included)

��

��l�� Button

MO

17

Other QualitysA well Thought-out Layout and Gromping of Equipment.

Customized Body Electronics SystemBeginning with the power windows and wireless door locks, the newly equipped customized body electronics system allows thesettings of several electronic components to be changed according to the personal preferences of the user.

Automatic Recirculating SystemA new system is utilized whereby a sensor detects the level of exhaust gases (CO and HC) when the switch is open. It then automatical-ly switches the interior/exterior air in accordance with the concentration of these gases and adjusts the amount of air to be circulated.

These specs not available in the G.C.C. Countries.

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Meter PanelThree highly visible independent Optitron meters are utilized.An an automatically activated light system and excellent visibility is featured. With a 3-meter panel layout that caters to the sportscar enthusiast, driving pleasure is visually supported as well.

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NEW MODEL OUTLINE

18

Other Qualitys

Interior DesignHigh quality sporty cockpit design with built–in elegance and detail.The trim and lining boast a molded beauty that is supple and elastic.The highly operable switch layout is designed with ergonomics in mind as well. Together these features strive for a distinctiveluxury feel integrated in a graceful design concept.

Built-in CD changer inside the glove box

3-eye cluster meter panel

MO

19

Electronic Inner/Outer Rear-View MirrorAn inner/outer mirror sensor perception system reduces glere from of thelights of the car following behind.The two sensors installed on the inner mirror unit detect the difference between the peripheral light and the rear view light. Bychanging the degree of reflectivity of the mirror surface in accordance with this signal, during night time driving the glere fromthe headlights on the car following behind are automatically reduced.

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(Behind the mirror)I�� M��

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The reflection rate changes with fluctua-tions in the element built into the unit.

Front Arm RestThe front center arm rest has been enlarged, increasing available storagespace.The enlarged front arm rest incorporates an integrated two stage console box. A power outlet has also been included.

Two Stage C�� B�

�� "� �� 20 �", ��

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NEW MODEL OUTLINE

20

Other Qualitys

Front SeatHigh quality seat that strikes a balance between comfort and firmness whiledriving.An 8-direction power seat comes as standard equipment on all vehicles.A comfortable rounded seat back shape wraps around the driver producing an outstanding fit.

The �� a��

Rear SeatHead rest positioned in the center and an arm rest with attached cup holderare also provided.The rear center head rest has been enlarged in consideration of the comfort of passengers sitting in the center. The rear arm restalso comes equipped with a built-in cup holder.

�� C�� H�� R��

MO

21

Luggage NetHooks are set inside the trunk for use with a luggage net.Luggage net hooks have also been set to keep luggage in place inside the trunk. This protects luggage during transit and alsoeliminates the unwanted noise caused by luggage moving around inside the trunk.

HOOK

NEW MODEL OUTLINE

22

Other Qualitys

Equipment List� : Standard OP : Option — : No setting

Item Europe G.C.C. Countries Australia

ABS � � �

TRC/VSC � � �

Power tilt-up and sliding moon roof OP OP OP

Colored rear spoiler equipped with high-mounted stop lamp OP OP OP

Headlight Halogen headlamp � � �g

Discharge Headlight OP OP OP

Headlight cleaner OP*1 — OP*2

Fog light � � �

Optitron meter � � �

GPS Navigation System OP — —

Cruise control � � �

Electric door locks with key confinement prevention function � � �

Wireless door lock remote control � � �

Seat upholstery Genuine leather OP OP OPp y

Wool — — —

Fabric �*3 � �

Driver and passenger side seats are equipped with an 8-wayadjustable power seat

� � �

Light Auto Tarn-off system � � �

Cup holder � � �

*1: Part of Discharge Headlight set option. Also available separately. *2: Part of Discharge Headlight set option.*3: Main protect smell.

lexus_gs300_gs430_service_manual 7

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