MO-2

EXTERIOR APPEARANCE
SEDAN

MO-3
3-DOOR HATCHBACK
MO-4
5-DOOR HATCHBACK
MO-5
WAGON
MO-6

CONCEPT
A global standard for the 21st century. NCV "New Century Value" - the COROLLA. The debut of a car that is out of the
ordinary.

All over the world, the Corolla has become a part of our familiar surroundings. For the 21st century, we
have surpassed the high standard we painstakingly built up to fashion a completely new standard with
fresh value. Stylish design. Agile, supple handling. Compact, yet spacious interior. Equipped with many
easy-to-use devices. Of course, designed with regard to safety and environmental concerns. The varied
lineup, including the sedan, the wagon, and the 3- and 5-door hatchbacks, meets every need - and every
ideal. Debuting now.

Meet the new Corolla. You'll be surprised . . . and moved.

MO-7
Novel performance that pioneers a new era.
New COROLLA: 6 FEATURES
Dynamic, with particular attention paid to detail a stylish design with a sense of presence.

A combination of high quality finish and usability. An advanced interior that transcends its class.

Each item designed with ease of use in mind. A wide range of comfortable equipment heightens the
enjoyment of passengers.

Agile, supple handling and low fuel consumption. Mechanisms that refine overall performance

So that you can always ride with peace of mind, the latest safety equipment and technology has been
introduced.

Impact on the environment has been held down to a minimum. One of the serious issues we have been
grappling with.
MO-8

EXTERIOR
Dynamic, with particular attention paid to detail a stylish design with a sense of presence.
Front View
SEDAN/WAGON

A front view that, while simple, will never lose its appeal.

• The radiator grille is a sporty mesh type. Together with the molding at the front edge of the hood, which
emphasizes the emblem, it completes the design with a sense of high quality.
• It is possible to fit an opening in the bumper with a fog light, for a bold image.
• The body is dynamic, with a bumper that slants forward and curves around the sides.

The headlight is a four-light type. Prestige has been heightened.

MO-9
HATCHBACK

A sporty, aggressive front view.

• The press line, which continues unbroken from the hood to the grille, coupled with the graphic of the
headlight, creates a bold image.
• The unique molding shared by this series, which emphasizes the Toyota emblem at the front of the
 hood, is representative of the youthful Corolla identity.
• The design of the radiator grille, with its sporty mesh pattern and sharp slit, gives an appearance of
powerful three-dimensionality and causes the emblem to seem thrust out.
• It is possible to fit an opening in the bumper with a fog light, for a bold image.
• Finished with unique molding. The bumper slants forward dramatically, emphasizing the thrust- out
appearance of the center and giving the appearance of a short overhang.

The high beam, low beam, and turn signal have been positioned in a row. Each light is longer than it is
wide, for a sharp, modern image.

MO-10
Rear View
SEDAN

A rear view with a sense of quality and luxury.

• The entire rear end has been enlarged and rounded horizontally, and the rear bumper has been widened
and rounded vertically. The result is a simple yet volurhinous surface structure that expresses high
quality and luxury.
• The Toyota emblem has been incorporated into the license plate garnish, evoking the appeal of the new
Corolla.
The rear combination light incorporates a multireflector with a sense of depth and a champagne gold lens
to express simplicity and the perception of high quality.

MO-11
HATCHBACK

A sporty, sinewy rear view.

• The rounded peak of the back door shoulder expresses a sense of tension. The beveled shape of both
sides produces an impression of high precision.

The rear combination light curves vertically under the shoulder line, which wraps around the side. This,
plus the tension of the peak of the back door shoulder, gives an impression of slung-forward sportiness.
MO-12
WAGON

A rear view that gives an impression of dignity and power.

• The rear end has been dramatically rounded both horizontally and vertically. The result is a simple yet
voluminous surface structure? a powerful rear end.
• The back door glass, which extends up nearly to the roof, not only emphasizes the freshness of the
design, but also helps widen the field of vision to the rear.
• The Toyota emblem has been incorporated into the license plate garnish, evoking the appeal of the new
Corolla.

The rear combination light, while ensuring a wide opening for the back door, incorporates a multireflector
with a sense of depth, for a design with a refined finish and impression of quality.

MO-13
Side View
SEDAN
An elongated, impressive side view.

• The thick-seeming front and rear pillars produce the impression of a strong cabin. An elongated
silhouette is created by the forward slant of the front pillaars and their fusion with the body.
• The side protective molding is of a width especially for Europe; its powwer is appealing.
• The upper part of the door, which faces upward and catches the light, has been rounded for an opulent
image. At the same time the surface of the body side has been rounded, to produce a sensation of mass.

MO-14
HATCHBACK

A powerful side view with a sense of unity.

• A sporty image with a short overhang is created by the beveled shape of the front and rear corners.
• A sense of liveliness is produced by the combination of the slung-forward beltline and the roofline that
gently slopes downward to the rear. The rear edge of the roof has been somewhat kicked up, in an
effort to improve aerodynamic performance.
• The top part of the door, which faces upward and catches the light, has been rounded for an opulent,
massive image.
3-Door
• A dynamic sensation is produced by the distinctive triangular rear quarter pillar that widens as it
approaches the base.

5-Door
• The cabin is made to seem appealingly sporty and uncrushable, with its dramatically slanted front
 pillars and thick, powerful quarter pillars.

MO-15
WAGON

A side view with a sense of stability, and an opulent surface structure.

• The beltline and long roof, raised by the rear pillar, give the impression of ample utility space.
• The powerful image of the side protective molding is appealing.
• The top part of the door, which faces upward and catches the light, has been rounded for an opulent,
massive image.

Tire & Disc Wheel

3-sizes and 4-varieties of wheels are available.
MO-16

INTERIOR
A combination of high quality finish and usability. An advanced interior that transcends its class.

MO-17
Roominess

The wheelbase has been widened and the rear overhang shortened. Also, with an increase in overall
height, a compact body size and roomy cabin space have been achieved. The hip point has been raised,
with the aim of improving ease in getting in and out. (For actual dimensions, see pages 50-51)
SEDAN

Comparison of Previous COROLLA (mm)

HATCHBACK

WAGON

MO-18
Instrument Panel
A design that fuses beauty and precision.
• The two-tone structure that emphasizes its continuity with the sides is exciting and youthful.
• The gently curving shape that flows into the door trim produces an impression of loveliness.
• With the continuation of the wide center cluster into the console, a simple, large- framed image is
produced.
• Simplicity was aimed for, with the continuous surface and the clearance and unevenness of each part
reduced as much as possible. Meters and switches have been enlarged. The highly usable design will
never lose its interest.
Steering Wheel
A small steering wheel (diameter: 370 mm) with three spokes has been adopted. The LINEA TERRA grade comes with a
urethane steering wheel. The LINEA SOL and TS grades come equipped with a leather steering wheel.
• The design evokes a sense of high quality, with a chrome-plated Toyota emblem as well as greater
padding and a somewhat thicker wheel ring.
• With a switch on the steering pad, you can perform basic operations of the audio system without
removinq vour hands from the wheel.

MO-19
Combination Meter
Four large meters with excellent visibility have been adopted.
• When the ignition switch is turned on, needles and figures emerge on the black panel of the Optitron
meters. These luxurious meters are available as options or standard equipment on all grades.
• Optitron meters whose needles and figures light up in red are standard equipment on the TS grade,
producing a sporty image.
• Analog meters are standard equipment on the LINEA TERRA grade.
• All meters are equipped with a LCD (Liquid Crystal Display) odometer and tachometer, increasing
functionality as well as giving a sense of freshness.
• A left-pointing triangle has been affixed to the fuel gauge to indicate the direction of the fuel lid, to help
prevent confusion when filling up.
Figure: Optitron Meters for TS Grade
MO-20
Seat
The seats are luxurious and evoke a sense of high quality with rounded shapes and deeply indented seams. The sedan,
hatchback, and wagon all have rear seats designed in consideration of their unique characteristics.

Leather seats are available as an option on the hatchback LINEA SOL and TS grade models.
HATCHBACK

Figure for TMC Made Sedan Models

SEDAN/WAGON
MO-21
Front Seat

A ratchet-type device has been adopted for the reclining and lifter functions. A front seat with excellent
usability has been adopted (TMUK and TMMT made models).

TMC*1 Made Models TMUK*2 & TMMT*3 Made Models

* When the seat back is returned, it also reclines according to the position stored in the memory. * When
the front passenger side seat back is folded down, the seat can be slid forward.

MO-23
Rear Seat

Figure for Sedan Models

 Item Sedan Wagon Hatchback
LINEA TERRA LINEA SOL
Rear Seat 6 : 4 Dividable 6 : 4 Dividable
Back Fitting*1, 6 : 4 Dividable 6 : 4 Dividable (With Side Seat) (Without Side Seat)
(With Side Seat)*2 (With Side Seat)
Folding Fold Forward Fold Forward Fold Forward
Reclining - 20° x 1 Step -
Rear Seat 6 : 4 Dividable 6 : 4 Dividable
Fitting
Cushion (Swing Up Type) (Swing Up Type)
Double
- Standard Standard
Folding
Leather Option: LINEA SOL
- -
Seat & TS Grade
CRS
Anchor Standard Standard
System Standard

*1:

Standard
*2: Option
MO-25
Seat Arrangement
MO-26
Storage Space

Various small compartments and containers have been provided in consideration of usability.
Front
• LINEA SOL and TS grade models are equipped with a large two-level rear console box.
• The console is equipped with a cup holder.
MO-27
• Wheel protrusions have been minimized as much as possible to ensure a roomy luggage space.
• A flat floor surface can be achieved by folding down the rear seats, resulting in a roomy luggage space.
HATCHBACK

WAGON
 Portion (1) (2) (3) (4) (5) (6) (7) (8)
HATCHBACK 1360 785 1090 1340 480 670 1170 890
WAGON 1580 1000 1090 1330 470 770 1110 -

MO-28
HATCHBACK
• There is a deck under tray beneath the deck board on the left. Part of the deck board folds up in
consideration of usability.
• Four tie-down hooks increase the usability of the luggage room.

WAGON
• Small compartments with doors are provided on both sides of the deck.
• There is a deck under tray beneath the deck board. The deck board is divided into two parts in
consideration of usability.
• Four tie-down hooks increase the usability of the luggage room.
Luggage Cover

In consideration of the privacy of the luggage space, it has been equipped with a luggage cover. When not
in use, it can be stored in the deck under tray.
MO-29

EQUIPMENT
Each item designed with ease of use in mind. A wide range of comfortable equipment heightens the enjoyment of passengers.
MO-30
Navigation with AV System
Two types of navigation systems, a map type and a turn by turn type, are available as options on some models.
Specification
Item
SEDAN HATCHBACK WAGON
Map Type Option (TMMT Made Only) Option (Except 4ZZ-FE Engine Model) Option
Turn by Turn Type - Option -
• The Navigation System analyzes the vehicle's position based on vehicle speed, map data, and the
satellite-based GPS (Global Positioning System), and guides the driver to the input destination through
voice instruction and map or arrow display.
• This system, with the latest functions and high-speed hardware built in, can pinpoint your destination
by accessing a large bank of map data, calculate the recommended route and provide on-screen
guidance in a simple and quick process.
• The language of voice navigation can be selected from among eight languages: English, Danish, Dutch,
French, German, Italian, Spanish, and Swedish.
• The navigation ECU that reads the map data on the DVD (Digital Versatile Disc) is located under the
front passenger seat. The GPS (Global Positioning System) antenna is located behind the instrument
panel.
• DVD has been selected as the medium for storing the map data enabling a large volume of data to be
utilized.
Turn by Turn Type

The arrow type navigation system displays the recommended route by means of arrows on a black-and-
white LCD (Liquid Crystal Display) screen on the audio head unit. When the vehicle approaches a
junction or intersection, the display switches automatically to an enlarged map of the junction or
intersection.

MO-30
Map Type
 • The map type navigation system displays the position of the vehicle as well as a map on the screen
of a 6.5-in. wide color LCD screen. When the vehicle approaches a junction or intersection, the
display makes use of the wide screen to switch automatically to two displays (the regular map
display and an enlarged map of the junction or intersection).
• With the adoption of a touch panel, multiple functions can be handled with a simple configuration of
switches.
• The audio system is located behind the display, and is also operated through the touch panel.

The easy-to-see guidance display includes a three-position tilt display function to suit the tastes of the
occupants. The tilt angle is controlled by a switch on the panel surrounding the screen.

Tilted

• To insert or eject CD and cassette, press the "Open" switch on the panel surrounding the screen. The
display will slide open.
Open

MO-31
Audio System
A radio receiver with built-in CD player is available as an option.
A radio receiver with cassette player and radio antenna is standard equipment.
A radio receiver with built-in CD, cassette player and navigation system is available as an option. (Sedan Model Only)
Head Unit Specifications
MO-32
Cruise-information Display

A cruise information display is built into the audio head unit on the LCD (Liquid Crystal Display). By
pushing the "TRIP NAVI", the following items can be displayed. One of three types of measurements
can be selected according to preference by operating the "MODE" switch.
Measurement Selection
Unit Selection
Display Item
1 2 3
(1) Average Fuel Consumption L/100 km km/L mpg
(2) Instant Fuel Consumption L/100 km km/L mpg
(3) Average Vehicle Speed km/h km/h mph

Speaker Specifications
No. (1) (2) (3)
Speaker Type 2.5 cm Tweeter 14 cm Full Range 14 cm Full Range
Input Rating (Max.) 17.5 (35) W 17.5 (35) W 17.5 (35) W

MO-33
Air Conditioner System

A comfortable space for all passengers.

• An automatic air conditioner is standard equipment on TS grade models.

• An automatic air conditioner is available as an option on LINEA SOL grade mod els.
• A manual air conditioner is available as an option on LINEA TERRA grade mod els.
 • Vehicles equipped with the 1CD-FTV en gine have adopted a power heater system.
Air Conditioner Control Panel

Crean Air Filter

A clean air filter that excels in removing pollen and dust from the air has been adopted as standard
equipment.

MO-34
Power Heater System

While the 1CD-FTV engine offers excellent combustion efficiency, it generates less heat. Therefore,
depending on the operating condition, the engine coolant temperature remains low, making it difficult to
ensure the proper heating effect. Thus, in order to provide an adequate heating effect, a PTC (Positive
Temperature Coefficient) heater is provided as standard equipment. Furthermore, a combustion type
power heater is available as an option on LHD cold area specification models.
PTC Heater System

The PTC heater, built into the heater core, has the property of being able to warm up rapidly, even at
low temperatures. If the engine coolant temperature is low and heating effect cannot be achieved, the
Engine ECU determines how many of the three PTC heaters to activate according to necessity.

Combustion Type Power Heater System

This heater system provides a combustion type heater between the engine and the heater core. Air and
fuel are introduced into the heater's combustion chamber, and a glow plug is used to ignite this mixture.
By heating the engine coolant that flows around the combustion chamber, this system enhances the
 heating effect.The system operates when the power heater switch on the console is in the "ON"
position.

MO-35
Moon Roof
A power tilt-and-slide type moon roof is available as an option for hatchback models.
• * Operate the moon roof operation switch, which is built into the personal light, to slide or tilt the roof
to the desired position. * In consideration of safety during slide close operation, the roof will stop once
while it is half-open. The switch must be operated from OFF to ON once again, or the roof will not
close fully.
• Sun Shade A sun shade that can be opened and closed by hand has been built in. When the roof is slide
open, the sun shade opens automatically.

Engine Immobiliser System

The engine immobiliser system is standard equipment on all models.
• The engine immobiliser system is a theft prevention device which does not allow the engine to be
 started by any means other than with the ignition key with corresponding pre-registered ID code.
• The system is constructed so that the engine will only start when the ID code of the transponder chip
embedded in the key matches the code registered in the engine ECU.
Theft Deterrent System
The theft deterrent system is available as an option on right-hand drive LINEA SOL and TS grade models.

When any attempt is made to forcibly enter the vehicle, open the engine hood or back door/ trunk lid, or
unlock any door without a wireless door lock remote control key, or when the battery terminals are
disconnected and then reconnected, or when the intrusion sensor is activated, this system sounds the
vehicle's horn and self power siren, lights the interior light, and flashes hazard lights, taillights and
headlights to deter illegal or mischievous activities. In addition, the system locks all doors if any door is
unlocked while the alarm is activated.

MO-36
Door Lock Control System
One-motion open function

The function which enables the driver to unlock the driver's door by pulling the door's inside lever.
Key Confine Prevention function

When the key is inserted in the ignition key cylinder and if you perform the door lock operation, all the
doors will be unlocked.
Double Locking System

A double locking system is provided on RHD models. By pressing the wireless door lock remote control
key's lock switch twice within 5 seconds, it has been set the double locking system. Once set, this system
prevents all the side doors and back door from being unlocked from either inside or outside of the
vehicle.
Wireless Door Lock Remote Control System
A key-integrated type transmitter with LOCK switch, UNLOCK switch, and indicator light has been adopted.
• With the added "answer back" function, the hazard lights will flash once when the door is locked with
the transmitter, and twice when it is unlocked.
• With the added illuminated entry function, the interior light will come on when the door is unlocked
with the transmitter, and go out when it is locked.

Outside Rear View Mirror

The outside rear view mirror has been shaped to minimize wind noise. A mirror heater is available as an option.
MO-37

MAIN MECHANISM
Agile, supple handling and low fuel consumption. Mechanisms that refine overall performance.
Engine
4ZZ-FE & 3ZZ-FE Engines The 4ZZ-FE engine is an in-line, 4-cylinder, 1.4 liter, 16-valve DOHC engine. The 3ZZ-FE engine is
an in-line, 4-cylinder, 1.6 liter, 16-valve DOHC engine. The VVT-i (Variable Valve Timing-intelligent) system and the DIS
(Direct Ignition System) have been adopted on these engines in order to realize their engine performance and fuel economy and
reduce exhaust emissions. These engines comply with European STEP IV regulations.
Outline of Engine
Äâèãàòåëü 4ZZ-FE 3ZZ-FE
Êîëè÷åñòâî öèêëîâ è ïîðÿäîê ðàñïîëîæåíèÿ ×åòûðåõ öèëèíäðîâûé, ðÿäíûé
Êëàïàííûé ìåõàíèçì 16-òè êëàïàííûé DONC, ñ öåïíûì ïðèâîäîì
Îáúåì äâèãàòåëÿ ñì. êóá (êóá äþéì.) 1398 (85,3) 1598 (97,5)
79,0 Õ 71,3(3,11 Õ 79,0 Õ 81,5(3,11 Õ
Äèàìåòð öèëèíäðà Õ äëèíà õîäà ïîðøíÿ ìì (äþéì)
2,81) 3,21)
Êîýôôèöèåíò ñæàòèÿ 10,5 : 1
Ìàêñèìàëüíàÿ ìîùíîñòü[ÅÅÑ] (êÂò/îá. ìèí) 71/6000 81/6000
Ìàêñèìàëüíîå çíà÷åíèå êðóòÿùåãî ìîìåíòà[ÅÅÑ] (Í ì/îá.
130/4400 150/4800
ìèí)

MO-38
2ZZ-GE Engine
The 2ZZ-GE engine is an in-line, 4-cylinder, 1.8 liter, 16-valve DOHC engine. The VVTL-i (Variable Valve Timing and Lift-
intelligent) system, the DIS (Direct Ignition System) and an Air Injection system have been adopted on this engine in order to
improve its engine performance and fuel economy and reduce exhaust emissions. The 2ZZ-GE engine complies with European
STEP III regulations.
• The VVTL-i system has, in addition to the conventional VVT-i system, a cam changeover mechanism
that varies the amount of lift of the intake and exhaust valves. This results in high output without
impairing fuel economy or emission performance during normal driving.
 • The air injection system injects air into the exhaust manifold by means of an electric air pump. It
ensures the warm-up performance of the TWC (three-way catalytic converter) during cold starting and
contributes to reducing exhaust
Outline of Engine
Engine 2ZZ-GE
No. of Cyls. & Arrangement 4-Cylinder, In-line
Valve Mechanism 16-Valve DOHC, Chain Drive
Displacement cm3 (cu. in.) 1796 (109.7)
Bore x Stroke mm (in.) 82.0 x 85.0 (3.23 x 3.35)
Compression Ratio 11.5 : 1
Maximum Output [EEC] (kW/rpm) 141/7800
Maximum Torque [EEC] (N-m/rpm) 180/6800

MO-39
1CD-FTV Engine
1CD-FTV TOYOTA D-4D (Direct injection 4 stroke common-rail Diesel engine) is an in-line 4-cylinder, 2.0-liter, 16-valve
DOHC with turbocharged diesel engine. 3-door and 5-door hatchback LINEA SOL grade models with intercooler that realizes
high performance are available. This is a high performance diesel engine that employs a direct injection system and common-rail
system. It therefore achieves low emission, low fuel consumption, vibration and noise, has a long life expectancy and good
serviceability, and meets European exhaust regulation STEP III.
Outline of Engine
MO-40
Transaxle
Manual Transaxle
The optimum transaxle delivers the maximum engine performance.

TS grade models are equipped with a 6-speed trans-axle that elicits maximum engine performance from
the 2ZZ-GE engine.

Automatic Transaxle
The compact A246E automatic transaxle [ (Electronically Controlled Transaxle)] has been adopted.
Gear Ratio
Transaxle Type A246E
Engine Type 3ZZ-FE
1st 4.005
2nd 2.208
3rd 1.425
4th 0.981
Reverse 3.272
Steering
All vehicles have adopted EMPS (Electric Motor-assisted Power Steering).
• Fuel economy has been improved through the reduction in the engine's pump loss and weight reduction.
• The steering feel has been improved by using sensed vehicle speed information.
MO-41
Suspension
Front Suspension

A MacPherson type front suspension has been adopted.

• The ride comfort has been improved by increasing the suspension stroke.
• The vehicle's straightline stability and steering response have been ensured by making consider able
changes in the suspension geometry.
• Low-pressure (Nitrogen) gas sealed front shock absorbers with linear control valve have been adopted
to realize both driving stability and riding comfort.
• A stabilizer bar that realizes excellent drivability and stability is provided as standard equipment.

Rear Suspension

A torsion beam type rear suspension with toe-correct bushings has been adopted.

• Large, toe-correct type bushings have been adopted to realize riding comfort, stability, and
controllability.
• A stabilizer bar that realizes excellent drivability and stability is provided as standard equipment.
MO-42

SAFETY
So that you can always ride with peace of mind, the latest safety equipment and technology has been introduced.
Active Safety
Built into the package tray 3-point type rear center seat belt
SEDAN
Built into the seat 3-point type rear center seat belt
WAGON
Built into the ceiling 3-point type rear center seat belt (Detachable Type)


ABS (Anti-lock Brake System) with EBD (Electronic Braking force Distribution)

The ABS system helps to prevent the tires from locking up, thereby ensuring vehicle performance and
handling ability. The EBD system distributes optimal breaking force to the front and rear tires in
accordance with driving conditions. Furthermore, braking force is distributed to the left and right wheels
during braking when cornering to ensure vehicle performance and superior braking power.
Brake Assist

This system works in conjunction with the ABS to support drives who are unable to apply the brakes fully
during emergency braking and for drivers who tend to apply the brakes too lightly. When the brakes are
applied rapidly, it is judged by the computer to be emergency braking and additional braking power is
generated automatically by the system to ensure sufficient vehicle braking power.
VSC (Vehicle Stability Control)

This system controls the engine output and directly applies optimal breaking force to the front and rear
wheels to help maintain intended vehicle directional control if it is about to be lost while cornering due to
over- or under-steering.
TRC (Traction Control)

In addition to controlling driving wheel slip on slippery road surfaces to help ensure driving force of a
level suited to the road surface conditions, this system maintains accelerating ability at takeoff, forward
mobility and turning performance.

MO-43
Passive Safety
Impact-absorbing Body

An impact absorbing body that effectively help to absorb and distribute front and side impacts to ease the
effects on the driver and passengers has been adapted. A high strength body structure, to minimize
deformation of the cabin itself, has also been adopted as a passive safety measure.
Frontal Collision

As well, the strong cabin frame eases the effects of the impact on the driver and passengers, and
minimizes deformation of the cabin, thus an ideal body structure.
Side Collision

Along with the ideal body structure, which effectively help to absorb and distribute the load on the frame
in a side collision, we have maintained the strength of each pillar to minimize deformation of the cabin.

MO-44
SRS (Supplemental Restraint System) Airbag System

SRS airbags are standard for the driver and front passenger seats in all models. In the event of a severe
frontal collision, the airbags function to the seat belts in helping to reduce the impact on the driver's and
front passenger's head and chest. SRS side airbags for the driver and front passenger seats, which ease
side impacts, are optional on all models.
SRS Driver & Front Passenger Airbag

SRS Side Airbag

MO-45
Seat Belt
Seat belts for the front seats are equipped with pretensioners, which snugly restrain the occupants at the time of a collision, and
forcelimiters, which soften the impact to the chest from the seat belt itself.

The rear seats of the sedan, hatchback, and wagon are all equipped with center seat belts designed in
consideration of their unique characteristics.

MO-46
Head Impact Protection Structure

With the front pillar garnish, center pillar garnish, roof side inner garnish, and roof side rail, a structure
that absorbs impact has been adopted. These measures to lessen the impact to the occupants' heads have
been taken in consideration of the possible secondary collision that could occur between the occupant and
the parts of the cabin in the event of an accident.
MO-47
Parts with Low Repair Costs

Retaining stays for the headlights have been provided separately from the headlight housing to help
protect them from severe damage in a minor collision. Retaining stays have been made available as
service parts.
MO-48

ENVIRONMENT
Impact on the environment has been held down to a minimum. One of the serious issues we have been grappling with.
Adoption of TSOP, TPO & Kenaf

TSOP (The Super Olefin Polymer) and TPO (Thermoplastic Olefin), both materials offering excellent
recyclability, have been extensively used throughout the vehicle as an environmental protection measure.
Kenaf material, with similar quality to wood pulp, has been utilized as the core material for the package
tray trim in an effort to protect the earth's forests.

TSOP & TPO material

• TSOP is utilized as an excelent substitute for PP (polypropylene).
• TPO is utilized as a substitute for PVC (polyvinyl chloride).
Kenaf material

This material, which uses the fiber of 1-year old Kenaf grass as its raw material, is receiving acclaim as
it can be used in place of wood pulp. If this material were to be widely used in place of pulp, it would
contribute to the protection of the world's forests.

MO-49
Reduction in the Amount of Lead Used

To help protect the environment, the amount of lead used has been reduced and thorough development of
lead-free parts has been implemented. The amount of lead used in one Corolla has been reduced to about
one-fourth of the average amount of lead used in 1996. (In Case of Hatchback Models)
Main lead-free parts:
• Radiator
• Heater Core
• Wire Harness
• Window Glass Black Ceramic Coating
MO-50

DIMENSIONS
SEDAN

3-DOOR HATCHBACK

MO-51
5-DOOR HATCHBACK

WAGON
MO-52

EQUIPMENT LIST

MO-53

MO-54
MO-55

MODEL CODE
ZZE120 (1) L (2) ​ D (3) E (4) M (5) D (6) K (7) W (8)
MO-56

MODEL LINE-UP
BE-2

LIGHTING
HEADLIGHT

The Corolla has adopted the 4 multi-reflector headlights.

Conventional headlights accomplish the dispersion and distribution of the light that is emitted by the bulbs
through the lens cut pattern. However, with the multi-reflector type headlights, the light from the bulbs is
dispersed and distributed through multiple parabolic shaped reflectors. As a result, the lens cut pattern is
no longer provided in the center of the lens, thus realizing a clear look.

HEADLIGHT BEAM LEVEL CONTROL SYSTEM

This system keeps the beam of the headlights adjusted to the appropriate level in accordance with the
number (weight) of passengers and volume of luggage. The headlight beam level can be adjusted by
operating the headlight beam level control switch. This system is standard equipment.

BE-3
DAYTIME RUNNING LIGHT SYSTEM

This system is designed to automatically activate the headlights (Lo beam) and taillights during the
daytime to keep the car highly visible to other vehicles. This system is controlled by the daytime running
light relay. This system is optional on TMUK made LHD models and TMC made LHD wagon models.
This system is enabled when the conditions given below are met.

• Ignition switch ON condition

• Alternator L terminal signal input (Engine Running Condition)
• Light control switch OFF condition
Wiring Diagram

ILLUMINATED ENTRY SYSTEM

• When a door is unlocked through a key operation or transmitter operation, or if a door is opened or
closed, the illuminated entry system turns ON the interior light and the ignition key illumination.
• If the ignition switch is turned to ON position or if all doors are locked during the 15 seconds in which
these lights are ON, they will immediately turn OFF.
• This system is standard equipment on LINEA SOL and TS grade models and optional equipment on
other grade models.
LIGHT REMINDER SYSTEM

When the ignition key is turned from the ON or ACC to LOCK position while the driver's door open with
the taillights or headlights turned on, this system warns the driver that the lights remain on by sounding the
buzzer. The buzzer is located inside the combination meter. This system is standard equipment.

BE-4
HEADLIGHT CLEANER SYSTEM
• A pop-up type headlight cleaner system is optional on TMUK and TMMT made LHD models and TMC
made LHD wagon models.
• This headlight cleaner sprays windshield washer fluid onto the headlights to clean the lens.

BE-5

METER
COMBINATION METER
1. General
• An optitron display type combination meter has been adopted on LINEA SOL grade model as standard
equipment and LINEA TERRA grade model as optional equipment.
• A normal display type combination meter has been adopted on LINEA TERRA grade model as
standard equipment.
• The optitron display type meter realizes excellent visibility through the use of smoke acrylic in the
protective panel, and LEDs (Light Emitting Diodes) that is vary bright and has high contrast for
illuminating the indicator and the dial.
• An optitron display type meter that uses red LEDs is standard equipment on the TS grade model.
• An odometer and trip meter that use an LCD (Liquid Crystal Display) have been adopted.
• The combination meter has a built-in meter ECU and buzzer for key remainder system and light
remainder system.
• The brightness of the combination meter can be adjusted by operating the odo/trip selector/reset switch
when the taillights are turned ON.
• A fuel lid mark has been adopted to point the side of the vehicle where the fuel lid is located.

Main Meter and Gauge Input Signals

BE-6
2. Odo/Trip Meter
An LCD (Liquid Crystal Display) has been adopted for the odo/trip meter. The switching of the modes is
effected by pressing the odo/trip selector/reset switch, which causes the LCD to display in the following
order: odo meter ​K trip meter A ​>- trip meter B ​>- dimming mode. While trip meter A or B is displayed,
pressing the odo/trip selector/reset switch 0.8 seconds or longer causes the driven distance displayed by
the current trip mode to revert to 0.0 mile (or km/h). The trip meter will resume measuring the distance at
the moment the odo/trip selector/reset switch is re- leased. While the dimming mode is displayed, the
brightness of the meter can be changed by pressing the odo/trip selector/reset switch 1.0 seconds or
longer. The selected dimming mode becomes canceled if a battery terminal is disconnected. When the
battery terminal is reconnected, the dimming mode sets to 6.25% brightness.
BE-7

COMBINATION SWITCH
DESCRIPTION

The adoption of an independent construction for the wiper and washer switch and the light control switch
eliminates the need for removing the steering when removing and installing the switches. Further, a
construction that allows straight mounting was achieved by using a hook to mount each switch to the
bracket. Through these features, serviceability has been improved.
BE-8

AIR CONDITIONER
DESCRIPTION
1. General

The air conditioner system in the new Corolla has the following features:

• An automatic control air conditioner system is standard equipment on the TS grade model and optional
equipment on the LINEA SOL grade model.
• A manual control air conditioner system is optional equipment on the LINEA TERRA grade model.
• A semi-center location air conditioner unit, in which the evaporator and heater core are placed in the
ve- hicle's longitudinal direction, has been adopted.
• A compact, lightweight, and highly efficient straight flow (full-path flow) aluminum heater core has
been adopted.
• A multi-tank, super-slim structure evaporator has been adopted.
• A compact, high-performance scroll compressor with oil separator has been adopted.
• The heater exchange efficiency has been improved through the adoption of the sub-cool condenser.
• A deodorizing function that eliminates the exhaust gas smell that enters the cabin from the outside has
been added to the conventional clean air filter.
• The air conditioner ECU is equipped with a self-diagnosis function. If there is a malfunction in the
system, it stores the DTCs (Diagnostic Trouble Codes) in its memory and blinks the air conditioner
switch indicator.
• On the 1CD-FTV engine model, a PTC (Positive Temperature Coefficient) heater is provided as
standard equipment. Furthermore, a combustion type power heater is available as optional equipment
for LHD certain destination models.
• The sight glass for checking the condition of the refrigerant has been discontinued on the TMUK made
model. Accordingly, the inspection method has been changed.
BE-9
Performance
BE-10
2. System Diagram
BE-11
3. Layout of Main Component
BE-12
4. Mode Position and Damper Operation
Function of Main Damper

BE-13
5. Air Outlets and Air Volume Rations
*: Cold Area Specification Model

The size of the circle O indicates the proportion of airflow volume.

BE-14
CONSTRUCTION AND OPERATION
1. Air Conditioner Control Panel
• 2 type of air conditioner control panel are used; the push button type for the automatic control type air
conditioner and rotary switch type for the manual control type air conditioner.
• The air conditioner control panel for the automatic control air conditioner system uses an LCD (Liquid
Crystal Display) to display the set temperature, ambient temperature, air outlet mode, and blower
speed to ensure excellent visibility. The display of the set temperature or ambient temperature can now
be switched by pressing the outside temperature display switch that is located next to the display panel.
This air conditioner control panel is integrated with the air conditioner ECU.


BE-15
2. Air Conditioner Unit
General

A semi-center location air conditioner unit, in which the evaporator and heater core are placed in the ve-
hicle's longitudinal direction. As a result, the air conditioner unit has been made compact and light weight

Evaporator
• By placing the tanks at the top and the bottom of the evaporator unit and by adopting an inner fin
construc- tion, the following effects have been realized:
a) The heat exchanging efficiency has been improved.

b) The temperature distribution has been made more uniform.

c) The evaporator has been made thinner.

• The evaporator body has been coated with a type of resin that contains an antibacterial agent in order
to minimize the source of foul odor and the propagation of bacteria.
BE-16
Heater Core
(1) General

A compact, lightweight, and highly efficient straight flow (full-path flow) aluminum heater core has been
adopted.

(2) PTC Heater

(a) General

Three PTC (Positive Temperature Coefficient) heaters have been provided on the 1CD-FTV engine
model in order to improve heater performance. The heaters have been built into the heater core.
BE-17
(b) Wiring Diagram

(c) PTC Heater Operating Condition

The ON/OFF function of the PTC heater is controlled by the PTC amplifier in accordance with the water
temperature, ambient temperature, engine speed, temperature setting, and the electrical load (alternator
power ratio). For example, with water temperature, the number of PTC heater operation varies as shown
in the graph below.
BE-18
3. Condenser
General

The Corolla has adopted sub-cool condenser in which a multi-flow condenser (consisting of two cooling
portions: a condensing portion and a super-cooling portion) and a gas-liquid separator (modulator) have
been integrated. This condenser has adopted the sub-cool cycle for its cooling cycle system to improve
the heat exchanging efficiency.
Sub-Cool Cycle

In the sub-cool cycle of the sub-cool condenser that has been adopted, after the refrigerant passes through
the condensing portion of the condenser. Both the liquid refrigerant and the gaseous refrigerant that could
not be liquefied are cooled again in the super-cooling portion. Thus, the refrigerant is sent the evaporator
in an almost completely liquefied state.

NOTE: The point at which the air bubbles disappear in the refrigerant of the sub-cool cycle is lower
than the proper amount of refrigerant with which the system must be filled. Therefore, if the system is
recharged with refrigerant based on the point at which the air bubbles disappear, the amount of
refrigerant would be insufficient. As a result, the cooling performance of the system will be affected. If
the system is overcharged with refrigerant, this will also lead to a reduced performance. For the proper
method of verifying the amount of the refrigerant and to recharge the system with refrigerant, see the
Corolla Repair Manual (Pub. No. RM925E).

Service Tip

Because the sight glass for checking the condition of the refrigerant has been discontinued on the TMUK
made model, inspect the refrigerant volume by measuring the refrigerant pressure with a refrigerant
 charging gauge. For details, refer to the Corolla Repair Manual (Pub. No. RM925E).

BE-19
4. Compressor
General

A compact and high performance scroll compressor with oil separator has been adopted.
Construction

The scroll compressor with oil separator consists of a spirally wound fixed scroll and variable scroll that
form a pair, and oil separator, and a magnetic clutch. The fixed scroll is integrated with the housing.
Because the rotation of the shaft causes the variable scroll to revolve while maintaining the same posture,
the volume of the space that is partitioned by both scrolls varies to perform the suction, compression, and
the discharge of the refrigerant gas. A pin is attached behind the variable scroll to prevent the autorotation
of the variable scroll, allowing it only to revolve. Locating the suction port directly above the scrolls
enables direct suction, thus realizing improved suction efficiency. Containing a built-in oil separator, this
compressor is able to separate the compressor oil that is intermixed with the refrigerant and circulates in
the refrigeration cycle, thus realizing a reduction in the oil circulation rate

BE-20
Operation
(1) Suction

As the capacity of the compression chamber, which is created between the variable scroll and the fixed
scroll, increases in accordance with the revolution of the variable scroll, refrigerant gas is drawn in from
the intake port.

(2) Compression

From the state at which the suction process has been completed, as the revolution of the variable scroll
advances further, the capacity of the compression chamber decreases gradually. Consequently, the
refrigerant gas that has been drawn in becomes compressed gradually and is sent to the center of the fixed
scroll. The compression of the refrigerant gas is completed when the variable scroll completes
approximately 2 revolutions.
 (3) Discharge

When the compression of the refrigerant gas is completed and the refrigerant pressure becomes high, the
refrigerant gas discharges through the discharge port located in the center of the fixed scroll by pushing
the discharge valve.

BE-21
Oil Separator
(1) General

A CS (Centrifugal with Shutter) type oil separator has been adopted to reduce the circulation rate of the
compressor oil that is intermixed with the refrigerant and circulates in the refrigeration cycle. This oil
separator is provided with a cylindrical pipe in the separator case, enabling the refrigerant gas that has
been discharged through the discharge gas inlet to be separated into refrigerant gas and oil through
centrifugal force, and minimizing the outflow of the oil to the discharge service port. As a result, the oil
circulation rate has been reduced and makes energy savings possible.
BE-22
(2) Construction and Operation

The refrigerant gas that is discharged from the discharge port flows by rotating around the cylindrical
pipe in the oil separator. At this time, the centrifugal force that is created during the rotation separates the
refrigerant gas and the compressor oil due to the difference in their specific gravity. The refrigerant gas
with the lighter specific gravity passes through the inside of the pipe and travels from the discharge
service port to the outside of the compressor. The compressor oil with the heavier specific gravity is
discharged through the oil discharge hole in the shutter and is stored in the oil storage chamber. Then, the
compressor oil is fed again into the compressor and circulates inside the compressor.

5. Quick Joint

The joint of the air conditioner tube, which passes through the dash panel, has been changed from the
 nut-and-union type that is used on the previous model to the clamp type quick joint. As a result, the ease
of operation and service has been improved.

BE-23
6. Clean Air Filter

A clean air filter that excels in removing dust is standard equipment. This filter, which cleans the air in the
cabin, is made of polyester. Thus, it can be disposed of easily as a com- bustible material, a feature that is
provided in consideration of the environment. To facilitate the replacement of the filter, a one-touch clip
is used in the filter cover which is unified with filter case. Thus, a construction that excels in
serviceability has been realized.

Service Tip

Be sure to change the clean air filter every 22,500 km (13,500 miles) in the normal condition, or every
15,000 km (9,000 miles) in the dusty road condition.

BE-24
7. Air Conditioner Control
General

The air conditioner system has following control.

BE-25
BE-26
Self-Diagnosis
• The air conditioner ECU has a self-diagnosis function. It stores any operation failures in the air
conditioner system memory in the form of a malfunction code. By operating switches on the air
conditioner control switches, the stored malfunction code will be indicated. Since diagnostic results
are stored directly by electric power from the battery, they are not cleared even when the ignition
 switch is turned off.
Functions

For details on the indicator check, sensor check, actuator check function, and clearing DTCs of this
system, refer to the Corolla Repair Manual (Pub. No. RM925E).

BE-27
COMBUSTION TYPE POWER HEATER
1. General
• While the 1CD-FTV engine offers excellent combustion efficiency, it generates less heat. Therefore,
de- pending on the operating condition, the coolant temperature remains low, making it difficult to
ensure the proper heating effect. Thus in order to provide an adequate heating effect, a combustion type
power heater is provided as optional equipment on LHD cold area specification models.
• This heater system provides a combustion type power heater between the engine and the heater core.
Air and fuel are introduced into the heater's combustion chamber, and a glow plug is used to ignite this
mixture. By heating the engine coolant that flows around the combustion chamber, this system enhances
the heating effect. The system can be activated or deactivated by turning the power heater switch
provided on the instrument panel ON/OFF.

2. System Diagram
BE-28
3. Layout of Main Components

BE-29
4. Combustion Type Power Heater Assembly
General
The combustion type power heater assembly consists mainly of a heat exchanger, glow plug, motor, air
fan, power heater ECU, water temperature sensor, overheating prevention sensor, flame sensor, intake
pipe, exhaust pipe and fuel pump. This heater is installed between the engine and the heater core. The
coolant from the engine flows through the spiral passage around the heat exchanger and flows into the
heater core. At this time, the glow plug ignites the air and fuel in the combustion chamber of the heat
exchanger, and the resultant heat of combustion heats the engine coolant.

Sensors

The table below shows the functions of the sensors.

BE-30
5. Operation
General
(1) Igniting

When the engine is operating, turning the power heater switch on causes the air fan to operate for several
seconds for verification purposes. Then, the glow plug starts to preheat the combustion chamber. After
that, the fuel pump and the air fan turn on in due order to start Lo combustion. The fuel pump speed is then
increased in steps, and this is accompanied by a gradual increase in the speed of the air fan, thus leading
to Hi combustion.

(2) Extinguishing
When the ignition switch is turned off or the power heater switch is turned off, the fuel pump stops,
causing the combustion to stop. For the purpose of after-purge, current is applied again to the glow plug,
and the air fan is activated for several seconds. Then, the entire system comes to a stop.
Timing Chart

(3) Operating

While the system is in operation, it controls the fuel pump speed and switches Hi combustion and Lo
combustion, and always keeps the water temperature between 75 °C and 85 ° C. If the water
temperature exceeds 85 °C, the fuel pump stops automatically to stop the combustion. Thereafter, when
the water temperature reaches 75 °C or below, ignition occurs again. The operation of the glow plug,
the air fan, and the fuel pump during extinguishing and re-igniting is the same as when these are
operated by the switch as mentioned previously.

BE-31
Protective Control

For self-protection, this system stops if an abnormal condition is detected. A description of the control is
indicated below.
Diagnosis

If a malfunction occurs in the system, it is possible to access the diagnostic trouble code by using a SST
(Special Service Tools) that has been designed exclusively for the combustion type power heater. For
details on the diagnostic trouble codes, etc., described above, refer to the Corolla Repair Manual (Pub.
No. RM925E).
NOTE:
• When the power heater is turned on or off, some white smoke and a slight odor may be emitted from the
exhaust located under the floor. If the power heater is being used under extremely cold conditions.
Vapor may be visible from the exhaust. This is normal.
• We recommend not to restart the power heater for 10 minutes after you turn it off. Otherwise, a noise
may be heard as the heater ignites.
• Do not turn the power heater on and off repeatedly within 5 minute intervals as this can shorten the life
of the heater components. If the engine is to be turned on and off repeatedly within short intervals (such
as when being used for delivery purposes), turn the power heater switch off.
BE-32

ACCESSORIES
NAVIGATION with AV SYSTEM
1. General
• A navigation with AV (Audio Visual) system is offered as an option on the TMUK made models except
the hatchback models with the 4ZZ-FE engine. It is offered as an option on the TMC made wagon
model.
• Through the use of the GPS (Global Positioning System) and map data in a DVD (Digital Versatile
Disc), this navigation with AV system analyzes the position of the vehicle and indicates that position on
the map that is displayed on the screen. Additionally, it provided voice instructions to guide the driver
through the route to reach the destination that has been selected.
• Tn this system, the radio and player with display, the navigation ECU, the GPS antenna, and the front
speak- er (driver's side), which is also used in the audio system, are main components. For the radio
and player with display, the display showing the map data and the CD/cassette player are constructed
as one unit.
Specifications
2. System Diagram

*1: Only for The Manual Transaxle Model *2: Only for The Automatic Transaxle Model *3: RGB (Red
Green Blue)

BE-33
3. Layout of Main Component
BE-34
4. Construction and Operation
General

Listed below are the main functions of navigation display.

Navigation Screen Display
• Based on the map data on the DVD, signal from the GPS satellites, signals from the built-in gyro
sensor, and signals from the vehicle's speed sensor, the vehicle's present position, direction of travel,
and driven distance are calculated and displayed on the navigation display.
• The Corolla has the GPS voice navigation system functions listed below:
BE-35
Diagnosis Screen Display

The navigation display is equipped with a self-diagno- sis system and can display the diagnosis menus
shown on the right.

The diagnosis menu contains the following three items.

(a) Service Check Menu

(b) Display Check
(c) Navigation Check

BE-36
DVD (Digital Versatile Disc)

The DVD, which uses a smaller laser beam diameter than the CD (Compact Disc), is able to record and
play back a greater amount of data because it can handle pits, or signal grooves, at a higher density. The
volume of data that a 12 cm (0.47 in.) diameter DVD can store is equivalent to approximately 7.5 times
that of a CD-ROM, totaling 4.7 gigabytes. The navigation system has adopted a dual-layer DVD, which
has two layers per side to store a large capacity of signal data, totaling 8.5 gigabytes.
Gyro Sensor

The gyro sensor is designed to detect the yaw rate of vertical axis turn of the vehicle and installed in the
Navigation ECU. The gyro sensor has a piezoelectric ceramic piece inside. This piezoelectric ceramic
piece deforms by charg- ing voltage and generates voltage by deforming with force. The piezoelectric
ceramic piece inside the gyro sensor is vibrated by the driving circuit and when the vehicle turns (when
the detection portion turns to the axis direction), coriolis force is added to the detection portion. With this
force, the detection portion is twisted. The voltage generated by this twisting is signal-processed inside
the gyro sensor and outputted. Navigation ECU receives this signal and judges the yaw rate of the vehicle.

BE-37
Detection the Vehicle Position

The navigation ECU calculates the position based on the principle of a 3-point measurement. The GPS
satellites are equipped with high-precision clocks. Thus, the satellites are able to transmit continu- ous
orbit signals and radio wave transmission time signals. The navigation ECU also contains a clock, which
can understand the radio wave time signals that are received from the satellites. As a result, the length of
time that is taken by the radio waves to arrive from the satellites to the antenna can be determined. Thus,
the lengths of time that elapse for the radio waves of the 4 satellites to reach the antenna are measured.
Each of these lengths of time are multiplied by the luminous flux (the rate of transmission of luminous
energy: approximately 300,000 km/second), the results of which are the distances from the satellites to the
antenna. Because the positions of the GPS satellites are known by their signals, the receiving point
(vehicle position) can be rendered as the point in which the 4 spheres (of which the centers are the
respective satellites) converge. However, due to the differences that exist between the clocks of the
satellite and the ECU, the 4 spheres do not converge at a single point. Therefore, the ECU uses another
satellite to calculate the point at which the 4 spheres converge at a signal point and corrects its internal
clock. As a result, the ECU determines the vehicle position and adjusts its internal clock to the clocks of
the satellites.

BE-38
• NAVIGATION (Turn by Turn Type) with AV SYSTEM
1. General
• The navigation (turn by turn type) with AV (Audio Visual) system has been adopted on TMUK made
LHD hatchback models.
• This system uses the GPS (Global Positioning System) and map data on a DVD (Digital Versatile
Disc). To navigate the driver along the route to the destination, the LCD (Liquid Crystal Display)
portion of the radio and player interchangeably show an arrow indicating the travel direction and an
enlarged intersection view.

Additionally, it provided voice instructions to guide the driver through the route to reach the destination
that has been selected.
 • In this system, the radio and player, the navigation ECU (gyro sensor included), the GPS antenna, and
the front LH speaker, which is also used in the audio system, are main components.
• In this system, the audio unit of the "Radio and Player" and its contents that show navigation data differ
from those of the (map type) navigation with the AV system, although the basic construction and
operation used by the system are the same. However, a turn by turn type DVD is for exclusive use for
this system.
Specifications
2. System Diagram

BE-39

*1:Only for The Manual Transaxle Model *2:Only for The Automatic Transaxle Model

BE-39
3. Layout of Main Component
BE-40
4. Construction and Function
General

Based on the map data in the DVD, signal from the GPS satellites, signals from the built-in gyro sensor,
and signals from the vehicle's speed sensor, the vehicle's present position, direction of travel, and driven
distance are calculated and displayed on the navigation display. About The Screen Display During Route
Navigation

• If the vehicle is traveling practically straight-ahead during route navigation, the arrow that shows the
next direction of travel is indicated by the basic direction view. However, when the driver approaches
a junc- tion or intersection to make a right or left turn, the screen changes to an enlarged intersection
view indicat- ing the direction of the turn.
• After the vehicle passes a junction or intersection while an enlarged intersection view is shown, the
screen automatically returns to the basic direction view. Also, pressing the "AST BACK" button while
an enlarged intersection view is shown returns the screen to the basic direction view. Pressing the
"AST BACK" button again returns the screen to the enlarged intersection view.
Contents of Basic Direction Display

BE-41
Principal Functions

This system consists of the function listed in the table below.

BE-42
5. Self-Diagnosis
• The navigation ECU has a self-diagnosis function. Any operation failures that occur in the system are
stored in the memory of the navigation with AV system, in the form of a DTC. The DTCs (Diagnostic
Trouble Codes) that are stored in the ECU appear on the screen when the "DISC" button is pressed
three times while the " 1" and "6" buttons of the radio and player are pressed simultaneously. After a
malfunction has been resolved, pressing the "DISC" button for a few seconds erases the DTC. For
details, refer to the Corolla Repair Manual (Pub. No. RM925E).

• The table below lists the DTCs related to this system.

BE-43
POWER WINDOW SYSTEM
1. General

The power window system has the following functions:

The functions that have been adopted differ from model to model. For details, see the equipment list on
page MO-52.

BE-44
2. Wiring Diagram

*: Only for The Except 3-Door Hatchback Model

BE-45
3. Layout of Main Component
BE-46
DOOR LOCK CONTROL SYSTEM
1. General

The door lock control system has the following functions:

CAUTION

This caution is available for the model with double locking system. Never activate the double locking
system when there are people in the vehicle because the doors cannot be opened from the inside of the
vehicle. If locking the doors by accident, press "Unlock" button of the transmitter.

BE-47
2. Wiring Diagram
*l: Only for The Except 3-Door Hatchback Model *2: Only for The Except Sedan Model *3: Only for The
RHD Model with Double Locking System

BE-48
3. 3. Layout of Main Component
BE-49
WIRELESS DOOR LOCK REMOTE CONTROL SYSTEM
1. General

The wireless door lock remote control system has been adopted on the LINEA SOL and TS grade models
as standard equipment and on the LINEA TERRA grade models as optional equipment. This system is a
convenient system for locking and unlocking all the doors, at a distance. This system in the Corolla has the
following features:

• In this system, the wireless door control receiver performs the code identification process and the door
control relay effects the door lock control. Serial data link is provided for communication between the
wireless door control receiver and the integration relay.
• A key-integrated, two-button type transmitter has been adopted.
• A rolling code system, in which the signal configuration changes each time when a signal is transmitted
by the transmitter, has been adopted.
System Diagram
Service Tip

In case of making new ignition key due to the loss of it, it is necessary to register recognition code. Refer
to see the Corolla Repair Manual (Pub. No. RM925E).

BE-50
2. Layout of Main Component
BE-51
3. Function
General

The wireless door lock remote control system in the Corolla has the following functions.
Transmitter Recognition Code Registration Function

The table below shows the 4 special coded ID registration function modes through which up to 4 different
codes can be registered. The codes are electronically registered (written to and stored) in the EEPROM.
For details of the recognition code registration procedure, refer to the Corolla Repair Manual (Pub. No.
RM925E) to register the codes correctly.

BE-52
ENGINE IMMOBILISER SYSTEM
1. General
• The engine immobiliser system is a theft-deterrent system that disables the engine from starting through
 the use of the ignition key with an ID code that matches the code that is the pre-registered in the
vehicle.
• This system adopts a transponder system which uses a transponder chip embedded in the grip of the
igni- tion key. When the coil located around the ignition key cylinder receives the ID code signal
transmitted by the transponder chip, the transponder key ECU determines whether or not the ID code
matches the code stored in the transponder key ECU.

However, on the except 1CD-FTV engine models, the transponder key ECU is included in the engine
ECU.

BE-53
2. Layout of Component

The major function parts of the engine immobiliser system are shown below.
BE-54
I THEFT DETERRENT SYSTEM
1. General
• The theft deterrent system has been provided on the TMUK made RHD models as optional equipment.
• This system use the door lock control system and wireless door lock remote control system parts. The
theft deterrent system will operate when somebody attempts to forcibly enter the vehicle, open the
engine hood, or when the battery terminals are removed and reconnected.
• The control of this system is effected by the theft deterrent ECU.
• This system has been adopted an intrusion sensor and self-powered siren for improved theft deterrence
performance in case an attempt is made to enter the vehicle by breaking a window glass.
• The warning specifications of this system are listed below.
Warning Specifications
System Diagram
BE-55
2. Layout of Main Component
BE-56
3. Construction
Intrusion Sensor
• The intrusion sensor, which is mounted be- hind the interior light, detects any intrusion into the
vehicle interior and transmits a warn- ing signal to the theft deterrent ECU.
• This sensor transmits radiowaves at 2.45GHz in the vehicle interior. When an intruding ob- ject moves,
it disrupts the reflection of the ra- diowaves, and the sensor detects the resulting changes in the phase
of the radiowaves.
Service Tip
 This system can set the system to stop the operation of the intrusion sensor so that the driver can leave the
vehicle with a pet in it. - Method for Turning the Intrusion Sensor OFF -

• In the disarmed state and no key in the ignition key cylinder, open the driver's door.
• Operate the manual door lock switch from lock to unlock 3 times or more.
• The security indicator light flashes a maximum of 5 minutes at 0.1 second intervals. While the light is
flashing, close all doors, and operate the transmitter of the wireless door lock remote control to lock
all doors.
• Complete setting the system with the operation of the intrusion sensor stopped. After the system has
been set, this function can be canceled each time the transmitter is operated to un- lock all doors.
Self Power Siren

The self-powered siren is mounted on the rear quarter inner panel. During a normal operation, this
siren sounds an alarm in accordance with the operating signal from the theft deterrent ECU. Because
this siren has an internal battery, it can independently sound an alarm even if the vehicle's battery
terminals are disconnected or if the wiring harnesses that are related to the system are cut.

BE-57
4. System Operation
Basic Operation
• This system activates as described in the diagram below when one of items place in the respective
state.

• When the system is in the armed state and the alarm detection condition (any door or back door
remaining open, engine hood remaining open, luggage door remaining open, and ignition switch
remaining ON with the wiring harness directly connected) continues to exist, the system repeats issuing
the alarm a maximum of 10 times for every factor.

Warning Time (27.5 sec.) + Warning Interval Time (5 sec.) x 10

BE-58
Forced Door Lock Operation

When the system starts the alarm state, and one of the doors is subsequently unlocked, the forced door
lock operation forcefully outputs a door lock signal to prevent intrusion into the vehicle. This operation
becomes activated when all the starting conditions listed below have been met, and stops when one of the
stopping conditions occurs.
Security indicator Operation

The security indicator lights, flashes, and turns OFF as shown in the table below. Even if the system is in
the disarmed state, the security indicator flashes in accordance with the operating signal from the engine
immobiliser system.

BE-59
SRS AIRBAG SYSTEM
1. General
• The SRS (Supplemental Restraint System) airbag are provided for the driver and front passenger. The
SRS airbags have been designed to help reducing the shocks to the heads and chests of the driver and
front pas- senger in the event of a frontal impact collision as supplements to the seat belts. This system
is a 3-sensor type airbag system to detect the impact during a front collision using the airbag sensor
assembly and front airbag sensors, and to make the airbag system and seat belt pretensioner operate as
well.
• The SRS side airbags are optional equipment for the driver and front passenger. The SRS side airbags
help to reduce injuries mainly to the driver's or front passenger's chest in the event of a side collision.
The driver side and front passenger side are each provided with one sensor.
• This system has adopted a fuel cut control that stops the fuel pump when the airbag is deployed at the
front or side* collision. *: with SRS Side Airbags
Front Airbag Operation

Side Airbag Operation

BE-60
2. Wiring Diagram
*: with SRS Side Airbag

BE-61
3. Layout of Main Components
BE-62
4. Self-Diagnosis Function
• If the airbag sensor assembly detects a malfunction in the SRS airbag system, the airbag sensor
assembly stores the malfunction data in memory, in addition to illuminating the SRS warning light.
Then, the DTCs (Diagnostic Trouble Codes) can be accessed by connecting a hand-held tester to the
DLC3 terminal or the SST (09843-18040) to the Tc and CG terminals of the DLC3 and reading the
blinking of the SRS warning light. For further details, see the Corolla Manual (Pub. No. RM925E).
BE-63
SEAT HEATER
• The seat heater has been adopted for the front seats as optional equipment on LHD cold area
specification models.
• The output temperature of the seat heater is controlled by thermostat that are enclosed in the cushion.
Imaginary Temperature Control

OUTSIDE REAR VIEW MIRROR

This system is enables mirror angle to be adjusted by a switch operation is provided. Also, an internal
heater that operates in conjunction with the rear window defogger is optional equipment on the cold area
specification models. The rear window defogger is controlled by the front heater control panel.
MOON ROOF

This moon roof is a tilt-up and down, sliding open and close type. This system is optional equipment on
3-door and 5-door hatchback models.

BE-64
AUDIO SYSTEM
• A multi-information display has been provided in the audio head unit that is used on the model without
a navigation system.
• In addition to the audio operation information, this multi-information display shows the ambient
tempera- ture, average fuel consumption, instant fuel consumption, and average vehicle speed. This
multi-information display switches the display by pressing the "TRIP NAVI" switch. However, the
ambient temperature display function is not provided on the model with the automatic con- trol type air
conditioner system.
• Steering wheel pad switches are available as optional equipment. These switches enable the driver to
switch the audio functions without releasing the hands from the steering wheel.
BO-2

LIGHTWEIGHT AND HIGH RIGID BODY

1. High Strength Sheet Steel

High strength sheet steel has been used in order to ensure body rigidity and realize a lightweight body.

2. Body Shell

The Corolla is available in the following 4 body types: sedan, 3-door hatchback, 5-door hatchback, and
wag- on. They all have a common front body shell.

BO-6
(a)
(b)

BO-3
(c)
(d)
(e)
(f)
BO-4
(g)
BO-5
Hatchback and Wagon Model

a): Reinforcements have been efficiently placed along the back door opening to improve the vehicle's tor-
sional rigidity.

b): A reinforcement has been placed at the lower back panel, which joins both rear floor side members, to
ensure the rigidity of the vehicle and its driving stability,

c): Reinforcements, cross members, and gussets have been placed along the top of the quarter pillar to the
rear wheel house, and on the rear floor, to ensure the rigidity of the vehicle and its driving stability.


BO-6
Sedan Model

On the stationary seat model, X-shaped pipe braces are provided behind the rear seat back. On the split-
folding seat model, reinforcements are provided on the seatback frame and the lower back panel. These
measures help reduce road noise and vibration and ensure driving stability.

BO-7

SAFETY FEATURES

1. General

The impact absorbing structure of the new Corolla can effectively help absorb the energy of impact in the
event of a front or side collision. This structure also realizes high-performance occupant protection
through the use of reinforcements and members that help to minimize cabin deformation.

2. Impact Absorbing for Frontal Collision

• The right and left side members are joined by a cross member, and the rear ends of the side members
are connected to the rocker, thus creating a structure that absorbs the impact by dissipating the energy to
both sides.
• Differential-thickness sheet is used at the front end of the front side members. The thinner front portion
and the thicker rear portion enable the front end of the side members to collapse efficiently in order to
effectively absorb the impact energy.
• Reinforcement has been established in the rocker area to ensure body rigidity.
• Reinforcement has been provided in the front area of the roof to help minimize cabin deformation.

BO-8
3. Impact Absorbing Structure for Side Collision
• A cross member has been provided directly below the center pillar to dissipate the impact energy.
• Differential-thickness sheet is used at the center pillar. This construction minimizes cabin deformation.
• On the 3-door hatchback model, 2 side impact protection beams are provided in each front door. On
othermodels, 1 side impact protection beam is provided in each of the front and rear doors.
Furthermore, reinforcement is optimally located along the belt line to ensure the proper strength of the
door.

BO-9
• A Head Impact Protection Structure has been adopted. With this type of structure, if the occupant's head
hits against the roof side rail and pillar in reaction to a collision, the Energy Absorbing Rib of the roof
side rail and pillar collapses to help reduce the impact.
BO-10

RUST-RESISTANT BODY

1. General

Rust-resistant performance is enhanced by extensive use of anti-corrosion sheet steel, as well as by an

anti-corrosion treatment which includes the application of anti-rust wax, sealer and anti-chipping paint to
easily corroded parts such as the hood, doors and rocker panels.

2. Anti-Corrosion Sheet Steel

Anti-corrosion sheet steel is used in all areas other than the roof and interior parts. However, the
hatchback model with a moon roof uses a roof made of anti-corrosion sheet steel.

BO-11

BO-12
3. Wax and Sealer

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

4. Under Coat

PVC (Polyvinyl Chloride) is applied to the underside of the body, inside the rear wheel housings, and
other parts that are susceptible to stone chipping damage, thus improving the rust-resistant performance of
these areas.

BO-13
5. Anti-Chipping Application
• PVC (Polyvinyl Chloride ) coating is applied to the under side of the body.

The bottom side of the cowl panel, the fender apron and other parts which are subject to damage by stone
chipping. In addition, soft-chip primer and urethane chipping paint are applied to the front hood area and
lower door panel area.

• The 3-door hatchback, 5-door hatchback, sedan, and wagon models use the same anti-chipping
application.
BO-14
• LOW VIBRATION AND LOW NOISE BODY
1. General

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

2. Sound Absorbing and Vibration Damping Materials

• Foamed urethane sponge and foamed seal material are applied onto the roof panel and pillars to reduce
wind and road noise.
• Asphalt sheet is used to reduce road noise.
• Adoption of the dash panel silencer made the reduction of the engine and road noise and improved the
quietness in the compartment.
BO-15
Sedan and Wagon Model
BO-16


• Felt is used effectively on the floor, roof, deck side trim, doors, and back door to ensure a quiet
interior. However, the felt pieces provided on the roof of the model with a moon roof are shaped and
arranged differently.
BO-17
3. Reducing Wind Noise
• The area in which the top of the front windshield and the roof join has been shaped linearly to reduce
wind noise.
• Considering the airflow from the engine hood to the front windshield, the cowl louver and wiper arms
have been optimally located to reduce wind noise.
• The outside rear view mirrors have been optimally shaped to reduce wind noise.
BO-18
4. Weatherstrip
• Two layers of inner weather strips and door belt mouldings are used on the front and rear doors to
improve their sound insulation performance.
• A door opening trim weatherstrip has been placed along the entire opening of the front and rear doors
to ensure the stable sound isolation performance of the vehicle interior.
BO-19

ENHANCEMENT OF PRODUCT APPEAL

WASHER TANK

A pull-up type washer inlet is provided in the washer tank of the sedan and wagon models. The washer
inlet can be hooked to the hood support rod holding clip to facilitate the filling of the washer tank with
fluid. A level gauge is provided at the bottom of the washer inlet so that the level of the washer fluid
remaining in the tank can be checked easily.

REAR SEAT
• ISO-FIX* bar for securing child seats have been provided.

*: A method for securing child seats in compliance with ISO (International Organization for
Standardization) standards

BO-20
SEAT BELT
1. General
Seat belts are provided with the functions listed below.

*!: Emergency Locking Retractor

*2: Automatic Locking Retractor

2. Pretensioner and Force Limiter

• In accordance with the ignition signal from the airbag sensor assembly, the seat belt pretensioner
activates simultaneously with the deployment of the SRS airbags for the driver and front passenger.
However, colli- sions occurring at certain speeds and angles may cause the seat belt pretensioners and
SRS airbags not to operate all together.
• In the beginning of a collision, the seat belt pretensioner instantly pulls up the seat belt, thus providing
the excellent belt's effectiveness in restraining the occupant. When the impact of a collision causes the
tension of the seat belt applied to the occupant to reach a predetermined level, the force limiter
restrains the tension, thus controlling the force applied to the occupant's chest area.
CH-2

DESCRIPTION

• A dry type single plate clutch which is operated by hydraulic pressure is used.
• urnover mechanism, which reduces clutch pedal effort, is used on the 2ZZ-GE and 1CD-FTV engine
models.
• Models with the 1CD-FTV engine has an inline accumulator in the pipe to the clutch. In this
application, the accumulator reduces the vibration that is transmitted to the clutch pedal.
• The reservoir tank of the clutch master cylinder and the reservoir tank of the brake master cylinder
have been integrated to improve serviceability.

Specification
CH-3

C150 AND C50 MANUAL TRANSAXLE

• As in the previous model, the C50 series, Ñ150 and C50 manual transaxles are used on the 3ZZ-FE and
the 4ZZ-FE engine models.
• The basic construction and operation of the Ñ150 manual transaxle are the same as those on the
previous model. However, the differential gear ratio has been changed.
• The basic construction and operation of the C50 manual transaxle are the same as C52 manual
transaxleon the previous model. However, the gear ratio and differential gear ratio have been changed.

Specification
CH-4

Ñ64 MANUAL TRANSAXLE

• The C64 manual transaxle is used on the 2ZZ-GE engine model.

• The basic construction and operation of the C64 manual transaxle are the same as C63 manual
transaxleon on Celica. However, the gear ratio and differential gear ratio have been changed.
•

Specification
CH-5

IE351 MANUAL TRANSAXLE

• As in the previous model, the E351 manual transaxle is used on the 1CD-FTV engine model.
• The basic construction and operation of the E351 manual transaxle are the same as those on previous
model.
•

Specification
CH-6

DESCRIPTION

• The compact, lightweight, and high-capacity 4-speed A246E automatic transaxle [ÅÑÒ (Electronically
Controlled Transaxle)] have been adopted on the 3ZZ-FE engine models.
• The basic construction and operation of the A246E automatic transaxle are the same as the A245E
auto- matic transaxle on the previous model. However, the gear ratio and fluid type have been changed.

Specification
CH-7

Specification
CH-7

TORQUE CONVERTER

• This torque converter has optimally designed fluid passages and impeller configuration resulting in
sub- stantially enhanced trasmisseion efficiency to ensure better starting, acceleration and fuel
economy.
• Furthermore, a hydraulically operated lock-up mechanism which cuts power transmission losses due to
slippage at medium and high speeds is used.
CH-8

OIL PUMP

The oil pump is combined with torque converter, lubricates the planetary gear units and supplies
operating pressure to the hydraulic control.
CH-9

PLANETARY GEAR UNIT

1. Construction

The gear train consists of three multi-plate clutches, three multi-plate brakes, a single band type brake,
three one-way clutches, and three planetary gear units each containing a sun gear, pinion gears and a ring
gear.

2. Function of Component
CH-10
3. Motive Power Transaxle

Î: Operating * : Down-shift only in the 3rd gear for the 2 range and 2nd gear for the L range no up-shift

CH-11
CH-12
CH-13

VALVE BODY UNIT

1. General

The valve body consists of the upper and lower valve bodies and four solenoid valves.

Upper Valve Body

CH-14
Lower Valve Body
2. Function of Solenoid Valve
Solenoid Valve Function
SI Controls hydraulic pressure applied to 2-3 shift valve.
S2 Controls hydraulic pressure applied to 1-2 and 3-4 shift valve.
SL Controls hydraulic pressure to the rear lock-up clutch. side of the
SLT Controls line pressure.
CH-15

ELECTRONIC CONTROL SYSTEM

1. General

The electronic control system of the A246E automatic transaxle consists of the control listed below.

CH-16
2. Construction

The configuration of the electronic control system in the A246E automatic transaxle is as shown in the fol-
lowing chart.

CH-17
3. Layout of Component
CH-18
4. Clutch Pressure Optimal Control

The engine & ÅÑÒ ECU monitors the signals from various sensor, allowing shift solenoid valve SLT to
minutely control the clutch pressure in accordance with engine output and driving conditions. As a result,
smooth shift characteristics have been realized.
5. Line Pressure Optimal Control

The line pressure is controlled by using a solenoid valve SLT. Through the use of the solenoid valve SLT,
the line pressure is optimally controlled in accordance with the engine torque information, as well as with
the internal operating conditions of the torque converter and the transaxle. Accordingly, the line pressure
can be controlled minutely in accordance with the engine output, driving condition, thus realizing smooth
shift characteristics and optimizing the workload on the oil pump.

CH-19
6. Diagnosis
• When the engine & ÅÑÒ ECU detected a malfunction, the engine & ÅÑÒ ECU makes a diagnosis and
memorizes the failed section. Furthermore, the check engine warning light in the combination meter
illu- minates or blinks to inform the driver.
• At the same time, the DTCs (Diagnosis Trouble Codes) are stored in memory. The DTCs can be read
by connecting a hand-held tester. For details, see the Corolla Repair Manual (Pub. No. RM925E).
7. Fail Safe

This function minimizes the loss of operability when any abnormality occurs in each sensor or solenoid.
CH-20

SHIFT CONTROL MECHANISM

1. Overdrive Switch

The O/D (Overdrive) switch has been changed from the previous ON/OFF lock type to the momentary
type switch, which operates as follows:

a) Turn the ignition switch from OFF to ON turns the overdrive ON.

b) Pressing the O/D switch close (turn ON) the contact points, and releasing the switch opens (turn OFF)
the contact points.

c) Accordingly, pressing the switch cause the signal to be input into the engine & ÅÑÒ ECU.

d) The engine & ÅÑÒ ECU turns OFF the overdrive (O/D OFF indicator light turn ON).

e) Pressing the O/D switch again turns the overdrive back ON (O/D OFF indicator light turns OFF).

2. Shift Lock System

• A shift lock system consists of the key interlock device and shift lock mechanism, that prevents the
unin- tended operation of the shift lever has been provided.
• A mechanical key interlock device that uses the key lock cable has been adopted.
• An electrical shift lock mechanism, in which a shift lock solenoid and a shift lock ECU are integrated,
has been adopted.
CH-21

DESCRIPTION

• The drive shaft with all models use the Tripod type CVJ (Constant-Velocity Joint) on the differential
side, and the Rzeppa type CVJ on the wheel side.
• A dynamic damper has been provided on the both drive shaft in the 3ZZ-FE and 4ZZ-FE engine
models, and on the right drive shaft in the 2ZZ-GE and 1CD-FTV engine models to reduce vibration
and noise.
CH-22

SUSPENSION

1. General
• A MacPherson strut type independent suspension has been adopted for the front.
• A torsion beam type suspension has been adopted for the rear.
Specification
CH-23
2. Front Suspension
General

Through the optimal allocation of components, the front suspension realizes excellent riding comfort and
controllability.

Service Tip

To prevent hazardous conditions, make sure to empty the gas from the shock absorber before discarding a
low-pressure (N2) gas sealed shock absorber. For details, refer to the Corolla Repair Manual (Pub. No.
RM925E).

CH-24
Shock Absorber
(1) General

Low-pressure (N2) gas sealed front shock absorbers with a linear control valve have been adopted to
realize both driving stability and riding comfort.

(2) Construction of Linear Control Valve

The linear control valve consists of a C-valve, a cutout valve and a leaf valve. These valves adopt a
laminate construction and form orifices. At low piston speeds, the oil flows through the cutouts of the
valves to achieve a linear damping force.

Through the adoption of the linear control valve, the changes in the damping force are made constant at
low piston speeds, thus making the vehicle behave more smoothly in relation to the steering operation.
CH-25
3. Rear Suspension
General

Through the optimal allocation of components, the optimized changes in toe and camber during bound and
rebound, the adoption of the anti-lift geometry, excellent stability and controllability have been realized.

NOTICE

NOTICE
Be sure to use the jack-up points that are provided on the body when raising the vehicle on the jack.
Never apply a jack under the axle beam, trailing arm, or the bushing of the rear suspension.

CH-26
Toe and Camber Change

În a torsion-beam type suspension, the camber angle and the toe change differ between the bouncing case
and the tramping case, offering both straight-line stability and excellent cornering stability.

(1) Bouncing Case

Similar to the full-trailing arm type suspension, the axis that joins the center of the right and left trailing
arm bushings is the center of the movement.

(2) Tramping Case

During tramping case, or if a difference in suspension travel is created between the right and left wheels,
the torsion beam twists with its shearing center as the center of its rotation.

Also, camber changes in relation to the suspension travel are determined by the ratio of the distance
between the No.l trailing arm bushing and the axle center and the shearing center ('a' in the Fig. Below)
and distance between the No.l trailing arm bushing and the axle beam ('L' in the Fig. Below).
Consequently, through the optimal allocation of the axle beam, the changes in the camber angle in relation
to the suspension travel have been optimized, thus ensuring excellent cornering performance.

CH-27
Anti-Lift Geometry

The lifting of the rear end of the vehicle during braking occurs due to the shifting of the center of gravity
that is caused by inertia. The intersecting point (OR) supports the braking force (BF) and generates a
force (BFl) in the direction of the intersecting point and a component force (BF2) in the direction of the
ground contact. The BFl force can change the height of the intersecting point OR. When OR is set high, it
acts in the opposite direction (-W) of the load fluctuation (W), in order to restrain the lift.
Toe-Correct Function

The longitudinal and lateral forces that are created in the vehicle during cornering causes the bushings in
the trailing arms to become deformed. On a right turn, the right trailing arm moves forward and the left
trailing arms moves rearward, creating a tendency for the left wheel to toe out. In this situation, the
bushings that are installed in the trailing arms are designed to utilize the lateral force, which is applied to
the bushings during cornering, to correct the left trailing arm towards the toe-in direction. As a result,
excellent stability and controllability are realized.
CH-28

AXLE

1. Front Axle
• The front axle use a double-row angular ball bearing which offers low rolling resistance.
• A lock nut (12-point) has been adopted and staked for tightening the axle hub in order to ensure the
tighten- ing performance. This nut cannot be reused.

2. Rear Axle
• The rear axle use a double-row angular ball bearing which offers low rolling resistance.
• Part of the inner race is integrated with the shaft, thus optimizes the high rigidity.
CH-29

DESCRIPTION
Specification
CH-30
CH-31

ABS with EBD SYSTEM

1. General
• The primary purpose of the ABS has been to help the vehicle's behavior during braking.
• The EBD control utilizes ABS, realizing the proper brake force distribution between front and rear
wheels in accordance with the driving conditions. In addition, during cornering braking, it also controls
the brake forces of right and left wheels, helping to maintain the vehicle behavior.
• The TMUK made model has adopted a BOSCH made brake actuator integrated with the skid control
ECU, and the TMC made model has adopted a TMC made brake actuator integrated with the skid
control ECU. The basic construction and operation of both types are the same.
2. System diagram

CH-32
3. Outline of EBD Control
General

The distribution of the brake force, which was performed mechanically in the past, is now performed
under electrical control of the skid control ECU, which precisely controls the braking force in accordance
with the vehicle's driving conditions.
Front/Rear Wheels Brake Force Distribution

If the brakes are applied while the vehicle is moving straight forward, the transfer of the road reduces the
load that is applied to the rear wheels. The skid control ECU determines this condition by way of the
signals from the speed sensor, and the brake actuator regulates the distribution of the brake force of the
rear wheels to optimally control. For example, the amount of the brake force that is applied to the rear
wheels during braking varies whether or not the vehicle is carrying a load. The amount of the brake force
that is applied to the rear wheels also varies in accordance with the extent of the deceleration. Thus, the
distribution of the brake force to the rear is optimally controlled in order to effectively utilize the braking
force of the rear wheels under these conditions.
Right/Left Wheels Brake Force Distribution (During Cornering Braking)

When the brakes are applied while the vehicle is cornering, the load that applied to the inner wheel
decreases to the outer wheel increases. The skid control ECU determines this condition by way of the
signals from the speed sensor, and the brake actuator regulates the brake force in order to optimally
control the distribution of the brake force to the inner wheel and outer wheel.

CH-33
4. Layout of Component

5. Function of Components
CH-34
6. Brake Actuator
General

The brake actuator consists of actuator portion and skid control ECU.

Actuator Portion
(1) Construction

The brake actuator consists of 8 two-position solenoid valves, 1 motor, 2 pumps and 2 reservoirs. The 8
position solenoid valves consists of 4 pressure holding valves [(1), (2), (3), (4)], and 4 pressure reduc-
tion valves [(5), (6), (7), (8)].

CH-35
(2) ABS with EBD Operation

Based on the signals received from the 4 wheel speed sensors, the skid control ECU calculates each
wheel speed and deceleration, and checks wheel slipping condition. And according to the slipping
condition, the ECU controls the pressure holing valve and pressure reduction valve in order to adjust the
fluid pressure of each wheel cylinder in the following 3 modes: pressure reduction, pressure holding, and
pressure increase modes.

CH-36
Skid Control ECU
(1) Initial Check

After the ignition is turned ON, and the vehicle attains an approximate speed of 6 km/h (4 mph) or more
only at first time, the skid control ECU performs the initial check. The functions of each solenoid valve
and pump motor in the brake actuator are checked in order.

(2) Self-Diagnosis
• If the skid control ECU detects a malfunction in the ABS with EBD system, the ABS and brake system
warning lights that corresponds to the function in which the malfunction has been detected indicates or
lights up, indicated in the table below, to alert the driver of the malfunction.
• At the same time, the DTCs (Diagnosis Trouble Codes) are stored in memory. The DTCs can be read
by connecting the SST (09843-18040) between the Tc and CG terminals of DLC3 and observing the
blinking of the ABS warning light, or by connecting a hand-held tester.
• This system has a sensor signal check function. The DTCs can be read by connecting the SST (09843-
18040) between the Ts and CG terminals of DLC3 and observing the blinking of the ABS warning light
(only for TMC made brake actuator) or by connecting a hand-held tester. For details on the DTCs that
are stored in skid control ECU memory and the DTCs that are output through the sensor check function,
see the Corolla Repair Manual (Pub. No. RM925E).
(3) Fail-Safe
• In the event of a malfunction in the ABS, the skid control ECU prohibits the ABS control.
• In the event of a malfunction in EBD control, skid control ECU prohibits the EBD control. Thus, the
brake will be operated in the same condition as in the condition without the ABS control.
CH-37

ABS with EBD & BRAKE ASSIST & TRC & VSC SYSTEM

1. General
• The primary purpose of the ABS and TRC system has been to help the vehicle's behavior during
braking and acceleration. In contrast, the purpose of the VSC system is to help maintain the vehicle's
behavior during cornering.
• The TRC system controls driving wheels, therefore, it controls the front wheels. However, depending
on the unexpected situations or external elements such as the ground surface conditions, vehicle speed,
and emergency avoidance maneuvers, the vehicle may exhibit strong front wheel skid or rear wheel
skid tendencies. In such situations, the VSC system dampens the strong front wheel skid or rear wheel
skid to help maintain vehicle behavior.
• The primary purpose of the Brake Assist system is to provide an auxiliary brake force assist to the
driver who cannot generate a large brake force during emergency braking.
• The EBD control utilizes ABS, realizing the proper brake force distribution between front and rear
wheels in accordance with the driving conditions. In addition, during cornering braking, it also controls
the brake forces of right and left wheels, helping to maintain the vehicle behavior.
• A Bosch made brake actuator integrated with the skid control ECU has been adopted.
2. System diagram

CH-38
3. Outline of Brake Assist System
Brake Assist system interprets a quick push of the brake pedal as emergency braking and supplements the
braking power applied if the driver has not stepped hard enough on the brake pedal. In emergencies,
drivers, especially inexperienced ones, often panic and do not apply sufficient pressure on the brake
pedal. Brake Assist system measures the speed and force with which the brake pedal is pushed to
determine whether the driver is attempting to brake rapidly, and applies additional pressure to increase
braking force. A key feature of Brake Assist system is that the timing and the degree of braking assistance
are designed to ensure that the driver does not discern anything unusual about the braking operation. When
the driver intentionally eases up on the brake pedal, the system reduce the amount of assistance it pro-
vides.
REFERENCE
Effectiveness of the Brake Assist Operation:

a. During emergency braking, an inexperienced driver, or a driver in a state of panic might not be able to
firmly depress the brake pedal, although driver can depress it quickly. As a result, only a small amount of
brake force is generated. b. The pedal effort of this type of driver might weaken as time passes, causing a
reduction in the braking force. c. Based on how quickly the brake pedal is depressed, the Brake Assist
operation assesses the intention of the driver to apply emergency braking and increases the brake force. d.
After the Brake Assist operation, if the driver intentionally releases the brake pedal, the assist operation
reduces the amount of Brake Assist in order to reduce the feeling of uneasiness.

EXAMPLE

Service Tip

When this system is activated, the brake pedal could shudder, which is a normal occurrence of the system
in operation and should not be considered a malfunction.

When this system is activated, the brake pedal could shudder, which is a normal occurrence of the system
in operation and should not be considered a malfunction.

CH-39
4. Outline of VSC System
General
The followings are two examples that can be considered as circumstances in which the tires over their
lateral grip limit. VSC system is to help control the vehicle behavior by applying the engine output control
and each wheels brake control when the vehicle is under the condition indicated below.

• When the front wheels lose grip in relation to the rear wheels (strong front wheel skid tendency).
• When the rear wheels lose grip in relation to the front wheels (strong rear wheel skid tendency).

Method for Determining the Vehicle Condition

To determine the condition of the vehicle, sensors detect the steering angle, vehicle speed, vehicle's yaw
rate, and the vehicle's lateral acceleration, which are then calculated by the skid control ECU.

(1) Determining Front Wheel Skid

Whether or not the vehicle is in the state of front wheel skid is determined by the difference between
the target yaw rate and the vehicle's actual yaw rate. When the vehicle's actual yaw rate is smaller than
the yaw rate (a target yaw rate that is determined by the vehicle speed and steering angle) that should
be rightfully generated when the driver operates the steering wheel, it means the vehicle is making a
turn at a greater angle than the loss of travel. Thus, the ECU determines that there is a large tendency to
front wheel skid.

CH-40
(2) Determining Rear Wheel Skid

Whether or not the vehicle is in the state of rear wheel skid is determined by the values of the vehicle's
slip angle and the vehicle's slip angular velocity (time-dependent changes in the vehicle's slip angle).
When the vehicle's slip angle is large, and the slip angular velocity is also large, the ECU determines
that the vehicle has a large rear wheel skid tendency.

Method of VSC Operation

When the skid control ECU determines that the vehicle exhibits a tendency to front wheel skid or rear
wheel skid, it decreases the engine output and applies the brake of a front or rear wheel to control the
vehicle's yaw moment. The basic operation of the VSC is described below. However, the control method
differs depending on the vehicle's characteristics and driving conditions.
(1) Dampening a Strong Front Wheel Skid

When the skid control ECU determines that the vehicle exhibits a strong tendency to front wheel skid,
depending on the extent of that tendency, it decreases the engine output and applies the brakes of the
front wheels and inside rear wheel, thus providing the vehicle with an front wheel skid control moment,
which helps dampen its tendency to front wheel skid. Also, depending on whether the brakes are ON or
OFF and the condition of the vehicle, there are circumstances in which the brakes might not be applied
to the wheels even if those wheels are targeted for braking.

CH-41
(2) Dampening a Rear Wheel Skid

When the skid control ECU determines that there is a large rear wheel skid tendency, it counteracts in
accordance with the extent of that tendency. It applies the brakes of the front wheel of the outer circle of
the turn, and generates an outward moment of inertia in the vehicle, in order to restrain the rear wheel
skid tendency. Along with the reduction in the vehicle speed caused by the braking force, the vehicle's
stability is further improved. In same cases, the skid control ECU applies the brakes of the rear wheels,
as necessary.

CH-42
5. Layout of components
CH-43
6. Function of Component
CH-44
7. Brake Actuator
General

The brake actuator consists of actuator portion and skid control ECU.
CH-45
Construction

The brake actuator consists of 12 two-position valves, 1 motor, 2 pumps, and 2 reservoirs, and 1 master
cylinder pressure sensor. The 12 two-position solenoid valves consists of 2 master cylinder cut solenoid
valve [(1), (4)], 2 reservoir cut solenoid valves [(2), (3)], 4 pressure holding valves [(5), (6), (7), (8)],
and 4 pressure reduction valves [(9), (10), (11), (12)].

CH-46
ABS with EBD Operation

The ABS with EBD operation is the same as the operation of the ABS with EBD system. Refer to that
system for details.
Brake Assist Operation

The fluid pressure that has been generated by the pump in the brake actuator is directed to the wheel
cylin- ders. By applying a greater fluid pressure than the maser cylinder, a greater braking force is
achieved.
CH-47

CH-48
TRC Operation
The fluid pressure that is generated by the pump is regulated by the master cylinder cut solenoid valve to
the required pressure. Thus, the wheel cylinder of the drive wheels are controlled in the following 3
modes: pressure reduction, pressure holding, and pressure increase modes, to restrain the slippage of the
drive wheels. The diagram in the next page above shows the hydraulic circuit in the pressure increase
mode when the TRC system is activated. In other, the pressure holding valve and the pressure reduction
valve are turned ON/OFF according to the ABS operation pattern described on the previous page.

CH-49
CH-50
VSC Operation
(1) General

The VSC system, by way of solenoid valves, controls the fluid pressure that is generated by the pump and
applies it to the brake wheel cylinder of each wheel in the following 3 modes: pressure reduction,
pressure holding, and pressure increase modes. As a result, the tendency to front wheel skid or rear wheel
skid is restrained.

CH-51
(2) Front Wheel Skid Restraining Control (Turning to the Right)

In front wheel skid restraining control, the brake of the front wheels and rear wheel of the inner side of the
turn is applied. Also, depending on whether the brake is ON or OFF and the condition of the vehicle,
there are circumstances in which the brake might not be applied to the wheels even if those wheels are
targeted for braking. The diagram below shows the hydraulic circuit in the pressure increase mode, as it
restrains a front wheel skid condition while the vehicle makes a right turn. In other, the pressure holding
valve and the pressure reduction valve are turned ON/OFF according to the ABS operation pattern.
CH-52
CH-53
(3) Rear Wheel Skid Restraining Control (Turning to the Right)

In rear wheel skid restraining control, the brake of the front and rear wheels of the outer side of the turn is
applied. As an example, the diagram below shows the hydraulic circuit in the pressure increase mode, as
it restrains a rear wheel skid condition while the vehicle make a right turn. As in front wheel skid
restraining control, in other, the pressure holding valve and the pressure reduction valve are turned
ON/OFF according to the ABS operating pattern. However, in rear wheel skid control, the pressure
holding valve is turned ON and blocks the hydraulic passage to the front inner wheel in order to prevent
applying the brake to the front inner wheel.
CH-54
CH-55
VSC

Based on the 4 type of sensor signals received from the speed sensors, yaw rate sensor, deceleration
sensor and steering sensor, the skid control ECU calculates the amount of vehicle condition. If a strong
front wheel skid or rear wheel skid tendency is created during an emergency avoidance maneuver or
cornering, and the skid control ECU determines that the amount of vehicle condition exceeds a prescribed
value, it controls the engine torque through fuel cutoff and the brake fluid pressure according to the amount
of the vehicle condition.
Initial Check

After the ignition is turned ON, and the vehicle attains an approximate speed of 6 km/h (4 mph) or more
only at first time, the skid control ECU performs the initial check. The functions of each solenoid valve
and pump motor in the brake actuator are checked in order.

CH-56
Self-Diagnosis
• If the skid control ECU detects a malfunction in the ABS with EBD, Brake Assist, TRC, and VSC
systems, the ABS, brake system, VSC warning lights and TRC OFF indicator light that corresponds to
the function in which the malfunction has been detected indicates or lights up, as indicated in the table
below, to alert the driver of the malfunction.
• At the same time, the DTCs (Diagnosis Trouble Codes) are stored in memory. The DTCs can be read
by connecting the SST (09843-18040) between the Tc and CG terminals DLC3 and observing the
blinking of the ABS warning light and VSC warning light, or by connecting a hand-held tester.
• This system has a sensor signal check function. The DTCs can be read by connecting a hand-held tester.
For details on the DTCs that are stored in skid control ECU memory and the DTCs that are output
through the sensor check function, see the Corolla Repair Manual (Pub. No. RM925E).
Fail-Safe
• In the event of a malfunction in the TRC and/or VSC, the skid control ECU prohibits the TRC and VSC
control.
• In the event of a malfunction in the ABS and/or Brake Assist, the skid control ECU prohibits the ABS,
TRC, and VSC control and Brake Assist.
• In the event of a malfunction in the EBD control, skid control ECU prohibits the EBD control. Thus,
brake and throttle valve opening angle control will be opened in the same condition as in the condition
without the ABS, TRC, VSC, control and Brake Assist.
CH-57

DESCRIPTION

• As in the previous model, a rack and pinion type steering gear is used on all models.
• A vehicle-speed sensing type EMPS (Electric Motor-assisted Power Steering) has been adopted on all
models.
• Two types of steering columns and EMPS ECUs are used, one for the TMUK made model, and the
other for the TMC made model. The basic construction and operation of both types are the same.
• A roller type rack guide has been adopted on the TMUK made model and a low-friction type rack
guide on the TMC made model in order to reduce the frictional resistance of the steering gear.
• The stepless tilt steering is used on all models.
• An energy absorbing mechanism has been adopted in the steering column.

Specification
CH-58

EMPS

1. General
• This system generates torque using a DC motor a reduction mechanism that are mounted on the steering
column to assist the driver's steering. The amount of power assist is calculated by the EMPS ECU.
• This system offers excellent fuel economy characteristics because power assist is provided by the DC
mo- tor that is mounted on the steering column, and this motor consumes energy only when power assist
is required.
• Unlike the conventional hydraulic power steering system, this system excels in serviceability because it
dose not require pipes, vane pump, pulley and power steering fluid.
2. System Diagram

CH-59
3. Layout of Main Components
 4. Function of Main Components
CH-60
5. Constructions and Operation of Main Components
Steering Column
(1) General
• A DC motor, reduction mechanism, and a torque sensor are mounted on the steering column.
• Only the construction and the output voltage characteristics of the torque sensor are different between
the TMUK made model and the TMC made model.
CH-61
(2) DC Motor

The DC motor consists of the rotor, stator, and motor shaft. The torque that is generated by the motor is
transmitted via the joint to the worm gear. Then this torque is transmitted via the wheel gear to the
column shaft.

(3) Reduction Mechanism

This mechanism reduces the speed of the DC motor via the worm gear and the wheel gear, and
transmits it to the column shaft. The worm gear is supported by the ball bear- ings in order to reduce
noise and frictions.
CH-62
(4) Torque Sensor (for TMUK Made Models)
• The torque sensor detects the twist of the torsion bar with this, it calculates the torque that is applied to
the torsion bar by changing it into an electrical signal, and outputs this signal to the EMPS ECU.
• Detection ring is mounted on the input shaft, and stub shaft is mounted on the output shaft. The input
shaft and the output shaft are joined by the torsion bar. A detection coil is placed on the outside of the
detection ring to complete an excitation circuit without making a contact.
• The detection coil consists of a dual circuit that output two signals, VT1 and VT2. The ECU controls
the assist amount based on these two signals and at the same time detects a sensor malfunction.

CH-63
a. Straightline Driving

If the vehicle is driven straight and the driver dose not turn the steering wheel, the specified voltage that is
output at this time is determined by the ECU to indicate the neutral position of the steering. Therefore, it
dose not apply current to the DC motor.

CH-64
b. When Steering

When the driver turns the steering wheel to the right or left, the twist that is created in the torsion bar
creates a relative displacement between the detection ring and the stub shaft. This change is then
converter into two elec-trical signals, VT1 and VT2, and sent to the EMPS ECU. As shown on the right,
when the steering wheel is turned to the left, VT1 outputs a voltage that is higher than that of the neutral
position. Conversely, VT2 outputs a voltage that is lower than that of the neutral position. The direction
of the turn is thus detected accord-ing to these outputs. Furthermore, the amount of steering assist is
determined by the magnitude of the output value.

(5) Torque Sensor (for TMC Made Models)

• The torque sensor detects the twist of the torsion bar with this, it calculates the torque that is applied to
the torsion bar by changing it into an electrical signal, and outputs this signal to the EMPS ECU.
• Detection ring 1 and detection ring 2 are mounted on the input shaft, and detection ring 3 is mounted on
the output shaft. The input shaft and the output shaft are joined by the torsion bar. A detection coil and a
correction coil are placed on the outside of the respective detection rings to complete an excita- tion
circuit without making a contact.
• The function of detection ring 1 and 2 is to correct temperature. They detect the temperature changes
 that occur in the correction coil and correct the deviation that is caused by the temperature changes.
• The detection coil consists of a dual circuit that outputs two signals, VT1 and VT2. The ECU controls
the assist amount based on these two signals and at the same time detects a sensor malfunction.

HINT

Service Tip

If the steering wheel, steering column, or steering gear is removed and reinstalled on a TMC made model,
the zero point of the torque sensor must be adjusted. For details, see the Corolla Repair Manual (Pub. No.
RM925E).
a. Straightline Driving

If the vehicle is driven straight and the driver dose not turn the steering wheel, the specified voltage that is
output at this time is determined by the ECU to indicate the neutral position of the steering. Therefore, it
dose not apply current to the DC motor.
b. When Steering

When a driver turns the steering wheel to the right or left, the twist that is created in the torsion bar
creates a relative displacement between detection ring 2 and detection ring 3. This change is then
converted into two electrical signals, VT1 and VT2, and sent to the EMPS ECU. When the steering
wheel is turned to the left, a voltage that is lower than the neutral is output as shown in the diagram on
the right. The direction of the turn is thus detected according to these outputs. Furthermore, the amount
of steering assist is determined by the magnitude of the output value.

CH-65
EMPS ECU
(1) EMPS Control

The EMPS ECU receives signals from various sensors, judges the current vehicle condition, and deter-
mines the assist current to be applied to the DC motor accordingly.

(2) EMPS ECU Temperature Sensor

A temperature sensor is provided in the EMPS ECU to detect if the ECU overheats. If the sensor detects
that the ECU has overheated, the assist current to the DC motor is reduced in order to lower the
temperature.

(3) Self-Diagnosis
• If the EMPS ECU detects a problem in the EMPS system, the warning light that corresponds to the
function in which the malfunction has been detected light up to alert the driver of the malfunction.
• At the same time, the DTCs (Diagnosis Trouble Codes) are stored in memory. The DTCs can be read
by connecting the SST (90843-18040) between the Tc and CG terminals of the DLC3 and observing the
blinking of the warning light, or by connecting a hand-held tester. For details of the DTCs that are
stored in EMPS ECU memory, see the Corolla Repair Manual (Pub. No. RM925E).
(4) Fail-Safe
• If the EMPS ECU detects a malfunction in the EMPS system, it turn on the warning light in the
combination meter to inform the driver and stops the assist control. As a result, the EMPS system
operates in the same way as manual steering.
• In case of a malfunction, the fail-safe function activates and the ECU effects various controls. For
details refer to the Corolla Repair Manual (Pub No. RM925E).
CH-66

TILT MECHANISM

The tilt mechanism mainly consists of a tilt lever, steering column tube attachment, brakeaway bracket, tilt
lever lock bolt and tilt steering stoppers. When the tilt mechanism is in its locked state, the tilt lever at Â
position causes the cam of the tilt steering stoppers to tighten the steering column tube attachment. When
the tilt mechanism is in its free state, the tilt lever at A position causes the cam of the tilt steering stop-
pers to loosen the steering column tube attachment.

CH-67

ENERGY ABSORBING MECHANISM

The contraction mechanism of the steering column tube absorbs energy by the frictional resistance caused
by the four beads that are formed around the inner tube and the outer tube. The operational example of this
mechanism is as follows. When the steering gear box moves during a (primary) collision, the intermediate
shaft contracts, thus reducing the chance that the steering column and the steering wheel will protrude
further into the cabin. When an impact is transmitted to the steering wheel in a (secondary) collision, the
steering wheel and the driver's airbag help absorb the impact. In addition, the contraction of the steering
column tube and steering column main shaft helps absorb the impact of the secondary collision.
EG-2

DESCRIPTION

The VVTL-i (Variable Valve Timing and Lift-intelligent) system, the DIS (Direct Ignition System), and an
Air Injection system have been adopted on this engines in order to improve their engine performance and
fuel economy and reduce exhaust emissions. The 2ZZ-GE engine is an in-line, 4-cylinder, 1.8-liter, 16-
valve DOHC engine. This engine meets the European STEP III regulations. The basic construction and
operation are the same as the 2ZZ-GE engine on the Celica.

EG-3

Engine Specification

Performance Curve
EG-4

Valve Timing and Lift

EG-5

FEATURES OF 2ZZ-GE ENGINE

The 2ZZ-GE engine has been able to achieve the following performance through the adoption of the items
listed below.

(1) High performance and fuel economy

(2) Low noise and vibration
(3) Lightweight and compact design
(4) Good serviceability
(5) Clean emission
EG-6

ENGINE PROPER

1. Cylinder Head Cover

• Lightweight yet high-strength aluminum die-cast cylinder head cover is used.
• The cylinder head cover gasket and the spark plug gasket have been integrated to reduce the number of
parts.
• Acrylic rubber, which excels in heat resistance and reliability, has been adopted for the cylinder head
cover gasket.
• Along with the adoption of the VVTL-i system, oil passages for spraying oil directly on the cams are
provided in the cylinder head cover. This ensures the proper cooling and lubrication performance.

EG-7
2. Cylinder Head
• Along with the adoption of the VVTL-i (Variable Valve Timing and Lift-intelligent) system, the cylinder
head supports the installation of the rocker arm, rocker shaft, and oil control valve housing.
• Upright intake port have been adopted to realize the highly intake efficiency.
• The injectors have been installed in the cylinder head to prevent the fuel from adhering onto the intake
port walls, thus reducing exhaust emissions.
• The routing of the water jacket in the cylinder head has been optimized to realize the cooling
performance. In addition, a water bypass passage has been provided below the intake ports to reduce
the number of parts and to achieve weight reduction.

EG-8
3. Cylinder Block
• Lightweight aluminum alloy is used for the cylinder block.
• The cylinder walls are made MMC (Metal Matrix Composite)* to ensure wear resistance and achieve
a linerless construction.
• The crankshaft bearing caps with ladder-frame construction have been adopted to realize the rigidity, to
reduce noise, and to realize the coupling rigidity with the transaxle.
• Cast-iron is adopted as a material for a part of a bearing journal of a crankshaft bearing cap and thus
restraints the heat deformation. In addition, the oil filter bracket, the air conditioner compressor
bracket, the water pump swirl chamber, the thermostat housing and the rear oil seal retainer have been
integrated to reduce the number of parts.
• Oil jets are provided to ensure the reliable cooling and lubrication of the pistons.
REFERENCE

MMC (Metal Matrix Composites) It is a type of composite material that is made of a metal matrix for the
purpose of obtaining characteristics such as high strength, high elasticity, and low thermal expansion.

• Passage holes are provided in the crankshaft bearing area of the cylinder block. As a result, the air at
the bottom of the cylinder flows smoother, and pumping loss (back pressure at the bottom of the piston
generated by the piston's reciprocal movement) is reduced to improve the engine's output.

• A thin cast-iron liner is press-fitted inside the cylinder to ensure an added reliability.
NOTICE

Never attempt to machine the cylinder because it has a thin liner thickness.

EG-9
4. Piston
• The piston is made of aluminum alloy is made compact and lightweight.
• The piston surface is coated with iron and tin in consideration of the sliding resistance between the
piston and the cylinder wall.
• Full floating type piston pins are used.
• By increasing the machining precision of the cylinder bore diameter, the outer diameter of the piston
has been made into one type.
5. Connecting Rod
• The connecting rods are made of high-strength material for weight reduction.
• The connecting rod bearings have been reduced in width to reduce friction.
• Nutless-type plastic region tightening bolts of the connecting rod are adopted for a lighter design.

EG-10
6. Crankshaft
• The forged crankshaft has 5 journals and 8 balance weights.
• The crankshaft bearings have been reduced in width to reduce friction.
• The precision and surface roughness of the pins and journals have been realized to reduce friction.
EG-11

VALVE MECHANISM

1. General
• This engine uses a VVTL-i (Variable Valve Timing and Lift-intelligent) system to realize fuel economy
and engine performance, and to reduce exhaust emissions. In addition to the conventional VVT-i
system, this system has adopted a cam changeover mechanism that varies the amount of lift of the intake
and exhaust valves. For details of VVTL-i control, refer to page EG-30.
• The VVTL-i mechanism uses rocker arms, and its intake and exhaust camshafts have two different type
of cams on them: the low- and medium-speed cams, and the high-speed cams.
• Intake and exhaust efficiency has been increased due to the larger total port areas.
• The shimless type valve lifter is used.
• The intake and exhaust camshafts are driven by a timing chain.

EG-12
2. Camshaft
• The intake and exhaust camshafts are provided with the low- and medium-speed cams, and the high-
speed cams for operating the VVTL-i system.
• The low- and medium-speed cams and high-speed cams have been sintered to ensure low friction
during low-speed operation and rigidity during high-speed operation.
• An oil passage is provided in the intake camshaft in order to supply engine oil pressure to the VVT-i
system.
• A VVT-i controller has been installed on the front of the intake camshaft to vary the timing of the intake
valves.
• The intake camshaft is provided with timing rotor to trigger the camshaft position sensor.

3. Rocker Shaft, Rocker Arm, and Valve

• An oil passage is provided in the rocker shaft in order to supply engine oil pressure to the rocker arm.
• A cam changeover mechanism is built in the rocker arm. Its main components are a pad, lock pin, and
roller.
• To reduce the friction loss between the rollers and the low- and medium-speed cam, needle roller
bearings have been adopted.
• During low- and medium-speed operation, the pad does not transmit the force to the rocker arm in
order to release the force of the high-speed cam.
• The lock pin is moved by the oil pressure during high-speed operation in order to lock the pad in place.

EG-13
• Narrower valve stems have been adopted to reduce the intake and exhaust resistance and for weight
reduction.
• An adjusting shim for adjusting the valve clearance is provided at the valve stem end.
Service Tip
• The adjustment of the valve clearance is accomplished by selecting and replacing the appropriate
adjusting shims. Adjusting shims are available in 41 increments of 0.020 mm (0.0008 in.), from 2.000
mm (0.0787 in.) to 2.800 mm (0.1102 in.)
• An SST (09248-77010) is available for removing the adjusting shims without removing the camshafts.
For details, refer to see the 2ZZ-GE Engine Repair Manual (Pub. No. RM929E).
4. Timing Chain and Chain Tensioner
• A roller chain with an 8 mm pitch has been adopted to make the engine more compact.
• A material which has excellent wear resistance has been selected for the timing chain to ensure
reliability.
• The timing chain is lubricated by an oil jet.
• The chain tensioner uses a spring and oil pressure to maintain proper chain tension at all times. The
chain tensioner suppresses noise generated by the timing chain.
• A ratchet type non-return mechanism is also used.
• To improve serviceability, the chain tensioner is constructed so that it can be removed and installed
from the outside of the timing chain cover.
EG-14

LUBRICATION SYSTEM

• The lubrication circuit is fully pressurized and oil passes through an oil filter.
• The cycloid gear type oil pump is directly driven by the crankshaft.
• This engine has an oil return structure in which the oil force-fed to the upper cylinder head returns to
the oil pan through the oil return hole established in the cylinder head.
• A water-cooled, multi-plate oil cooler has been adopted. It contains 11 plates.

EG-15

COOLING SYSTEM

• The cooling system is a pressurized, forced-circulation type.

• A thermostat with a bypass valve is located on the water inlet housing to maintain suitable temperature
distribution in the cooling system.
• An aluminum radiator core is used for weight reduction.
• The flow of the engine coolant makes a U-turn in the cylinder block to ensure a smooth flow of the
engine coolant. In addition, a bypass passage is enclosed in the cylinder head and the cylinder block.
• Warm water from the engine is sent to the throttle body to prevent freeze-up.
• A single cooling fan provides both the cooling and air conditioner performance.

EG-16

INTAKE AND EXHAUST SYSTEM

1. General
• To ensure the proper warm-up performance of the TWC (Three-Way Catalytic Converter) when
starting a cold engine, an air injection system has been adopted in the emission control system.
• A stainless steel exhaust manifold is used for weight reduction. Along with the adoption of the air
injection system, an air injection pipe is provided at each exhaust port.
• By routing the exhaust rearward, the front exhaust pipe has been shortened and the warm-up
performance of the TWC has been improved.
• A ball joint is used to joint the exhaust manifold to the exhaust front pipe, and the exhaust front pipe to
the exhaust tail pipe. As a result, a simple construction and improved reliability have been realized.
• A partition plate has been provided in the exhaust manifold and the front portion of the exhaust front
pipe in order to realize torque in the low- and medium-speed range.
• The adoption of the air intake control system has realized engine noise reduction. For details, see page
EG-33.

EG-17
2. Air Injection System
General
• This system uses an electric air pump for pumping air from the air cleaner to the exhaust manifold. This
ensures the proper warm-up performance of the TWC when starting a cold engine.
• This system consists of an electric air pump, air injection control valve, relay, and VSV.
• This system is controlled by engine ECU. For details, see page EG-34.
Function and Construction of Component
Layout of Component
EG-18

FUEL SYSTEM

1. General
• The fuel returnless system has been adopted to reduce evaporative emissions.
• A fuel cut control has been adopted to stop the fuel pump when the SRS airbag is deployed at the front
or side collision.
• A quick connector has been adopted to connect the fuel pipe with the fuel hose to realize serviceability.
• This fuel pump made of BOSCH in which a fuel filter, pressure regulator, fuel sender gauge, and fuel
cutoff valve are integrated in the module fuel pump assembly has been adopted.
• A compact 4-hole type injector has been adopted to realize the atomization of fuel.
• The fuel tank made of plastic has been adopted for weight reduction. The fuel tank capacity has been
increased from 50 to 55 liters.

EG-19
2. Fuel Returnless System
This system has been adopted to reduce the evaporative emission. As shown below, integrating the fuel
filter, pressure regulator, fuel sender gauge, and fuel cutoff valve with module fuel pump assembly, it is
possible to discontinue the return of fuel from the engine area and prevent from temperature rising inside
the fuel tank.
EG-20

IGNITION SYSTEM

1. General

A DIS (Direct Ignition System) has been adopted. The DIS improves the ignition timing accuracy, reduces
high-voltage loss, and enhances the overall reliability of the ignition system by eliminating the distributor.
The DIS is an independent ignition system which has one ignition coil (with igniter) for each cylinder.

2. Ignition Coil

The DIS provides 4 ignition coils, one for each cylinder. The spark plug caps, which provide contact to
the spark plugs, are integrated with an ignition coil. Also, an igniter is enclosed to simplify the system.
EG-21

SERPENTINE BELT DRIVE SYSTEM

• Accessory components are driven by a serpentine belt consisting of a single V-ribbed belt. It reduces
the overall engine length, weight and number of engine parts.
• An automatic tensioner eliminates the need for tension adjustment.
EG-22

ENGINE CONTROL SYSTEM

1. General

The engine control system for the 2ZZ-GE engine has following features.

EG-23
2. Construction

The configuration of the engine control system in the 2ZZ-GE engine in the new Corolla is as shown in the
following chart.
EG-24
EG-25
3. Engine Control System Diagram
EG-26
4. Layout of Main Component
EG-27
5. Main Component of Engine Control System
General

The main components of the 2ZZ-GE engine control system are as follows:
Air Flow Meter
• This compact and lightweight 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 has been realized and the intake air resistance has been reduced.
• This air flow meter has a built-in intake air temperature sensor.

EG-28
Crankshaft Position Sensor

The timing rotor of the crankshaft consists of 34 teeth, with 2 teeth missing. The crankshaft position sensor
outputs the crankshaft rotation signals every 10°, and the missing teeth are used to determine the top-dead-
center.

Camshaft Position Sensor

To detect the camshaft position, a timing rotor that is provided on the intake camshaft is used to generate 3
pulses for every 2 revolution of the crankshaft.
EG-29
6. EFI (Electronic Fuel Injection) System
• An L-type EFI system directly detects the intake air mass with a hot wire type air flow meter.
• An independent injection system (in which fuel is injected once into each cylinder for each two
revolutions of the crankshaft) has been adopted.
• Also, when the engine is starting, a group injection (in which fuel is injected once into two cylinders
for each revolution of the crankshaft) is effected. This changes to an independent injection when the
engine speed or the water temperature become higher than a prescribed value.

• There are two (synchronous and non-synchronous injections):

a) The synchronous injection in which corrections based on the signals from the sensors are added to the
basic injection time so that injection occurs always at the same position.

b) The non-synchronous injection in which injection is effected by detecting the requests from the signals
of the sensors regardless of the crankshaft angle. Furthermore, to protect the engine and realize fuel
economy, the system effected fuel cutoff in which the injection of fuel is stopped temporarily in
accordance with the driving conditions.
EG-30
7. VVTL-i (Variable Valve Timing and Lift-intelligent) System
General
• This system is based on the VVT-i system to which a cam changeover mechanism has been adopted in
order to vary the extent of the lift of the intake and exhaust valves. As a result, it realizes high power
output during normal operation without affecting fuel economy or emission performance.
• The basic construction and operation of the VVT-i are the same as-the VVT-i of the 3ZZ-FE and 4ZZ-
FE engines. However, its operation range has been changed from the 40° crankshaft angle to 43°. For
details, refer to EG-62.
• Based on the signals from the water temperature sensor and crankshaft position sensor, the engine ECU
controls the oil control valve that switches the oil passages of the cam changeover mechanism, in order
to vary the extent of the lift of the intake and exhaust valves.

Hydraulic Circuit
EG-31
Oil Control Valve (for VVTL)

The oil control valve (for VVTL) controls the spool valve position by the engine ECU, thus allocating
the hydraulic pressure that is applied to the high-speed cam side of the cam changeover mechanism.

Operation
(1) Low- and Medium Speed (Engine Speed: Below 6000 rpm)
• The oil control valve opens on the drain side so that the oil pressure will not be applied to the cam
changeover mechanism.

• Because no oil pressure is applied to the lock pin, the lock pin is pushed by the spring in the direction
to release the lock. Therefore, the pad repeats an independent reciprocal movement. As a result, the
valve lifts to the extent determined by the low- and medium-speed cam.
EG-32
(2) High-Speed (Engine Speed: Over 6000 rpm/Water Temp.: Higher than 60°C*)
• The oil control valve closes on the drain side in order to apply the oil pressure to the high-speed cam
of the changeover mechanism.

*: The cam does not change over to the high-speed cam when the water temperature is below 60°C.

• At this time, the oil pressure pushes the lock pin out, causing the pad to be locked to the rocker arm.
Consequently, the high-speed cam pushes the rocker arm downward before the low- and medium-
speed cam contacts the roller. As a result, the valve lifts to the extent determined by the high-speed
cam.
 • At this time, the engine ECU simultaneously detects that the cam has changed over to the high-speed
cam, based on the signal from the oil pressure switch.
EG-33
8. Air Intake Control System
General

The air cleaner inlet is divided into two areas, and an intake control valve has been provided in one of
the areas. As a result, a reduction in intake noise in the low-speed range.
Layout of Component

Operation

When the engine is operating in the low-to mid-speed range, this control operates the air intake control
valve to close one side of the air cleaner inlet. When the engine is operating in the high-speed range, this
control operates the air intake control valve to open both side of the air cleaner inlet to effect the intake of
air.
EG-34
9. Air Injection Control System

To effect this control when starting a cold engine (Water Temp.: -15 ~ 45°C/Engine Speed: 7100 rpm less
than), the engine ECU estimates the amount of air flow to the TWC (Three-Way Catalytic Converter)
based on the signals from the airflow meter, in order to regulate the air injection time (80 sec. maximum).

10. Fuel Pump Control

A fuel cut control is adopted to stop the fuel pump when the SRS airbag is deployed at the front or side
collision. In this system, the airbag deployment signal from the airbag assembly is detected by the engine
ECU, and it turns OFF the circuit opening relay. After the fuel cut control has been activated, turning the
ignition switch from OFF to ON cancels the fuel cut control, thus engine can be restarted.
EG-35
11. Cooling Fan Control

The engine ECU controls the operation of the cooling fan in two speeds (Lo and Hi) based on the water
temperature sensor signal, and the air conditioner amplifier based on the A/C pressure switch signal. The
Lo speed operation is accomplished by applying the current through a resistor, which reduces the speed of
the cooling fan.
Wiring Diagram

Cooling Fan Operation

EG-36
12. Diagnosis
• The diagnosis of the 2ZZ-GE engine has adopted the EURO-OBD (Europe On-Board Diagnosis) that
complies with European regulations.
• When the engine ECU detects a malfunction, the engine ECU makes a diagnosis and memorizes the
failed section. Furthermore, the check engine warning light in the combination meter illuminates or
blinks to inform the driver.
• At the same time, the DTCs (Diagnostic Trouble Codes) are stored in memory. The DTCs can be read
by connecting a hand-held tester.
• For details, refer see the Corolla Repair Manual (Pub. No. RM925E).
13. Fail-Safe

When the engine ECU detects a malfunction, the engine ECU stops or controls the engine according to the
date already stored in the memory.
Fail-Safe Control List
EG-37

DESCRIPTION

The VVT-i system (Variable Valve Timing-intelligent) system and the DIS (Direct Ignition System) have
been adopted on these engines in order to realize their engine performance and fuel economy and reduce
exhaust emissions.

• The 3ZZ-FE engine is an in-line, 4-cylinder, 1.6-liter, 16-valve DOHC engine.

• The 4ZZ-FE engine is an in-line, 4-cylinder, 1.4-liter, 16-valve DOHC engine.

These engines comply with the European STEP IV regulations. The basic construction and operation are
the same as 3ZZ-FE and 4ZZ-FE engines on the previous Corolla.
3ZZ-FE Engine

4ZZ-FE Engine

EG-38
Engine Specification
EG-38

FEATURES OF 3ZZ-FE AND 4ZZ-FE ENGINES

The 3ZZ-FE and 4ZZ-FE engines have been able to achieve the following performance through the
adoption of the items listed below.

(1) High performance and fuel economy

(2) Low noise and vibration
(3) Lightweight and compact design
(4) Good serviceability
(5) Clean emission
EG-39

MAJOR DIFFERENCE (from Previous Corolla)

• Change of the knock sensor structure (only for 3ZZ-FE Engine) [See page EG-59]
• Change of the shape of the crankshaft pulley [See page EG-44]
EG-40

ENGINE PROPER

1. Cylinder Head Cover

• Lightweight yet high-strength aluminum die-cast cylinder head cover is used.
• The cylinder head cover gasket and the spark plug gasket have been integrated to reduce the number of
parts.
• Acrylic rubber, which excels in heat resistance and reliability, has been adopted for the cylinder head
cover gasket.

EG-41
2. Cylinder Head
• Upright intake port have been adopted to realize the highly intake efficiency.
• The injectors have been installed in the cylinder head to prevent the fuel from adhering onto the intake
port walls, thus reducing exhaust emissions.
• The routing of the water jacket in the cylinder head has been optimized to realize the cooling
performance. In addition, a water bypass passage has been provided below the intake ports to reduce
the number of parts and to achieve weight reduction.
• Through the adoption of the taper squish combustion chamber, the engine's knocking resistance and fuel
efficiency have been improved.
3. Cylinder Block
• Lightweight aluminum alloy is used for the cylinder block.
• The crankshaft bearing caps with ladder-frame construction have been adopted to realize the rigidity, to
reduce noise, and to realize the coupling rigidity with the transaxle.
• Cast-iron is adopted as a material for a part of a bearing journal of a crankshaft bearing cap and thus
restraints the heat deformation. In addition, the oil filter bracket, the air conditioner compressor
bracket, the water pump swirl chamber, the thermostat housing and the rear oil seal retainer have been
integrated to reduce the number of parts.

EG-42
• Passage holes are provided in the crankshaft bearing area of the cylinder block. As a result, the air at
the bottom of the cylinder flows smoother, and pumping loss (back pressure at the bottom of the piston
generated by the piston's reciprocal movement) is reduced to improve the engine's output.

• A thin cast-iron liner is press-fitted inside the cylinder to ensure an added reliability.
NOTICE

Never attempt to machine the cylinder because it has a thin liner thickness.

4. Piston
• The piston is made of aluminum alloy and skirt area is made compact and lightweight.
• The piston head portion has adopted a taper squish shape to realize the fuel combustion efficiency.
• Full floating type piston pins are used.
• By increasing the machining precision of the cylinder bore diameter, the outer diameter of the piston
has been made into one type.
EG-43
5. Connecting Rod
• The connecting rods are made of high-strength material for weight reduction.
• The connecting rod bearings have been reduced in width to reduce friction.
• Nutless-type plastic region tightening bolts of the connecting rod are adopted for a lighter design.

6. Crankshaft
• The casting crankshaft has 5 journals and 4 balance weights.
• The crankshaft bearings have been reduced in width to reduce friction.
• The precision and surface roughness of the pins and journals have been realized to reduce friction.
EG-44
7. Crankshaft Pulley

The shape of the crankshaft pulley has been changed in order to reduce high-frequency noise.

Service Tip

Along with this change, the removal and reinstallation procedure has been changed, and an SST (09960-
10010) has been changed. For details, refer to see the 3ZZ-FE, 4ZZ-FE Engine Repair Manual (Pub. No.
RM982E).
EG-45

VALVE MECHANISM

1. General
• Intake and exhaust efficiency has been increased due to the larger total port areas.
• The shimless type valve lifter is used.
• The intake and exhaust camshafts are driven by a timing chain.
• The VVT-i system is used to realize fuel economy, engine performance and reduce exhaust emissions.
See page EG-62.

2. Camshaft
• In conjunction with the adoption of the VVT-i system, an oil passage is provided in the intake camshaft
in order to supply engine oil pressure to the VVT-i system.
• A VVT-i controller has been installed on the front of the intake camshaft to vary the timing of the intake
valves.
• The intake camshaft is provided with timing rotor to trigger the camshaft position sensor.

EG-46
3. Valve Lifter

Along with the increase of the amount of valve lift, the valve adjusting shims have been discontinued and
the shimless type of the valve lifter has been adopted. This valve lifter enables to make the cam contact
surface greater.

Service Tip

The adjustment of the valve clearance is accomplished by selecting and replacing the appropriate valve
lifters. Adjusting valve lifters are available in 35 increments of 0.020 mm (0.0008 in.), from 5.060 mm
(0.1992 in.) to 5.740 mm (0.2260 in.). For details, refer to see the 3ZZ-FE, 4ZZ-FE Engine Repair
Manual (Pub. No. RM982E).

4. Timing Chain and Chain Tensioner

• A roller chain with an 8 mm pitch has been adopted to make the engine more compact.
• A material which has excellent wear resistance has been selected for the timing chain to ensure
reliability.
• The timing chain is lubricated by an oil jet.
• The chain tensioner uses a spring and oil pressure to maintain proper chain tension at all times. The
chain tensioner suppresses noise generated by the timing chain.
• A ratchet type non-return mechanism is also used.
• To improve serviceability, the chain tensioner is constructed so that it can be removed and installed
from the outside of the timing chain cover.
EG-47

LUBRICATION SYSTEM

• The lubrication circuit is fully pressurized and oil passes through an oil filter.
• The cycloid gear type oil pump is directly driven by the crankshaft.
• This engine has an oil return structure in which the oil force-fed to the upper cylinder head returns to
the oil pan through the oil return hole established in the cylinder head.
• The oil filter is attached downward from the crankshaft bearing cap to realize serviceability.
• Along with the adoption of the VVT-i system, the cylinder head is provided with a VVT-i controller
and a camshaft timing oil control valve. This system is operated by the engine oil.

Oil Capacity

liters (US qts, Imp. qts)

EG-48

COOLING SYSTEM

• The cooling system is a pressurized, forced-circulation type.

• A thermostat with a bypass valve is located on the water inlet housing to maintain suitable temperature
distribution in the cooling system.
• An aluminum radiator core is used for weight reduction.
• The flow of the engine coolant makes a U-turn in the cylinder block to ensure a smooth flow of the
engine coolant. In addition, a bypass passage is enclosed in the cylinder head and the cylinder block.
• Warm water from the engine is sent to the throttle body to prevent freeze-up.
• A single cooling fan provides both the cooling and air conditioner performance.

Engine Coolanl
EG-49

INTAKE AND EXHAUST SYSTEM

• The intake manifold has been made of plastic to reduce the weight and the amount of heat transferred
from the cylinder head. As a result, it has become possible to reduce the intake air temperature and
realize the intake volumetric efficiency.
• A resonator is provided in the air intake chamber to optimize the intake pulsation in order to realize the
engine performance in the mid-speed range.
• A stainless steel exhaust manifold is used for weight reduction.
• By routing the exhaust rearward, the front exhaust pipe has been shortened and the warm-up
performance of the TWC (Three-Way Catalytic Converter) has been improved.
• A ball joint is used to joint the exhaust manifold to the exhaust front pipe, and the exhaust front pipe to
the exhaust tail pipe. As a result, a simple construction and improved reliability have been realized.
EG-50

FUEL SYSTEM

1. General
• The fuel returnless system has been adopted to reduce evaporative emissions.
• A fuel cut control has been adopted to stop the fuel pump when the SRS airbag is deployed at the front
or side collision.
• A quick connector has been adopted to realize serviceability.
• A compact 4-hole type injector has been adopted to realize the atomization of fuel.
• Two types of fuel pumps are available: one made by TMC, and another by BOSCH. These fuel pumps
in which a fuel filter, pressure regulator, fuel sender gauge, and fuel cutoff valve are integrated in the
module fuel pump assembly has been adopted. The fuel pump for the TMUK made model is made by
BOSCH.
• Two types of fuel tanks are available: one made of steel, and another of plastic. The fuel tank made of
plastic has been adopted on the TMUK made model for weight reduction. The capacity of these fuel
tanks have been increased from 50 to 55 liters.
EG-51
2. Fuel Returnless System

This system has been adopted to reduce the evaporative emission. As shown below, integrating the fuel
filter, pressure regulator, fuel sender gauge, and fuel cutoff valve with module fuel pump assembly, it is
possible to discontinue the return of fuel from the engine area and prevent from temperature rising inside
the fuel tank.
EG-52

IGNITION SYSTEM

1. General

A DIS (Direct Ignition System) has been adopted. The DIS improves the ignition timing accuracy, reduces
high-voltage loss, and enhances the overall reliability of the ignition system by eliminating the distributor.
The DIS is an independent ignition system which has one ignition coil (with igniter) for each cylinder.

2. Ignition Coil

The DIS provides 4 ignition coils, one for each cylinder. The spark plug caps, which provide contact to
the spark plugs, are integrated with an ignition coil. Also, an igniter is enclosed to simplify the system.
EG-53

SERPENTINE BELT DRIVE SYSTEM

• Accessory components are driven by a serpentine belt consisting of a single V-ribbed belt. It reduces
the overall engine length, weight and number of engine parts.
• An automatic tensioner eliminates the need for tension adjustment.
EG-54

ENGINE CONTROL SYSTEM

1. General

The engine control systems for the 3ZZ-FE and 4ZZ-FE engines have following features.

EG-55
2. Construction

The configuration of the engine control system in the 3ZZ-FE and the 4ZZ-FE engines in the new Corolla
is as shown in the following chart.

EG-56
*1: 3ZZ-FE Engine; *2: 4ZZ-FE Engine; *3: with Air Conditioner; *4: Only for Automatic Transaxle.

EG-57
3. Engine Control System Diagram
*1: with Air Conditioner *2: Only for Automatic Transaxle Model

EG-58
4. Layout of Main Component
EG-59
5. Main Component of Engine Control System
General

The main components of the 3ZZ-FE and 4ZZ-FE engine control system are as follows:
Knock Sensor (Flat Type/DENSO Made)
(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 structure that can detect the
vibration in a wider hand of frequency from about 6 kHz to 15 kHz and has the following features.

• Engine knocking frequency will change a bit depending on the engine speed. As the flat type knock
sensor can detects the vibration even the engine knocking frequency is changed, vibration detection
ability is increased comparing to the conventional type knock sensor, thus becomes more precise
ignition timing control possible.
EG-60
(2) Construction
• 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.
• Inside of the sensor, the steel weight is located on the upper portion and piezoelectric element is
located under the weight through the insulator.
• The open circuit detection resister is integrated.

(3) Operation

The knocking vibration is transmitted to the steel weight and its inertia applies the pressure to the
piezoelectric element and it generates the electromotive force.

EG-61
(4) Open Circuit Detection Resister

During the ignition is ON, the open/short circuit detection resister in the knock sensor and the resister in
the engine ECU keep the voltage at the terminal KNKl of engine ECU constant. 1C (Integrated Circuit) in
the engine ECU is always monitoring the voltage of the terminal KNKl. If the open/short circuit occurs
between the knock sensor and the engine ECU, the voltage of the terminal KNKl will change and the
engine ECU detects the open/short circuit and stores DTC (Diagnostic Trouble Code) P0325.
 Service Tip
• In accordance of the adoption of open/short circuit detection resister, the inspection method for the
sensor has been changed. For details, refer see the Corolla Repair Manual (Pub. No. RM925E).
• To prevent the water accumulation in the connecter, make sure to install the flat type knock sensor in
position as shown in the following illustration.

EG-62
6. VVT-i (Variable Valve Tlming-intellegent) System
General
• The VVT-i system is designed to control the intake camshaft within a wide range of 40° (of Crankshaft
Angle) to provide a valve timing that is optimally suited to the engine condition, thus realizing
improved torque in all the speed ranges and fuel economy, and reduce exhaust emissions.
 • In proportion of the engine speed, intake air volume, throttle position and water temperature, the engine
ECU calculates can optimal valve timing under each driving condition and control the camshaft timing
oil control valve. In addition, engine ECU uses signal from the camshaft position sensor and the
crankshaft position sensor to detect the actual valve timing, thus performance feedback control to
achieve the target valve timing.

EG-63
Effectiveness of the WT-i system
EG-64
Construction
(1) VVT-i Controller

This controller consists of the housing driven from the timing chain and the vane coupled with the intake
camshaft. The oil pressure sent from the advance or retard side path at the intake camshaft causes rotation
in the VVT-i controller vane circumferential direction to vary the intake valve timing continuously. When
the engine is stopped, the intake camshaft will be in the most retarded state to ensure startability. When
hydraulic pressure is not applied to the VVT-i controller immediately after the engine has been started, the
lock pin locks the movement of the VVT-i controller to prevent a knocking noise.

(2) Camshaft Timing Oil Control Valve

This camshaft timing oil control valve controls the spool valve position in accordance with the duty
control from the engine ECU thus allocating the hydraulic pressure that is applied to the VVT-i controller
to the advance and the retard side. When the engine is stopped, the camshaft timing oil control valve is in
the most retard state.

EG-65
Operation
(1) Advance

When the camshaft timing oil control valve is positioned as illustrated below by the advance signals from
the engine ECU, the resultant oil pressure is applied to the timing advance side vane chamber to rotate the
camshaft in the timing advance direction.
(2) Retard

When the camshaft timing oil control valve is positioned as illustrated below by the retard signals from
the engine ECU, the resultant oil pressure is applied to the timing retard side vane chamber to rotate the
camshaft in the timing retard direction.

(3) Hold

After setting at 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.

EG-66
7. Cooling Fan Control
• On the models without an air conditioner, the engine ECU controls the operation of the cooling fan
based on the water temperature sensor signal.
Wiring Diagram
 • On the models with an air conditioner, the engine ECU controls the operation of the cooling fan in two
speeds (Lo and Hi) based on the water temperature sensor signal, and the air conditioner amplifier
based on the A/C pressure switch signal. The Lo speed operation is accomplished by applying the
current through a resistor, which reduces the speed of the cooling fan.
Wiring Diagram

Cooling Fan Operation

EG-67
8. Diagnosis
• The diagnosis of the 3ZZ-FE and 4ZZ-FE engines has adopted the EURO-OBD (Europe On-Board
Diagnosis) that complies with European regulations.
• When the engine ECU detects a malfunction, the engine ECU makes a diagnosis and memorizes the
failed section. Furthermore, the check engine warning light in the combination meter illuminates or
blinks to inform the driver.
• At the same time, the DTCs (Diagnostic Trouble Codes) are stored in memory. The DTCs can be read
by connecting a hand-held tester.
• For details, refer see the Corolla Repair Manual (Pub. No. RM925E).
9. Fail-Safe

When the engine ECU detects a malfunction, the engine ECU stops or controls the engine according to the
date already stored in the memory.
Fail-Safe Control List
EG-68

DESCRIPTION

The 1CD-FTV TOYOTA D-4D (Direct injection 4-stroke common-rail Diesel engine) is in-line 4-
cylinder, 2.0-liter, 16-valve DOHC turbocharged diesel engine. An intercooler has been adopted on the 3-
door and 5-door LTNEA SOL grade models in order to realize high performance. This engine complies
with the European STEP III regulations. This engine is based on the 1CD-FTV engine equipped on the
previous model, which the following major changes have been made in its application to the new model.

• Oil filter has been relocated. (Good serviceability)

• A one-way clutch function has been provided in the alternator pulley.
• An air-cooled type intercooler has been adopted. (High performance)

EG-69
Engine Specification
EG-70

MAJOR DIFFERENCE (from Previous Corolla)

*: Only for 3-door and 5-door LINEA SOL grade models

EG-71

ENGINE PROPER

1. Cylinder Head Cover

In conjunction with the application of this engine on the new model, the oil filter cap has been relocated
to the front of the vehicle in consideration of serviceability.

2. Cylinder Head
• The cylinder head is made of aluminum alloy.
• The injector has been located in the center of the combustion chamber in order to realize engine
performance and clean emission.
• A glow plug is placed between the intake ports of each cylinder to ensure startability.

EG-72
3. Cylinder Block
• This cylinder block is constructed of linerless cast iron alloy.
• By making the rear surface of the cylinder block in a box shape, thus aimed to realize low vibration
high rigidity and lightweight.
• By adoption of the rib and implementation of the wall thickness improvement for the cylinder block,
optimal strength is secured.
• By expanding the thermostat housing and reducing the water flow resistance, thus realized the cooling
performance.
Change (from Previous Model)

Along with the expansion of the oil pump capacity and the relocation of the oil filter, the oil passage has
been changed and the suction hole diameter has been increased in order to ensure the proper lubrication
performance.
EG-73
4. Piston
• In conjunction with the adoption of direct injection, piston provided with combustion chamber has been
adopted.
• A cooling channel has been provided to reduce the piston temperature.
• To realize the wear resistance of the top ring groove, a Ni-resist cast iron ring carrier has been
adopted.
• Along with realized engine performance, the piston skirt has been applied with resin coating to reduce
friction loss.
• Full floating type piston pins are used.

5. Connecting Rod

To accommodate the high combustion pressure generated by the direct injection, this connecting rod is
constructed of a special type of carbon steel that ensures the proper strength.

6. Crankshaft
• A forged crankshaft with 5 main journals, 4 connecting rod pins and 8 balance weights is used.
• The crankshaft pins and main journals have been induction-hardened to ensure their reliability.
EG-74
7. Crankshaft Pulley
• The shape of the crankshaft pulley groove has been changed in order to support the V-ribbed alternator
drive belt.
• The crankshaft pulley with bending dumper has been adopted to reduce noise and vibration.
EG-75

VALVE MECHANISM

1. General
• Intake and exhaust efficiency is increased by means of the larger total port areas.
• Outer type valve adjusting shims are located on top of the valve lifter.
• A vacuum pump is driven by exhaust camshaft.
• The exhaust camshaft is driven by a timing belt, while the intake camshaft is driven through gear on the
exhaust camshaft.
• Small-diameter and flat-teeth gears are used for driving the intake camshaft in order to reduce gear
noise.
• The cam nose has been chill treated to ensure its abrasion resistance.
• The automatic tensioner is used on the timing belt.

EG-76
2. Intake and Exhaust Valves
• This construction allows the adjusting shim to be replaced without removing the camshaft, which
realizes the serviceability during valve clearance adjustment.
• A cutoff is provided in the valve lifter to realize the serviceability of the replacing the adjusting shims.

Service Tip

Adjusting shims are available in 17 increments of 0.050 mm (0.0020 in.), from 2.50 mm (0.0984 in.) to
3.30 mm (0.1299 in.). For details, refer to see the 1CD-FTV Engine Repair Manual Supplement (Pub. No.
RM927E).

3. Timing Belt Relation

The automatic tensioner suppresses noise generated by the timing belt.

EG-77
Service Tip
• The replace interval of the timing belt is every 150,000 km.
• For the purpose of replacing the timing belt, installation marks are provided on the camshaft timing
pulley and oil pump, the camshaft timing pulley and the mating surface of the cylinder head cover, and
the supply pump pulley and the water pump.
EG-78

LUBRICATION SYSTEM

• The lubrication circuit is fully pressurized and all oil passes through an oil filter.
• A trochoid gear type oil pump is driven by the timing belt.
• The water-cooled type engine oil cooler is used to lower the oil temperature.
• Oil jets have been provided for cooling the pistons.
• An oil level sensor is provided in the oil pan for efficient servicing.
Change (from Previous Model) -
• In conjunction with the application of this engine on the new model, the oil filter has been relocated in
order to ensure serviceability.
• The oil pump discharge volume has been increased.

Oil Capacity
EG-79

COOLING SYSTEM

• The cooling system is a pressurized, forced-circulation type.

• A pressurized reservoir tank has been adopted to prevent the engine coolant from deteriorating upon
contact with external air.
• A thermostat, having a bypass valve, is located on the water pump inlet side of the coolant circuit. As
the coolant temperature rises, the thermostat open the bypass passage closes, so the system maintains
suitable temperature distribution in the cylinder head.
• An aluminum radiator core is used for weight reduction.

Cooling Spec.
EG-80

INTAKE AND EXHAUST SYSTEM

• In conjunction with the adoption of the direct injection system, an intake manifold provided with an air
intake chamber has been adopted in order to reduce the swirl variances between the cylinders.
• A step motor type throttle motor has been adopted to realize EGR performance and to reduce the
vibration when stopping the engine.
• By cooling the exhaust gas with the EGR gas passage created inside the cylinder head, EGR
performance has been realized and the purging of exhaust gas has been realized.
• The exhaust manifold is connected to the exhaust pipe by a ball joint, making the exhaust pipe
configuration simpler and lighter.
Change (from Previous Model) -

Only for 3-door and 5-door LINEA SOL grade models

• An air-cooled type intercooler has been adopted.

• A water-cooled type turbocharger has been adopted.

EG-81
EG-82

FUEL SYSTEM

1. General
• A common-rail system has been adopted in the fuel injection system. In this system, the highly
pressurized fuel that is supplied by the supply pump is stored in the common-rail, and the engine ECU
sends signals to the injectors via the EDU (Electronic Driver Unit) in order to control the injection
timing and injection volume.
• By storing fuel at a high pressure (20 to 135 MPa), the engine peak torque during the pumping of the
fuel under high load conditions has been restrained, thus reducing the vibration and noise of the fuel
injection system.
• An electric control type supply pump has been adopted.
• Compact and saving electric injectors are used.
• A quick connector has been adopted to realize serviceability.
• There are two types of fuel tanks (steel made and plastic made). The fuel tank made of plastic has been
adopted on the TMUK made model for weight reduction. The capacity of these fuel tanks has been
changed from 50 to 55 liters.

EG-83
Common-Rail System Diagram
EG-84
2. Supply Pump
General
• The supply pump is a tandem type that have two functions of fuel suction and fuel delivery. This pump
achieves both the high-pressure pumping of fuel and the reduction of driving torque fluctuation.
• The supply pump mainly consists of a pump body (inner cam, roller, two plungers), two SCVs (Suction
Control Valves), and a feed pump. The pump body contains two plungers that are placed in series
inside the inner cam: plunger A (horizontal) and plunger B (vertical).
Function of Component
EG-85
Operation
• The plunger becomes positioned at the shorter diameter of the inner cam. When the inner cam rotates
from this position, the suction stroke starts as the plunger expands with the fuel pressure created by the
feed pump.

• The plunger becomes positioned at the longer diameter of the inner cam. When the inner cam rotates
from this position, the pumping stroke starts as the plunger is pushed by the inner cam.
 • The suction and pumping of fuel is effected by repeating these strokes. However, because the volume of
fuel drawn in by the plunger is regulated by the engine ECU via SCV, the plunger stops upon having
drawn in the regulated amount of fuel. Thereafter, the inner cam resumes pumping. To regulate the
volume of fuel drawn in by the plunger, the engine ECU calculates the target common-rail pressure in
accordance with the vehicle driving conditions and controls the SCV so that the target value is
achieved by the output of the fuel pressure sensor.
EG-86
3. Common-Rail
• The fuel pressure sensor calculates the fuel pressure and outputs the resultant signal to the engine ECU.
• When the fuel pressure in the common-rail is abnormally high, the pressure limiter leaks the fuel to the
fuel tank to reduce pressure.

Service Tip
• Fuel pressure sensor has its sealing portion plastic-deformed in order to keep sealing performance, so
do not reuse it after disassembling.
• Do not disassemble the pressure limiter because its operating pressure has been adjusted at
manufacture.
• If parts that affect the alignment have been changed, make sure to replace the pipe with a new one as
well. The parts that require the replacement of a pipe are listed below. Injection Pipe: Injector,
Common-rail, Cylinder Head Fuel Inlet Pipe: Supply Pump, Common-Rail, Cylinder Block, Water
Pump, Cylinder Head For details, refer to the 1CD-FTV Engine Repair Manual Supplement (Pub. No.
 RM927E).

EG-87
4. Injector
General

An injector consists of a nozzle needle, piston, and solenoid valve.

Specification
Operation

(a) When electrical current is applied to the solenoid coil, it pulls the solenoid valve up.

(b) The orifice of the control chamber opens, allowing the fuel to flow out.

(c) The fuel pressure in the control chamber drops.

(d) Simultaneously, fuel flows from the orifice to the bottom of the piston and raises the piston up (to
enhance response).

(e) As a result, the piston raises the nozzle needle to inject fuel.
EG-88

CHARGING SYSTEM

1. General
• Automatic tensioner and V-ridded belt have been adopted to alternator drive belt.
• SC (Segment Conductor) type alternator is standard equipment.
• The conventional type alternator is provided on the cold area specification LHD model.
• A one-way clutch function has been provided in the pulley of 2 type alternators to absorb the
fluctuations in the engine speed, thus significantly reducing the damage sustained by the drive belt.
2. SC Type Alternato
General

A compact and lightweight SC type alternator that generates high voltage output in a highly efficient
manner has been adopted.

Service Tip

Although the charging circuit of a conventional type alternator is checked through the F terminal, this
check cannot be performed on the SC type alternator through the use of the F terminal because the F
terminal has been eliminated. For details, refer to the 1CD-FTV Engine Repair Manual Supplement (Pub.
No. RM927E).

EG-89
Wiring Diagram
Construction and Operation
• This alternator has adopted a joined segment conductor system, in which multiple segment conductors
are welded together to from the stator. Compared to the conventional winding system, the electrical
resistance is reduced due to the shape of the segment conductors, are their arrangement helps to make
the alternator more compact.

EG-90
• A dual winding system has been adopted. This system consists of two sets of three-phase windings
whose phases are staggered 30°. Because the magnetic fluctuations of the respective windings cancel
each other out, magnetic noise is reduced.
3. Alternator Pulley

Due to the function of the sprags and spring that are placed circumferentially between the outer and
inner rings of the pulley, this mechanism transmits only the power of the engine in the direction of the
engine rotation to the alternator. Thus, it reduces the load that is applied to the belt.

Service Tip

SST (09820-63020) has been newly established due to the adoption of a pulley with the one-way clutch
function. For details, refer to the 1CD-FTV Engine Repair Manual Supplement (Pub. No. RM927E).

EG-91
4. Alternator Drive Belt

An automatic tensioner eliminates the need for tension adjustment.

Service Tip

To inspect the drive belt check that the indicator mark is positioned in the indicator range. If not, replace
the drive belt.
EG-92

ENGINE CONTROL SYSTEM

1. General
System Comparison List
EG-93
2. Construction
The configuration of the engine control system of the 1CD-FTV engine is as shown in the following chart.

1: with Air Conditioner System

EG-94

*l: with Air Conditioner System *2: with PTC Heater

EG-95
3. Engine Control System Diagram
EG-96
4. Layout of Main Components
EG-97
5. Main Components of Engine Control System
General
The main components of the 1CD-FTV engine control system are as follows:
Changes (from Previous Model)

A return bracket has been provided on the acceleration pedal position sensor, and in order to forcefully
return the sensor lever to the fully closed position, the accelerator pedal switch has been discontinued.
Crankshaft Position Sensor

The timing rotor of the crankshaft consists of 34 teeth, with 2 teeth missing. The crankshaft position sensor
outputs the crankshaft rotation signals every 10°, and the missing teeth are used to determine the top-dead-
center.

EG-98
Camshaft Position Sensor

to detect the camshaft position, a protrusion that is provided on the timing pulley is used to generate 1
pulse for every 2 revolution of the crankshaft.

Accelerator Pedal Position Sensor

This sensor converts the accelerator pedal depressed angles into electric signals with two differing
characteristics and outputs them to the engine ECU. One is the VPA1 signal that linearly outputs the
voltage along the entire range of the accelerator pedal depressed angle. The other is the VPA2 signal that
outputs on offset voltage.
EG-99
6. Fuel Injector Volume Control

Fuel injection volume is controlled as shown below.

7. Fuel Injector Timing Control

Fuel injection timing is controlled as shown below.

EG-100
8. Fuel Pressure Control

The target injection pressure is calculated based on the signals from the accelerator pedal position sensor
and the crankshaft position sensor. To control fuel pressure, signals are sent to the SCV of the supply
pump in order to regulate the pumping volume so that the pressure detected by the fuel pressure sensor
matches the target injection pressure.

9. Pilot Injection Control

• Pilot injection is a method that provides an auxiliary fuel injection before the main fuel injection takes
place. The purpose of pilot injection is to gently start the combustion of the fuel of the main injection in
order to reduce combustion noise.

• During pilot injection, the pilot injection volume, timing, and interval (between pilot injection and main
injection) are controlled as shown below.
EG-101
10. Idle Speed Control

In this system, the engine ECU calculates the target engine speed in accordance with the engine condition
and determines the fuel injection volume, thus controlling the idle speed rpm.

11. EGR Control

This system is designed to reduce and control NO2 formation due to a slight reduction of peak
temperature in the engine combustion chamber, which is accomplished by introducing a small amount of
inert gas into intake manifold. By sensing the engine driving conditions, the control unit electrically
operates both the VRV (Vacuum Regulating Valve) and VSV, which controls the magnitude of vacuum
introduced into diaphragm of EGR valve and throttle opening position with throttle motor and the amount
of recirculating exhaust gas is regulated. EGR valve opening lift is controlled by modulated negative
pressure.
EG-102
12. Diagnosis

When the engine ECU detects a malfunction, the engine ECU makes a diagnosis and memorizes the failed
section. Furthermore, check engine warning light in the combination meter illuminates or blinks to inform
the driver. The engine will also store the DTCs (Diagnosis Trouble Codes) of the malfunctions. The
DTCs can be accessed by connecting the SST (09843-18020) to the DLC3 terminals Tc and CG, and
reading the blinking of the check engine warning light. They can also be accessed by connecting a hand-
held tester. For details, refer to see the Corolla Repair Manual (Pub. No. RM925E).
Change (from Previous Model)

The DTCs listed below have been added or discontinued.

Added DTC
Discontinued DTC
13. Fail Safe

When the engine ECU detects a malfunction, the engine ECU stops or controls the engine according to the
data already stored in the memory.
Fail-Safe Control List