ENGINE5SFE ENGINE 69

ENGINE

5SFE ENGINE
 DESCRIPTION
The 5SFE engine is designed on the basis of the dependable 3SFE engine, but has a larger piston displacement to
deliver increased torque in all ranges. The 3SFE engine is discontinued in the new lineup.
 70 ENGINE5SFE ENGINE

 ENGINE SPECIFICATIONS AND PERFORMANCE CURVE

Engine
5S FE
5SFE 3S FE
3SFE
Item
No. of Cyls. & Arrangement 4cylinder, Inline
4 Valves, DOHC,
Valve Mechanism
Belt & Gear Drive
Combustion Chamber Pentroof Type
Manifolds Crossflow
Displacement cu. in. (cc) 132.0 (2164) 121.9 (1998)
Bore x Stroke in. (mm) 3.43 x 3.58 (87 x 91)
Compression Ratio 9.5 : 1 9.3 : 1
Max. Output (SAENET) 130 HP @ 5400 rpm 115 HP @ 5200 rpm
Max. Torque (SAENET) 140 ft.lbs @ 4400 rpm 124 ft.lbs @ 4400 rpm
Fuel Octane Number (RON) 91
Oil Grade API SG API SF or SG
 ENGINE5SFE ENGINE 71

 ENGINE
1. Cylinder Head
 The squish area in the combustion chamber was redesigned to further improve the engines highspeed
performance. The new engine has a part of the squish area around the intake valve area removed to reduce intake
air resistance.

2. Cylinder Head Bolts and Gasket

 Plastic regiontightening bolts are used to improve sealing integrity of the cylinder head gasket.
 The cylinder head gasket is made out of graphite fibers, a new industrial material known for outstanding heat
resistance. Sealing performance is further enhanced by addition of wire rings around bore grommets and orings
in the blowby gas holes and oil return holes.
72 ENGINE5SFE ENGINE

3. Cylinder Block
 To coincide with the increase in the piston displacement, the cylinder block skirt was redesigned and the bore wall
was made thicker than in the previous engine. The rightside mounting bracket area, blocktotransmission joint,
etc., were reinforced to further reduce vibration and noise.

 The crankshaft bearing area is made more rigid to suppress the crankshaft radial movement and thus further reduce
transmitted noise.

4. Piston and Piston Rings

 The semifloating piston pin of the 3SFE
engine was replaced with fullfloating pin in the
new 5SFE engine. The piston pin diameter was
increased from 0.79 in. to 0.87 in. (from 20 to 22
mm) to further increase the pin rigidity.

 The overall piston weight was reduced by

redesigning the piston skirt without affecting its
rigidity.

5. Crankshaft
 The crankshaft of the new 5SFE engine is made of forged iron (cast iron in the 3SFE engine). Furthermore, the
pin diameter was increased from 1.89 to 2.05 in. (from 48 to 52 mm) to drastically improve rigidity.
 ENGINE5SFE ENGINE 73

6. Connecting Rod and Connecting Rod Bearings

 The connecting rod is hotforged type.
 The connecting rod bearing cap is fastened with
plastic region bolts.

 To coincide with the new connecting rod, the

connecting rod bearing is made of highly
heatresistance kelmet alloy.

7. Flywheel
 The crankshaft is fastened by 8 bolts to further
increase reliability.

 VALVE MECHANISM
Valve Timing
The valve timing was changed as shown below to further improve performance.
 74 ENGINE5SFE ENGINE

 LUBRICATION SYSTEM
Oil Cooler
An oil cooler is installed in the GTS with manual transmission.

 COOLING SYSTEM
General

 The diameter of the thermostat was increased from 1.18 to 1.38 in. (from 30 to 35 mm) to more efficiently cool
the engine around the port area in the cylinder head and around spark plugs.

 The radiator tube design was changed to optimize flow and the fin shape was reviewed in order to further improve
cooling performance and reduce the overall weight.

 INTAKE SYSTEM
Resonator
A resonator is fitted to the air intake hose to reduce intake air noise.
 ENGINE5SFE ENGINE 75

 ENGINE MOUNTING
1. General
 The new 5SFE engine is mounted at four points the same as 3SFE engine.
 A newlydeveloped, cylindrical, liquidfilled compound mount is used at the left and right sides to reduce the
engine noise and vibration.

 The righthand mounting bracket is made of aluminum to reduce weight and increase rigidity.
 A stay is added to left and right mounts and a dynamic damper is added to the righthand mount to further reduce
vibration and noise.

2. Cylindrical Liquidfilled Compound Mount

The newlydeveloped, cylindrical, liquidfilled compound mount has an insulator filled with a fluid. The fluid inside
the fluid chamber reduces the dynamic spring modulus in the highfrequency range and thus increases quietness in
the passenger compartment. The flow of fluid through the orifice increases the damping coefficient and thus
suppresses the engine vibration.
76 ENGINE5SFE ENGINE

 ENGINE CONTROL SYSTEM

1. General
The engine control system for the 5SFE engine is similar to the 3SFE engine. However, the Dtype EFI system
has been adopted along with the EGR cutoff control system. The engine control system is matched to the 5SFE
engine.
The following table gives a comparison between the engine control system for the 5SFE engine and 3SFE engine.

Engine
5S FE
5SFE 3S FE
3SFE
System
 A Dtype EFI system is used which  An Ltype EFI system is used which
indirectly detects intake air volume by the directly detects the intake air volume with
EFI manifold pressure sensor signal. a vane type air flow meter.
(Electronic Fuel
Injection)  The fuel injection system is 
simultaneously an all injection system
(one injection per engine revolution).
 Ignition timing is determined by the ECU 
based on signals from various sensors.
ESA  In vehicles equipped with automatic 
(Electronic Spark transaxle, the torque control compensation N.A.
Advance) during gear shifting has been used to
minimize the shift shock (only A241E
A/T).
ISC
A rotary solenoid type ISC system is used,
(Idle Speed
which controls the fast idle and idle speeds.
Control)
By controlling the EGRVSV in
accordance with the coolant temperature or
EGR CutOff
engine speed, drivability of the vehicle and N.A.
Control
durability of the EGR components is
maintained.
Fuel pump operation is controlled by
Fuel Pump Fuel pump operation is controlled by
signals from ECU based on the engine
Control signals from air flow meter.
speed signal (Ne).
By controlling the air conditioner By controlling the air conditioner
Air Conditioner compressor in accordance with the throttle compressor in accordance with the throttle
CutOff Control valve opening angle and the vehicle speed, valve opening angle, the vehicle speed and
drivability is maintained. drivability is maintained.
 When a malfunction occurs, the ECU
diagnoses and memorizes the failed
Diagnosis section.
 13 diagnostic items (15 for California) are  14 diagnostic items (16 for California) are
monitored by the ECU. monitored by the ECU.
When a malfunction occurs, the ECU stops
FailSafe or controls the engine according to the data
already stored in memory.
 ENGINE5SFE ENGINE 77

Engine control system for the 5SFE engine has the following functions:
EFI (Electronic Fuel Injection)
The ECU determines the fuel injection duration according to the intake manifold pressure, engine speed, coolant
temperature and other signals, then sends control signals to the fuel injectors. The fuel injection duration is also the
basis for deciding the fuel injection timing. The fuel injection system is simultaneously an injection system.
ESA (Electronic Spark Advance)
The ECU determines the amount of ignition advance in addition to the initial timing based on the intake manifold
pressure, engine speed, coolant temperature and other signals, then sends control signals to the igniter.
In vehicles equipped with automatic transaxle the ignition timing is delayed in accordance with the shift positions
during all shifting to control the engine output temporarily and reduce shift shock (only A241E A/T).
ISC (Idle Speed Control)
By means of engine speed signals, the ECU sends control signals to the ISC valve to maintain actual idle speed at
the target idle speed stored in the ECU. Also, while the engine is warming up, the ECU, based on coolant temperature
signals, sends controls signals to the ISC value to increase engine speed to fast idle.
EGR CutOff Control
The ECU sends a signal to the EGR VSV to shutoff the EGR according to the coolant temperature, engine speed
and intake manifold pressure. This helps to maintain drivability of the engine under cold temperature and at high
engine rpm, and durability of EGR components.
Fuel Pump Control
Normally, the ECU controls the operation of the fuel pump based on the engine speed signal detected by the
distributor. While the engine is cranking, however, the ST signal from the ignition switch controls the fuel pump.
Air Conditioner CutOff Control
The ECU sends control signals to the air conditioner amplifier base don the throttle position, vehicle speed and air
conditioner switch signals to shutoff the air conditioner compressor temporarily to maintain drivability while the
air conditioner is operating.
Diagnosis
The ECU is constantly monitoring signals from each sensor. If trouble develops with the signals, the CHECK
ENGINE lamp inside the meter panel lights up and informs the driver of the malfunction. The contents of the trouble
codes are stored in ECU memory and when the T and E1 terminals in the check connector are connected, the ECU
outputs the trouble code by flashing the CHECK ENGINE lamp.
FailSafe
If the ECU judges from the signals from each sensor that there is a malfunction, it will continue the engine operation,
using its own data or it will stop the engine.
78 ENGINE5SFE ENGINE

2. Construction
The engine control system can be broadly divided into three groups; the sensors, the ECU and the actuators.

*1: Applicable only to A241E automatic transaxle models.

*2: Applicable only to California specification vehicles.
*3: Refer to page 115 for detail.
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3. Engine Control System Diagram

80 ENGINE5SFE ENGINE

4. Arrangement of Engine Control System Components

 ENGINE5SFE ENGINE 81

5. Construction and Operation of Main Components

Distributor
The conventional distributor (having a builtin coil) used on the 3SFE engine was replaced with a separate coil type
distributor in the new 5SFE engine. The diameter of the hightension cord was changed from 0.28 to 0.20 in. (from
7 to 5 mm) to reduce weight. The new distributors basic function remains the same as the previous model.

Manifold Pressure Sensor

To coincide with the addition of the Dtype EFI system, a manifold pressure sensor is now fitted to the intake system
of the new engine. The sensor is built and operates basically the same as in the 4AFE engine for the Corolla
AllTrac/4WD station wagons (89 model AE95 series).
82 ENGINE5SFE ENGINE

Throttle Position Sensor

Two types of throttle position sensors (point type and linear type) are used in the 5SFE engine, and used selectively
according to the transaxle type.

Transaxle Type Throttle Position Sensor

Manual Transaxle (S53)
Point Type
Automatic Transaxle (A241L)
Automatic Transaxle (A241E) Linear Type

Point Type

Linear Type
 ENGINE5SFE ENGINE 83

6. EFI (Electronic Fuel Injection)

General
The EFI system consists of three subsystems as in the 3SFE engine; the fuel, air induction and electronic control
subsystems. All of the three systems were modified to match the new 5SFE engine.
Fuel System
The fuel injectors have two holes as in the previous model, but the moving parts were modified to make the injector
more compact and lightweight and further reduce the minimum operating voltage. The injector volume was increased
to match the higher output.

Air Induction System

1) Throttle Body
The ISC valve is integrated into the throttle
body to reduce the overall weight.
84 ENGINE5SFE ENGINE

Electronic Control System

1) Injection Duration Control
The ECU determines the duration of each injection cycle in three steps as shown below, the same as in the 3SFE
engine.
Step 1: Determination of Basic Injection Duration
Step 2: Determination of Adjusted Injection Duration
Step 3: Determination of Length of Injection Signal
The EFI in the 5SFE engine controls step three in the same way as the EFI in the 3SFE engine, but due to the
adoption of the Dtype EFI system which uses a manifold pressure sensor, the methods of determining the basic
injection duration in Step 1, and or acceleration enrichment and power enrichment in Step 2, have been
changed.

a. Basic Injection Duration Determined

The basic injection duration is determined by the manifold pressure (PIM signal) and the engine speed (Ne
signal). The internal memory of the ECU contains data of various basic injection durations for various manifold
pressures and engine speeds.
 ENGINE5SFE ENGINE 85

b. Acceleration Enrichment
The ECU sends signal to the injector to inject RELEVANT SIGNALS
extra fuel during acceleration in order to
maintain drivability.  Intake manifold pressure (PIM)
The ECU detects engine acceleration  Throttle position (IDL)
conditions based on the manifold pressure
changes.  Coolant temperature (THW)
 Engine speed (Ne)

c. Power Enrichment
When the ECU determines from the throttle RELEVANT SIGNALS
position and intake manifold pressure that the
injection duration is in the power range, it  Intake manifold pressure (PIM)
increases the injection volume according to
engine conditions at that time in order to
 Throttle position (PSW or VTA)
maintain good drivability.  Engine speed (Ne)

2) Fuel CutOff
Fuel cutoff during deceleration is carried out in the same way as in the 3SFE engine. The fuel is also cut at
an engine speed of 6500 rpm to prevent engine overrunning.
86 ENGINE5SFE ENGINE

7. ESA (Electronic Spark Advance)

General
The principles of ignition timing control are the same as in the 3SFE engine. However, with the adoption of the
Dtype EFI system, the method for calculating the basic ignition advance angle when the IDL contacts are open has
been changed.
Also, for vehicles equipped with A241E automatic transaxle, torque control compensation is added to minimize the
shift shock when shifting.
Determination of Basic Ignition Advance Angle
The basic ignition advance angle when the IDL contacts are closed is determined by the ECU from the engine speed,
same as in the 3SFE engine. When the IDL contacts are open, the most appropriate basic ignition advance angle
is selected by the ECU from basic ignition advance angle data stored in the ECU. This data is determined in
accordance with the engine speed and intake air volume in the case of the Ltype EFI system in the 3SFE engine,
but in the Dtype EFI system in the 5SFE engine, it is determined in accordance with the engine speed and intake
manifold pressure.

Basic Ignition Advance Angle Data
RELEVANT SIGNALS

 Intake manifold pressure (PIM)

 Engine speed (Ne)
 Throttle position (IDL)

Torque Control Compensation During Shifting (Only A241E A/T)

In the case of vehicles equipped with A241E automatic transaxle, each clutch and brake of the planetary gear unit
in the transaxle generates shock more or less during shifting. In the 5SFE engine, this shock is minimized by delaying
the ignition timing when gears are shifted in the automatic transaxle.
The ECU judges the vehicles condition by engine speed and torque converter turbine runner speed, then determines
the optimum amount of ignition timing delay from gear shifting mode (12, 23, 34, 43, 32, 21) and the
throttle valve opening angle.
This compensation is not performed at times when RELEVANT SIGNALS
the coolant temperature is below 140F (60C),
when the battery terminal voltage is below 8V, or  Engine speed (Ne)
when the No. 2 shift solenoid valve in the automatic
transaxle is malfunctioning.
 Vehicle speed (SP2)
 Throttle position (VTA)
 Coolant temperature (THW)
 Gear shift position (S1, S2)
 Battery (+B)
 ENGINE5SFE ENGINE 87

8. ISC (Idle Speed Control)

General
The rotary solenoid type ISC valve of the 3SFE engine is retained for the 5SFE engine. Although the basic valve
construction and operation remain unchanged, a feedback control is added in the new engine for the air conditioner
feature and the valve is made more compact and lightweight.

Feedback Control During Air Conditioner Operation

When the ECU receives a signal from the air RELEVANT SIGNALS
conditioner amplifier, it opens the ISC valve to
increase idle speed. At the same time, it begins  Engine speed (Ne)
feedback control at a target idle speed for air
conditioner operation.
 Throttle position (IDL)
 Vehicle speed (SPD)
 Coolant temperature (THW)
 Neutral start switch (NSW)
 Air conditioner switch (A/C)
88 ENGINE5SFE ENGINE

9. EGR CutOff Control

This system actuates the VSV to replace intake manifold vacuum acting on the EGR vacuum modulator with
atmospheric air and thus shuts off the EGR.

Operation
The ECU actuates the VSV and cuts the EGR from
the system when the coolant temperature is below
140F (60C) or the engine speed is about 4400 rpm
to maintain drivability. The ECU also actuates the
VSV and cuts the EGR from the system when the
intake manifold pressure is above a predetermined
level to maintain durability of the EGR
components.
10.Fuel Pump Control
See page 64 under 3SGTE engine for detail.

11.Air Conditioner CutOff Control

See page 65 under 3SGTE engine for detail.
 ENGINE5SFE ENGINE 89

12.Diagnosis
The diagnostic system in the new 5SFE engine monitors thirteen conditions (fifteen for California) in the chart
below. The purpose of this system is the same as for the current 3SFE engine, but diagnostic items have been changed
to match the 5SFE engine.
Diagnostic Items
Code CHECK
No. Item Diagnosis Trouble Area ENGINE
Lamp
 Distributor circuit

12 RPM Signal
No Ne or G signals to ECU within 2 seconds after the engine is  Distributor
ON
cranked.
 Starter signal circuit
 ECU

 Distributor circuit
13 RPM Signal No Ne signal to ECU when the engine speed is above 1000 rpm.  Distributor ON
 ECU

 Igniter circuit
14 Ignition Signal No IGf signal to ECU 4
5 times in succession.  Igniter ON
 ECU

21
Oxygen Sensor During airfuel ratio feedback correction, voltage output from the
oxygen sensor does not exceed a set value on the lean side and the rich
 Oxygen sensor circuit
ON
Signal
side continuously for a certain period.  Oxygen sensor

 Water temp. sensor circuit

22
Water Temp.
Sensor Signal Open or short circuit in water temp. sensor signal (THW).  Water temp. sensor ON
 ECU

 Intake air temp. sensor circuit

24
Intake Air Temp.
Sensor Signal Open or short circuit in intake air temp. sensor signal (THA).  Intake air temp. sensor ON*
 ECU

 Injector circuit
 Injector
 Fuel line pressure

25
Airfuel Ratio  Oxygen sensor circuit
ON*

Lean Malfunction 1)* When airfuel ratio feedback correction value or adaptive control
value continues at the upper (lean) or lower (rich) limit for a certain Oxygen sensor
period of time or adaptive control value is not renewed for a certain  Intake manifold pressure

period of time.
Water temp. sensor ON
2)* When marked variation is detected in engine revolutions for each
cylinder during idle switch on and feedback condition.
 ECU

 Injector circuit

3) Open or short circuit in oxygen sensor signal.
Injector
26
Airfuel Ratio
Rich Malfunction  Intake manifold pressure ON*
 Water temp. sensor
 ECU

 Suboxygen sensor circuit

27* SubOxygen Open or short circuit in suboxygen sensor signal.  Suboxygen sensor ON
Sensor Signal
 ECU

 Manifold pressure sensor circuit

31
Manifold
Pressure Sensor Open or short circuit in manifold pressure sensor signal.  Manifold pressure sensor ON
Signal  ECU

 Open or short circuit in throttle position sensor signal (VTA). For

 Throttle position sensor circuit
A241E A/T.
41
Throttle Position
Sensor Signal  The IDL and PSW signal are output simultaneously for several  Throttle position sensor ON*
seconds. Except A241E A/T.  ECU

*: Applicable only to California specification vehicles.

 ENGINE5SFE ENGINE 90

Code CHECK
No. Item Diagnosis Trouble Area ENGINE
Lamp

No SP1 signal to ECU for 8 seconds when engine speed is between 2400
 No. 1 vehicle speed sensor circuit
42
Vehicle Speed
Sensor Signal rpm and 5000 rpm and coolant temp. is above 176F (80C), except when  No. 1 vehicle speed sensor OFF
racing the engine.
 ECU

 Starter signal circuit

43 Starter Signal
No STA signal to ECU until engine speed reaches 800 rpm with vehicle
not moving.  Ignition switch, main relay circuit OFF
 ECU

 EGR system components

71*
EGR System  EGR gas temp. below a predetermined level during EGR operation.  EGR gas temp. sensor circuit
ON
Malfunction
 Open circuit in EGR gas temp. sensor signal (THG).  EGR gas temp. sensor
 ECU

 A/C amplifier
 A/C switch circuit
 Neutral start switch circuit

51
Switch
Condition
No IDL signal or No NSW signal or A/C signal to ECU, with the  Neutral start switch
OFF
Signal
check terminals T and E1 connected.
 Throttle position sensor circuit
 Throttle position sensor
 Accelerator pedal and cable
 ECU

*: Applicable only to California specification vehicles.

NOTE:  If two or more malfunctions are present at the same time, the lowestnumbered diagnostic code will be
displayed first.
 All detected diagnostic codes, except 51, will be retained in memory by the ECU from the time of detection
until cancelled out.
 Once the malfunction is corrected, the CHECK ENGINE warning lamp will go out but the diagnostic
code(s) will remain stored in the ECU memory (except for code 51).
 After the malfunction is corrected, the diagnostic code is cleared by removing the EFI fuse for more than
10 seconds with the ignition switch off.

13.FailSafe
The failsafe function of the 3SFE engine is also used in the new 5SFE engine plus the following additional
function.
Manifold Pressure Sensor Malfunction
The airfuel ratio deviated from normal if the signal from the pressure sensor is open or shorted, causing improper
engine running. In this case, a backup mode operates and maintains the ignition timing and fuel injection timing
at fixed values to continue operation.
91 ENGINE5SFE ENGINE

 EMISSION CONTROL SYSTEM

1. System Purpose

System Abbreviation Purpose

Positive crankcase ventilation PCV Reduces blowby gas (HC)
Evaporative emission control EVAP Reduces evaporative HC
Exhaust gas recirculation EGR Reduces NOx
Threeway catalyst TWC Reduces HC, CO and NOx
Electronic fuel injection EFI Regulates all engine conditions for reduction
of exhaust emissions.

2. Component Layout and Schematic Drawing

*: Applicable only to California specification vehicles.