Sensor O2 TOYOTA RAV4 2006 Service Workshop Manual

ENGINE - 2GR-FE ENGINE
271EG160
Timing Rotor
Intake VVT
Sensor
VC
VV1+
VV1 -ECM
Intake VVT Sensor (Bank 1) EG-112
2) MRE Type VVT Sensor
The MRE type VVT sensor consists of an MRE, a magnet and a sensor. The direction of the magnetic
field changes due to the different shapes (protruded and non-protruded portions) of the timing rotor,
which passes by the sensor. As a result, the resistance of the MRE changes, and the output voltage to
the ECM changes to Hi or Lo. The ECM detects the camshaft position based on this output voltage.
The differences between the MRE type VVT sensor and the pick-up coil type VVT sensor used on
the conventional models are as follows.
ItemSensor TypeItemMREPick-up Coil
Signal OutputConstant digital output starts from
low engine speeds.Analog output changes with the
engine speed.
Camshaft Position
Detection
Detection is made by comparing
the NE signals with the Hi / Lo
output switch timing due to the
protruded / non-protruded portions
of the timing rotor, or made based
on the number of the input NE
signals during Hi / Lo outputs.
Detection is made by comparing
the NE signals with the change of
waveform that is output when the
protruded portion of the timing
rotor passes.
Wiring Diagram

ENGINE - 2GR-FE ENGINE
232CH41
Engine
Speed
Sensor
OutputDigital
OutputEngine
Speed
Sensor
OutputNo Detecting
Analog Output
MRE Type Pick-up Coil TypeEG-113
Comparison between MRE Type and Pick-up Coil Type Output Waveform Images
Accelerator Pedal Position Sensor
The 2GR-FE engine uses the same accelerator pedal position sensor as the 2AZ-FE engine. For details, see
page EG-42.

ENGINE - 2GR-FE ENGINE
01MEG37Y
Throttle Body
Throttle Position
Sensor Portion
Magnetic Yoke
Hall IC
(For Throttle Position Sensor)
Magnetic Yoke A
Cross SectionView from A EG-114
Throttle Position Sensor
The non-contact type throttle position sensor uses a Hall IC, which is mounted on the throttle body.
The Hall IC is surrounded by a magnetic yoke. The Hall IC converts the changes that occur in the
magnetic flux at that time into electrical signals and outputs them in the form of a throttle valve effort
to the ECM.
The Hall IC contains circuits for the main and sub signals. It converts the throttle valve opening angles
into electric signals with two differing characteristics and outputs them to the ECM.

ENGINE - 2GR-FE ENGINE
230LX12238EG79
Throttle Position Sensor
Magnetic Yoke
Hall
IC
Hall
IC
Magnetic YokeVTA1
E
VC
VTA2ECMOutput
Voltage(V)
5
0
Fully CloseVTA2
VTA1
90(C)
Fully Open
Throttle Valve Opening Angle
Service Tip
The inspection method differs from the conventional contact type throttle position sensor because
this non-contact type sensor uses a hall IC. For details, refer to the 2006 RAV4 Repair Manual (Pub.
No. RM01M1U).
EG-115

ENGINE - 2GR-FE ENGINE
Service Tip
These knock sensors are mounted in the specific directions and angles as illustrated. To prevent the
right and left bank connectors from being interchanged, make sure to install each sensor in its
prescribed direction.
285EG55
Knock Sensor (Bank 1)
Engine
Front
Knock Sensor (Bank 2) EG-116
Knock Sensor (Flat Type)
The 2GR-FE engine uses the same knock sensor as the 2AZ-FE engine. For details, see page EG-39.

ENGINE - 2GR-FE ENGINE
238EG70
Synchronous Injection
IgnitionNon-synchronous Injection
Crankshaft Angle # 1
# 2
# 3
# 4
# 5
# 6
0
120240360480600720
Independent InjectionEG-117
Air-fuel Ratio Sensor and Heated Oxygen Sensor
The planar type air-fuel ratio sensor and the cup type heated oxygen sensor are used. For details, see page
EG-37.
6. SFI (Sequential Multiport Fuel Injection) System
An L-type SFI system directly detects the intake air mass with a hot wire type mass air flow meter.
An independent injection system (in which fuel is injected once into each cylinder for each two revolution
of the crankshaft) is used.
There are two (synchronous and non-synchronous) injections:
a) The synchronous injection in which corrections based on the signals from the sensors are added to the
basic injection time so that injection occurs always at the same position.
b) The non-synchronous injection in which injection is effected by detecting the requests from the signals
of the sensors regardless of the crankshaft angle.
Furthermore, to protect the engine and achieve lower fuel consumption, the system uses a fuel cutoff in
which the injection of fuel is stopped temporarily in accordance with the driving conditions.
This system performs group injection when the engine coolant temperature is extremely low and the
engine is operating at a low speed.
7. ESA (Electronic Spark Advance) System
This system selects the optimal ignition timing in accordance with the signals received from the sensors and
sends the (IGT) ignition signal to the igniter.

ENGINE - 2GR-FE ENGINE
01MEG18Y
Accelerator Pedal
Position SensorThrottle ValveThrottle Position Sensor
Throttle Control
Motor
Mass Air
Flow Meter
Cruise Control
Switch
Skid Control
ECUECMIgnition Coil
Fuel Injection EG-118
8. ETCS-i (Electronic Throttle Control System-intelligent)
General
In the conventional throttle body, the throttle valve angle is determined invariably by the amount of the
accelerator pedal effort. In contrast, ETCS-i uses the ECM to calculate the optimal throttle valve angle that
is appropriate for the respective driving condition and uses a throttle control motor to control the angle.
System Diagram
Control
1) General
The ETCS-i consists of the following five functions:
Normal Throttle Control (Non-linear Control)
IAC (Idle Air Control)
TRAC (Traction Control)
VSC (Vehicle Stability Control)
Cruise Control

ENGINE - 2GR-FE ENGINE
005EG13Y
: With Control
: Without Control
Ve h i c l e ’ s
Longitudinal G
Throttle Valve
Opening Angle
Accelerator Pedal
Depressed Angle
0
0
0
Time
EG-119
2) Normal Throttle Control (Non-linear Control)
The ECM controls the throttle to an optimal throttle valve angle that is appropriate for the driving
condition such as the amount of the accelerator pedal effort and the engine speed in order to realize
excellent throttle control and comfort in all operating ranges.
Control Examples during Acceleration and Deceleration
3) Idle Air Control
The ECM controls the throttle valve in order to constantly maintain an ideal idle speed.
4) TRAC Throttle Control
As part of the TRAC system, the throttle valve is closed by a demand signal from the skid control ECU
if an excessive amount of slippage is created at a driving wheel, thus facilitates the vehicle in ensuring
excellent vehicle stability and driving force.
5) VSC Coordination Control
In order to bring the effectiveness of the VSC system control into full play, the throttle valve angle is
controlled by effecting a coordination control with the skid control ECU.
6) Cruise Control
An ECM with an integrated cruise control ECU directly actuates the throttle valve for operation of the
cruise control.
Fail-safe of Accelerator Pedal Position Sensor
For details, see page 46 in 2AZ-FE engine section.
Fail-safe of Throttle Position Sensor
For details, see page 47 in 2AZ-FE engine section.

ENGINE - 2GR-FE ENGINE
285EG57
Exhaust Camshaft Timing OCV* (Bank 1)
Intake Camshaft Timing OCV* (Bank 1)
Exhaust VVT Sensor (Bank 1)
Engine Coolant Temperature Sensor
Intake Camshaft
Timing OCV* (Bank 2)
Exhaust VVT
Sensor (Bank 2)
Exhaust Camshaft
Timing OCV*
(Bank 2)
Intake VVT Sensor (Bank 2)
Crankshaft Position Sensor
Intake VVT Sensor (Bank 1)ECM
Mass Air Flow MeterThrottle Position Sensor
221EG16
Crankshaft Position Sensor
Mass Air Flow Meter
Throttle Position Sensor
Engine Coolant Temp. Sensor
Intake and Exhaust VVT Sensors
Vehicle Speed SignalECM
Ta r g e t Va l v e Ti m i n g
Feedback
Correction
Actual Valve Timing
Duty-cycle
Control
Camshaft Timing
Oil Control Valve
EG-120
9. Dual VVT-i (Variable Valve Timing-intelligent) System
General
The Dual VVT-i system is designed to control the intake and exhaust camshafts within a range of 40
and 35 respectively (of Crankshaft Angle) to provide valve timing that is optimally suited to the engine
condition. This improves torque in all the speed ranges as well as increasing fuel economy, and reducing
exhaust emissions.
*: Oil Control Valve
Using the engine speed signal, vehicle speed signal, and the signals from mass air flow meter, throttle
position sensor and engine coolant temperature sensor, the ECM calculates optimal valve timing for each
driving condition and controls the camshaft timing oil control valve. In addition, the ECM uses signals
from the camshaft position sensor and the crankshaft position sensor to detect the actual valve timing,
thus providing feedback control to achieve the target valve timing.

ENGINE - 2GR-FE ENGINE
01MEG19Y
VSV
Air Cleaner Cap
Vacuum Tank
Actuator
ECM
Air Intake Control Valve
01MEG20Y
Engine
Speed
SignalECMThrottle Position Sensor Signal
VSVVacuum TankIntake Air
Chamber
Air Cleaner Element
Actuator
Air Intake Control
Va l v e
Resonator Air
AirOpen
Throttle
Opening
Angle
CloseOpen
Low High
Engine Speed
Air Intake Control Valve Condition EG-128
11. Air Intake Control System
General
The system has a dual path design for air intake. An air intake control valve and actuator control the air flow
path.
As a result, a reduction in intake noise in the low-speed range and an increase in the power output in the
high-speed range are realized.
Layout of Components
Operation
When the engine is operating in the low-to-mid speed range, this control operates the air intake control
valve to close one side of the air cleaner inlet. As a result, the intake area has been minimized and the
intake noise is reduced.
When the engine is operating in the high-speed range, this control operates the air intake control valve
to open both sides of the air cleaner inlet. As a result, the intake area has been maximized and the intake
efficiency is improved.