Engine Toyota 3S-FE/FSE/GE/GTE 2.0 l.

Toyota 3S engine specifications

Production	Kamigo Plant Toyota Motor Manufacturing Kentucky
Engine brand	Toyota 3S
Release years	1984-2007
Block material	cast iron
Supply system	carburetor/injector
Type	in-line
Number of cylinders	4
Valves per cylinder	4
Piston stroke, mm	86
Cylinder diameter, mm	86
Compression ratio	8.5 8.8 9 9.2 9.8 10 10.3 11.1 11.5 (see description)
Engine volume, cc	1998
Engine power, hp / rpm	111/5600 115/5600 122/5600 128/6000 130/6000 140/6200 150/6000 156/6600 179/7000 185/6000 190/7000 200/7000 212/7600 225/6000 245/6000 260/6200 (see description)
Torque, Nm/rpm	166/3200 162/4400 169/4400 178/4400 178/4400 175/4800 192/4000 186/4800 192/4800 250/3600 210/6000 210/6000 220/6400 304/3200 304/4000 324/4400 (see description)
Fuel	95-98
Environmental regulations	-
Engine weight, kg	143 (3S-GE)
Fuel consumption, l/100 km (for Celica GT Turbo) - city - track - mixed.	13.0 8.0 9.5
Oil consumption, g/1000 km	up to 1000
Engine oil	5W-30 5W-40 5W-50 10W-30 10W-40 10W-50 10W-60 15W-40 15W-50 20W-20
How much oil is in the engine, l	3.9 - 3S-GTE 1 Gen. 3.9 - 3S-FE/3S-GE 2 Gen 4.2 - 3S-GTE 2 Gen. 4.5 - 3S-GTE 3 Gen./4 Gen./5 Gen. 4.5 - 3S-GE 3 Gen./4 Gen. 5.1 - 3S-GE 5 Gen.
Oil change is carried out, km	10000 (preferably 5000)
Operating temperature of the engine, hail.	95
Engine resource, thousand km - according to the plant - on practice	n.a. 300+
tuning - potential - no loss of resource	350+ up to 300
The engine was installed	Toyota Nadia Toyota Ipsum Toyota MR2 Toyota Town Ace Holden Apollo

Malfunctions and engine repairs 3S-FE / 3S-FSE / 3S-GE / 3S-GTE

The Toyota 3S engine is one of the most popular S series engines and Toyota as a whole, appeared in 1984 and was produced until 2007. The 3S engine is belt-driven, the belt needs to be changed every 100 thousand km. During the entire period of production, the engine was repeatedly refined, modified, and if the first models were carbureted 3S-FC, then the last ones are a turbo 3S-GTE with a capacity of 260 hp, but first things first.

Toyota 3S engine modifications

1. 3S-FC - a carbureted variation of the engine, installed on cheap versions of Camry V20 and Holden Apollo cars. Compression ratio 9.8, power 111 hp The engine was produced from 1986 to 1991, is rare.
2. 3S-FE is injection version and main engine of 3S series. Two ignition coils were used, it is possible to fill in the 92nd gasoline, but 95 is better. Compression ratio 9.8, power from 115 hp. up to 130 hp depending on the model and firmware. The motor was installed from 1986 to 2000, on everything that drives.
3. 3S-FSE (D4) - the first Toyota engine with direct fuel injection. There is a system for changing the valve timing VVTi on the intake shaft, an intake manifold with an adjustable cross section of the channels, pistons with a recess for directing the mixture, modified injectors and candles, an electronic throttle valve, an EGR valve for re-burning exhaust gases. Compression ratio 9.8, power 150 hp Despite the general manufacturability, this motor has earned a reputation as a constantly breaking and always problematic engine, breakdowns of the injection pump, EGR, problems with a variable intake manifold, which, from time to time, requires cleaning, problems with the catalyst, you constantly need to monitor and clean the nozzles, monitor the condition candles, etc. The 3S-FSE engine was installed from 1997 to 2003, when it was superseded by the new one.
4. 3S-GE is an improved version of 3S-FE. A modified cylinder head was used (developed with the participation of specialists from Yamaha), GE pistons have counterbores and, unlike most engines, here a broken timing belt does not lead to a meeting of pistons and valves, there was no EGR valve. Over the entire period of production, the motor has undergone changes 5 times:
4.1 3S-GE Gen 1 - the first generation, produced until '89, compression ratio 9.2, weak version developed 135 hp, more powerful, equipped with an adjustable T-VIS intake manifold, up to 160 hp.
4.2 3S-GE Gen 2 - the second version of the GE engine, produced until 93, in which the T-VIS adjustable intake manifold was replaced with ACIS. Shafts with a phase of 244 and a rise of 8.5, a compression ratio of 10, power has grown to 165 hp.
4.3 3S-GE Gen 3 - the third version of the engine, was in production until 99, the camshafts have changed: for automatic transmission phase 240/240 rise 8.7 / 8.2, for manual transmission phase 254/240, rise 9.8 / 8.2. The compression ratio increased to 10.3, the power of the Japanese version is 180 hp, the export version is 170 hp.
4.4 3S-GE Gen 4 BEAMS/Red Top - Fourth generation produced in 1997. The VVTi variable valve timing system was added, the inlet (from 33.5 to 34.5 mm) and exhaust channels (from 29 to 29.5 mm) were increased, the camshafts were changed, now it is 248/248 with a rise of 8.56/8.31, the compression ratio is 11.1, the power has reached 200 hp. with., on automatic transmission 190 hp
4.5 3S-GE Gen 5 is the fifth and final generation of GE. The Dual VVT-i variable valve timing system is now on both shafts, inlet and outlet channels as on Gen 1-3. Power 200 hp
The manual transmission version had wide camshafts, titanium valves, a compression ratio of 11.5, increased intake (from 33.5 to 35 mm) and exhaust valves (from 29 to 29.5 mm). Power 210 hp
5. 3S-GTE. In parallel with the GE series, their turbo modification was made - GTE.
5.1 3S-GTE Gen 1 - the first version, produced until '89. It is a decompressed 3S-GE Gen1 to SG 8.5, with an adjustable T-VIS intake manifold, and a CT26 turbine installed on it. Power 185 hp
5.2 3S-GTE Gen 2 - the second version, phase 236 shafts, 8.2 lift, CT26 turbine with a double casing, compression ratio 8.8, power 220 hp and the engine was produced until 93 years.
5.3 3S-GTE Gen 3 - the third version, changed the turbine to CT20b, threw out the T-VIS manifold, camshafts 240/236, lift 8.7/8.2, SJ 8.5, power 245 hp. Produced until 99.
5.4 3S-GTE Gen 4 is the latest version of the GTE engine and the 3S series in general. The principle of exhaust gas intake has been changed, the camshafts have been replaced by 248/246 with a lift of 8.75/8.65, the compression ratio has been increased to 9, the power is 260 hp. The last motor of the 3S series was discontinued in 2007.

Malfunctions and their causes

1. The failure of the injection pump on the 3S-FSE is accompanied by the ingress of gasoline into the crankcase and severe wear of the SHPG. Signs: the oil level rises (the oil smells like gasoline), the car twitches, runs unevenly, stalls, the speed floats. Solution: change the injection pump.
2. EGR valve, this is an eternal problem on all engines with an exhaust gas recirculation system. Over time, when using low-quality gasoline, the EGR valve cokes, starts to wedge and eventually stops working completely, at the same time, the speed floats, the engine dies, does not go, etc. The problem is solved by systematic cleaning of the valve, or by muffling it.
3. Falling speed, stalls, does not go. All problems with idling, in most cases, are solved by cleaning the throttle body, but if it doesn’t help, then we clean the intake manifold. In addition, the fuel pump and a dirty air filter can be the cause.
4. High fuel consumption on 3S, sometimes even absurd. Adjust the ignition, clean the nozzles, BDZ, idle valve.
5. Vibrations. Eliminated by replacing the engine mount, or the cylinder does not work.
6. 3S is heated. The problem lies in the radiator cap, change it.

In general, the Toyota 3S engine is good, with adequate maintenance it drives for a long time and is quite brisk. The resource, under normal conditions, easily exceeds 300 thousand km. If you do not complicate your life and do not take 3S-FSE, then there will be no problems with the engine.
Based on the 3S, modifications were made with various working volumes, the younger brother - 1.8 liters, the bored version - 2.2 liters.
In 2000, a new motor appeared, which replaced the veteran 3S.

Engine tuning Toyota 3S-FE/3S-FSE/3S-GE/3S-GTE

Chip tuning. Atmo

Toyota 3S-GE and 3S-GTE engines are perfectly adapted to modifications, Le Mans 3S-GT engines with a power of under 700 hp are evidence of this, there is no point in modifying simpler 3S-FE / 3S-FSE, to increase their impact you will have to replace everything that is possible, the stock FE will not withstand the increased load, and given the age, the tuning will end with a major overhaul. It is easier and cheaper to replace 3S-FE with 3S-GE/GTE.
As for GE, they are well pressed even without us, in order to move on you need to install a light forged SHPG, a lightweight crankshaft, everything must be balanced. We grind the cylinder head, inlet exhaust channels, finish the combustion chambers, valves with titanium plates, camshafts with phase 272, lift 10.2 mm, direct-flow exhaust on a 63mm pipe, with a 4-2-1 spider, Apexi S-AFC II. In total, this will give up to 25% increase in HP. and your 3S will spin at 8000 rpm. For further movements, you need to install shafts with a phase of 300 and maximum lift, split gears, turn off VVTi, 4-throttle intake (from TRD for example) and turn it at 9000 rpm until it falls apart.

Turbine on 3S-GE/3S-GTE

For trouble-free operation of the GTE version, we just make a chip, we get our own + 30-40 hp. and no questions. To get serious power, you need to remove the standard turbine, look for a turbo kit with an intercooler for the required power (the most balanced option is Garrett GT28) and, depending on this, choose more powerful nozzles (from 630cc), forged bottom (preferably), phase 268 shafts, fuel pump from supra, forward flow exhaust pipe 76, setting AEM EMS. The config will show about 350 hp. Further increase in power is possible using a kit based on Garrett GT30 or GT35, with a reinforced bottom, the ride will be fast, loud, but not for long.

Toyota direct injection system D-4

11.02.2009

Diagnostics and repair of injection and ignition systems for 3S-FSE,1AZ-FSE,1JZ-FSE Toyota D-4 engines
Toyota's direct injection system (D-4) was announced in early 1996, in response to GDI from competitors. Such an engine (3S-FSE) has been launched into the series since 1997 on the Corona (Premio T210) models, in 1998 it began to be installed on the Vista and Vista Ardeo (V50) models. Later, direct injection appeared on the 1JZ-FSE (2.5) in-line sixes and 2JZ-FSE (3.0), and since 2000, after the replacement of the S series with the AZ series, the D-4 1AZ-FSE engine was also launched.

I had to see the first 3S-FSE engine being repaired in early 2001. It was Toyota Vista. I changed valve stem seals and studied a new engine design along the way. The first information about him appeared later in 2003 on the Sakhalin website from Kucher Vladimir Petrovich. The first successful repairs provided indispensable experience for working with this type of engine, which is now no surprise. At the same time, I had little idea what a miracle I was dealing with. The engine was so revolutionary that many repairmen simply refused repairs. Using a high pressure fuel pump, high pressure, two catalysts, an electronic throttle, an EGR stepper motor, monitoring the position of additional flaps in the intake manifold, the VVTi system, and an individual ignition system, the developers showed that a new era of economical and environmentally friendly engines has come.

The photographs show a general view of the 3S-FSE, 1AZ-FSE, 1JZ-FSE engines.

A schematic block diagram of a direct injection engine using the 1AZ-FSE as an example is as follows.

It should be noted the following important systems and their elements, which most often have defects.

Fuel supply system: submersible electric pump in the tank with a fuel intake screen and a fuel filter at the outlet, a high pressure fuel pump mounted on the cylinder head with a camshaft drive, a fuel rail with a pressure reducing valve.

Synchronization system: crankshaft and camshaft sensors. Control system:

Sensors: mass air flow, coolant and intake air temperature, detonation, gas pedal and throttle position, intake manifold pressure, fuel rail pressure, heated oxygen sensors;

Actuators: ignition coils, injector control unit and injectors themselves, rail pressure control valve, intake manifold damper control vacuum solenoid, VVT-i clutch control valve. This is not an exhaustive list, but this article does not claim to be a complete description of direct injection engines. The above scheme, of course, corresponds to the structure of the table of fault codes and current data. If there are codes in the memory, it is necessary to start with them. Moreover, if there are a lot of them, it is pointless to analyze them, you need to rewrite, erase and send the owner on a test drive. If the control lamp lights up, read and analyze the narrower list again. If not, go straight to the analysis of current data.

When diagnosing an engine, the scanner issues a date of about (80) parameters for assessing the state and analyzing the operation of sensors and engine systems. It should be noted that the big drawback of 3S-FSE is the absence of the parameter “fuel pressure” in the date. But, despite this, the date is very informative and, if understood correctly, quite accurately reflects the operation of sensors and systems of the engine and automatic transmission.

For example, let's look at one correct date and several date fragments with problems from the motor 3S-FSE

On this fragment of the date we see the normal injection time, ignition angle, vacuum, engine speed at idle, engine temperature, air temperature. Throttle position and idle indication.

From the following picture, you can evaluate the fuel correction, oxygen sensor reading, vehicle speed, EGR motor position.

Then turn on the air conditioning clutch, evaporative emission valve, VVTi valve, overdrive, solenoids in the automatic transmission

As you can see by the date, you can easily evaluate the work and check the functioning of almost all the main sensors and systems of the engine and automatic transmission. If you line up the readings, you can quickly assess the condition of the engine and solve the problem of improper operation.

The following snippet shows the extended fuel injection time. Date received by DCN-PRO scanner.

And on the next fragment, a break in the inlet air temperature sensor (-40 degrees), and an abnormally high injection time (1.4ms with a standard of 0.5-0.6ms) on a warm engine.

An abnormal correction makes you alert and first check the presence of gasoline in the oil.

The control unit leans the mixture (-80%)

The most important parameters that quite fully reflect the state of the engine are the lines with indications of long and short fuel corrections; oxygen sensor voltage; vacuum in the intake manifold; engine rotation speed (revs); position of the EGR motor; throttle position in percent; ignition timing, and fuel injection time. For a quicker assessment of the engine operating mode, lines with these parameters can be lined up on the scanner display. Below in the photo is an example of a fragment of the date of operation of the engine in normal mode. In this mode, the oxygen sensor switches, the vacuum in the manifold is 30 kPa, the throttle is open by 13%; lead angle 15 degrees. The EGR valve is closed. This arrangement and selection of parameters will save time on checking the condition of the engine.

Here are the main lines with parameters for engine analysis.

And here is the date in lean mode. When switching to lean mode, the throttle opens slightly, EGR opens, the oxygen sensor voltage is about 0, the vacuum is 60 kPa, the advance angle is 23 degrees. This is the mode of operation in lean mode.

For comparison, a fragment of the lean mode date taken by the DCN-PRO scanner

It is important to understand that if the engine is working correctly, then under certain conditions, it should go into a lean mode of operation. The transition occurs when the engine is fully warmed up and only after regassing. Many factors determine the lean process of an engine. When diagnosing, one should take into account the uniformity of fuel pressure, and the pressure in the cylinders, and the planting of the intake manifold, and the correct operation of the ignition system.

Now let's see the date from the 1AZ-FSE engine. The developers have corrected the missed errors, there is a line with pressure. Now you can easily evaluate the pressure in various modes.

In the next photo we see in normal mode the fuel pressure is 120kg.

In lean mode, the pressure is reduced to 80 kg. And the lead angle is set to 25 degrees.

The date from the 1JZ-FSE engine practically does not differ from the 1AZ-FSE date. The only difference in operation is that when the pressure is lean, the pressure is reduced to 60-80 kg. Normally 80-120kg. With all the completeness of the date that the scanner gives out, in my opinion, one very important parameter is missing for assessing the state of pump durability. This is a parameter for the operation of the pressure regulator valve. By the duty cycle of the control pulses, you can evaluate the "strength" of the pump. Nissan has such a parameter in the date. Below are fragments of the date from the VQ25 DD engine.

Here you can clearly see how the pressure is adjusted when the control pulses on the pressure regulator change.

The following photo shows a fragment of the date (main parameters) of the 1JZ-FSE engine in lean mode.

It should be noted that the 1JZ-FSE engine is able to operate without high pressure (unlike 4-cylinder counterparts), while the car is able to move. However, in the event of any serious, and not very serious interference (malfunctions), the transition to lean mode will not occur. Dirty throttle, problems in sparking, fuel supply, gas distribution do not allow the transition. At the same time, the control unit lowers the pressure to 60 kg.

In this fragment, you can see the absence of a transition and an ajar damper, which indicates that the x\x channel is contaminated. Lunch mode will not. And for comparison, a fragment of the date in the normal mode.

Structural execution.
Fuel rail, injectors, injection pump.

On the first engine with HB, the designers used collapsible injectors. The fuel rail has a 2-storey structure of different diameters. This is necessary to equalize the pressure. The following photo shows the high pressure fuel cells of the 3S-FSE engine.

Fuel rail, fuel pressure sensor on it, emergency pressure relief valve, injectors, fuel pumphigh pressure and main pipes.

Here is the fuel rail of the 1AZ-FSE engine, it has a simpler design with one through hole.

And the next photo shows the fuel rail from the 1JZ-FSE engine. The sensor and valve are located side by side, the injectors differ from 1AZ-FSE only in the color of the plastic winding and performance.

In LV engines, the operation of the first pump is not limited to 3.0 kilograms. Here, the pressure is slightly higher than about 4.0 - 4.5 kg to ensure proper nutrition of the high-pressure fuel pump in all operating modes. Measurement of pressure during diagnostics can be done with a pressure gauge through the inlet port directly on the injection pump.

When starting the engine, the pressure should “build up” to its peak in 2-3 seconds, otherwise the start will be long or not at all. Below in the photo is a pressure measurement on the 1AZ-FSE engine

In the next photo, the measurement is the pressure of the first pump on the 3S-FSE engine (the pressure is below normal, the first pump needs to be replaced.)

Since the engines were produced for the domestic market of Japan, the degree of fuel purification does not differ from conventional engines. The first screen screen is in front of the pump.

For comparison, the dirty and new screens of the first pump of the 1AZ-FSE engine. With such contamination, the screen must be changed or cleaned with a carb cleaner. Gasoline deposits pack the grid very tightly, the pressure of the first pump decreases.

Then the second filter fine filter engine (3S-FSE) (by the way, it does not retain water).

When replacing the filter, it is not uncommon for the fuel cartridge to be incorrectly assembled. In this case, there is a loss of pressure and no start.

This is how the fuel filter looks like after 15,000 miles. A very decent barrier to gasoline debris. With a dirty filter, the transition to lean mode is either very long, or it does not exist at all.

And the last fuel filtration screen is a grid at the injection pump inlet. From the first pump, fuel with a pressure of approximately 4 atm enters the injection pump, then the pressure rises to 120 atm and enters the fuel rail to the injectors. The control unit evaluates the pressure from the pressure sensor signal. The ECM adjusts the pressure using the regulator valve on the injection pump. In the event of an emergency increase in pressure, the pressure reducing valve in the rail is activated. So briefly organized fuel system on the engine. Now more about the components of the system and how to diagnose and check.

injection pump

The high pressure fuel pump has a fairly simple design. The reliability and durability of the pump depend (like many things from the Japanese) on various small factors, in particular on the strength of the rubber seal and the mechanical strength of the pressure valves and plunger. The structure of the pump is ordinary and very simple. There are no revolutionary solutions in the design. The basis is a plunger pair, an oil seal separating gasoline and oil, pressure valves and an electromagnetic pressure regulator. The main link in the pump is a 7mm plunger. As a rule, the plunger does not wear out much in the working part (unless, of course, abrasive gasoline is used.) The main problem in the pump is the wear of the rubber seal (the life of which is determined by no more than 100 thousand kilometers). This mileage, of course, underestimates the reliability of the engine. The pump itself costs crazy money 18-20 thousand rubles (Far East). On 3S-FSE engines, three different injection pumps were used, one with an overhead pressure regulator valve and two with a side one.

Disassembled pump, pressure valves, pressure regulator, stuffing box and plunger, stuffing box seat. The pump in the analysis of the engine 3S-FSE.

When operating on low-quality fuel, corrosion of pump parts occurs, which leads to accelerated wear and loss of pressure. The photo shows signs of wear in the pressure valve core and plunger thrust washer.

A method for diagnosing a pump by pressure and by stuffing box leakage.

On the site I have already laid out the method of checking the pressure by the voltage of the pressure sensor. Let me just remind you of some details. To control the pressure, you have to use the readings taken from the electronic pressure sensor. The sensor is installed at the end of the fuel distribution rail. Access to it is limited and therefore measurements are easier to make on the control unit. For Toyota Vista and Nadia, this is output B12 - engine ECU (wire color is brown with a yellow stripe) The sensor is powered by 5v. At normal pressure, the sensor readings change in the range (3.7-2.0 V) - the signal output on the PR sensor. The minimum readings at which the engine is still able to operate at x \ x -1.4 volts. If the readings from the sensor are below 1.3 volts for 8 seconds, the control unit will register a fault code P0191 and stop the engine.

The correct readings of the sensor are at x \ x -2.5 V. When depleted - 2.11 in

Below is an example of a pressure measurement. The pressure is below normal - the cause of the loss is leakage in the pressure valves of the high-pressure fuel pump.

It is necessary to register the leakage of gasoline into the oil using gas analysis. The reading of the CH level in the oil should not exceed 400 units with a warm engine. The ideal option is 200-250 units.

Normal readings.

When checking, the gas analyzer probe is inserted into the oil filler neck, and the neck itself is closed with a clean rag.

Abnormal readings level CH-1400 units - the pump needs to be replaced. If the gland leaks, a very large minus correction will be registered in the date.

And when fully warmed up, with a leaking stuffing box, the engine speed will jump strongly at x \ x, when re-gassing, the engine stalls periodically. When the crankcase is heated, gasoline evaporates and re-enters the intake manifold through the ventilation line, further enriching the mixture. The oxygen sensor registers a rich mixture, and the control unit tries to make it poorer. It is important to understand that in such a situation, together with replacing the pump, it is necessary to change the oil and flush the engine.

In the next photo, fragments of measuring the level of CH in oil (inflated values)

How to repair a pump.

The pressure in the pump disappears very rarely. Loss of pressure occurs due to the wear of the plunger washer, or due to sandblasting of the pressure regulator valve. From practice, the plunger practically did not wear out in the working area. Often it is necessary to sentence the pump due to problems with the stuffing box, which, when worn, begins to pass fuel into the oil. Checking the presence of gasoline in the oil is not difficult. It is enough to measure CH in the oil filler neck on a warm running engine. As noted earlier, the readings should be no more than 400 units. Native stuffing box is deposited in the pump body. This is important when making a replacement for an old oil seal.

Both the inside and the outside are involved in the work. Viktor Kostyuk from Chita suggested changing the stuffing box to a cylinder with a ring.

This idea belongs entirely to him. Trying to reproduce Victor's omentum, we ran into some difficulties. Firstly, the old plunger has noticeable wear in the area of ​​\u200b\u200bthe stuffing box. It is 0.01mm. This was enough to cut the gum of the new stuffing box. As a result, there was a passage of gasoline into the oil.

Secondly, we still cannot find the optimal variant of the inner diameter of the ring. and groove width. Thirdly, we are concerned about the need for a second groove. There are two rubber cones in the original seal. If you correctly calculate all the mechanical components, friction, then it will be possible to extend the life of the pump for an indefinite period. And save customers from extortionate prices for a new pump.

Repair of the mechanical part of the pump consists in grinding pressure valves and washers from wear marks. Pressure valves are the same size, they are easily lapped with any finishing abrasive for valve lapping.

The valve is enlarged in the photo. The radial and development is clearly visible.

I have come across one dubious type of pump repair. The repairmen glued part of the stuffing box from the 5A engine end-to-end with glue on the main pump seal. Outwardly, everything was beautiful, but only the reverse part of the stuffing box did not hold gasoline. Such repairs are unacceptable and may result in engine fire. The photo shows a glued seal.

The next generation of 1AZ and 1JZ engine pumps are somewhat different from their predecessor.

The pressure regulator has been changed, only one pressure valve has been left and it is not collapsible, a spring has been added to the stuffing box, the pump housing has become somewhat smaller. These pumps have much fewer failures and leaks, but still, the service life is not long.

Fuel rail, injectors and emergency pressure relief valve.

On 3S-FSE engines, the Japanese used for the first time a collapsible nozzle. A conventional injector capable of operating at a pressure of 120 kg. It should be noted that the massive metal body and grip grooves implied durable use and maintenance.

The rail with injectors is located in a hard-to-reach place under the intake manifold and noise protection.

But still, the dismantling of the entire assembly can be easily carried out from below the engine without much effort. The only problem is to swing the soured injector with a specially made key. 18 mm wrench with sharpened edges. All work has to be done through a mirror due to inaccessibility.

As a rule, during dismantling, traces of coking of the nozzle are always visible. This picture can be seen when using the endoscope, looking into the cylinders.

And with a strong magnification, one can clearly see the injector nozzle almost completely closed by coke.

Naturally, when contaminated, the spray and injector performance change greatly, affecting the operation of the entire engine as a whole. A plus in the design, no doubt, is the fact that the nozzles are perfectly washed (I note that high-pressure flushing at special flushing units is not allowed due to the high probability of “killing” the injector) Injectors after flushing are able to work normally for a long time without failures.

The injectors can be checked on the stand for filling performance for a certain cycle and for the presence of leaks in the needle during the spill test.

The difference in filling in this example is obvious.

The nozzle should not give drops, otherwise it just needs to be replaced.

Of course, such injector tests at low pressure are not correct, but nevertheless, a long-term comparison proves that such an analysis has a right to exist.

Returning to the fact that the nozzle is collapsible, and the engine is battered, it is highly recommended not to disassemble the nozzle, so as not to disturb the lapping of the needle-seat connections. It is also important that the nozzle is oriented in a peculiar way for the correct hit of the fuel charge, and the violation of orientation leads to uneven work on x\x. When flushing, in general, the first 10-minute cycle should be carried out without supplying opening pulses, then, after cooling the injector, repeat flushing with control pulses. Ultrasound, as a rule, cannot completely clean, knock out deposits from the injector. It is also more correct to use the throughput cleaning method when cleaning. Pump an aggressive solution under pressure into the inside of the injector for a while, and then blow it with compressed air with a cleaner.

When diagnosing the power system and, in particular, injectors, gas analysis data in various engine operating modes should be compared. As an example, in normal mode, the CO level at an injection time of 0.6-0.9 ms should not exceed 0.3% (Khabarovsk gasoline), and the oxygen level should not exceed 1%; an increase in oxygen indicates a lack of fuel supply, and usually provokes control unit to increase the flow.

The photo shows gas analysis readings from various vehicles.

In lean mode, the amount of oxygen should be about 10%, and the CO level should be zero (that's why it is lean injection).

You should also consider soot on candles. By soot, you can determine the increased or poor fuel supply.

Light iron (ferrous) soot indicates poor fuel quality and reduced supply.

On the contrary, excessive carbon deposits indicate an increased supply. A candle with such carbon deposits is not able to work correctly, and when checked on the stand, it shows breakdowns in carbon deposits, or the absence of sparking due to the reduced resistance of the insulator.

When installing the injectors, the reflective and thrust washers should be glued with grease.

Since the pressure supplied to the injectors is several times greater than on simple engines, a special amplifier was used for control. The control is carried out by hundred-volt impulses. This is a very reliable electronic unit. For all the time working with engines, there was only one failure, and even then because of unsuccessful experiments with power supply to the injectors.

The photo shows the amplifier from the 3S-FSE engine.

When diagnosing a fuel system, one should pay attention (as mentioned above) to long-term fuel correction. If the reading is above 30-40 percent, the pressure valves in the pump and on the return line should be checked. There are frequent cases when the pump is replaced, the nozzles are washed, the filters are replaced, but there is no transition to depletion. The fuel pressure is normal (according to the readings of the pressure sensor). In such cases, the emergency pressure relief valve installed in the fuel rail should be replaced. If you replace the pump yourself, be sure to diagnose the condition of the pressure valves and check for debris at the pump outlet (dirt, rust, fuel sediment).

The valve is not collapsible and if a leak is suspected, it is simply changed.

Inside the valve is a pressure valve with a powerful spring, designed for emergency pressure relief.

In the photo, the valve is disassembled. There is no way to repair it

With an increase, you can see the development in a pair (needle saddle)

Leaks in the valve connections cause pressure losses, which greatly affect the starting of the engine. Long rotation, black exhaust and no start will be the result of improper operation of the valve or pressure valves in the pump. This moment can be checked with a voltmeter at start-up on the pressure sensor and evaluate the pressure packing for 2-3 seconds of rotation of the starter.

It should be noted one more important point necessary for the successful start of the 3S-FSE motor. The starting injector provides 2-3 seconds of fuel during a cold start to the intake manifold. It is she who sets the initial enrichment of the mixture, while pressure is being pumped up in the main line.

The nozzle is also very well washed in ultrasound, and after washing it works for a long time and successfully.

The 1AZ-FSE engine injector has a slightly different design. The injectors are almost disposable. With hard flushing, they begin to flow. They are very difficult to remove from the head, they have a very fragile plastic winding. And the cost of existential one nozzle is 13,000 rubles.

In the photo (the picture was taken through a mirror) there is a fuel rail with injectors in the block.

Close-up of a clogged nozzle.

The sawn injector from the 1AZ-FSE engine. The injector can be removed using a powerful fastening of the injector itself. They can swing the injector without the risk of breaking off the winding.

Slit spray

Needle

In the next photo, injectors from the 1JZ-FSE engine

The photo shows that the color of the winding has changed during operation. This indicates that the winding is very hot during operation. This overheating of the plastic is the reason for the detachment of the contact pad when dismantling the injector. The moment of overheating must also be taken into account during ultrasonic cleaning; it is not recommended to use washing in heated ultrasonic baths without flow cooling. When ordering, the Japanese offer injectors in two colors brown and black. Brown corresponds to gray, black corresponds to black.

Intake manifold and soot cleaning.

Almost any diagnostician or mechanic who changed the spark plugs in the 3S-FSE engine faced the problem of cleaning the intake manifold from soot. Toyota engineers organized the structure of the intake manifold in such a way that most of the products of complete combustion were not thrown into the exhaust, but rather remained on the walls of the intake manifold.

There is an excessive accumulation of soot in the intake manifold, which greatly chokes the engine and disrupts the correct operation of the systems.

In the photographs, the upper and lower parts of the 3S-FSE engine manifold, dirty flaps. On the right in the photo is the EGR valve channel, all coke deposits originate from here. There is a lot of controversy whether or not to jam this channel in Russian conditions. In my opinion, when the channel is closed, fuel economy suffers. And this has been repeatedly tested in practice.

When changing spark plugs, be sure to clean the upper part of the intake manifold, otherwise the coke will come off during installation and fall into the lower part of the manifold.

When installing the collector, it is enough to wash the iron gasket from deposits, there is no need to use a sealant, otherwise the subsequent removal will be problematic.

This amount of deposits is dangerous for the engine.

Cleaning the soot in the upper part does not practically solve the problem. Basic cleaning is necessary for the lower part of the manifold and intake valves. Planting can reach 70% of the total volume of air passage. In this case, the system of variable intake manifold geometry ceases to work correctly. The brushes in the damper motor burn out, the magnets come off from excessive loads, the transition to depletion disappears.

An additional problem is the removal of the lower part of the collector. (We are talking about the 3S-FSE engine) It cannot be carried out without dismantling the engine mount, generator, and unscrewing the support studs (this process is very laborious). We use an additional homemade tool for unscrewing the studs, which makes it easier to dismantle the lower part, or we generally use resistance welding or semi-automatic welding to fix the nuts on the studs. Of particular difficulty for dismantling the collector is the plastic wiring.

You have to literally find millimeters to unscrew.

Collector after cleaning.

Cleaned dampers should return under the action of the spring without biting. At the top, it is important to clean the EGR channels.

It is also necessary to clean the supravalvular space along with the valves. Further in the photographs, the valve and supravalvular space are dirty. With such deposits, fuel economy suffers greatly. There is no transition to lean mode. Starting is difficult. The winter launch can not even be mentioned in this position.

The complex design of the manifold and additional dampers has been replaced by a simpler solution on the AZ and JZ engines. Structurally, the passage channels were enlarged, the dampers themselves are now controlled by a simple servo drive and one el. valve.

In the photo, the damper control valve is a vacuum damper actuator for the 1JZ-FSE engine.

But still, the need for regular cleaning is not completely excluded. The next photo shows dirty dampers from the 1JZ-FSE engine. Dismantling the collector here is even more unpleasant. If you do not disconnect the first six injectors (wiring), there is a high probability of their easy breaking off, and the cost of one injector is simply enormous.

The next photo shows the 1AZ-FSE engine damper. This is the most reliable and simpler design.

And to reduce deposits in the manifold on AZ, an interesting design solution was used for the EGR system. A kind of bag for collecting deposits. The collector is less polluted. And the bag is easy to clean.

Timing

The 3S-FSE engine has a timing belt. When the belt breaks, an inevitable breakdown of the block head and valves occurs. The valves meet the piston when they break. Belt condition should be checked at each diagnosis. Replacement is not a problem except for a small part. The tensioner must be either new or cocked before removal and installed under the check. Otherwise, the filmed video will be very difficult to cock. When removing the lower gear, it is important not to break the teeth (be sure to unscrew the locking bolt), otherwise the launch will fail and the gear will inevitably be replaced.

When changing a belt, it is better to install a new tensioner, without compromise. The old timing belt tensioner, after re-cocking and installation, easily enters into resonance. (At the interval of 1.5 - 2.0 thousand revolutions.)

This sound plunges the owner into a panic. The engine makes a growling unpleasant sound.

After cleaning, it is necessary to reset the data on the state of the damper accumulated by the control unit by disconnecting the battery. Secondly, the failure of the APS and TPS sensors. When replacing the APS, adjustments are not needed, but when replacing the TRS, you will have to tinker. On the site Anton and Arid have already posted their sensor adjustment algorithms. But I use an arc method of tuning. I copied the sensor and thrust bolt readings from the new block and use this data as a matrix.

throttle position, mounting matrix and shutter photo from the 1AZ-FSE engine.

If the conductivity of the heater is disturbed, the control unit fixes an error and ceases to perceive the sensor readings. Corrections in this case are equal to zero and there is no transition to depletion.

Another problematic sensor is the auxiliary damper position sensor.

It is very rarely necessary to sentence the pressure sensor, only if a large amount of debris is found in the rail and traces of water.

When replacing valve stem seals, the camshaft sensor is sometimes broken. The start becomes very tight 5-6 cranks with the starter. The control unit registers error P0340.

The control connector of the camshaft sensor is located in the area of ​​\u200b\u200bthe antifreeze pipelines near the damper block. On the connector, you can easily check the performance of the sensor using an oscilloscope.

A few words about the catalyst.

There are two of them on the engine. One is directly in the exhaust manifold, the second is under the bottom of the car. If the power supply system or the ignition system does not work properly, melting or planting of catalyst cells occurs. Loss of power, engine stops when warmed up. You can check the patency with a pressure sensor through the hole of the oxygen sensor. At elevated pressure, both kata should be checked in detail. In the photo, the connection point of the manometer.

If, when the pressure gauge is connected, the pressure is higher than 0.1 kg at x / x, and when regassing it fills up for 1.0 kg, then there is a high probability of a clogged exhaust tract.

Appearance of catalysts engine 3S-FSE

In the photo, the second, melted catalyst. Exhaust pressure reached 1.5 kg during regassing. At idle, the pressure was 0.2 kg. In this situation, such a catalyst must be removed, the only obstacle is that the catalyst must be cut out, and a pipe of the appropriate diameter must be welded in its place.

A few words about the problems (diseases) of engines.

On 1AZ-FSE engines, it is often necessary to reject injectors due to changes in winding resistance. The control unit registers error P1215.

But this error does not always mean a complete failure of the injector, sometimes it is enough to wash the injector in ultrasound and the error no longer occurs.

Often you have to wash the damper, due to low speed.

On 1JZ-FSE engines, the failure of the damper control valve in the intake manifold is in the first place. The winding contact in the valve burns out. The control unit registers an error.

Another problem is the failure of the ignition coils due to faulty spark plugs.

It is less common to reject pumps due to loss of starting pressure.

It is not uncommon for the electronic damper to fail due to a malfunction of the damper position sensor.

There is one more thing with 1JZ-FSE engines. With the complete absence of gasoline in the tank and with this rotation of the starter, (an attempt to start the car), the control unit registers lean mixture and low pressure errors in the fuel system. What is logical for the control unit. The owner should monitor the gasoline, but the on-board computer should monitor the pressure. The engine control banner, after the occurrence of errors in such a banal situation, annoys the owner. And you can remove the error either with a scanner, or by disconnecting the battery.

From all that has been said, it follows that you should not operate a car with a minimum level of fuel, thereby saving on a visit to diagnosticians.

A few words about the new engine that came to our market recently 4GR-FSE. This is a V-shaped six with a timing chain, with the possibility of changing the phases on each camshaft, both inlet and outlet. The engine does not have the usual EGR system. There is no standard EGR valve. The position of each shaft is very precisely controlled by four sensors. There is no absolute pressure sensor in the intake, there is an air flow sensor. The pump was left the same design. The pump pressure is reduced to 40 kg. The engine goes into lean mode only in dynamics. In the date, the fuel injection time is displayed in ml.

Photo of injection pump.

Fragment of date with indication of pressure.

In conclusion, I would like to note that the arrival of direct injection engines on our market greatly frightens owners with the price of parts during repairs and the inability of repairmen to maintain this type of injection. But progress does not stand still and conventional injection is gradually being replaced. Technologies are becoming more complex, harmful emissions are decreasing even when using low-quality fuel. Diagnosticians and repairmen in the Union should join forces to fill the gaps in this type of injection.

Bekrenev Vladimir
Khabarovsk
Legion-Autodata

Information on car maintenance and repair can be found in the book (books):

Details

Diagnostics and repair of injection and ignition systems

The direct injection system on the Toyota D4 was introduced to the world in early 1996, in response to GDI from MMC competitors. In a series like this 3S-FSE engine was launched in 1997 on the Corona model (Premio T210), in 1998 the 3S-FSE engine began to be installed on the Vista and Vista Ardeo (V50) models. Later, direct injection appeared on the 1JZ-FSE (2.5) and 2JZ-FSE (3.0) in-line sixes, and since 2000, after replacing the S series with the AZ series, the D-4 1AZ-FSE engine was also launched.

I had to see the first 3S-FSE engine being repaired in early 2001. It was Toyota Vista. I changed valve stem seals and studied a new engine design along the way. The first information about him appeared later in 2003 on the Internet. The first successful repairs provided indispensable experience for working with this type of engine, which is now no surprise. The engine was so revolutionary that many repairmen simply refused repairs. Using a gasoline injection pump, high pressure fuel injection, two catalysts, an electronic throttle block, an EGR stepper motor control, tracking the position of additional flaps in the intake manifold, a VVTi system, and an individual ignition system, the developers have shown that a new era of economical and environmentally friendly engines has come. The photo shows a general view of the 3S-FSE engine.

Design features:

Based on 3S-FE,
- a compression ratio of just over 10,
- Denso fuel equipment,
- injection pressure - 120 bar,
- air inlet - through horizontal "vortex" ports,
- the ratio of air and fuel - up to 50:1
(with the maximum possible for Toyota LB engines 24:1)
- VVT-i (continuous variable valve timing system),
- the EGR system provides the intake of up to 40% of exhaust gases in the PSO mode
- storage type catalyst,
- the claimed improvements: an increase in torque at low and medium speeds - up to 10%, fuel economy up to 30% (in the Japanese combined cycle - 6.5 l / 100 km).

It should be noted the following important systems and their elements, which most often have defects.
Fuel supply system: submersible electric pump in the tank with a fuel intake screen and a fuel filter at the outlet, a high pressure fuel pump mounted on the cylinder head with a camshaft drive, a fuel rail with a pressure reducing valve.
Synchronization system: crankshaft and camshaft sensors.
Control system: ECM
Sensors: mass air flow, coolant and intake air temperature, detonation, gas pedal and throttle position, intake manifold pressure, fuel rail pressure, heated oxygen sensors;
Actuators: ignition coils, injector control unit and injectors themselves, rail pressure control valve, intake manifold damper control vacuum solenoid, VVT-i clutch control valve. If there are codes in the memory, it is necessary to start with them. Moreover, if there are a lot of them, it is pointless to analyze them, you need to rewrite, erase and send the owner on a test drive. If the control lamp lights up, read and analyze the narrower list again. If not, go straight to the analysis of current data. Fault codes are compared and decoded according to the manual.

Table of error codes engine 3S-FSE:

12 P0335 Crankshaft position sensor
12 P0340 Camshaft position sensor
13 P1335 Crankshaft position sensor
14.15 P1300, P1305, P1310, P1315 Ignition system (N1)(N2) (N3) (N4)
18 P1346 VVT system
19 P1120 Accelerator pedal position sensor
19 P1121 Accelerator pedal position sensor
21 P0135 Oxygen sensor
22 P0115 Coolant temperature sensor
24 P0110 Intake air temperature sensor
25 P0171 Oxygen sensor (lean signal)
31 P0105 Absolute pressure sensor
31 P0106 ​​Absolute pressure sensor
39 P1656 VVT system
41 P0120 Throttle position sensor
41 P0121 Throttle position sensor
42 P0500 Vehicle speed sensor
49 P0190 Fuel pressure sensor
49 P0191 Fuel pressure signal
52 P0325 Knock sensor
58 P1415 SCV position sensor
58 P1416 SCV valve
58 P1653 SCV valve
59 P1349 VVT signal
71 P0401 EGR valve
71 P0403 EGR signal
78 P1235 injection pump
89 P1125 Actuator ETCS*
89 P1126 ETCS clutch
89 P1127 ETCS Relay
89 P1128 Actuator ETCS
89 P1129 Actuator ETCS
89 P1633 Electronic control unit
92 P1210 Cold start injector
97 P1215 Injectors
98 C1200 Vacuum sensor in the vacuum brake booster

Computer diagnostics of the 3S-FSE engine

When diagnosing an engine, the scanner provides a date of about eighty parameters for assessing the condition and analyzing the operation of sensors and engine systems. It should be noted that a big drawback in the date of the 3S-FSE was the lack of a date for evaluating the operation of the parameter - "fuel pressure". But, despite this, the date is very informative and, if understood correctly, quite accurately reflects the operation of sensors and systems of the engine and automatic transmission. For example, I will give fragments of the correct date and several fragments of the date with problems from the 3S-FSE motor. On the fragment of the date we see the normal injection time, ignition angle, vacuum, engine speed at idle, engine temperature, air temperature. Throttle position and idle indication. From the following picture, you can evaluate the fuel correction, oxygen sensor reading, vehicle speed, EGR motor position.

Next, we see the inclusion of the starter signal (important at startup), the inclusion of the air conditioner, electrical load, power steering, brake pedal, automatic transmission position. Then turn on the air conditioning clutch, evaporative emission valve, VVTi valve, overdrive, solenoids in the automatic transmission. Many parameters are presented to evaluate the operation of the damper unit (electronic throttle).

As you can see by the date, you can easily evaluate the work and check the functioning of almost all the main sensors and systems of the engine and automatic transmission. If you line up the date readings, you can quickly assess the condition of the engine and solve the problem of improper operation. The following snippet shows the extended fuel injection time. Date received by DCN-PRO scanner.

And on the next fragment, a break in the inlet air temperature sensor (-40 degrees), and an abnormally high injection time (1.4ms with a standard of 0.5-0.6ms) on a warm engine.

An abnormal correction makes you alert and first check the presence of gasoline in the oil. The control unit corrects the mixture (-80%).

The most important parameters that quite fully reflect the state of the engine are the lines with indications of long and short fuel corrections; oxygen sensor voltage; vacuum in the intake manifold; engine rotation speed (revs); position of the EGR motor; throttle position in percent; ignition timing, and fuel injection time. For a quicker assessment of the engine operating mode, lines with these parameters can be lined up on the scanner display. Below in the photo is an example of a fragment of the date of operation of the engine in normal mode. In this mode, the oxygen sensor switches, the vacuum in the manifold is 30 kPa, the throttle is open by 13%; lead angle 15 degrees. The EGR valve is closed. This arrangement and selection of parameters will save time on checking the condition of the engine. Here are the main lines with parameters for engine analysis.

And here is the date in the "lean" mode. When switching to lean mode, the throttle opens slightly, EGR opens, the oxygen sensor voltage is about 0, the vacuum is 60 kPa, the advance angle is 23 degrees. This is the lean mode of operation of the engine.


If the engine is working correctly, then under certain conditions, the engine control unit programmatically switches the engine to a lean operating mode. The transition occurs when the engine is fully warmed up and only after regassing. Many factors determine the lean process of an engine. When diagnosing, one should take into account the uniformity of fuel pressure, and the pressure in the cylinders, and the planting of the intake manifold, and the correct operation of the ignition system.

Structural execution. Fuel rail, injectors, injection pump.

fuel rail

On the first direct injection engine, the designers used collapsible low-resistance injectors controlled by a high-voltage driver. The fuel rail has a 2-storey structure of different diameters. This is necessary to equalize the pressure. The next photo shows the high pressure fuel cells of the 3S-FSE engine.
Fuel rail, fuel pressure sensor on it, emergency pressure relief valve, injectors, high pressure fuel pump and main pipes.

In engines with direct injection, the operation of the first pump is not limited to 3.0 kilograms. Here, the pressure is slightly higher than about 4.0-4.5 kg to ensure proper nutrition of the high-pressure fuel pump in all operating modes. Measurement of pressure during diagnostics can be done with a pressure gauge through the inlet port directly on the injection pump. When starting the engine, the pressure should “build up” to its peak in 2-3 seconds, otherwise the start will be long or not at all. If the pressure exceeds 6 kg, then it will inevitably be very difficult for the engine to start on hot. stumble under hard acceleration
In the photo, the pressure of the first pump on the 3S-FSE engine is measured (the pressure is below normal, the first pump needs to be replaced.) If the pressure is above 4.5 kg, then you need to pay attention to the clogging of the grid at the injection pump inlet. Or to jamming of the pressure return valve "in the injection pump. The valve is dismantled from the pump and washed in ultrasound. The photo shows the return valve and its installation location in the injection pump.

After cleaning the screen or repairing the return valve, the pressure becomes correct.

Since the engines were produced for the domestic market of Japan, the degree of fuel purification does not differ from conventional engines. The first screen screen is in front of the pump in the fuel tank.

Then the second filter fine filter engine (3S-FSE) (by the way, it does not retain water).
When replacing the filter, it is not uncommon for the fuel cartridge to be incorrectly assembled. This results in loss of pressure and failure to start.

This is how the fuel filter looks like after 15,000 miles. A very decent barrier to gasoline debris. With a dirty filter, the transition to lean mode is either very long, or it does not exist at all.

And the last fuel filtration screen is a grid at the injection pump inlet. From the first pump, fuel with a pressure of approximately 4 kg enters the injection pump, then the pressure rises to 120 kg and enters the fuel rail to the injectors. The control unit evaluates the pressure from the pressure sensor signal. The ECM adjusts the pressure using the regulator valve on the injection pump. In the event of an emergency increase in pressure, the pressure reducing valve in the rail is activated. So briefly organized fuel system on the engine. Now more about the components of the system and how to diagnose and check.

High pressure fuel pump (TNVD)

The high pressure fuel pump has a fairly simple design. The reliability and durability of the pump depend (like many things from the Japanese) on various small factors, in particular on the strength of the rubber seal and the mechanical strength of the pressure valves and plunger. The structure of the pump is ordinary and very simple. There are no revolutionary solutions in the design. The basis is a plunger pair, an oil seal separating gasoline and oil, pressure valves and an electromagnetic pressure regulator. The main link in the pump is a 7mm plunger. As a rule, the plunger does not wear out much in the working part (unless, of course, abrasive gasoline is used.) The main problem in the pump is the wear of the rubber seal (the life of which is determined by no more than 100 thousand kilometers). This resource, of course, underestimates the reliability of the engine. The pump itself costs crazy money 20-25 thousand rubles (Far East). On 3S-FSE engines, three different injection pumps were used, one with an overhead pressure regulator valve and two with a side one.
Below are photos of the pump, and the details of its components.


Disassembled pump 3S-FSE engine, pressure valves, pressure regulator, stuffing box and plunger, stuffing box seat.

When operating on low-quality fuel, corrosion of pump parts occurs, which leads to accelerated wear and loss of pressure. The photo shows signs of wear in the pressure valve core and plunger thrust washer.

A method for diagnosing a fuel pump (TNVD) by pressure, and by leakage of the stuffing box.

To control the pressure, you have to use the readings taken from the electronic pressure sensor. The sensor is installed at the end of the fuel distribution rail. Access to it is limited and, therefore, measurements are easier to make on the control unit. For TOYOTA VISTA and NADIA, this is pin B12 - engine ECU (wire color is brown with a yellow stripe) The sensor is powered by 5v. At normal pressure, the sensor readings change in the range (3.7-2.0 V) - the signal output on the PR sensor. The minimum readings at which the engine is still able to operate at x \ x -1.4 volts. If the readings from the sensor are below 1.3 volts for 8 seconds, the control unit will register a fault code P0191 and stop the engine. The correct readings of the sensor are at x \ x -2.5 V. In lean mode - 2.11 in.

Below is an example of a pressure measurement. The pressure is below normal - the cause of the loss is leakage in the pressure valves of the injection pump. Further, the pressure during engine operation in normal mode and in lean mode.

It is necessary to register the leakage of gasoline into the oil using a gas analyzer. The reading of the CH level in the oil should not exceed 400 units with a warm engine. The ideal option is 200-250 units. The photo is normal.

When checking, the gas analyzer probe is inserted into the oil filler neck, and the neck itself is closed with a clean rag.


Abnormal readings level CH-1400 units - the pump seal is leaking and the pump needs to be replaced. If the gland leaks, a very large minus correction will be registered in the date.

And when fully warmed up, with a leaking stuffing box, the engine speed will jump strongly at x \ x, when re-gassing, the engine stalls periodically. When the crankcase is heated, gasoline evaporates and re-enters the intake manifold through the ventilation line, further enriching the mixture. The oxygen sensor registers a rich mixture, and the control unit tries to make it poorer. It is important to understand that in such a situation, together with replacing the pump, it is necessary to change the oil and flush the engine. When using some brands of oils, the CH level will be increased due to the presence of aggressive additives, which is not a reason to replace the injection pump. You just need to change the oil and make a control run before making a diagnosis. In the next photo, fragments of measuring the level of CH in oil (inflated values)

How to repair a fuel pump.

The pressure in the pump disappears very rarely. The loss of pressure occurs due to the development of the plunger washer, or due to the sandblasting of the pressure regulator valve. From practice, the plunger practically did not wear out in the working area. The development was only in the working area of ​​the stuffing box.

Often it is necessary to sentence the pump due to problems with the stuffing box, which, when worn, begins to pass fuel into the oil. Checking the presence of gasoline in the oil is not difficult. It is enough to measure CH in the oil filler neck on a warm running engine. As noted earlier, the readings should be no more than 400 units. Unfortunately or fortunately, the manufacturer does not allow the replacement of the stuffing box, but only the replacement of the entire pump. This is partly the right decision, the risk of incorrect assembly is high. Repair of the mechanical part of the pump consists in grinding pressure valves and washers from wear marks. Pressure valves are the same size, they are easily lapped with any finishing abrasive for valve lapping. The pressure valve is pictured.

And then an enlarged pressure valve. The radial and wear-out corrosion of the metal is clearly visible.

I have come across one dubious type of pump repair. The repairmen glued part of the stuffing box from the 5A engine end-to-end with glue on the main pump seal. Outwardly, everything was beautiful, but only the reverse part of the stuffing box did not hold gasoline. Such repairs are unacceptable and may result in engine fire. The photo shows a glued seal.

If the owner continues to operate the car with a leaking oil seal in the injection pump, then gasoline will inevitably fall into the oil. Diluted oil destroys the engine. There is a global development of the cylinder-piston group. The sound of the engine becomes "diesel" The video shows an example of a worn engine.

Fuel rail, injectors and emergency pressure relief valve.

On 3S-FSE engines, the Japanese used for the first time a collapsible nozzle. A conventional injector capable of operating at a pressure of 120 kg. The massive metal body and grip grooves meant long-term use and maintenance. The rail with injectors is located in a hard-to-reach place under the intake manifold and noise protection.
But still, the dismantling of the entire assembly can be easily carried out from below the engine without much effort. The only problem is to swing the soured injector with a specially made key. 18 mm wrench with sharpened edges. All work has to be done through a mirror due to inaccessibility. During buildup, the injector can be unwound, therefore, during assembly, you should always check the orientation of the nozzle relative to the winding.



Further in the photo is a general view of the dismantled injector (injectors) of the 3S-FSE engine, a view of a contaminated nozzle (spray).

As a rule, during dismantling, traces of coking of the nozzle are always visible. This picture can be seen when using the endoscope, looking into the cylinders.


And with a strong magnification, one can clearly see the injector nozzle almost completely closed by coke.
Naturally, when contaminated, the spray and injector performance change greatly, affecting the operation of the entire engine as a whole. A plus in the design, no doubt, is the fact that the nozzles are perfectly washed. After flushing, the injectors are able to work normally for a long time without failures. Further in the photo is the injector in the analysis of the 3S-FSE engine.

The injectors can be checked on the stand for filling performance for a certain cycle and for the presence of leaks in the needle during the spill test.

The difference in filling in this example is obvious.

The nozzle should not give drops, otherwise it just needs to be replaced.

Of course, such injector tests at low pressure are not correct, but nevertheless, a long-term comparison proves that such an analysis has a right to exist.
Returning to the fact that the nozzle is collapsible, and the engine is battered, it is highly recommended not to disassemble the nozzle, so as not to disturb the lapping of the needle-seat connections. It is also important that the nozzle is oriented in a peculiar way for the correct hit of the fuel charge, and the violation of orientation leads to uneven work on x\x. When washing in ultrasound, in general, the first 10-minute cycle should be carried out without applying opening pulses. Then, after cooling the injector, repeat flushing with control pulses. Ultrasound, as a rule, cannot completely clean, knock out deposits from the injector. It is also more correct to use the throughput cleaning method when cleaning. Pump an aggressive solution under pressure into the injector for a while, and then blow it with compressed air with a cleaner.
In addition to mechanical problems with injectors, there are also electrical problems on 3S-FSE engines. The injectors have a winding resistance of 2.5 ohms. When the resistance of the injector winding changes, the control unit fixes an error: P1215 Injectors.

When the winding is closed to the case, two injectors are turned off. Injector control is organized in pairs 1-4 and 2-3 cylinders.

An example of a closed injector.

When diagnosing the power system and, in particular, injectors, gas analysis data in various engine operating modes should be compared. As an example, in normal mode, the CO level, with an injection time of 0.6-0.9 ms, should not exceed 0.3% (Khabarovsk gasoline), and the oxygen level should not exceed 1%; an increase in oxygen indicates a lack of fuel supply and, as as a rule, provokes the control unit to increase the feed.
The photo shows gas analysis readings from various vehicles.


In lean mode, the amount of oxygen should be about 10%, and the CO level should be zero (that's why it is lean injection).


You should also consider soot on candles. By soot, you can determine the increased or poor fuel supply.


Light iron (ferrous) soot indicates poor fuel quality and reduced supply.

On the contrary, excessive carbon deposits indicate an increased supply. A candle with such carbon deposits is not able to work correctly, and when checked on the stand, it shows breakdowns in carbon deposits, or the absence of sparking due to the reduced resistance of the insulator. After cleaning the injectors and subsequent installation of the injectors, the reflective and thrust washers should be glued with grease.

Since the pressure supplied to the injectors is several times greater than on simple engines, a special amplifier was used for control. The control is carried out by high-voltage pulses. This is a very reliable electronic unit. For all the time working with engines, there was only one failure, and even then because of unsuccessful experiments with power supply to the injectors. The photo shows the amplifier from the 3S-FSE engine.


When diagnosing a fuel system, one should pay attention (as mentioned above) to long-term fuel correction. If the reading is above 30-40 percent, the pressure valves in the pump and on the return line should be checked. There are frequent cases when the pump is replaced, the nozzles are washed, the filters are replaced, but there is no transition to depletion. The fuel pressure is normal (according to the readings of the pressure sensor). In such cases, the emergency pressure relief valve installed in the fuel rail should be replaced. If you replace the pump yourself, be sure to diagnose the condition of the pressure valves and check for debris at the pump outlet (dirt, rust, fuel sediment). The valve is not collapsible and if a leak is suspected, it is simply changed.
Inside the valve is a pressure valve with a powerful spring, designed for emergency pressure relief.
In the photo, the valve is disassembled. There is no way to repair it



With an increase, you can see the development in a pair (needle saddle)

Leaks in the valve connections cause pressure losses, which greatly affect the starting of the engine. Long rotation, black exhaust and no start will be the result of improper operation of the valve or pressure valves in the pump. This moment can be checked with a voltmeter at start-up on the pressure sensor and evaluate the pressure packing for 2-3 seconds of rotation of the starter.
It should be noted one more important point necessary for the successful launch of the 3S-FSE motor. The starting injector provides 2-3 seconds of fuel during a cold start to the intake manifold. It is she who sets the initial enrichment of the mixture, while pressure is being pumped up in the main line. The nozzle is also very well washed in ultrasound, and after washing it works for a long time and successfully.

Intake manifold and soot cleaning.

Almost any diagnostician or mechanic who changed the spark plugs in the 3S-FSE engine faced the problem of cleaning the intake manifold from soot. Toyota engineers organized the structure of the intake manifold in such a way that most of the products of complete combustion were not thrown into the exhaust, but rather remained on the walls of the intake manifold. There is an excessive accumulation of soot in the intake manifold, which greatly chokes the engine and disrupts the correct operation of the systems.

In the photographs, the upper and lower parts of the 3S-FSE engine manifold, dirty flaps. On the right in the photo is the EGR valve channel, all coke deposits originate from here. There is a lot of controversy whether or not to jam this channel in Russian conditions. In my opinion, when the channel is closed, fuel economy suffers. And this has been repeatedly tested in practice.

When changing spark plugs, be sure to clean the upper part of the intake manifold, otherwise the coke will come off during installation and fall into the lower part of the manifold.
When installing the collector, it is enough to wash the iron gasket from deposits, there is no need to use a sealant, otherwise the subsequent removal will be problematic.

This amount of deposits is dangerous for the engine.


Cleaning the soot in the upper part does not practically solve the problem. Basic cleaning is necessary for the lower part of the manifold and intake valves. Planting can reach 70% of the total volume of air passage. In this case, the system of variable intake manifold geometry ceases to work correctly. The brushes in the damper motor burn out, the magnets come off from excessive loads, the transition to depletion disappears. Further in the photographs are the vulnerable elements of the motor.

An additional problem is the removal of the lower part of the collector. It cannot be carried out without dismantling the engine mounting support, generator, and unscrewing the support studs (this process is very laborious). We use an additional homemade tool for unscrewing the studs, which makes it easier to dismantle the lower part, or we generally use resistance welding or semi-automatic welding to fix the nuts on the studs. Of particular difficulty for dismantling the collector is the plastic wiring. You have to literally find millimeters to unscrew.

Collector after cleaning.



Cleaned dampers should return under the action of the spring without biting. At the top, it is important to clean the EGR channels.
It is also necessary to clean the supravalvular space along with the valves. Further in the photographs, the valve and supravalvular space are dirty. Such deposits greatly affect fuel economy. There is no transition to lean mode. Starting is difficult. The winter launch can not even be mentioned in this position.

Timing.

The 3S-FSE engine has a timing belt. When the belt breaks, an inevitable breakdown of the block head and valves occurs. The valves meet the piston when they break. Belt condition should be checked at each diagnosis. Replacement is not a problem except for a small part. The tensioner must be either new or cocked before removal and installed under the check. Otherwise, the filmed video will be very difficult to cock. When removing the lower gear, it is important not to break the teeth (be sure to unscrew the locking bolt), otherwise the launch will fail and the gear will inevitably be replaced. Below is a photo of the timing belt when checking. This belt needs to be replaced.

When changing a belt, it is better to install a new tensioner, without compromise. The old tensioner easily resonates after re-cocking and installation. (At the interval of 1.5 - 2.0 thousand revolutions.) This sound plunges the owner into a panic. The engine makes a growling unpleasant sound.
Next in the photo are the alignment marks on the new timing belt,

Cocked tensioner and crankshaft gear. A bolt is clearly visible above the gear, which fixes its removal.





When the belt breaks, the valve head suffers. The valve inevitably bends when it collides with the piston.

Electronic choke.

The 3S-FSE engine was the first to use electronic throttle.

There are several problems associated with the malfunction of this node. Firstly, when the passage channel is contaminated, the speed x \ x decreases and the engine may stop after regassing. It is treated by cleaning with a carb cleaner.
After cleaning, it is necessary to reset the data on the state of the damper accumulated by the control unit by disconnecting the battery. Secondly, the failure of the APS and TPS sensors. When replacing the APS, adjustments are not needed, but when replacing the TRS, you will have to tinker. On the site http://forum.autodata.ru, diagnosticians Anton and Arid have already posted their algorithms for adjusting the sensor. But I use an arc method of tuning. I copied the sensor and thrust bolt readings from the new block and use this data as a matrix. Next in the photo are the alignment marks of the motor drive, deformed by incorrect installation of TPS.

Throttle position sensor drive, mounting matrix.

Problem sensors.

The main problematic sensor, of course, is the oxygen sensor with its eternal problem of a heater break. If the conductivity of the heater is disturbed, the control unit fixes an error and ceases to perceive the sensor readings. Corrections in this case are equal to zero and there is no transition to depletion.


Another problematic sensor is the auxiliary damper position sensor.

It is very rare that a pressure sensor on 3S-FSE engines has to be sentenced, only if a large amount of debris is found in the rail and traces of water.

When replacing valve stem seals, the camshaft sensor is sometimes broken. The start becomes very tight 5-6 cranks with the starter. The control unit registers error P0340.

The control connector of the camshaft sensor is located in the area of ​​\u200b\u200bthe antifreeze pipelines near the damper block. On the connector, you can easily check the performance of the sensor using an oscilloscope.
A few words about the catalyst. There are two of them on the engine. One is directly in the exhaust manifold, the second is under the bottom of the car. If the power supply system or the ignition system does not work properly, melting or planting of catalyst cells occurs. Loss of power, engine stops when warmed up. You can check the patency with a pressure sensor through the hole of the oxygen sensor. At elevated pressure, both kata should be checked in detail. In the photo, the connection point of the manometer. If, when the pressure gauge is connected, the pressure is higher than 0.1 kg at x / x, and when regassing it fills up for 1.0 kg, then there is a high probability of a clogged exhaust tract.

Appearance of the upper catalytic converters 3S-FSE engine.

bottom catalytic converter.


In the photo, the second, melted catalyst. Exhaust pressure reached 1.5 kg during regassing. At idle, the pressure was 0.2 kg. In this situation, such a catalyst must be removed, the only obstacle is that the catalyst must be cut out, and a pipe of the appropriate diameter must be welded in its place.

Ignition system.

The engine has an individual ignition system. Each cylinder has its own coil. The engine control unit is taught to control the operation of each ignition coil. In the event of a malfunction, errors corresponding to the cylinder are recorded. During the operation of engines, no special problems of the ignition system were noticed. Problems arise only because of improper repairs. When replacing the timing belt and oil seals, the teeth of the crankshaft marker gear break.

When changing spark plugs, the insulating tips of the ignition coils are torn.


This leads to skips when accelerating the car.
And when you tighten the upper nuts of the candle cups, engine oil begins to penetrate into the cups. Which inevitably leads to the destruction of the rubber tips of the coils. If the spark plugs are changed incorrectly, an electrical breakdown occurs outside the cylinder (current tracks) due to an increase in gaps. These breakdowns destroy both candles and rubber.

Conclusion.

The arrival of cars with engines equipped with direct fuel injection on our market made unprepared owners very worried. Unaccustomed to the normal proper maintenance of Japanese engines, the owners of the D-4 were not ready for the planned financial expenses and regular engine diagnostics. Of all the benefits - a slight reduction in fuel consumption in traffic jams, and acceleration characteristics. There were many shortcomings. Impossibility of guaranteed winter start of motors. Annual cleaning of collectors and the risks of replacing expensive parts and the unprofessionalism of repairmen - all this gave rise to a popular negative towards a new type of injection. But progress does not stand still and conventional injection is gradually being replaced. Technologies are becoming more complex, harmful emissions are decreasing even when using low-quality fuel. The 3S-FSE engine is almost never seen today. It was replaced by a new D-4 1AZ-FSE engine. And many shortcomings have been eliminated in it, and it is successfully conquering new markets. But that's a completely different story. The site has a detailed photo gallery of systems and sensors 3S-FSE engine.

All the necessary diagnostic procedures and repair work on the 3S-FSE engine can be performed at the Yuzhny auto complex, at the address Khabarovsk, st. Suvorov 80.

Bekrenev Vladimir.

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The Toyota 3S-FSE engine turned out to be one of the most technologically advanced at the time of its release. This is the first unit on which the Japanese corporation tested D4 direct fuel injection and created a whole new direction in the construction of automotive engines. But manufacturability turned out to be a double-edged sword, so FSE received thousands of negative and even angry reviews from owners.

For many motorists, an attempt to do it yourself is a bit bewildering. Even removing the pan to change the oil in the engine is extremely difficult due to the specific fasteners. The motor began to be produced in 1997. This is the time when Toyota began to actively turn the art of automotive into a good business.

Main technical characteristics of the 3S-FSE motor

ATTENTION! Found a completely simple way to reduce fuel consumption! Don't believe? An auto mechanic with 15 years of experience also did not believe until he tried it. And now he saves 35,000 rubles a year on gasoline!

The engine was developed on the basis of the 3S-FE, a simpler and more unpretentious unit. But the number of changes in the new version turned out to be quite large. The Japanese sparkled with their understanding of manufacturability and installed almost everything that could be called modern in the new development. However, in the characteristics you can find certain shortcomings.

Here are the main parameters of the engine:

Working volume	2.0 l
Engine power	145 HP at 6000 rpm
Torque	171-198 N*m at 4400 rpm
Cylinder block	cast iron
Block head	aluminum
Number of cylinders	4
Number of valves	16
Cylinder diameter	86 mm
piston stroke	86 mm
fuel injection	immediate D4
Fuel type	petrol 95
Fuel consumption:
- urban cycle	10 l / 100 km
- suburban cycle	6.5 l / 100 km
Timing system drive	belt

On the one hand, this unit has an excellent origin and a successful pedigree. But it does not at all guarantee reliability in operation after 250,000 km. This is a very small resource for engines of this category, and even Toyota production. It is at this point that the problems begin.

However, major repairs can be carried out, the cast-iron block is not disposable. And for this year of production, this fact already causes pleasant emotions.

They installed this engine on Toyota Corona Premio (1997-2001), Toyota Nadia (1998-2001), Toyota Vista (1998-2001), Toyota Vista Ardeo (2000-2001).

Advantages of the 3S-FSE engine - what are the advantages?

The timing belt is replaced once every 90-100 thousand kilometers. This is the standard version, there is a practical and simple belt here, there are no problems specific to the chain. Labels are set according to the manual, you do not need to invent anything. The ignition coil is taken from an FE donor, it is simple and works for a long time without any problems.

This power unit has several important systems at its disposal:

• a good generator and, in general, good attachments that do not cause problems in operation;
• serviceable timing system - it is enough to cock the tension roller to extend the life of the belt even more;
• simple design - at the station they can check the engine manually or read error codes from a computer diagnostic system;
• reliable piston group, which is known for the absence of problems even under heavy loads;
• well-chosen battery characteristics, it is enough to follow the manufacturer's factory recommendations.

That is, the motor cannot be called poor-quality and unreliable, given its advantages. During operation, drivers also note low fuel consumption, if you do not put too much pressure on the trigger. The location of the main service nodes is also pleasing. They are quite easy to get to, which somewhat reduces the cost and service life during regular maintenance. But repairing in the garage on your own will not be easy.

Cons and disadvantages of FSE - the main problems

Known for the absence of serious children's problems, but the FSE model stood out against the background of its brothers in the concern. The problem is that Toyota specialists decided to install all the developments that were relevant at that time for efficiency and environmental friendliness on this power plant. As a result, there are a number of problems that cannot be solved in any way during the use of the engine. Here are just a few of the popular problems:

1. The fuel system, as well as candles, need constant maintenance; nozzles have to be cleaned almost constantly.
2. The EGR valve is a terrible innovation, it clogs all the time. The best solution would be to blank off the EGR and remove it from the exhaust system.
3. Floating turnovers. This inevitably happens with motors, as the variable intake manifold loses its elasticity at some point.
4. All sensors and electronic parts fail. On age units, the problem of the electrical part turns out to be colossal.
5. Engine won't start cold or won't start hot. It is worth sorting out the fuel rail, clean the injectors, USR, look at the candles.
6. The pump is out of order. The pump needs to be replaced along with the timing system parts, which makes it very expensive to repair.

If you want to know if the valves on the 3S-FSE are bent, it's best not to check it in practice. The motor does not just bend the valves when the timing breaks, the entire cylinder head after such an event is repaired. And the cost of such a restoration would be prohibitively high. Often in the cold it happens that the engine does not catch the ignition. Replacing the spark plugs may solve the problem, but it's also worth checking the coil and other electrical ignition parts.

3S-FSE Repair and Maintenance Highlights

In repair, it is worth considering the complexity of ecological systems. In most cases, it is more cost effective to disable and remove them than to repair and clean them. A set of seals, such as a cylinder block gasket, is worth buying before capital. Give preference to the most expensive original solutions.

Toyota Corona Premio with 3S-FSE engine

It is better to trust the work to professionals. An incorrect cylinder head tightening torque, for example, will lead to the destruction of the valve system, contribute to the rapid failure of the piston group, and increased wear.

Monitor the operation of all sensors, special attention to the camshaft sensor, automation in the radiator and the entire cooling system. Proper throttle setting can also be tricky.

How to tune this motor?

It does not make any economic or practical sense to increase the power of the 3S-FSE model. Complex factory systems such as rpm cycling, for example, will not work. Stock electronics will not cope with the tasks, the block and cylinder head will also need to be improved. So installing a compressor is unwise.

Also, do not think about chip tuning. The motor is old, the growth of its power will end with a major overhaul. Many owners complain that after chip tuning, the engine rattles, factory clearances change, and wear of metal parts increases.

A reasonable tuning option is a banal swap on a 3S-GT or a similar option. With the help of complex modifications, you can get up to 350-400 horsepower without a noticeable loss of resource.

Conclusions about the power plant 3S-FSE

This unit is full of surprises, including not the most pleasant moments. That is why it is impossible to call it ideal and optimal in all respects. The engine is theoretically simple, but a lot of environmental add-ons, such as EGR, gave incredibly poor results in the operation of the unit.

The owner may be pleased with the fuel consumption, but it also depends very much on the manner of driving, on the weight of the car, on age and wear.

Already before the capital, the engine begins to eat oil, consume 50% more fuel and show the owner with sound that now is the time to prepare for repairs. True, many people prefer a swap for a contracted Japanese motor to a repair, and this is often cheaper than capital.

Details

Diagnostics and repair of injection and ignition systems

The direct injection system on the Toyota D4 was introduced to the world in early 1996, in response to GDI from MMC competitors. In a series like this 3S-FSE engine was launched in 1997 on the Corona model (Premio T210), in 1998 the 3S-FSE engine began to be installed on the Vista and Vista Ardeo (V50) models. Later, direct injection appeared on the 1JZ-FSE (2.5) and 2JZ-FSE (3.0) in-line sixes, and since 2000, after replacing the S series with the AZ series, the D-4 1AZ-FSE engine was also launched.

I had to see the first 3S-FSE engine being repaired in early 2001. It was Toyota Vista. I changed valve stem seals and studied a new engine design along the way. The first information about him appeared later in 2003 on the Internet. The first successful repairs provided indispensable experience for working with this type of engine, which is now no surprise. The engine was so revolutionary that many repairmen simply refused repairs. Using a gasoline injection pump, high pressure fuel injection, two catalysts, an electronic throttle block, an EGR stepper motor control, tracking the position of additional flaps in the intake manifold, a VVTi system, and an individual ignition system, the developers have shown that a new era of economical and environmentally friendly engines has come. The photo shows a general view of the 3S-FSE engine.

Design features:

Based on 3S-FE,
- a compression ratio of just over 10,
- Denso fuel equipment,
- injection pressure - 120 bar,
- air inlet - through horizontal "vortex" ports,
- the ratio of air and fuel - up to 50:1
(with the maximum possible for Toyota LB engines 24:1)
- VVT-i (continuous variable valve timing system),
- the EGR system provides the intake of up to 40% of exhaust gases in the PSO mode
- storage type catalyst,
- the claimed improvements: an increase in torque at low and medium speeds - up to 10%, fuel economy up to 30% (in the Japanese combined cycle - 6.5 l / 100 km).

It should be noted the following important systems and their elements, which most often have defects.
Fuel supply system: submersible electric pump in the tank with a fuel intake screen and a fuel filter at the outlet, a high pressure fuel pump mounted on the cylinder head with a camshaft drive, a fuel rail with a pressure reducing valve.
Synchronization system: crankshaft and camshaft sensors.
Control system: ECM
Sensors: mass air flow, coolant and intake air temperature, detonation, gas pedal and throttle position, intake manifold pressure, fuel rail pressure, heated oxygen sensors;
Actuators: ignition coils, injector control unit and injectors themselves, rail pressure control valve, intake manifold damper control vacuum solenoid, VVT-i clutch control valve. If there are codes in the memory, it is necessary to start with them. Moreover, if there are a lot of them, it is pointless to analyze them, you need to rewrite, erase and send the owner on a test drive. If the control lamp lights up, read and analyze the narrower list again. If not, go straight to the analysis of current data. Fault codes are compared and decoded according to the manual.

Table of error codes engine 3S-FSE:

12 P0335 Crankshaft position sensor
12 P0340 Camshaft position sensor
13 P1335 Crankshaft position sensor
14.15 P1300, P1305, P1310, P1315 Ignition system (N1)(N2) (N3) (N4)
18 P1346 VVT system
19 P1120 Accelerator pedal position sensor
19 P1121 Accelerator pedal position sensor
21 P0135 Oxygen sensor
22 P0115 Coolant temperature sensor
24 P0110 Intake air temperature sensor
25 P0171 Oxygen sensor (lean signal)
31 P0105 Absolute pressure sensor
31 P0106 ​​Absolute pressure sensor
39 P1656 VVT system
41 P0120 Throttle position sensor
41 P0121 Throttle position sensor
42 P0500 Vehicle speed sensor
49 P0190 Fuel pressure sensor
49 P0191 Fuel pressure signal
52 P0325 Knock sensor
58 P1415 SCV position sensor
58 P1416 SCV valve
58 P1653 SCV valve
59 P1349 VVT signal
71 P0401 EGR valve
71 P0403 EGR signal
78 P1235 injection pump
89 P1125 Actuator ETCS*
89 P1126 ETCS clutch
89 P1127 ETCS Relay
89 P1128 Actuator ETCS
89 P1129 Actuator ETCS
89 P1633 Electronic control unit
92 P1210 Cold start injector
97 P1215 Injectors
98 C1200 Vacuum sensor in the vacuum brake booster

Computer diagnostics of the 3S-FSE engine

When diagnosing an engine, the scanner provides a date of about eighty parameters for assessing the condition and analyzing the operation of sensors and engine systems. It should be noted that a big drawback in the date of the 3S-FSE was the lack of a date for evaluating the operation of the parameter - "fuel pressure". But, despite this, the date is very informative and, if understood correctly, quite accurately reflects the operation of sensors and systems of the engine and automatic transmission. For example, I will give fragments of the correct date and several fragments of the date with problems from the 3S-FSE motor. On the fragment of the date we see the normal injection time, ignition angle, vacuum, engine speed at idle, engine temperature, air temperature. Throttle position and idle indication. From the following picture, you can evaluate the fuel correction, oxygen sensor reading, vehicle speed, EGR motor position.

Next, we see the inclusion of the starter signal (important at startup), the inclusion of the air conditioner, electrical load, power steering, brake pedal, automatic transmission position. Then turn on the air conditioning clutch, evaporative emission valve, VVTi valve, overdrive, solenoids in the automatic transmission. Many parameters are presented to evaluate the operation of the damper unit (electronic throttle).

As you can see by the date, you can easily evaluate the work and check the functioning of almost all the main sensors and systems of the engine and automatic transmission. If you line up the date readings, you can quickly assess the condition of the engine and solve the problem of improper operation. The following snippet shows the extended fuel injection time. Date received by DCN-PRO scanner.

And on the next fragment, a break in the inlet air temperature sensor (-40 degrees), and an abnormally high injection time (1.4ms with a standard of 0.5-0.6ms) on a warm engine.

An abnormal correction makes you alert and first check the presence of gasoline in the oil. The control unit corrects the mixture (-80%).

The most important parameters that quite fully reflect the state of the engine are the lines with indications of long and short fuel corrections; oxygen sensor voltage; vacuum in the intake manifold; engine rotation speed (revs); position of the EGR motor; throttle position in percent; ignition timing, and fuel injection time. For a quicker assessment of the engine operating mode, lines with these parameters can be lined up on the scanner display. Below in the photo is an example of a fragment of the date of operation of the engine in normal mode. In this mode, the oxygen sensor switches, the vacuum in the manifold is 30 kPa, the throttle is open by 13%; lead angle 15 degrees. The EGR valve is closed. This arrangement and selection of parameters will save time on checking the condition of the engine. Here are the main lines with parameters for engine analysis.

And here is the date in the "lean" mode. When switching to lean mode, the throttle opens slightly, EGR opens, the oxygen sensor voltage is about 0, the vacuum is 60 kPa, the advance angle is 23 degrees. This is the lean mode of operation of the engine.


If the engine is working correctly, then under certain conditions, the engine control unit programmatically switches the engine to a lean operating mode. The transition occurs when the engine is fully warmed up and only after regassing. Many factors determine the lean process of an engine. When diagnosing, one should take into account the uniformity of fuel pressure, and the pressure in the cylinders, and the planting of the intake manifold, and the correct operation of the ignition system.

Structural execution. Fuel rail, injectors, injection pump.

fuel rail

On the first direct injection engine, the designers used collapsible low-resistance injectors controlled by a high-voltage driver. The fuel rail has a 2-storey structure of different diameters. This is necessary to equalize the pressure. The next photo shows the high pressure fuel cells of the 3S-FSE engine.
Fuel rail, fuel pressure sensor on it, emergency pressure relief valve, injectors, high pressure fuel pump and main pipes.

In engines with direct injection, the operation of the first pump is not limited to 3.0 kilograms. Here, the pressure is slightly higher than about 4.0-4.5 kg to ensure proper nutrition of the high-pressure fuel pump in all operating modes. Measurement of pressure during diagnostics can be done with a pressure gauge through the inlet port directly on the injection pump. When starting the engine, the pressure should “build up” to its peak in 2-3 seconds, otherwise the start will be long or not at all. If the pressure exceeds 6 kg, then it will inevitably be very difficult for the engine to start on hot. stumble under hard acceleration
In the photo, the pressure of the first pump on the 3S-FSE engine is measured (the pressure is below normal, the first pump needs to be replaced.) If the pressure is above 4.5 kg, then you need to pay attention to the clogging of the grid at the injection pump inlet. Or to jamming of the pressure return valve "in the injection pump. The valve is dismantled from the pump and washed in ultrasound. The photo shows the return valve and its installation location in the injection pump.

After cleaning the screen or repairing the return valve, the pressure becomes correct.

Since the engines were produced for the domestic market of Japan, the degree of fuel purification does not differ from conventional engines. The first screen screen is in front of the pump in the fuel tank.

Then the second filter fine filter engine (3S-FSE) (by the way, it does not retain water).
When replacing the filter, it is not uncommon for the fuel cartridge to be incorrectly assembled. This results in loss of pressure and failure to start.

This is how the fuel filter looks like after 15,000 miles. A very decent barrier to gasoline debris. With a dirty filter, the transition to lean mode is either very long, or it does not exist at all.

And the last fuel filtration screen is a grid at the injection pump inlet. From the first pump, fuel with a pressure of approximately 4 kg enters the injection pump, then the pressure rises to 120 kg and enters the fuel rail to the injectors. The control unit evaluates the pressure from the pressure sensor signal. The ECM adjusts the pressure using the regulator valve on the injection pump. In the event of an emergency increase in pressure, the pressure reducing valve in the rail is activated. So briefly organized fuel system on the engine. Now more about the components of the system and how to diagnose and check.

High pressure fuel pump (TNVD)

The high pressure fuel pump has a fairly simple design. The reliability and durability of the pump depend (like many things from the Japanese) on various small factors, in particular on the strength of the rubber seal and the mechanical strength of the pressure valves and plunger. The structure of the pump is ordinary and very simple. There are no revolutionary solutions in the design. The basis is a plunger pair, an oil seal separating gasoline and oil, pressure valves and an electromagnetic pressure regulator. The main link in the pump is a 7mm plunger. As a rule, the plunger does not wear out much in the working part (unless, of course, abrasive gasoline is used.) The main problem in the pump is the wear of the rubber seal (the life of which is determined by no more than 100 thousand kilometers). This resource, of course, underestimates the reliability of the engine. The pump itself costs crazy money 20-25 thousand rubles (Far East). On 3S-FSE engines, three different injection pumps were used, one with an overhead pressure regulator valve and two with a side one.
Below are photos of the pump, and the details of its components.


Disassembled pump 3S-FSE engine, pressure valves, pressure regulator, stuffing box and plunger, stuffing box seat.

When operating on low-quality fuel, corrosion of pump parts occurs, which leads to accelerated wear and loss of pressure. The photo shows signs of wear in the pressure valve core and plunger thrust washer.

A method for diagnosing a fuel pump (TNVD) by pressure, and by leakage of the stuffing box.

To control the pressure, you have to use the readings taken from the electronic pressure sensor. The sensor is installed at the end of the fuel distribution rail. Access to it is limited and, therefore, measurements are easier to make on the control unit. For TOYOTA VISTA and NADIA, this is pin B12 - engine ECU (wire color is brown with a yellow stripe) The sensor is powered by 5v. At normal pressure, the sensor readings change in the range (3.7-2.0 V) - the signal output on the PR sensor. The minimum readings at which the engine is still able to operate at x \ x -1.4 volts. If the readings from the sensor are below 1.3 volts for 8 seconds, the control unit will register a fault code P0191 and stop the engine. The correct readings of the sensor are at x \ x -2.5 V. In lean mode - 2.11 in.

Below is an example of a pressure measurement. The pressure is below normal - the cause of the loss is leakage in the pressure valves of the injection pump. Further, the pressure during engine operation in normal mode and in lean mode.

It is necessary to register the leakage of gasoline into the oil using a gas analyzer. The reading of the CH level in the oil should not exceed 400 units with a warm engine. The ideal option is 200-250 units. The photo is normal.

When checking, the gas analyzer probe is inserted into the oil filler neck, and the neck itself is closed with a clean rag.


Abnormal readings level CH-1400 units - the pump seal is leaking and the pump needs to be replaced. If the gland leaks, a very large minus correction will be registered in the date.

And when fully warmed up, with a leaking stuffing box, the engine speed will jump strongly at x \ x, when re-gassing, the engine stalls periodically. When the crankcase is heated, gasoline evaporates and re-enters the intake manifold through the ventilation line, further enriching the mixture. The oxygen sensor registers a rich mixture, and the control unit tries to make it poorer. It is important to understand that in such a situation, together with replacing the pump, it is necessary to change the oil and flush the engine. When using some brands of oils, the CH level will be increased due to the presence of aggressive additives, which is not a reason to replace the injection pump. You just need to change the oil and make a control run before making a diagnosis. In the next photo, fragments of measuring the level of CH in oil (inflated values)

How to repair a fuel pump.

The pressure in the pump disappears very rarely. The loss of pressure occurs due to the development of the plunger washer, or due to the sandblasting of the pressure regulator valve. From practice, the plunger practically did not wear out in the working area. The development was only in the working area of ​​the stuffing box.

Often it is necessary to sentence the pump due to problems with the stuffing box, which, when worn, begins to pass fuel into the oil. Checking the presence of gasoline in the oil is not difficult. It is enough to measure CH in the oil filler neck on a warm running engine. As noted earlier, the readings should be no more than 400 units. Unfortunately or fortunately, the manufacturer does not allow the replacement of the stuffing box, but only the replacement of the entire pump. This is partly the right decision, the risk of incorrect assembly is high. Repair of the mechanical part of the pump consists in grinding pressure valves and washers from wear marks. Pressure valves are the same size, they are easily lapped with any finishing abrasive for valve lapping. The pressure valve is pictured.

And then an enlarged pressure valve. The radial and wear-out corrosion of the metal is clearly visible.

I have come across one dubious type of pump repair. The repairmen glued part of the stuffing box from the 5A engine end-to-end with glue on the main pump seal. Outwardly, everything was beautiful, but only the reverse part of the stuffing box did not hold gasoline. Such repairs are unacceptable and may result in engine fire. The photo shows a glued seal.

If the owner continues to operate the car with a leaking oil seal in the injection pump, then gasoline will inevitably fall into the oil. Diluted oil destroys the engine. There is a global development of the cylinder-piston group. The sound of the engine becomes "diesel" The video shows an example of a worn engine.

Fuel rail, injectors and emergency pressure relief valve.

On 3S-FSE engines, the Japanese used for the first time a collapsible nozzle. A conventional injector capable of operating at a pressure of 120 kg. The massive metal body and grip grooves meant long-term use and maintenance. The rail with injectors is located in a hard-to-reach place under the intake manifold and noise protection.
But still, the dismantling of the entire assembly can be easily carried out from below the engine without much effort. The only problem is to swing the soured injector with a specially made key. 18 mm wrench with sharpened edges. All work has to be done through a mirror due to inaccessibility. During buildup, the injector can be unwound, therefore, during assembly, you should always check the orientation of the nozzle relative to the winding.



Further in the photo is a general view of the dismantled injector (injectors) of the 3S-FSE engine, a view of a contaminated nozzle (spray).

As a rule, during dismantling, traces of coking of the nozzle are always visible. This picture can be seen when using the endoscope, looking into the cylinders.


And with a strong magnification, one can clearly see the injector nozzle almost completely closed by coke.
Naturally, when contaminated, the spray and injector performance change greatly, affecting the operation of the entire engine as a whole. A plus in the design, no doubt, is the fact that the nozzles are perfectly washed. After flushing, the injectors are able to work normally for a long time without failures. Further in the photo is the injector in the analysis of the 3S-FSE engine.

The injectors can be checked on the stand for filling performance for a certain cycle and for the presence of leaks in the needle during the spill test.

The difference in filling in this example is obvious.

The nozzle should not give drops, otherwise it just needs to be replaced.

Of course, such injector tests at low pressure are not correct, but nevertheless, a long-term comparison proves that such an analysis has a right to exist.
Returning to the fact that the nozzle is collapsible, and the engine is battered, it is highly recommended not to disassemble the nozzle, so as not to disturb the lapping of the needle-seat connections. It is also important that the nozzle is oriented in a peculiar way for the correct hit of the fuel charge, and the violation of orientation leads to uneven work on x\x. When washing in ultrasound, in general, the first 10-minute cycle should be carried out without applying opening pulses. Then, after cooling the injector, repeat flushing with control pulses. Ultrasound, as a rule, cannot completely clean, knock out deposits from the injector. It is also more correct to use the throughput cleaning method when cleaning. Pump an aggressive solution under pressure into the injector for a while, and then blow it with compressed air with a cleaner.
In addition to mechanical problems with injectors, there are also electrical problems on 3S-FSE engines. The injectors have a winding resistance of 2.5 ohms. When the resistance of the injector winding changes, the control unit fixes an error: P1215 Injectors.

When the winding is closed to the case, two injectors are turned off. Injector control is organized in pairs 1-4 and 2-3 cylinders.

An example of a closed injector.

When diagnosing the power system and, in particular, injectors, gas analysis data in various engine operating modes should be compared. As an example, in normal mode, the CO level, with an injection time of 0.6-0.9 ms, should not exceed 0.3% (Khabarovsk gasoline), and the oxygen level should not exceed 1%; an increase in oxygen indicates a lack of fuel supply and, as as a rule, provokes the control unit to increase the feed.
The photo shows gas analysis readings from various vehicles.


In lean mode, the amount of oxygen should be about 10%, and the CO level should be zero (that's why it is lean injection).


You should also consider soot on candles. By soot, you can determine the increased or poor fuel supply.


Light iron (ferrous) soot indicates poor fuel quality and reduced supply.

On the contrary, excessive carbon deposits indicate an increased supply. A candle with such carbon deposits is not able to work correctly, and when checked on the stand, it shows breakdowns in carbon deposits, or the absence of sparking due to the reduced resistance of the insulator. After cleaning the injectors and subsequent installation of the injectors, the reflective and thrust washers should be glued with grease.

Since the pressure supplied to the injectors is several times greater than on simple engines, a special amplifier was used for control. The control is carried out by high-voltage pulses. This is a very reliable electronic unit. For all the time working with engines, there was only one failure, and even then because of unsuccessful experiments with power supply to the injectors. The photo shows the amplifier from the 3S-FSE engine.


When diagnosing a fuel system, one should pay attention (as mentioned above) to long-term fuel correction. If the reading is above 30-40 percent, the pressure valves in the pump and on the return line should be checked. There are frequent cases when the pump is replaced, the nozzles are washed, the filters are replaced, but there is no transition to depletion. The fuel pressure is normal (according to the readings of the pressure sensor). In such cases, the emergency pressure relief valve installed in the fuel rail should be replaced. If you replace the pump yourself, be sure to diagnose the condition of the pressure valves and check for debris at the pump outlet (dirt, rust, fuel sediment). The valve is not collapsible and if a leak is suspected, it is simply changed.
Inside the valve is a pressure valve with a powerful spring, designed for emergency pressure relief.
In the photo, the valve is disassembled. There is no way to repair it



With an increase, you can see the development in a pair (needle saddle)

Leaks in the valve connections cause pressure losses, which greatly affect the starting of the engine. Long rotation, black exhaust and no start will be the result of improper operation of the valve or pressure valves in the pump. This moment can be checked with a voltmeter at start-up on the pressure sensor and evaluate the pressure packing for 2-3 seconds of rotation of the starter.
It should be noted one more important point necessary for the successful launch of the 3S-FSE motor. The starting injector provides 2-3 seconds of fuel during a cold start to the intake manifold. It is she who sets the initial enrichment of the mixture, while pressure is being pumped up in the main line. The nozzle is also very well washed in ultrasound, and after washing it works for a long time and successfully.

Intake manifold and soot cleaning.

Almost any diagnostician or mechanic who changed the spark plugs in the 3S-FSE engine faced the problem of cleaning the intake manifold from soot. Toyota engineers organized the structure of the intake manifold in such a way that most of the products of complete combustion were not thrown into the exhaust, but rather remained on the walls of the intake manifold. There is an excessive accumulation of soot in the intake manifold, which greatly chokes the engine and disrupts the correct operation of the systems.

In the photographs, the upper and lower parts of the 3S-FSE engine manifold, dirty flaps. On the right in the photo is the EGR valve channel, all coke deposits originate from here. There is a lot of controversy whether or not to jam this channel in Russian conditions. In my opinion, when the channel is closed, fuel economy suffers. And this has been repeatedly tested in practice.

When changing spark plugs, be sure to clean the upper part of the intake manifold, otherwise the coke will come off during installation and fall into the lower part of the manifold.
When installing the collector, it is enough to wash the iron gasket from deposits, there is no need to use a sealant, otherwise the subsequent removal will be problematic.

This amount of deposits is dangerous for the engine.


Cleaning the soot in the upper part does not practically solve the problem. Basic cleaning is necessary for the lower part of the manifold and intake valves. Planting can reach 70% of the total volume of air passage. In this case, the system of variable intake manifold geometry ceases to work correctly. The brushes in the damper motor burn out, the magnets come off from excessive loads, the transition to depletion disappears. Further in the photographs are the vulnerable elements of the motor.

An additional problem is the removal of the lower part of the collector. It cannot be carried out without dismantling the engine mounting support, generator, and unscrewing the support studs (this process is very laborious). We use an additional homemade tool for unscrewing the studs, which makes it easier to dismantle the lower part, or we generally use resistance welding or semi-automatic welding to fix the nuts on the studs. Of particular difficulty for dismantling the collector is the plastic wiring. You have to literally find millimeters to unscrew.

Collector after cleaning.



Cleaned dampers should return under the action of the spring without biting. At the top, it is important to clean the EGR channels.
It is also necessary to clean the supravalvular space along with the valves. Further in the photographs, the valve and supravalvular space are dirty. Such deposits greatly affect fuel economy. There is no transition to lean mode. Starting is difficult. The winter launch can not even be mentioned in this position.

Timing.

The 3S-FSE engine has a timing belt. When the belt breaks, an inevitable breakdown of the block head and valves occurs. The valves meet the piston when they break. Belt condition should be checked at each diagnosis. Replacement is not a problem except for a small part. The tensioner must be either new or cocked before removal and installed under the check. Otherwise, the filmed video will be very difficult to cock. When removing the lower gear, it is important not to break the teeth (be sure to unscrew the locking bolt), otherwise the launch will fail and the gear will inevitably be replaced. Below is a photo of the timing belt when checking. This belt needs to be replaced.

When changing a belt, it is better to install a new tensioner, without compromise. The old tensioner easily resonates after re-cocking and installation. (At the interval of 1.5 - 2.0 thousand revolutions.) This sound plunges the owner into a panic. The engine makes a growling unpleasant sound.
Next in the photo are the alignment marks on the new timing belt,

Cocked tensioner and crankshaft gear. A bolt is clearly visible above the gear, which fixes its removal.





When the belt breaks, the valve head suffers. The valve inevitably bends when it collides with the piston.

Electronic choke.

The 3S-FSE engine was the first to use electronic throttle.

There are several problems associated with the malfunction of this node. Firstly, when the passage channel is contaminated, the speed x \ x decreases and the engine may stop after regassing. It is treated by cleaning with a carb cleaner.
After cleaning, it is necessary to reset the data on the state of the damper accumulated by the control unit by disconnecting the battery. Secondly, the failure of the APS and TPS sensors. When replacing the APS, adjustments are not needed, but when replacing the TRS, you will have to tinker. On the site http://forum.autodata.ru, diagnosticians Anton and Arid have already posted their algorithms for adjusting the sensor. But I use an arc method of tuning. I copied the sensor and thrust bolt readings from the new block and use this data as a matrix. Next in the photo are the alignment marks of the motor drive, deformed by incorrect installation of TPS.

Throttle position sensor drive, mounting matrix.

Problem sensors.

The main problematic sensor, of course, is the oxygen sensor with its eternal problem of a heater break. If the conductivity of the heater is disturbed, the control unit fixes an error and ceases to perceive the sensor readings. Corrections in this case are equal to zero and there is no transition to depletion.


Another problematic sensor is the auxiliary damper position sensor.

It is very rare that a pressure sensor on 3S-FSE engines has to be sentenced, only if a large amount of debris is found in the rail and traces of water.

When replacing valve stem seals, the camshaft sensor is sometimes broken. The start becomes very tight 5-6 cranks with the starter. The control unit registers error P0340.

The control connector of the camshaft sensor is located in the area of ​​\u200b\u200bthe antifreeze pipelines near the damper block. On the connector, you can easily check the performance of the sensor using an oscilloscope.
A few words about the catalyst. There are two of them on the engine. One is directly in the exhaust manifold, the second is under the bottom of the car. If the power supply system or the ignition system does not work properly, melting or planting of catalyst cells occurs. Loss of power, engine stops when warmed up. You can check the patency with a pressure sensor through the hole of the oxygen sensor. At elevated pressure, both kata should be checked in detail. In the photo, the connection point of the manometer. If, when the pressure gauge is connected, the pressure is higher than 0.1 kg at x / x, and when regassing it fills up for 1.0 kg, then there is a high probability of a clogged exhaust tract.

Appearance of the upper catalytic converters 3S-FSE engine.

bottom catalytic converter.


In the photo, the second, melted catalyst. Exhaust pressure reached 1.5 kg during regassing. At idle, the pressure was 0.2 kg. In this situation, such a catalyst must be removed, the only obstacle is that the catalyst must be cut out, and a pipe of the appropriate diameter must be welded in its place.

Ignition system.

The engine has an individual ignition system. Each cylinder has its own coil. The engine control unit is taught to control the operation of each ignition coil. In the event of a malfunction, errors corresponding to the cylinder are recorded. During the operation of engines, no special problems of the ignition system were noticed. Problems arise only because of improper repairs. When replacing the timing belt and oil seals, the teeth of the crankshaft marker gear break.

When changing spark plugs, the insulating tips of the ignition coils are torn.


This leads to skips when accelerating the car.
And when you tighten the upper nuts of the candle cups, engine oil begins to penetrate into the cups. Which inevitably leads to the destruction of the rubber tips of the coils. If the spark plugs are changed incorrectly, an electrical breakdown occurs outside the cylinder (current tracks) due to an increase in gaps. These breakdowns destroy both candles and rubber.

Conclusion.

The arrival of cars with engines equipped with direct fuel injection on our market made unprepared owners very worried. Unaccustomed to the normal proper maintenance of Japanese engines, the owners of the D-4 were not ready for the planned financial expenses and regular engine diagnostics. Of all the benefits - a slight reduction in fuel consumption in traffic jams, and acceleration characteristics. There were many shortcomings. Impossibility of guaranteed winter start of motors. Annual cleaning of collectors and the risks of replacing expensive parts and the unprofessionalism of repairmen - all this gave rise to a popular negative towards a new type of injection. But progress does not stand still and conventional injection is gradually being replaced. Technologies are becoming more complex, harmful emissions are decreasing even when using low-quality fuel. The 3S-FSE engine is almost never seen today. It was replaced by a new D-4 1AZ-FSE engine. And many shortcomings have been eliminated in it, and it is successfully conquering new markets. But that's a completely different story. The site has a detailed photo gallery of systems and sensors 3S-FSE engine.

All the necessary diagnostic procedures and repair work on the 3S-FSE engine can be performed at the Yuzhny auto complex, at the address Khabarovsk, st. Suvorov 80.

Bekrenev Vladimir.

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