Control the 2UR-FSE Engine

EG-58 ENGINE — 2UR-FSE ENGINE
JENGINE CONTROL SYSTEM

1. General
The engine control system of the 2UR-FSE engine has the following features.
System Outline
· A D-4S SFI system directly detects the intake air mass with a hot-wire
type mass air flow meters.
· The D-4S (Direct injection 4-stroke gasoline engine Superior version)
D-4S SFI
system is a fuel injection system which combines direct injection
(Sequential Multiport
injectors and port injection injectors.
Fuel Injection)
· Based on signals from each sensor, the ECM controls the injection
[See page EG-76]
volume and timing of each type of injector (direct and port injection
types) according to the engine speed and the engine load in order to
optimize combustion conditions.
· Ignition timing is determined by the ECM based on signals from
various sensors. The ECM corrects ignition timing in response to
ESA engine knocking.
(Electronic Spark Advance) · This system selects the optimal ignition timing in accordance with the
signals received from the sensors and sends the ignition signal (IGT)
to the igniters.
ETCS-i
Optimally controls the throttle valve opening in accordance with the
(Electronic Throttle Control
amount of accelerator pedal effort and the conditions of the engine and
System-intelligent)
the vehicle.
[See page EG-79]
· Controls the intake and exhaust camshafts to an optimal valve timing
in accordance with the engine conditions.
· The intake side is VVT-iE (Variable Valve Timing-intelligent by
Dual VVT-i
Electric motor) and uses an electric motors to control the valve timing.
(Variable Valve
The exhaust side is VVT-i (Variable Valve Timing-intelligent) and
Timing-intelligent)
uses engine oil pressure to control the valve timing.
[See page EG-81]
· Compared to the conventional VVT-iE, the operating range has been
increased from 40°to 55°to the retard side. This reduces vibration
when the engine is started.
ACIS
The intake air passages are switched according to the engine speed and
(Acoustic Control
throttle valve opening angle to provide high performance in all speed
Induction System)
ranges.
[See page EG-91]
HCAC (Hydro-Carbon Operates the HCAC valve by using engine vacuum and introduces
Adsorber and Catalyst) hydrocarbons into the HC adsorber and adsorbs them in order to adsorb
Control more of the hydrocarbons contained in exhaust gas when the engine is
[See page EG-93] started (the TWC is cold).
For High Regulates the fuel pressure within a range of 4 to 13 MPa in accordance
Fuel Pressure Side with the driving conditions.
Pump For Low · Fuel pump operation is controlled by signals from the ECM.
Control Pressure Side · The fuel pump is stopped, when the SRS airbag is deployed in a
[See page EG-94] frontal, side, or rear side collision.
(Continued)
NM
05A0U
ENGINE — 2UR-FSE ENGINE EG-59
System Outline
Air Fuel Ratio Sensor Maintains the temperature of the air fuel ratio sensors and heated oxygen
and Heated Oxygen Sensor sensors at an appropriate level to increase accuracy of detection of the
Heater Control oxygen concentration in the exhaust gas.
Cooling fan operation is controlled by signals from the ECM based on
Cooling Fan Control
the engine coolant temperature, inverter water temperature, and the air
[See page EG-95]
conditioning operating condition.
Oil Replacement Reminder Based on the driven distance of the vehicle, the ECM reminds the driver
[See page EG-97] of the need to replace the engine oil via the multi-information display.
· A control system that functions as follows is used: When the engine
is stopped while the vehicle is in motion or stopped, the fuel
vapor-containment valve keeps the fuel tank sealed to prevent the fuel
vapor from being discharged. Only when the engine is operating, the
fuel vapor-containment valve operates, allowing the canister to absorb
the fuel vapor, which is subsequently consumed by the engine.
Evaporative Emission
· A refueling control system that functions as follows is used: When the
Control
internal pressure of the fuel tank is high because it is sealed, this system
[See page EG-99]
lowers the internal pressure of the fuel tank before opening the fuel EG
filler door and refueling the tank.
· Approximately five hours after the power switch has been turned OFF,
the ECM operates the canister pump module to detect any evaporative
emission leakage occurring between the fuel tank and the canister
through changes in the fuel tank pressure.
Prohibits fuel delivery and ignition if an attempt is made to start the
HV Immobilizer
engine with an invalid key.
Diagnosis When the ECM detects a malfunction, the ECM diagnoses and
[See page EG-123] memorizes the failed section.
Fail-safe When the ECM detects a malfunction, the ECM stops or controls the
[See page EG-123] engine according to the data already stored in the memory.
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2. Construction
The configuration of the engine control system is as shown in the following chart.
MASS AIR FLOW METER SFI (For Direct Injection)

VG #1 IJ1
Bank 1 No.1 Injector
VG2 #4 IJ4
Bank 2 No.4 Injector
#6 IJ6
NO.1 No.6 Injector
#7 INJECTOR IJ7
DRIVER No.7 Injector
FPF1 (EDU)
INJ1 FUEL PUMP CONTROL

INTAKE AIR TEMP. SENSOR (For High Pressure Side)
INJ2
FP
THA FPD Spill Control Valve (Bank 1)
Bank 1
THA2
Bank 2 IREL
EDU 1 RELAY (Power Distributor)
#2 SFI (For Direct Injection)

IJ2
#3 No.2 Injector
IJ3
CRANKSHAFT POSITION NE #5 No.3 Injector
SENSOR NO.2 IJ5
#8 No.5 Injector
INJECTOR IJ8
FPF2 DRIVER
No.8 Injector
(EDU)
INJ3
INJ4
FUEL PUMP CONTROL
CAMSHAFT POSITION G2 (For High Pressure Side)
SENSOR FPD2 FP2
ECM Spill Control Valve (Bank 2)
IREL
EDU 2 RELAY (Power Distributor)
DSVR
ENGINE COOLANT THW RELIEF VLV RELAY (Power Distributor)
TEMPERATURE SENSOR
ELECTRONIC RELIEF VALVE
SFI (For Port Injection)
FUEL PRESSURE SENSOR PR #10 to #80 No.1, 2, 3, 4, 5, 6, 7, 8

(For High Pressure Side) Injector
ESA
IGT1, 4, 6, 7
IGF1
No.1, 4, 6, 7
Ignition Coil with Igniter
KNOCK SENSOR
KNK1
Bank 1, Sensor 1 No.1, 4, 6, 7 Spark Plug
KNK3 IGT2, 3, 5, 8
Bank 1, Sensor 2 No.2, 3, 5, 8
KNK2 IGF2
Bank 2, Sensor 1 Ignition Coil with Igniter
KNK4
Bank 2, Sensor 2
No.2, 3, 5, 8 Spark Plug
(Continued)
05AEG51TE
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ETCS-i
THROTTLE POSITION VTA1
SENSOR M
VTA2 Throttle Control Motor
VVT-iE (Intake Side)

EDT1
EMR1
EMF1
Camshaft Control Motor
(Bank 1)
EMD1
INTAKE VVT SENSOR
VV1
Bank 1 VVT LH Relay
VV2 EDT2
Bank 2 EMR2
EMF2 Camshaft Control Motor
(Bank 2)
EMD2
EG
VVT RH Relay
VVT-i (Exhaust Side)

EXHAUST VVT SENSOR
OE1 Camshaft Timing
EV1 Oil Control Valve (Bank 1)
Bank 1
EV2
Bank 2 OE2 Camshaft Timing
Oil Control Valve (Bank 2)
ECM
ACIS
ASM
ACIS Actuator
FUEL PUMP CONTROL

(For Low Pressure Side)
FC
Circuit Opening Relay
FPR
Fuel Pump Relay
AIR FUEL RATIO SENSOR

HEATER CONTROL
AIR FUEL RATIO SENSOR HA1A
A/F Sensor Heater (Bank 1)
A1A
Bank 1, Sensor 1
A2A A/F Relay (Power Distributor)
Bank 2, Sensor 1
HA2A
A/F Sensor Heater (Bank 2)
HEATED OXYGEN SENSOR HEATED OXYGEN SENSOR

OX1B
HEATER CONTROL
Bank 1, Sensor 2 HT1B
OX2B Oxygen Sensor Heater (Bank 1)
Bank 2, Sensor 2 HT2B
Oxygen Sensor Heater (Bank 2)
(Continued)
05AEG52TE
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+B, +B2
EFI MAIN 2 RELAY MREL EVAPORATIVE EMISSION
CONTROL
EFI MAIN RELAY Canister Pump Module
MPMP
BATT Leak Detection Pump
BATTERY VPMP
+BM Vent Valve
PTNK PPMP
Fuel Tank Pressure Sensor Canister Pressure Sensor
LIDO
Filler Door Courtesy Switch PRG
Purge VSV
FUEL
Fuel Filler Door Switch CCV2
Fuel Vapor-containment Valve
FUO
Exhaust Gas THE1 to 4 Fuel Filler Door Opener
Temperature Sensors
COMBINATION METER ECM HCAC SYSTEM
MIL (Malfunction Indicator Lamp)

W HCC1 Hydrocarbon Adsorber
Catalyst Switching Valve
CAN
LST1, 2 (Braking and
Driving Bus)
Meter ECU SKID CONTROL ECU
Multi-information Display
DRIVING SUPPORT ECU
CAN
(V Bus)
A/C ECU
ID CODE BOX
TACH
TC
DLC3
IGSW ACCELERATOR PEDAL
POSITION SENSOR
KSW
CAN NEO1 GO1

(Powertrain MG ECU
Bus)
AIRBAG SENSOR ASSEMBLY

IG2 RELAY HV ECU
COOLING FAN CONTROL
MAIN BODY ECU FRONT CONTROLLER Cooling Fan ECU

CAN
(MS Bus)
Fan Motor Main, Sub
05AEG53TE
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3. Engine Control System Diagram

CAN (MS Bus)
Main Body ECU Front Controller
Combination Meter (Meter ECU)

IG2 · MIL Cooling Fan
Relay · Multi-information Display ECU
Accelerator Pedal
A/C ECU Position Sensor Fan Motor Main, Sub
Battery
DLC3 MG ECU ID Code Box Airbag Sensor Assembly
Fuel Pump Circuit
Resistor Opening
Relay HV ECU Skid Control ECU
CAN (V Bus)
Fuel Pump CAN
Relay (Powertrain Driving Support ECU
Bus) CAN (Braking and Driving Bus)
Fuel Filler Door Switch
ECM
EG
Relief VLV EDU 2 Relay EDU 1 Relay

Relay (Power (Power
(Power Distributor) Mass Air Mass Air Distributor)
Distributor) Flow Meter Flow Meter
Intake Air Temp. Intake Air Temp.
No.2 Injector Sensor Sensor No.1 Injector
Driver (EDU) Driver (EDU)
Throttle Position Sensor Throttle Control Motor

Purge VSV
Electronic Relief Valve Hydro

Injectors (For Direct Injection) -carbon Fuel Pressure Sensor
Adsorber
Injectors (For Port Injection) Catalyst Injectors (For Direct Injection)
Switching ACIS
Intake VVT Sensor Valve Actuator Injectors (For Port Injection)
Camshaft Position Sensor Intake VVT Sensor
Fuel Pump (For High Pressure) Fuel Pump (For High Pressure)
Camshaft Control Motor Camshaft Control Motor
Ignition Coils (with Igniter) Ignition Coils (with Igniter)

Exhaust VVT Sensor Exhaust VVT Sensor
Camshaft Timing OCV Camshaft Timing OCV
Air Fuel Ratio Sensor Air Fuel Ratio Sensor
BANK 2 (RH BANK) BANK 1 (LH BANK)

TWC TWC
Heated Oxygen Sensor Heated Oxygen Sensor

Knock Sensors Knock Sensors
Crankshaft Position Sensor Engine Coolant Temp. Sensor
Exhaust Gas Temp. Sensors Exhaust Gas Temp. Sensors

TWC TWC
Fuel Filler Door Opener Fuel Tank Pressure Sensor

Filler Door Courtesy Switch
Canister Pump Module

· Leak Detection Pump
· Vent Valve Fuel Pump
· Canister Pressure Sensor
05AEG54TE
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4. Layout of Main Components
MIL (Malfunction Indicator Lamp)

A/C ECU
ID Code Box
Combination Meter (Meter ECU)
Main Body ECU

(Driver Side J/B)
Driving Support ECU
Engine Room R/B No.2

(Power Distributor)
Fuel Lid
Opener Switch
Accelerator Pedal
IG2 Relay Position Sensor Airbag Sensor
IG1 Relay DLC3
EFI Main Relay Assembly
EFI Main 2 Relay Fuel Pump
IGCT2 Relay (For Low Pressure)
Circuit Opening Relay
VVT RH Relay Fuel Pump Relay Fuel Tank Canister Pump Module
IGCT Relay Pressure Sensor · Vent Valve
VVT LH Relay · Leak Detection Pump
· Pressure Sensor Filler Door
Exhaust Gas Temp. Sensors (Bank 2, Sensor 1, 2)
Mass Air Flow Meters (Bank 1, Bank 2) Courtesy
· Intake Air Temp. Sensors Switch
Inverter Assembly
· MG ECU
Fan No.1
Relay
Fuel Filler
Door Opener
Front Exhaust Gas Temp. Sensors (Bank 1, Sensor 1, 2)
Controller Skid Control ECU
Heated Oxygen Sensor (Bank 1, Sensor 2)
Cooling Fan ECU Heated Oxygen Sensor (Bank 2, Sensor 2)
ECM Air Fuel Ratio Sensor (Bank 1, Sensor 1)
HV ECU Air Fuel Ratio Sensor (Bank 2, Sensor 1) 05AEG55TE
Fuel Pump Resistor
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Knock Sensor Bank 1, Sensor 2

No.1 Injector Driver (EDU)

Purge VSV
Camshaft Position
Sensor Fuel Pump Bank 1
(For High Pressure)
Camshaft Control
Motor Bank 2
Ignition Coils
(with Igniter)
Throttle Body EG
· Throttle Position Sensor
· Throttle Control Motor Intake VVT
Sensor Bank 1
Engine Coolant
Temperature Sensor Exhaust VVT
Sensor Bank 1
Camshaft Control
Motor Bank 1
Camshaft Timing
Oil Control Valve Bank 1
ACIS Actuator Intake Air Control Valve
Camshaft Timing
Oil Control Valve Bank 2
Hydrocarbon
Adsorber Catalyst
Switching Valve
Fuel Pressure Sensor
Electronic Relief Valve
Intake VVT
Sensor Bank 2
Injectors Exhaust VVT

(For Direct Injection) Sensor Bank 2
Fuel Pump Bank 2

(For High Pressure)
Injectors
(For Port Injection)
Crankshaft Position Sensor

05AEG56TE
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5. Main Component of Engine Control System
General
The main components of the 2UR-FSE engine control system are as follows:
Components Outline Quantity Function
The ECM optimally controls the SFI, ESA
and ISC to suit the operating conditions of
ECM 32-bit CPU 1
the engine in accordance with the signals
provided by the sensors.
Mass Air Flow Meter This sensor has a built-in hot-wire to
Hot-wire Type 2
[See page EG-67] directly detect the intake air mass.
This sensor detects the intake air
Intake Air Temperature
Thermistor Type 2 temperature by means of an internal
Sensor
thermistor.
Crankshaft Position
MRE Type This sensor detects the engine speed and
Sensor 1
(Rotor Teeth/36-2) the crankshaft position.
[See page EG-68]
Camshaft Position
MRE Type This sensor detects the camshaft position
Sensor 1
(Rotor Teeth/3) and performs the cylinder identification.
[See page EG-68]
Intake VVT Sensor MRE Type 1 each
This sensor detects the actual valve timing.
[See page EG-68] (Rotor Teeth/3) bank
Exhaust VVT Sensor MRE Type 1 each
This sensor detects the actual valve timing.
[See page EG-68] (Rotor Teeth/3) bank
Throttle Position
Hall IC Type This sensor detects the throttle valve
Sensor 1
(No-contact Type) opening angle.
[See page EG-71]
Built-in This sensor detects an occurrence of the
Knock Sensor Piezoelectric 2 each engine knocking indirectly from the
[See page EG-72] Element bank vibration of the cylinder block caused by
(Flat Type) the occurrence of engine knocking.
This sensor detects the oxygen
Heated Oxygen Sensor Cup Type 1 each concentration in the exhaust emission by
[See page EG-74] with Heater bank measuring the electromotive force which is
generated in the sensor itself.
As with the oxygen sensor, this sensor
detects the oxygen concentration in the
Air Fuel Ratio Sensor Planar Type 1 each
exhaust emission. However, it detects the
[See page EG-74] with Heater bank
oxygen concentration in the exhaust
emission linearly.
Exhaust Gas This sensor detects the exhaust gas
2 each
Temperature Sensor Thermistor Type temperatures in the HC adsorber and
bank
[See page EG-75] catalyst by using a thermistor.
This sensor detects the engine coolant
Engine Coolant
Thermistor Type 1 temperature by means of an internal
Temperature Sensor
thermistor.
Injector This injector contains an
(For Port Injection) 12-hole Type 8 electro-magnetically operated nozzle to
[See page EG-48] inject fuel into the intake port.
(Continued)
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Components Outline Quantity Function

Injector High Pressure This injector contains a high-pressure
(For Direct Injection) Double Slit 8 electro-magnetically operated nozzle to
[See page EG-49] Nozzle Type inject fuel directly into the cylinder.
The injector driver converts the signals
Injector Driver (EDU) Built-in DC/DC from the ECM into high-voltage,
2
[See page EG-49] Converter high-amperage current in order to drive the
direct injection injectors.
The rotational movement of the camshaft
Camshaft Control EDU-integrated control motor changes the intake valve
1 each
Motor (Brushless Type timing by operating the camshaft control
bank
[See page EG-85] DC Motor) actuator in accordance with the signals
received from the ECM.
The camshaft timing oil control valve
Camshaft Timing changes the exhaust valve timing by
Electro-magnetic 1 each
Oil Control Valve switching the oil passage that acts on the
Coil Type bank
[See page EG-89] VVT-i controller in accordance with the
signals received from the ECM. EG
Mass Air Flow Meter
D This mass air flow meter, which is a plug-in type, allows a portion of the intake air to flow through the
detection area. By directly measuring the mass and the flow rate of the intake air, the detection precision
is improved and the intake air resistance is reduced.
D This mass air flow meter has a built-in intake air temperature sensor.
Intake Air Temperature

Sensor
Air Flow
Temperature
Sensing Element
Platinum Hot-wire
Element 036EG101TE
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Crankshaft Position and Camshaft Position and VVT Sensors
1) General
D The MRE (Magnetic Resistance Element) sensors are used for the crankshaft position, camshaft
position, and VVT sensors.
D The timing rotor for the crankshaft position sensor is installed on the back end of the crankshaft. The
timing rotor has 34 teeth, with 2 teeth missing, at 10° intervals. Based on these teeth, the crankshaft
position sensor transmits crankshaft position signals (NE signal) consisting of 33 Hi/Lo output pulses
every 10° per revolution of the crankshaft, and 1 Hi/Lo output pulse every 30°. The ECM uses the NE
signal for detecting the crankshaft position as well as for detecting the engine speed. It uses the missing
teeth signal for determining the top-dead-center.
D The camshaft position sensor uses a timing rotor that is installed on the front end of the intake camshaft
sprocket of the right bank. Based on the timing rotor, the sensor outputs camshaft position signals (G2
signal) consisting of 6 (3 Hi output, 3 Lo output) pulses for every 2 revolutions of the crankshaft. The
ECM compares the G2 and NE signals to detect the camshaft position and identify the cylinder.
D The intake and exhaust VVT sensors use timing rotors that are installed on the intake and exhaust
camshafts of each bank. Based on the timing rotors, the sensors output VVT position signals consisting
of 6 (3 Hi output, 3 Lo output) pulses for every 2 revolutions of the crankshaft. The ECM compares these
VVT position signals to the NE signal to detect the actual valve timing.
Intake VVT Sensor (Bank 1)
Camshaft Position Sensor
Timing Rotor
Timing Rotor Timing Rotor

Exhaust VVT sensor (Bank 1)

Timing Rotor
05AEG57TE
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" Wiring Diagram A
VC
Crankshaft NE+
ECM
Position Sensor
NE-
Timing Rotor
036EG110TE
Crankshaft Position Sensor Circuit
EG
" Sensor Output Waveforms A
VVT Sensor Signal Plate (720° CA)

VVT Variable Timing Range
230° CA 230° CA 140° CA

VVT
Sensor* 40° 40° 40°
CA CA CA
Camshaft Position Sensor Signal Plate (720° CA)
Camshaft 120° CA 60° CA 180° CA

Position
Sensor 60° CA 180° CA 120° CA
360° CA 360° CA
10° CA 30° CA
Crankshaft
Position
Sensor
036EG111TE
*: This is an example of an output waveform of the intake VVT sensor (bank 2).
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2) MRE Type Sensor
D The MRE type sensor consists of an MRE, a magnet and a sensor.

D 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. Based on the switching timing of the Hi/Lo
output voltage, the ECM detects the positions of the crankshaft and camshaft.
D The differences between the MRE type sensor and the pick-up coil type sensor used on a conventional
model are as follows.
- An MRE type sensor outputs a constant level of Hi/Lo digital signals regardless of the engine speed.
Therefore, an MRE type sensor can detect the positions of the crankshaft and camshaft at an early stage
of cranking.
- A pickup coil type sensor outputs analog signals with levels that change with engine speed.
" MRE Type and Pick-up Coil Type Output Waveform Image Comparison A
No Detection
Engine Engine
Speed Speed
Analog
Output
Digital
Output Sensor
Sensor Output
Output
MRE Type Pick-up Coil Type

232CH41
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Throttle Position Sensor
D The no-contact type throttle position sensor uses a Hall IC, which is mounted on the throttle body.
D 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.
D 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.
Throttle Position EG
Sensor Portion
Throttle Body View from A
Magnet
Hall IC
Magnet
Cross Section 036EG102TE

Magnet
V
VTA1 5
VTA2
Hall ETA
IC Output
VCTA ECM Voltage VTA1
Hall
IC
VTA2
0 10 20 30 40 50 60 70 80 90
Magnet Fully Throttle Valve Fully

Close Opening Angle Open
02HEG57Y
Service Tip
The inspection method differs from a conventional throttle position sensor because this sensor uses a
Hall IC. For details, refer to the 2008 LEXUS LS600hL Repair Manual (Pub. No. RM05A0U).
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Knock Sensor (Flat Type)
1) General
In the conventional type knock sensor (resonant type), a vibration plate, which has the same resonance
point as the knocking frequency of the engine, is built-in and can detect the vibration in this frequency
band.
On the other hand, a flat type knock sensor (non-resonant type) has the ability to detect vibration in a wider
frequency band from about 6 kHz to 15 kHz, and has the following features:
D The engine knocking frequency will change a bit depending on the engine speed. The flat type knock
sensor can detect vibration even when the engine knocking frequency is changed. Thus the vibration
detection ability is increased compared to the conventional type knock sensor, and a more precise
ignition timing control is possible.
: Conventional Type
: Flat Type
(V) A: Detection Band of
A Conventional Type
B: Detection Band of
Flat Type
Voltage
Frequency (Hz)
Characteristic of Knock Sensor 214CE04
2) Construction
D The flat type knock sensor is installed on the engine through the stud bolt installed on the cylinder block.
For this reason, a hole for the stud bolt is running through in the center of the sensor.
D Inside of the sensor, a steel weight is located on the upper portion and a piezoelectric element is located
under the weight through the insulator.
D The open/short circuit detection resistor is integrated.
Open/Short Circuit
Detection Resistor Piezoelectric
Steel Weight Element
Insulator
Vibration Plate
Piezoelectric
Element
Flat Type Knock Sensor Conventional Type Knock Sensor

(Non-resonant Type) 214CE01 (Resonant Type) 214CE02
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3) Operation
The knocking vibration is transmitted to the steel

weight and its inertia applies pressure to the
piezoelectric element. The action generates Steel Weight
electromotive force. Inertia
Piezoelectric
Element
214CE08
4) Open/Short Circuit Detection Resistor
During the power source is IG-ON, the open/short circuit detection resistor in the knock sensor and the
resistor in the ECM keep the voltage at the terminal KNK1 of engine constant.
An IC (Integrated Circuit) in the ECM is always monitoring the voltage of the terminal KNK1. If the
open/short circuit occurs between the knock sensor and the ECM, the voltage of the terminal KNK1 will
EG
change and the ECM detects the open/short circuit and stores DTC (Diagnostic Trouble Code).
ECM
Piezoelectric
Element 5V
Knock Sensor (Bank 1, Sensor 1)
220 kW
KNK1
IC
200 kW
EKNK
Open/Short Circuit
Detection Resistor 214CE06
Service Tip
These knock sensors are mounted in the specific directions as illustrated. For details, refer to the 2008
LEXUS LS600hL Repair Manual (Pub. No. RM05A0U).
Knock Sensor (Bank 2, Sensor 1) Knock Sensor (Bank 2, Sensor 2)
Engine
Front
Knock Sensor (Bank 1, Sensor 1) Knock Sensor (Bank 1, Sensor 2) 036EG104TE
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Air Fuel Ratio Sensor and Heated Oxygen Sensor
1) General
D The heated oxygen sensor and the air fuel ratio sensor differ in output characteristics.
D The output voltage of the heated oxygen sensor changes in accordance with the oxygen concentration
in the exhaust gas. The ECM uses this output voltage to determine whether the present air-fuel ratio is
richer or leaner than the stoichiometric air-fuel ratio.
D Approximately 0.4V is constantly applied to the air fuel ratio sensor, which outputs an amperage that
varies in accordance with the oxygen concentration in the exhaust gas. The ECM converts the changes
in the output amperage into voltage in order to linearly detect the present air-fuel ratio.
A1A+ OX1B
(3.3V) (0.1~1.0V)
Air Fuel Heated

Ratio ECM Oxygen ECM
Sensor Sensor
A1A- E2
(2.9V)
Air Fuel Ratio Sensor Circuit Heated Oxygen Sensor Circuit

(Bank 1, Sensor 1) (Bank 1, Sensor 2)
02HEG56Y
: Air Fuel Ratio Sensor

: Heated Oxygen Sensor
(V) 4.2 1.0 (V)
Air Fuel Ratio

Sensor Output*
î Heated Oxygen
ì Data Displayed on ú Sensor Output
ú Hand-held Tester ì
î /Techstream
2.2 0.1
11 (Rich) 14.7 19 (Lean)

Air-Fuel Ratio
D13N11
*: This calculation value is used internally in the ECM, and is not an ECM terminal voltage.
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2) Construction
D The basic construction of the heated oxygen sensor and the air fuel ratio sensor is the same. However,
they are divided into the cup type and the planar type, according to the different types of heater
construction that are used.
D The cup type sensor contains a sensor element that surrounds a heater.
D The planar type sensor uses alumina, which excels in heat conductivity and insulation, to integrate a
sensor element with a heater, thus improving the warm up performance of the sensor.
Heater
Alumina
Platinum
Dilation Layer Electrode
Atmosphere Atmosphere
Alumina
EG
Heater
Platinum
Electrode
Sensor Element (Zirconia) Sensor Element (Zirconia)
Planar Type Air Fuel Ratio Sensor Cup Type Heated Oxygen Sensor
036EG152Z
Exhaust Gas Temperature Sensor
A thermistor type exhaust gas temperature sensor is used and measures exhaust gas temperatures in the
HCAC adsorber and catalyst to monitor the open or close status of the HCAC valve in the HCAC system.
High
Resistance
Value (W)
Thermistor
Portion Low
Low High
Exhaust Gas Temperature (°C)
05AEG49TE
Cross Section
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6. D-4S SFI (Sequential Multiport Fuel Injection) System
General
D A D-4S (Direct injection 4-stroke gasoline engine Superior version) SFI system directly detects the
intake air mass with a hot-wire type mass air flow meters.
D The D-4S system is a fuel injection system which combines direct injection injectors and port injection
injectors.
D Based on signals from each sensor, the ECM controls the injection volume and timing of each type of
injector (direct and port injection types) according to engine load and engine speed in order to optimize
combustion conditions.
D To promote warm up of the catalyst after a cold engine start, this system uses a stratified air-fuel mixture,
that results in an area near the spark plug that is richer than the rest of the air-fuel mixture. This allows
a retarded ignition timing to be used so the exhaust gas temperature can be increased. This results in more
rapid heating of the catalytic converters, reducing exhaust emissions.
Heavy
Engine
Load Direct Injection Direct Injection
+
Port Injection
Engine Speed High

Fuel Injection System Activation Ranges
036EG166TE
NM
05A0U
Stratification Combustion
Immediately after a cold engine start, fuel is injected into the intake port from the port injection injector
during the exhaust stroke. Fuel is also injected from the direct injection injector near the end of the
compression stroke. This results in the air-fuel mixture that is stratified, the area near the spark plug is richer
than the rest of the air-fuel mixture. This allows a retarded ignition timing to be used, raising the exhaust
gas temperature. The increased exhaust gas temperatures promote rapid warm up of the catalysts, and
significantly improve exhaust emission performance.
1) Exhaust stroke
Fuel is injected into the intake port from the port

injection injector before the intake valves open.
EG
2) Intake stroke
The intake valves open and a homogeneous

air-fuel mixture is drawn into the combustion
chamber.
3) Compression stroke
Fuel is injected into the combustion chamber from

the direct injection injector near the end of
compression stroke.
4) Ignition to combustion stroke
Injected fuel is directed along the piston contour

to the area near the spark plug. This produces a
combustible area of the rich air-fuel mixture that
allows for easy ignition. This allows combustion
of a lean air-fuel mixture to occur.
Lean Rich 036EG112TE
NM
05A0U
Homogeneous Combustion
To optimize combustion conditions, the ECM controls injection volume and timing of the port injection
injectors which inject fuel into the intake ports during the expansion, exhaust, and intake strokes. The ECM
also controls the injection volume and timing of the direct injection injectors which inject fuel during the
first half of the intake stroke. The homogeneous air-fuel mixture is created by either combined or individual
use of the two different types of injectors. This allows utilization of the heat of evaporation of the injected
fuel to cool the compressed air, it also allows an increase of charging efficiency and power output.
1) Exhaust stroke
Fuel is injected into the intake port from the port

injection injector before the intake valves open.
2) Intake stroke
The intake valves open to allow the homogeneous

air-fuel mixture into the combustion chamber, and
fuel is injected into the combustion chamber from
the direct injection injector during the first half of
the intake stroke. The injected fuel and air are
evenly mixed by intake air force.
3) Compression stroke
The homogeneous air-fuel mixture is compressed.
4) Ignition to combustion stroke
The spark plug ignites the homogeneous air-fuel

mixture.
036EG113TE
NM
05A0U
7. ETCS-i (Electronic Throttle Control System-intelligent)
General
D The ETCS-i is used, providing excellent throttle control in all the operating ranges. In the 2UR-FSE
engine, the accelerator cable has been discontinued, and an accelerator pedal position sensor has been
provided on the accelerator pedal.
D In the ETCS-i system, the HV ECU calculates an optimal throttle valve opening angle that suits the
driving conditions. The ECM controls the throttle control motor in accordance with the signals received
from the HV ECU.
D The ETCS-i controls the ISC (Idle Speed Control) system, the TRAC (Traction Control) system, VSC
(Vehicle Stability Control) system and cruise control system.
D In case of an abnormal condition, this system switches to the limp mode.
" System Diagram A
Accelerator Pedal
Position Sensor CAN EG
(Braking and Driving Bus)
HV ECU Skid Control ECU
CAN
(Powertrain Bus) Driving Support ECU*
Throttle Body
Mass Air Flow Meters
Throttle Valve
Throttle
Crankshaft Control Motor
Position Sensor
Throttle
Position Sensor
ECM No.1 to 8
Ignition Coil with Igniter
Camshaft
Position Sensor No.1 to 8 Injector
(For Port Injection)
VVT Sensors No.1, 4, 6, 7 Injector

(For Direct Injection)
Engine Coolant No.2, 3, 5, 8 Injector

Temperature Sensor (For Direct Injection)
*: With Dynamic Radar Cruise Control System 05AEG58TE
NM
05A0U
Control
1) General
The ETCS-i consists of the following functions:

D ISC (Idle Speed Control)
D TRAC (Traction Control)
D VSC (Vehicle Stability Control)
D Cruise Control
D Dynamic Radar Cruise Control*
*: With Dynamic Radar Cruise Control System
2) Idle Speed Control
The ECM controls the throttle valve in order to constantly maintain an ideal idle speed.
3) TRAC Throttle Control
As part of the TRAC function, the throttle valve is closed by a demand signal from the skid control ECU
if an excessive amount of slippage is created at a driving wheel, thus facilitating the vehicle in ensuring
excellent vehicle stability and motive force.
4) VSC Coordination Control
In order to bring the effectiveness of the VSC function control into full play, the throttle valve angle is
controlled by effecting a coordination control with the skid control ECU.
5) Cruise Control
The HV ECU with an integrated cruise control ECU directly actuates the throttle valve for operation of
the cruise control.
6) Dynamic Radar Cruise Control
The dynamic radar cruise control uses a millimeter wave radar sensor and the driving support ECU to
determine the distance of the vehicle driven ahead, its direction, and relative speed. Thus, the system can
effect deceleration cruising control, follow-up cruising control, cruising at a fixed speed control, and
acceleration cruising control. To make these controls possible, the ECM controls the throttle valve.
NM
05A0U
8. Dual VVT-i (Variable Valve Timing-intelligent) System
General
D The dual VVT-i system is designed to control the intake and exhaust camshafts within a range of 55° 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.
D For the intake valves, the VVT-iE uses electric motors to control the valve timing. Because the VVT-iE
is actuated by electric motors, it can affect optimal valve timing control even when the engine oil pressure
is low, such as when the engine oil temperature or the engine speed is low. Because this system can control
the valve timing from the time the engine is started, it can set the most retarded timing position to be more
retarded than the starting valve timing.
D The engine is repeatedly started and stopped due to the engine operating intermittently in the hybrid
system. In order to reduce vibration when the engine is started, the intake valve close timing has been
altered by increasing the operating range from 40° to 55° to the retard side compared to the conventional
VVT-iE, and the amount of air drawn into the combustion chamber has been reduced. This reduces the
compression pressure and allows a decrease in the combustion pressure. As a result, vibration from the EG
engine starting has been reduced.
D The exhaust side is VVT-i that uses engine oil pressure to control the valve timing.
Mass Air Flow Meters (Bank 1, Bank 2)

Vehicle Speed Signal
Camshaft Control Motor (Bank 2)
Camshaft Timing OCV* (Bank 2)
ECM
Exhaust VVT Sensor (Bank 2)
Engine Coolant Temp. Sensor
Exhaust VVT Sensor (Bank 1)

Camshaft Timing OCV* (Bank 1)
Camshaft Control Motor (Bank 1)
*: Oil Control Valve

05AEG61TE
NM
05A0U
Effectiveness of the Dual VVT-i System
Condition Operation Timing/ Objective Effect

Position
TDC
Neutral
IN
Position
· Stabilized
Eliminating overlap to
idling rpm
During Idling reduce blow back to the
Most · Better fuel
intake side.
EX Advanced economy
Position
BDC 036EG144TE
In Low IN Retarded Retarding the intake valve · Better fuel

Speed Range close timing and reducing economy
with
ith p mping loss
pumping loss. · Improved
Light to Increasing overlap and emission
Medium Load EX Retarded increasing internal EGR. control
036EG141TE
IN Advanced Advancing the intake

In Low to
valve close timing,
Medium Improved torque
reducing intake air blow
Speed Range in low to medium
back to the intake side,
with speed range
and improving volumetric
Heavy Load EX Advanced efficiency.
036EG142TE
IN Retarded Retarding the intake valve

In High close timing and
Speed Range improving volumetric Improved output
with efficiency using the
Heavy Load inertia force of the intake
EX Advanced air.
036EG143TE
Eliminating overlap to
IN Retarded reduce blow back to the
intake side.
Fixing valve timing at · Stabilized fast
At Low idle rpm
extremely low
Temperatures Most · Better fuel
temperatures and
EX Advanced increasing the control economy
Position range as the temperature
05AEG62TE rises.
Most
IN Retarded
· Upon Position Controlling valve timing
Starting Improved
and fixing it to the optimal
· Stopping startability
Most timing for engine start.
the Engine
EX Advanced
Position
05AEG63TE
NM
05A0U
VVT-iE
1) General
D The VVT-iE consists of the camshaft control actuators that rotate the intake camshafts via a link
mechanism and EDU-integrated the camshaft control motors that operate the link mechanism in
accordance with the signals received from the ECM.
D Based on engine speed, intake air mass, throttle position, vehicle speed, and engine coolant
temperature, the ECM calculates optimal valve timing for all driving conditions. The ECM uses the
calculated valve timing as the target valve timing to control the camshaft control motors. In addition,
the ECM uses signals from the intake VVT sensors and the crankshaft position sensor to detect the
actual valve timing, thus providing feedback control to achieve the target valve timing.
" System Diagram A
EG
ECM
(Bank 1, Bank 2)
Camshaft Control
Throttle Position Sensor Target Valve Timing Motors
(Bank 1, Bank 2)
Feedback
Crankshaft Position
Sensor
Actual Valve Timing
Intake VVT Sensors
(Bank 1, Bank 2)
Engine Coolant
Temperature Sensor Correction
Vehicle Speed Signal Diagnosis
036EG155TE
NM
05A0U
2) Camshaft Control Actuator
D The camshaft control actuator consists of a link mechanism that rotates the intake camshaft to the
advance or retard side, and a cycloid reduction unit to reduce the rotational movement of the motor.
D The link mechanism consists of a housing (with sprocket) that is driven by the timing chain, a camshaft
plate that is coupled to the intake camshaft, the links that connect them, and a spiral plate that moves
the links.
D The cycloid reduction unit consists of a housing cover fitted with a stator gear, a carrier that is rotated
by a motor, and a driven gear (which has 1 more tooth than the stator gear) that is engaged to the carrier.
The illustration shows the mechanism of the cycloid reduction unit. When the motor rotates the carrier
by 1 revolution, the driven gear moves in the same direction by only 1 tooth.
D Based on the advance or retard movement of the motor, the camshaft control actuator rotates via the
cycloid reduction unit the spiral plate that is engaged to the driven gear. Then, the links allow the
rotational movement of the spiral plate to rotate the camshaft plate, which changes the intake valve
timing.
" Construction of Camshaft Control Actuator A
Cycloid Reduction Unit

Camshaft Control Motor
Driven Gear
Carrier
Intake Camshaft
Housing Cover
(with Stator Gear)
Link Mechanism
Housing (with Sprocket)

Spiral Plate Links Camshaft Plate
036EG130TE
" Mechanism of Cycloid Reduction Unit A
Driven Gear
Stator Gear Rotates by 1 tooth

of driven gear
Carrier
Carrier rotates 240°
Carrier rotates 120° Carrier rotates 360°

036EG131TE
NM
05A0U
3) Camshaft Control Motor
D The camshaft control motor consists of a motor that operates the camshaft control actuator in the
advance or retard direction, an EDU that controls the rotational condition of the motor, and a Hall IC
type rotational sensor that detects the rotational condition of the motor.
D The motor is a brushless type DC motor that is installed in the timing chain cover forward of the
camshaft control actuator. It rotates coaxially with the intake camshaft.
D In accordance with the target valve timing, the ECM transmits the motor rotational speed instruction
signals and the motor rotational direction instruction signals to the EDU. Based on those signals, the
EDU drives the motor to rotate the intake camshaft in the advance or retard direction.
D The EDU always monitors the motor operating condition, and transmits the actual motor rotational
speed signals, the actual motor rotational direction signals, and the operating state signals to the ECM.
The ECM uses these signals to diagnose malfunctions.
Brushless Type
DC Motor EG
EDU
Hall IC Type
Rotational Sensor
Camshaft Control Motor Cross Section

05AEG64TE
" System Diagram A
· Motor Rotational Camshaft Control Motor (LH)

Speed Instruction
· Motor Rotational
EDT1 Direction Instruction
Rotational Sensor
Actual Motor
EMR1 Rotational Speed
ECM Actual Motor EDU

EMF1 Rotational Direction
Motor
EMD1 Operating State
036EG156TE
NM
05A0U
4) Operation
a. General
The ECM controls the advance and retard operation by way of the rotational speed difference between
the motor and the camshaft. The ECM maintains the valve timing by rotating the motor at the same
rotational speed as the camshaft.
- To advance, the motor rotational speed becomes faster than the camshaft rotational speed.
- To retard, the motor rotational speed becomes slower than the camshaft rotational speed.
(Depending on the camshaft rotational speed, the motor may rotate counterclockwise.)
" Relationship Between Motor Rotational Speed and Advance and Retard Timing A
: Motor Rotational Speed

: Camshaft Rotational Speed
Most Advanced Position
Valve Timing
Most Retarded Position
Acceleration
Rotational Speed
Deceleration
Advance Hold Retard

036EG157TE
NM
05A0U
b. Advance
As the advance signals from the ECM cause the motor to rotate faster than the camshaft, the spiral plate
rotates clockwise via the reduction unit. The rotational movement of the spiral plate moves the link
control pins (which are engaged in the spiral grooves) towards the axial center of the camshaft. As a
result, the links rotate the camshaft plate, which is coupled with the intake camshaft, in the advance
direction.
Spiral Plate
Link Control Pin Rotation Direction
EG
Housing
(with Sprocket)
Camshaft Plate
Spiral Grooves Links (Fixed on Camshaft)
05AEG76S
c. Retard
As the retard signals from the ECM cause the motor to rotate slower than the camshaft, the spiral plate
rotates counterclockwise via the reduction unit. The rotational movement of the spiral plate moves the
link control pins (which are engaged in the spiral grooves) outward of the axis of the camshaft. As a result,
the links rotate the camshaft plate, which is coupled with the intake camshaft, in the retard direction.
Spiral Plate
Link Control Pin Rotation Direction
Housing
(with Sprocket)
Camshaft Plate
Spiral Grooves Links (Fixed on Camshaft)
05AEG77S
d. Hold
After the target valve timing has been reached, the ECM rotates the motor at the same rotational speed
as the camshaft. As a result, the link mechanism of the camshaft control actuator becomes locked, thus
holding the camshaft at the valve timing.
NM
05A0U
VVT-i
1) General
D The VVT-i consists of the VVT-i controllers that operate by engine oil pressure and the camshaft timing
oil control valves that switches the engine oil pressure passages in accordance with the signals from the
ECM.
D Based on engine speed, intake air mass, throttle position, vehicle speed, and engine coolant
temperature, the ECM calculates optimal valve timing for all driving conditions. The ECM uses the
calculated valve timing as the target valve timing to control the camshaft timing oil control valves. In
addition, the ECM uses signals from the exhaust VVT sensors and the crankshaft position sensor to
detect the actual valve timing, thus providing feedback control to achieve the target valve timing.
" System Diagram A
ECM
(Bank 1, Bank 2)
Duty-cycle
Control Camshaft Timing
Throttle Position Sensor Oil Control Valves
Target Valve Timing (Bank 1, Bank 2)

Feedback
Crankshaft Position
Sensor
Actual Valve Timing
Exhaust VVT Sensors
(Bank 1, Bank 2)
Engine Coolant
Temperature Sensor
Vehicle Speed Signal Correction
036EG158TE
NM
05A0U
2) VVT-i controller
D The VVT-i controller consists of a sprocket driven by the timing chain, a housing coupled with the
sprocket, and a vane coupled with the exhaust camshaft.
D The engine oil pressure sent from the advance or retard side path at the exhaust camshaft causes rotation
in the VVT-i controller vane circumferential direction to vary the exhaust valve timing continuously.
D As the engine stops, the advance assist spring moves the VVT-i controller to the most advanced position.
Then, a lock pin locks the vane to the sprocket, in order to ensure engine startability. After the engine
is started, engine oil pressure acts on the hole in which the lock pin is engaged, to release the lock.
Sprocket
Lock Pin
Housing
EG
Exhaust Camshaft
Vane
Oil Pressure
Advance Assist Spring
At a Stop In Operation
Lock Pin 036EG135TE
3) Camshaft Timing Oil Control Valve
This camshaft timing oil control valve controls the spool valve using duty cycle control from the ECM.
This allows engine oil pressure to be applied to the VVT-i controller advance or retard side. When the
engine is stopped, the camshaft timing oil control valve is in the most advanced position.
To VVT-i Controller To VVT-i Controller

(Retard Side) (Advance Side)
Sleeve
Spring
Drain Drain Plunger
Coil
Oil Pressure Spool Valve
036EG136TE
NM
05A0U
4) Operation
a. Advance
When the camshaft timing oil control valve is positioned as illustrated below by the advance signals from
the ECM, the resultant oil pressure is applied to the timing advance side vane chamber to rotate the
camshaft in the timing advance direction.
Rotation Direction
Camshaft Timing
Oil Control Valve
ECM
Drain IN
Oil Pressure
Vane
036EG137TE
b. Retard
When the camshaft timing oil control valve is positioned as illustrated below by the retard signals from
the ECM, the resultant oil pressure is applied to the timing retard side vane chamber to rotate the camshaft
in the timing retard direction.
Rotation Direction
Camshaft Timing
Oil Control Valve
ECM
IN Drain
Oil Pressure
Vane
036EG138TE
c. Hold
After reaching the target timing, the valve timing is held by keeping the camshaft timing oil control valve
in the neutral position unless the traveling state changes.
This adjusts the valve timing at the desired target position and prevents the engine oil from running out
when it is unnecessary.
NM
05A0U
9. ACIS (Acoustic Control Induction System)
General
The ACIS uses a bulkhead to divide the intake manifold into two stages, with an intake air control valve
in the bulkhead being opened and closed to vary the effective length of the intake manifold in accordance
with the engine speed and throttle valve opening angle. This increases the power output in all ranges from
low to high speed.
" System Diagram A
ACIS Actuator
Intake Air Control Valve

EG
ECM
Throttle
Valve
Engine Speed Signal Crankshaft

Position
Throttle Valve Opening Angle Sensor
036EG105TE
Intake Air Control Valve and ACIS Actuator
D The intake air control valve is installed in the intake manifold. It opens and closes to provide two effective
lengths of the intake manifold.
D Based on the signals from the ECM, the ACIS actuator moves the intake air control valve via a link.
Intake Air Control Valve

ACIS Actuator
Link
036EG106TE
NM
05A0U
Operation
1) When the Intake Air Control Valve Closes
While the engine is running at low-to-medium speed under heavy load, the ECM causes the ACIS actuator
to close the intake air control valve. As a result, the effective length of the intake manifold is lengthened
and the intake efficiency, in the low-to-medium speed range, is improved due to the dynamic effect
(inertia) of the intake air, thereby increasing power output.
Intake Air Control Valve Close
Open Intake Air Control

Valve (Close)
Throttle
Valve
Throttle Valve
Close
Low High
Engine Speed
036EG114TE
: Effective Intake Manifold Length
2) When the Intake Air Control Valve Open
Under any condition except when the engine is running at low-to-medium speed under heavy load, the
ECM causes the ACIS actuator to open the intake air control valve. When the control valve is open, the
effective length of the intake air chamber is shortened and peak intake efficiency is shifted to the
low-to-high engine speed range, thus providing greater output at low-to-high engine speeds.
Intake Air Control Valve Open
Open
Throttle
Valve
Intake Air Control
Valve (Open)
Throttle Valve Close
Low High
Engine Speed
036EG115TE
: Effective Intake Manifold Length
NM
05A0U
10. HCAC (Hydro-Carbon Adsorber and Catalyst system) Control

D Under the following conditions, the ECM activates the hydrocarbon adsorber catalyst switching valve,
introduces engine vacuum into the actuator and closes the HCAC valve for a certain period. However, the
ECM does not perform this operation during intermittent engine operation and only performs it when the
engine is first started after the power source was turned to READY ON.
- The engine is first started when the engine is cold.
- After the above operation was performed, the accumulated amount of air calculated by the ECM from
the mass air flow meter signals exceeds the predetermined value once the engine has been warmed up.
This is to completely remove remaining hydrocarbons from the HC adsorber.
D The ECM detects changes in temperatures before and after the HC adsorber and catalyst by using the
exhaust gas temperature sensors mounted on the front and rear sides of the HC adsorber and catalyst and
determines if the HCAC valve is open or closed.
D For HCAC valve operation, refer to EG-37.
EG
Mass Air Flow Meter

Hydrocarbon Adsorber Catalyst
Intake Manifold Switching Valve
Engine Coolant
Temperature Sensor
ECM
HCAC Valve Actuators
HC Adsorber
and Catalyst
HC Adsorber
Exhaust Gas
TWC Temperature Sensor
05AEG48TE
NM
05A0U
11. Fuel Pump Control

D A fuel cut function is used to stop the fuel pump once when any of the SRS airbags have deployed. When
the HV ECU detects the airbag deployment signal from the airbag assembly, it transmits an engine off
signal to the ECM. Upon receiving this signal, the ECM turns off the circuit opening relay. After the fuel
cut function has been activated, turning the power source from OFF to ON cancels the fuel cut function,
and the engine can be restarted.
D The ECM uses the fuel pump relay and the fuel pump resistor to control the fuel pump speed in accordance
with driving conditions.
" System Diagram A
From From
EFI Main2 EFI Main
Relay Relay
Front Airbag
Sensor CAN
(RH or LH) (Powertrain Bus) Circuit
Opening
Relay
Airbag FC
Sensor HV ECU
Assembly
ECM Fuel Fuel
Pump Pump
CAN (V Bus) Relay Resistor
Front Side
Airbag Sensor FPR
(RH or LH)
Rear Side Crankshaft Fuel Pump

Airbag Sensor Position Motor
(RH or LH) Sensor
05AEG59TE
NM
05A0U
12. Cooling Fan Control System
General
A cooling fan control system is used. To achieve an optimal fan speed in accordance with the engine coolant
temperature, inverter water temperature and air conditioning operating conditions, the ECM calculates the
appropriate fan speed and sends signals to the cooling fan ECU via the main body ECU and the front
controller. Upon receiving the signals from the ECM, the cooling fan ECU actuates the fan motors.
" System Diagram A
Engine Coolant
ECM Temperature
Sensor
EG
CAN
(Powertrain Bus)
CAN Main Body
(V Bus) ECU
HV ECU
Gateway
Function
CAN (MS Bus)

MG ECU A/C ECU Front
Inverter Water Controller
Air Conditioning
Temperature Refrigerant
Pressure
From
Battery
Cooling Fan ECU

From Fan No.1
IG1 Relay Relay
Fan Motor Fan Motor

Main Sub
05AEG60TE
NM
05A0U
Operation
As illustrated below, the ECM determines the required fan speed by selecting the fastest fan speed from
among the following:
(A) The fan speed required by the engine coolant temperature
(B) The fan speed required by the inverter water temperature
(C) The fan speed required by the air conditioning refrigerant pressure
Fan Fan
Speed Speed
Engine Coolant Temperature Inverter Water Temperature

(A) Fan speed required by (B) Fan speed required by
engine coolant temperature inverter water temperature
05AEG79TE 05AEG80TE
Low Vehicle Speed
Fan
Speed
High Vehicle Speed
Refrigerant Pressure
(C) Fan speed required by
air conditioning
refrigerant pressure
05AEG81TE
NM
05A0U
13. Oil Replacement Reminder

D The oil replacement reminder function of the ECM reminds the driver of the need to replace the engine
oil via the multi-information display in accordance with the vehicle driving distance.
D The ECM calculates the vehicle driving distance based on the signals from the HV ECU. The ECM sends
a warning display request signal to the meter ECU in accordance with the calculated distance. The meter
ECU will display the warning on the multi-information display based on this signal.
D There are two types of warnings: one is displayed when the vehicle driving distance has reached 4,500
miles (7,240 km) or more since the last time the system was reset, and the other is displayed when the
driving distance has reached 5,000 miles (8,000 km) or more.
- The “Oil Maintenance Required Soon” warning will appear at 4,500 miles (7,240 km) or more. The “Oil
Maintenance Required Soon” warning appears for approximately 15 seconds after the power source is
changed to IG-ON, and then goes off.
- The “Oil Maintenance Required” warning will appear at 5,000 miles (8,000 km) or more. The “Oil
Maintenance Required” warning remains on while the power source is IG-ON.
D After the engine oil has been replaced, the accumulated vehicle driving distance is memorized in the ECM
and should be reset through the operation of the RESET switch. At this point, the accumulated vehicle
driving distance is reset to zero.
EG
D This function is standard on U.S.A. models and U.S.A. territories package models. It can be uninstalled
from U.S.A. territories package models.
" System Diagram A
ECM Combination Meter
Calculation of
Vehicle Driving
Distance
: Illuminates
CAN CAN 4,500 miles or more 5,000 miles or more
(Powertrain Bus) (V Bus)
Meter ECU
HV ECU
Vehicle Speed Signal TRIP Switch RESET Switch
036EG164TE
NM
05A0U
Service Tip
The accumulated vehicle driving distance is memorized in the ECM and can be reset using the following
procedure.
1) Switch the power source to IG-ON. Then, use the TRIP switch to turn ON the “TRIP A” display on
the multi-information display.
2) Switch the power source to OFF. While pushing the RESET switch, switch the power source to IG-ON.
3) With the power source in the IG-ON mode, keep holding the RESET switch (for at least five seconds)
with the multi-information display counting down as shown below.
4) When the reset operation is complete, the multi-information display will display “COMPLETE”. At
this time, release the RESET switch. After 6 seconds, the “COMPLETE” display will turn off,
indicating that the resetting is complete.
5 seconds before 4 seconds before 3 seconds before
2 seconds before 1 second before · Reset complete

· Displays for 6 seconds
TRIP Switch RESET Switch
036EG165TE
NM
05A0U
14. Evaporative Emission Control System
General
D The evaporative emission control system on the ’08 LS600hL consists of the fuel vapor-containment
system (to prevent fuel vapors escaping into the atmosphere), the purge flow control (to purge fuel
vapors), and the EVAP leak check (to check for leakage from the evaporative emission control system).
D The fuel vapor-containment system prevents the fuel vapors from escaping from the fuel tank when the
engine is stopped (and the vehicle is parked).
D LEXUS Hybrid Drive controls the engine to make it operate intermittently, making the operation time
of the engine shorter than that of conventional gasoline engine models. Due to the engine being unable
to burn the fuel vapors sufficiently, the fuel vapors that are created exceed the capacity of normal-sized
canisters. Therefore, the fuel vapor-containment system releases the fuel vapors from the fuel tank only
when the engine is running, and burns it in the engine, in order to comply with the LEV II *1 and Tier
2*2 evaporative emission regulation.
*1: CARB (California Air Resources Board)
*2: EPA (Environment Protection Agency) EG
Evaporative
Outline
Emission Control
· When the vehicle is parked (with engine stopped), the system closes the fuel
vapor-containment valve to seal the fuel tank.
Fuel · For refueling, the system opens the fuel vapor-containment valve, allowing the
Vapor-containment fuel vapors to be absorbed by the canister and reducing the pressure in the fuel
System tank.
· When the engine is operating, the system controls the fuel vapor-containment
valve to release the fuel vapors and effect purge flow control.
Opens the purge VSV when the engine is running, allowing the engine vacuum
to draw the fuel vapors absorbed by the canister and burn it in the engine.
Purge Flow The ECM opens the fuel vapor-containment valve when the purge VSV is open
Control and the internal pressure of the fuel tank is high. Thus, the fuel vapors in the fuel
tank and the fuel vapors absorbed by the canister are drawn into the engine to be
burned.
When the engine is stopped, the ECM operates the canister pump module to
perform a leak check in the evaporative emission control system and check the
functions of the parts.
EVAP Leak Depending on the internal pressure of the fuel tank, the ECM performs two types
Check of leak check operations:
· When the internal pressure of the fuel tank is equal to the atmospheric pressure.
· When the internal pressure of the fuel tank is higher [3 kPa (0.03 kgf/cm2, 0.44
psi) minimum] or lower [-2 kPa (-0.02 kgf/cm2, -0.29 psi) maximum] than the
atmospheric pressure.
NM
05A0U
" System Diagram A
Fuel Filler Door Switch

Fuel Filler Door Opener Fuel Vapor-containment
Fuel Outlet Valve Valve
ECM
To Intake
Manifold Fuel Tank
Pressure Sensor
Purge
VSV
Filler Door Fuel Tank

Courtesy Canister
Switch Pump Module
Purge Line Canister
Canister Filter Fresh Air Line
02HEG22Y
Layout of Main Components
Purge VSV
Purge Air Line
Front Fuel Tank

Pressure Sensor
Fuel Tank
Fuel Vapor-containment Canister Filter

Valve
Filler Door
Courtesy Fresh Air Line
Switch Canister Pump Module
· Vent Valve
· Leak Detection Pump
· Canister Pressure Sensor
Fuel Filler
Door Opener Canister
05AEG65TE
NM
05A0U
Function of Main Components
Operation Component Function

Fuel Tank Detects the internal pressure of the fuel tank and sends a
Pressure Sensor signal to the ECM.
Fuel Opens or closes in accordance with a signal provided by
Vapor-containment the ECM, in order to seal the fuel tank or release its internal
Valve pressure.
· Consists of a built-in motor that opens the fuel filler
door via a linkage.
Fuel Vapor Fuel Filler · If the fuel filler door opener malfunctions, the fuel filler
-containment Door Opener door can be opened manually by pulling the fuel filler
System door lock shaft that is provided on the fuel filler door
opener.
Filler Door Transmits an ON/OFF signal that indicates whether the
Courtesy Switch fuel filler door is open or closed.
Multi-information Provided in the combination meter, displays information
Display concerning refueling. EG
Contains activated charcoal to absorb the fuel vapors that
Canister
are created in the fuel tank and during refueling.
Opens in accordance with the signals from the ECM when
Purge Flow the system is purging, in order to send the fuel vapors that
Control Purge VSV were absorbed by the canister into the intake manifold. In
system monitoring mode, this valve controls the
introduction of the vacuum into the fuel tank.
Opens and closes the fresh air line in accordance with the
Vent Valve
signals from the ECM.
Leak Applies vacuum pressure in the evaporative emission
Canister Detection control system in accordance with the signals from the
EVAP Leak
Pump Pump ECM.
Check
Module
Canister
Detects the pressure in the evaporative emission control
Pressure
system and sends the signals to the ECM.
Sensor
· Determines the results of the canister pump module’s
system leak check, effects purge control through the
fuel vapor-containment valve and the purge VSV, and
All ECM
controls the internal pressure of the fuel tank.
· Monitors the system for any leakage and outputs a DTC
if a malfunction is found.
NM
05A0U
Construction and Operation
1) Fuel Vapor-containment Valve
D Installed between the fuel tank and the canister, the fuel vapor-containment valve consists of a solenoid
valve that turns ON/OFF to seal the fuel tank or release its internal pressure. This valve is normally
closed.
D In addition to the solenoid valve, this valve contains a fuel outlet valve. When the solenoid valve
malfunctions or is inoperative with the power source mode OFF, the fuel outlet valve opens to release
pressure if the internal pressure becomes higher than standard.
Solenoid Valve
From Fuel Tank
Fuel Outlet Valve
To Canister
277EG63
" System Diagram A
Fuel Outlet Valve
To Canister
Solenoid Valve
From Fuel Tank
277EG74
NM
05A0U
2) Fuel Filler Door Opener
D The fuel filler door opener consists of an electric motor, worm gear, fuel filler door lock gear, and fuel
filler door lock shaft.
D The rotational movement of the electric motor is converted into a sliding movement of the fuel filler
door lock shaft by the worm gear and the fuel filler door lock gear. This movement pulls on the fuel filler
door lock cable, causing the fuel filler door to open. If the fuel filler door does not open due to a
malfunction in this mechanism, the fuel filler door can be opened by operating (pulling) the fuel filler
door lock shaft from inside the trunk.
Fuel Filler Door Opener
EG
05AEG66TE
Fuel Filler
Door Lock Fuel Filler Door Fuel Filler Door
Lock Cable Lock Shaft
Fuel Filler Door

A Lock Gear
Filler Door Motor
Courtesy Switch Worm Gear
View from A 05AEG67TE
CAUTION
When the fuel filler door opener works properly, do not operate the fuel filler door manually by operating
the fuel filler door lock shaft. If the fuel filler door is opened manually, the ECM does not open the fuel
vapor-containment valve, and the pre-release of the internal fuel tank pressure does not take place.
Therefore, the internal pressure of the fuel tank may remain high. Opening the fuel cap or refueling the
fuel tank in this state could cause fuel to overflow from the filler inlet. For this reason, be extremely
careful when opening the fuel cap or refueling.
NM
05A0U
3) Filler Door Courtesy Switch
The fuel filler door courtesy switch, which is mounted on the inside of the fuel filler door, determines
whether the fuel filler door is open or closed by way of the ON (open) or OFF (closed) state of the switch.
Filler Door
Courtesy Switch
Fuel Filler Door Lock
05AEG68TE
NM
05A0U
4) Multi-information Display (Combination Meter)
D In this system, if the internal pressure of the fuel tank is high before the fuel filler door is opened by
turning the fuel filler door switch ON, the ECM opens the fuel vapor-containment valve to release the
fuel vapors. Thus, it reduces the internal pressure of the fuel tank to a level close to the atmospheric
pressure. While the pressure is being released, information shown in the table below will appear on the
multi-information display of the combination meter. Thus, it informs the driver of the standby state from
the time the fuel filler door switch is pressed until the fuel filler door opens.
D In addition, this display informs the driver that the fuel filler door is open.
Multi-information
Indication Condition
Display Indication
The standby state that the pressure is being released from the fuel
tank appears on the display under the following conditions:
· The fuel filler door switch is ON and the fuel vapor-containment
valve is open.
· The internal pressure of the fuel tank is higher than the
atmospheric pressure.
· After the fuel filler door switch has been turned ON, the ten bars EG
illuminate every second. If it takes longer than 9 seconds, the nine
05AEG69Y bars will remain illuminated.
The refueling-ready state appears on the display under the following

conditions:
· Fuel vapor-containment valve ON.
· The internal pressure of the fuel tank is near the atmospheric
pressure.
05AEG70Y
If one of the conditions described below has been met while the fuel
filler door is open, the fuel filler door open state appears on the
display.
· The vehicle speed is higher than 50 km/h (31 mph) and the vehicle
has traveled more than 1 km (0.6 miles).
· 30 minutes have elapsed since the fuel vapor-containment valve
was opened.
05AEG71Y
NM
05A0U
5) Canister
D The canister absorbs the fuel vapors during refueling standby or purge flow control.
D In addition to the conventional canister construction, this canister contains a purge buffer, which uses
highly concentrated activated charcoal, in front of the purge side port. The function of the purge buffer
is to moderate the concentrated fuel vapors that are discharged from the fuel tank when the fuel
vapor-containment valve is open.
Fuel Tank Side Port

Vapor Flow During Refueling
Purge Side Port
Purge Vapor Flow

During Driving
Canister
Air Flow Purge Buffer

During Driving Atmospheric Side Port
277EG65
NM
05A0U
6) Canister Pump Module
D The canister pump module is used for checking the fuel pipe, canister, and fuel tank for leakage, and
for checking the functions of the parts.
D The canister pump module consists of the vent valve, canister pressure sensor, leak detection pump, and
pump motor.
D The pump motor, which is a brushless DC motor, drives the leak detection pump. This leak detection
pump is a vane type.
D When the EVAP leak check function is operating, the canister pump module actuates the vent valve and
the leak detection pump in accordance with the signals received from the ECM, in order to create a
vacuum in the fuel tank, canister, and pipes of the evaporative emission control system.
D The canister pressure sensor detects the pressure of the evaporative emission control system during a
leak check, and sends a signal to the ECM.
Canister Vent Valve

Fresh Air Pressure Sensor Fresh Air
EG
Pump Motor
Leak Detection
Pump
Canister
Pressure Sensor
277EG61 277EG62
Canister
" Simple Diagram A
Vent Valve
Fresh Air
Filter
To Canister
Leak Detection Pump
and Pump Motor
Filter
Canister
Pressure Sensor
Reference Orifice
[0.5 mm (0.02 in.) Diameter]
02HEG53Y
NM
05A0U
System Operation
1) Fuel Vapor-containment System
a. Parked (Power Source Mode OFF)

The ECM seals the fuel vapors in the fuel tank by closing the fuel vapor-containment valve. If, at this
time, the internal pressure of the fuel tank increases to a level that activates the fuel outlet valve located
in the fuel vapor-containment valve, the fuel outlet valve opens to release the internal pressure of the fuel
tank. This prevents the internal pressure in the fuel tank from increasing abnormally.
Fuel Vapor-containment
Valve (Close)
ECM Fuel Outlet Valve
(Close)
Canister
02HEG29Y
b. Refueling Wait
When the fuel filler door switch is turned ON, the ECM opens the fuel vapor-containment valve, allowing
the fuel vapors to be absorbed by the canister and reducing the pressure in the fuel tank. The fuel filler
door will not open unless the internal pressure of the fuel tank decreases to a level close to the atmospheric
pressure. In addition, the multi-information display will show the “PLEASE WAIT NOW OPENING”.
Fuel Filler Door Switch (ON)
Fuel Tank
Pressure Sensor Fuel Vapor-containment
ECM Fuel Filler Fuel Outlet Valve (Open)
Door Opener Valve (Close)
Filler Door
Courtesy Switch Canister
05AEG72Y
NM
05A0U
c. Refueling Ready
D When the internal pressure of the fuel tank decreases to a level close to the atmospheric pressure, the
ECM opens the fuel filler door. At this time, the multi-information display will show the “REFUEL
READY”. Because the ECM keeps the fuel vapor-containment valve open during refueling, the fuel
vapors that are created during refueling pass through the fuel vapor-containment valve and become
absorbed by the canister. When the fuel filler door is closed after refueling, the fuel vapor-containment
valve closes, in order to seal the fuel tank.
D If 30 minutes elapse after the fuel filler door is opened, the ECM closes the fuel vapor-containment
valve and seals the fuel tank in order to prevent the fuel vapors from escaping, even if the fuel filler
door is not closed.
Fuel Filler Door Switch (ON)
Fuel Tank
Pressure Sensor Fuel Vapor-containment
ECM Fuel Filler Valve (Open)
EG
Door Opener Fuel Outlet
(Open) Valve (Close)
Filler Door
Courtesy Switch
Canister
05AEG73Y
NM
05A0U
d. Fuel Filler Door Open Warning

If one of the conditions listed below has been met while the fuel filler door is open, the ECM will show
a “CLOSE FUEL LID” warning message on the multi-information display to warn the driver.
D The vehicle speed is higher than 50 km/h (31 mph) and the vehicle has traveled more than 1 km (0.6
miles).
D 30 minutes have elapsed since the fuel vapor-containment valve was opened.
Fuel Filler
Door Opener (Open) Fuel Vapor-containment
ECM Fuel Outlet Valve Valve (Close)
(Close)
Filler Door
Courtesy Switch
Canister
05AEG74Y
NM
05A0U
2) Purge Flow Control
a. General
D When the engine has satisfied predetermined conditions (closed loop, engine coolant temp. above
70°C [162°F], etc), stored fuel vapors are purged in the canister whenever the purge VSV is opened
by the ECM. The ECM will change the duty ratio cycle of the purge VSV, thus controlling purge flow
volume. Purge flow volume is determined by intake manifold pressure and the duty ratio cycle of the
purge VSV. Atmospheric pressure is allowed into the canister to ensure that purge flow is constantly
maintained whenever purge vacuum is applied to the canister.
D Due to the adoption of a fuel vapor-containment system, purge flow performs two types of operations,
depending on the internal pressure of the fuel tank.
b. Fuel Tank Internal Pressure is Near Atmospheric Pressure
If the internal pressure in the fuel tank is near the atmospheric pressure, the ECM will not open the fuel
vapor-containment valve even if the purge VSV is open. At this time, the fuel vapors that are absorbed
in the canister are drawn inside the engine and burned.
EG
Fuel Outlet Valve (Close)
ECM To Intake Manifold Valve (Close)
Fuel Tank
Pressure Sensor
Purge VSV
(Open)
Purge Line
Canister
Fresh Air Line
Canister Filter
02HEG33Y
NM
05A0U
c. Fuel Tank Internal Pressure is High

If the internal pressure in the fuel tank is high and the purge VSV is open, the ECM opens the fuel
vapor-containment valve in order to release the pressure from the fuel tank. At this time, the fuel vapors
that are absorbed in the canister are drawn inside the engine by intake vacuum and burned.
Fuel Outlet Fuel Vapor-containment

ECM Valve (Close) Valve (Open)
To Intake Manifold
Fuel Tank
Pressure Sensor
Purge VSV
(Open)
Purge Line
Canister
Fresh Air Line
Canister Filter
02HEG34Y
NM
05A0U
3) EVAP Leak Check
a. General
D The following are the typical conditions for enabling an EVAP leak check:
· 5 hour have elapsed after the engine has been turned OFF.*
· Altitude: Below 2400 m (8000 feet)
· Auxiliary Battery Voltage: 10.5 V or more
Typical Enabling Condition
· Power Source Mode: OFF
· Engine Coolant Temperature: 4.4 to 35°C (40 to 95°F)
· Intake Air Temperature: 4.4 to 35°C (40 to 95°F)
*: If engine coolant temperature does not drop below 35°C (95°F), this time should be extended to 7
hours. Even after that, if the temperature is not less than 35°C (95°F), the time should be extended to
9.5 hours.
D The ECM performs EVAP leak checks through two types of judgment methods.
a) When the internal pressure in the fuel tank is equal to the atmospheric pressure:
- The ECM actuates the leak detection pump to introduce a vacuum into the fuel pipe and canister, in EG
order to check for leakage and check the functions of the parts.
- The ECM actuates the leak detection pump and opens the fuel vapor-containment valve to introduce
a vacuum into the fuel tank, in order to check the fuel tank for leakage and determine whether the
fuel vapor-containment valve is stuck closed.
b) When the internal pressure in the fuel tank is higher or lower than the atmospheric pressure:
- If the internal pressure of the fuel tank is high or low, the ECM determines that there is no leakage
in the fuel tank, based on the holding state of the internal pressure in the fuel tank.
- The ECM actuates the leak detection pump to introduce a vacuum into the fuel pipe and canister, in
order to check for leakage and check the functions of the parts.
- With the leak detection pump stopped, the ECM opens the fuel vapor-containment valve to introduce
the internal pressure of the fuel tank into the fuel pipe and the canister, in order to determine whether
the fuel vapor-containment valve is stuck closed.
Service Tip
The canister pump module performs EVAP leak check. This check is done approximately five hours
after engine is turned OFF. So you may hear sound coming from underneath the luggage compartment
for several minutes. It does not indicate a malfunction.
NM
05A0U
" Fuel Tank Internal Pressure Equals Atmospheric Pressure A
Vent Valve (Vent / Close)

Leak Detection Pump (ON / OFF)
Purge VSV (Open / Close)
Valve (Open / Close)
Fuel Tank Pressure Sensor
Atmospheric Pressure (0 kPa)

Canister Pressure Sensor
at Leak Detection Pump
1 2 3 4 5 6 7 8 02HEG35Y
Order Operation Description Time

ECM turns vent valve OFF (vent) and measures
Atmospheric Pressure
1 evaporative emission control system pressure to 10 sec.
Measurement
memorize atmospheric pressure.
Leak detection pump creates negative pressure (vacuum)
0.02 in. Leak
2 through 0.02 in. orifice and pressure is measured. ECM 60 sec.
Pressure Measurement
determines this as 0.02 in. leak pressure.
in canister leak check and canister leak check pressure is
measured. If stabilized pressure is larger than 0.02 in.
leak pressure, ECM determines evaporative emission Within
3 Canister Leak Check
control system has leak. 15 min.
If leak detection pump pressure does not stabilize within
15 minutes, ECM cancels evaporative emission control
system monitor.
Purge VSV Monitor
and Fuel ECM opens purge VSV and measures evaporative
4 Vapor-containment emission control system pressure increase. If increase is 10 sec.
Valve Stuck Closed large, ECM interprets this as normal.
Judgment
through 0.02 in. orifice and pressure is measured. ECM 60 sec.
0.02 in. Leak Pressure
5 determines this as 0.02 in. leak pressure. and
Measurement and Format
ECM turns vent valve OFF (vent) and measures canister 10 sec.
leak check pressure to memorize atmospheric pressure.
Fuel Vapor-containment Leak detection pump creates a negative pressure
Valve Stuck Closed (vacuum) in the fuel tank and the ECM measures the Approx.
6
Judgment and Fuel Tank pressure at the time the fuel vapor-containment valve is 15 min.
Leakage Judgment opened.
0.02 in. Leak
7 through 0.02 in. orifice and pressure is measured. ECM 60 sec.
Pressure Measurement
determines this as 0.02 in. leak pressure.
ECM measures atmospheric pressure and records
8 Final Check —
monitor result.
NM
05A0U
" Fuel Tank Internal Pressure High or Low A
Vent Valve (Vent / Close)

Leak Detection Pump (ON / OFF)
Purge VSV (Open / Close)
Fuel Vapor-containment Valve (Open / Close)

EG
1 2 3 4 5 6 7 02HEG36Y
Order Operation Description Time

ECM turns vent valve OFF (vent) and measures
Atmospheric Pressure
1 evaporative emission control system pressure to 10 sec.
Measurement
memorize atmospheric pressure.
Leak detection pump creates negative pressure
0.02 in. Leak (vacuum) through 0.02 in. orifice and pressure is
2 60 sec.
Pressure Measurement measured. ECM determines this as 0.02 in. leak
pressure.
(vacuum) in canister leak check and canister leak
check pressure is measured. If stabilized pressure is
larger than 0.02 in. leak pressure, ECM determines Within
3 Canister Leak Check
evaporative emission control system has leak. 15 min.
If leak detection pump pressure does not stabilize
within 15 minutes, ECM cancels evaporative emission
control system monitor.
ECM opens purge valve and measures evaporative
4 Purge VSV Monitor emission control system pressure increase. If increase 10 sec.
is large, ECM interprets this as normal.
(vacuum) through 0.02 in. orifice and pressure is
0.02 in. Leak Pressure measured. ECM determines this as 0.02 in. leak 60 sec.
5 Measurement and pressure. and
Format ECM turns vent valve OFF (vent) and measures 10 sec.
canister leak check pressure to memorize atmospheric
pressure.
Leak detection pump creates a negative pressure
(vacuum) in the fuel tank and the ECM measures the Approx.
6 Valve Stuck Closed
pressure at the time the fuel vapor-containment valve 0.1 sec.
Judgment
is opened.
ECM measures atmospheric pressure and records —
7 Final Check
monitor result.
NM
05A0U
b. Atmospheric Pressure Measurement

1) When the power source mode is selected to OFF, the purge VSV and the fuel vapor-containment valve
are OFF (close). Therefore, the atmospheric pressure is introduced into the canister.
2) The ECM measures the atmospheric pressure through the signals provided by the canister pressure
sensor.
3) If the measurement value is out of standards, the ECM actuates the leak detection pump in order to
monitor the changes in the pressure.
4) If the ECM does not detect changes in the pressure, it stops the leak check and store DTC (Diagnostic
Trouble Code) P0450, P0451 in its memory.
Valve (Close)
ECM Atmosphere Fuel Tank
Pressure Sensor Canister
Purge VSV
(Close)
Vent Valve
(Vent)
Canister Pump
Leak Detection Module
Pump (OFF)
Canister Pressure Sensor 02HEG37Y
" Fuel Tank Internal Pressure Equals Atmospheric Pressure A " Fuel Tank Internal Pressure High or Low A
Vent Valve (Vent) Vent Valve (Vent)
Leak Detection Pump (OFF) Leak Detection Pump (OFF)
Purge VSV (Close) Purge VSV (Close)
Fuel Vapor-containment Fuel Vapor-containment

Valve (Close) Valve (Close)
Fuel Tank Pressure Sensor Atmospheric Pressure (0 kPa)
Atmospheric Pressure (0 kPa) Atmospheric Pressure (0 kPa)

Canister Pressure Sensor Canister Pressure Sensor
at Leak Detection Pump at Leak Detection Pump
Atmospheric Pressure Measurement Atmospheric Pressure Measurement

02HEG38Y
NM
05A0U
c. 0.02 in. Leak Pressure Measurement

1) The ECM turns OFF (vent) the vent valve, introduces atmospheric pressure into the canister, and
actuates the leak detection pump, in order to create a negative pressure.
2) At this time, the pressure will not decrease beyond a predetermined level due to the atmospheric
pressure that enters through a 0.02 in. orifice.
3) The ECM compares the logic value and this pressure, and stores it as a 0.02 in. leak pressure in its
memory.
4) If the measurement value is below the standard, the ECM will determine that the reference orifice is
clogged and store DTC P043E in its memory.
5) If the measurement value is above the standard, the ECM will determine that a high flow rate of
pressure is passing through the 0.02 in. orifice and store DTC P043F, P2401 and P2402 in its memory.
Atmosphere Fuel Tank Valve (Close)
ECM Pressure Sensor Canister
EG
Purge VSV
(Close)
Vent Valve
(Vent)
Canister Pump
Pump (ON)
Vent Valve (Vent)

Vent Valve (Vent)
Leak Detection Pump (ON)
Purge VSV (Close)
Purge VSV (Close)
Fuel Vapor-containment Valve (Close)
Valve (Close)


at Leak Detection Pump at Leak Detection Pump
0.02 in. Pressure

0.02 in. Pressure
0.02 in. Leak Pressure Measurement 0.02 in. Leak Pressure Measurement
02HEG39Y
NM
05A0U
d. Canister Leak Check

1) During the leak detection pump actuation, the ECM turns ON (close) the vent valve in order to
introduce a vacuum into the canister.
2) When the pressure in the system stabilizes, the ECM compares this pressure with the 0.02 in. pressure
in order to check for a leakage.
3) If the detection value is below the 0.02 in. pressure, the ECM determines that there is no leakage.
4) If the detection value is above the 0.02 in. pressure and near atmospheric pressure, the ECM
determines that there is a gross leakage (large hole) and stores DTC P1421 in its memory.
5) If the detection value is above the 0.02 in. pressure and below near atmospheric pressure, the ECM
determines that there is a small leakage and stores DTC P1420 in its memory.
6) When the fuel tank internal pressure equals the atmospheric pressure, if there is fluctuation in the fuel
tank pressure sensor value, the ECM determines that the fuel vapor-containment valve is stuck opened
and stores a DTC P2450 in its memory.
Valve (Close)
Fuel Tank
ECM Atmosphere Pressure Sensor Canister
Purge VSV
(Close)
Vent Valve
(Close)
Canister Pump
Pump (ON)
02HEG41Y
NM
05A0U
" Fuel Tank Internal Pressure Equals Atmospheric Pressure A
Vent Valve (Close)

Purge VSV (Close)

Valve (Close)

Valve (Stuck Opened)
P2450
P1421
Canister Pressure Sensor EG
P1420
0.02 in. Pressure
EVAP Leak Check 02HEG42Y
" Fuel Tank Internal Pressure High or Low A
Vent Valve (Close)

Purge VSV (Close)

Valve (Close)

P1421
P1420
0.02 in. Pressure
EVAP Leak Check

02HEG43Y
NM
05A0U
e. Purge VSV Monitor

1) After completing an EVAP leak check, the ECM turns ON (open) the purge VSV with the leak
detection pump actuated, and introduces the atmospheric pressure in the intake manifold.
2) If the pressure change at this time is within the normal range, the ECM determines the condition to
be normal.
3) If the pressure is out of the normal range, the ECM will stop the purge VSV monitor and store DTC
P0441 in its memory.
Atmosphere Valve (Close)
ECM Fuel Tank
Purge VSV
(Open)
Vent Valve
(Close)
Canister Pump
Pump (ON)
Vent Valve (Close)

Vent Valve (Close)
Purge VSV (Open)

Purge VSV (Open)
Fuel Vapor-containment Fuel Vapor-containment
Valve (Close) Valve (Close)
Fuel Tank Pressure Sensor Atmospheric Pressure (0 kPa)

at Leak detection Pump at Leak Detection Pump
0.02 in. Pressure P0441 0.02 in. Pressure P0441
Purge VSV Monitor Purge VSV Monitor

02HEG45Y
NM
05A0U
f. Fuel Vapor-Containment Valve Stuck Closed Judgment and Fuel Tank Leak Check
i) Fuel Tank Internal Pressure Equals Atmospheric Pressure
1) The ECM actuates the leak detection pump, and turns ON the canister pump module and the fuel
vapor-containment valve (open), in order to introduce a vacuum into the fuel tank, pipe, and canister.
2) When the pressure in the system stabilizes, the ECM compares this pressure with the 0.02 in. pressure
in order to check for a leakage.
3) If the detection value is below the 0.02 in. pressure, the ECM determines that there is no leakage.
4) If the detection value is above the 0.02 in. pressure and near atmospheric pressure, the ECM
determines that there is a gross leakage (large hole) and stores DTC P1423 in its memory.
5) If the detection value is above the 0.02 in. pressure and below near atmospheric pressure, the ECM
determines that there is a small leakage and stores DTC P1422 in its memory.
6) At this time, if there is no fluctuation in the fuel tank pressure sensor value, the ECM determines that
the fuel vapor-containment valve is stuck closed and stores DTC P2451 in its memory.
Fuel Tank Valve (Open)
ECM Atmosphere
Pressure Sensor
EG
Canister
Purge VSV
(Close)
Vent Valve
(Close)
Canister Pump
Pump (ON)
Vent Valve (Close)

Purge VSV (Close)
Valve (Open) P2451
P1423
Atmospheric Pressure (0 kPa) P1422
0.02 in. Pressure
Fuel Tank Leak Check

02HEG47Y
NM
05A0U
ii) Fuel Tank Internal Pressure is Higher or Lower than Atmospheric Pressure
If the internal pressure in the fuel tank is high or low, the ECM determines that there is no leakage in
the fuel tank. Thus, it only determines that the fuel vapor-containment valve is stuck closed, without
performing a fuel tank leakage check.
1) With the leak detection pump stopped, the ECM turns ON (opens) the fuel vapor-containment valve
to introduce the internal pressure of the fuel tank into the pipe and the canister.
2) The ECM measures the atmospheric pressure through the signals provided by the canister pressure
sensor.
3) If the value detected by the canister pressure sensor stays within the specified range, the ECM
determines that the fuel vapor-containment valve is stuck closed and stores DTC P2451 in its
memory.
Fuel Tank Valve (Open)
ECM Atmosphere
Purge VSV
(Close)
Vent Valve
(Close)
Canister Pump
Pump (OFF)
Vent Valve (Close)

Leak Detection Pump (OFF)
Purge VSV (Close)
Valve (Open)

P2451

02HEG49Y
Fuel Vapor-containment Valve Stuck Close Check
NM
05A0U
15. Diagnosis
D When the ECM detects a malfunction, the ECM makes a diagnosis and memorizes the failed section.
Furthermore, the MIL (Malfunction Indicator Lamp) in the combination meter illuminates or blinks to
inform the driver.
D The ECM will also store the DTC (Diagnostic Trouble Code) of the malfunctions. The DTC can be
accessed by using the hand-held tester or Techstream.
D For details, refer to the 2008 LEXUS LS600hL Repair Manual (Pub. No. RM05A0U).
Service Tip
To clear the DTC that is stored in the ECM, use the hand-held tester or Techstream, disconnect the battery
terminal or remove the EFI MAIN fuse and ETCS fuse for 1 minute or longer.
16. Fail-safe
When a malfunction is detected at any of the sensors, there is a possibility of an engine or other malfunction
occurring if the ECM were to continue to control the engine control system in the normal way. To prevent
such a problem, the fail-safe function of the ECM either relies on the data stored in memory to allow the EG
engine control system to continue operating, or stops the engine if a hazard is anticipated. For details, refer
to the 2008 LEXUS LS600hL Repair Manual (Pub. No. RM05A0U).
NM
05A0U

Control the 2UR-FSE Engine

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Control the 2UR-FSE Engine

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EG-58 ENGINE — 2UR-FSE ENGINE

JENGINE CONTROL SYSTEM

MASS AIR FLOW METER SFI (For Direct Injection)

INJ1 FUEL PUMP CONTROL

#2 SFI (For Direct Injection)

SFI (For Port Injection)

FUEL PRESSURE SENSOR PR #10 to #80 No.1, 2, 3, 4, 5, 6, 7, 8

VVT-iE (Intake Side)

VVT-i (Exhaust Side)

FUEL PUMP CONTROL

AIR FUEL RATIO SENSOR

HEATED OXYGEN SENSOR HEATED OXYGEN SENSOR

COMBINATION METER ECM HCAC SYSTEM

MIL (Malfunction Indicator Lamp)

CAN NEO1 GO1

AIRBAG SENSOR ASSEMBLY

COOLING FAN CONTROL

MAIN BODY ECU FRONT CONTROLLER Cooling Fan ECU

3. Engine Control System Diagram

Combination Meter (Meter ECU)

Fuel Filler Door Switch

Relief VLV EDU 2 Relay EDU 1 Relay

Throttle Position Sensor Throttle Control Motor

Electronic Relief Valve Hydro

Camshaft Control Motor Camshaft Control Motor

Ignition Coils (with Igniter) Ignition Coils (with Igniter)

Air Fuel Ratio Sensor Air Fuel Ratio Sensor

BANK 2 (RH BANK) BANK 1 (LH BANK)

Heated Oxygen Sensor Heated Oxygen Sensor

Exhaust Gas Temp. Sensors Exhaust Gas Temp. Sensors

Fuel Vapor-containment Valve

Fuel Filler Door Opener Fuel Tank Pressure Sensor

Canister Pump Module

4. Layout of Main Components

MIL (Malfunction Indicator Lamp)

Combination Meter (Meter ECU)

Main Body ECU

Engine Room R/B No.2

Fuel Pump Resistor

Knock Sensor Bank 1, Sensor 2

Knock Sensor Bank 2, Sensor 1

ACIS Actuator Intake Air Control Valve

Injectors Exhaust VVT

Fuel Pump Bank 2

Crankshaft Position Sensor

5. Main Component of Engine Control System

Components Outline Quantity Function

Intake Air Temperature

Crankshaft Position and Camshaft Position and VVT Sensors

Timing Rotor Timing Rotor

Crankshaft Position Sensor

" Wiring Diagram A

Crankshaft Position Sensor Circuit

" Sensor Output Waveforms A

VVT Sensor Signal Plate (720° CA)

230° CA 230° CA 140° CA

Camshaft Position Sensor Signal Plate (720° CA)

Camshaft 120° CA 60° CA 180° CA

2) MRE Type Sensor

D The MRE type sensor consists of an MRE, a magnet and a sensor.

MRE Type Pick-up Coil Type

Throttle Position Sensor