Abbreviations A A/C = Air Conditioning A/F = Air/Fuel Ratio A/T = Automatic Transmission or Transaxle ABS = Antilock Braking System ABSV = Air Bypass Solenoid Valve AC = Alternating Current ACTS = Air Charge Temperature Sensor AFC = Air Flow Control AFM = Air Flow Meter AFS = Air Flow Sensor ALCL = Assembly Line Communications Link ALDL = Assembly Line Data Link APS = Absolute Pressure Sensor APS = Atmospheric Pressure Sensor ASDM = Airbag System Diagnostic Module ATA = Air To Air ATAIC = Air To Air InterCooler ATDC = After Top Dead Centre ATF = Automatic Transmission Fluid ATS = Air Temperature Sensor AWD = All Wheel Drive B B+ = Battery Positive Voltage BARO = Barometric Pressure BAT = Battery BCM = Body Control Module BHP = Brake Horse Power BMAP = Barometric/Manifold Absolute Pressure Sensor BPS = Back pressure Sensor BPT = Back Pressure Transducer BTDC = Before Top Dead Center Btu = British Thermal Units C C = Celsius C3I = Computer Controlled Coil Ignition CALPAK = Calibration Pack CAN = Controller Area Network CANP = Canister Purge Solenoid Valve CAS = Crank Angle Sensor CC = Cubic Centimetres CDI = Capacitor Discharge Ignition CEAB = Cold Engine Air Bleed CECU = Central Electronic Control Unit CER = Cold Enrichment Rod CESS = Cold Engine Sensor Switch CFI = Central Fuel Injection CFI = Continuous Fuel Injection cfm = Cubic Feet Per Minute CID = cylinder identification sensor CID = Cubic Inch Displacement CIS = Continuous Injection System CKP = Crankshaft Position Sensor CMP = Camshaft Position Sensor CO = Carbon Monoxide CO2 = Carbon Dioxide COP = Coil On Plug ignition CPI = Central Port Injection CPU = Central Processing Unit CSSA = Cold Start Spark Advance CSSH = Cold Start Spark Hold CTS = Coolant Temperature Sensor CTVS = Choke Thermal Vacuum Switch CVR = Control Vacuum Regulator D dB = Decibels DC = Direct Current DEFI = Digital Electronic Fuel Injection DFS = Deceleration Fuel Shutoff DIS = Distributorless Ignition System DIS = Direct Ignition System DLC = Data Link Connector DOHC = Double OverHead Camshaft DPF = Diesel Particulate Filter DTC = Diagnostic Trouble Code DVOM = Digital Volt Ohm Meter E E2PROM = Electrically Erasable Programmable Read Only Memory EACV = Electronic Air Control Valve EBCM = Electronic Brake Control Module EBC = Electronic Boost Controller EBM = Electronic Body Module ECA = Electronic Control Assembly ECM = Engine Control Module ECT = Engine Coolant Temperature ECU = Electronic Control Unit EDIS = Electronic Distributorless Ignition System EEPROM = Electronically Erasable Programmable Read Only Memory E2PROM = Electronically Erasable Programmable Read Only Memory EFC = Electronic Fuel Control EFCA = Electronic Fuel Control Assembly EFI = Electronic Fuel Injection EGO = Exhaust Gas Oxygen Sensor EGR = Exhaust Gas Recirculation EGRPS = EGR Valve Position Sensor EGRT = EGR Temperature EGT = Exhaust Gas Temperature EI = Electronic Ignition EMI = Electromagnetic Interference EMR = Electronic Module Retard EOS = Exhaust Oxygen Sensor EOBD = European Onboard Diagnostics EPOS = EGR Valve Position Sensor EPROM = Erasable Programmable Read Only Memory (chip) ESC = Electronic Spark Control EST = Electronic Spark Timing EVAP = Evaporative Emission System EVP = EGR Valve Position F F = Fahrenheit FBC = Feedback Carburetor System FBCA = Feedback Carburetor Actuator FCS = Fuel Control Solenoid FDC = Fuel Deceleration Valve FI = Fuel Injection FIPG = Form In Place Gasket FLS = Fluid Level Sensor FMIC = Front Mount InterCooler ft.lb. = Foot Pound FWD = Front-Wheel Drive G GAL = Gallon GDI = Gasoline Direct Injection GEN = Generator GND = Ground GPM = Grams Per Mile GPS = Global Positioning System GVW = Gross Vehicle Weight H H20 = Water HC = Hydrocarbon HEGO = Heated Exhaust Gas Oxygen Sensor HEI = High Energy Ignition Hg = Mercury HO2S = Heated Oxygen Sensor hp = Horsepower HT = High Tension I IAC = Idle Air Control IAT = Intake Air Temperature IATS = Intake Air Temperature Sensor IC = Integrated Circuit ICM = Ignition Control Module ICS = Idle Control Solenoid ID = Inside Diameter IFI = Indirect Fuel Injection IGN = Ignition ISC = Idle Speed Control ISO = International Standards Organization ITCS = Ignition Timing Control System ITS = Idle Tracking Switch J JAS = Jet Air System JDM = Japanese Domestic Market K kHz = Kilohertz Km = Kilometres KOEC = "Key On, Engine Cranking" KOEO = "Key On, Engine Off" KOER = "Key On, Engine Running" kPa = Kilopascals KS = Knock Sensor KV = Kilovolts L L = Litres lb. ft. = Pound Feet LCD = Liquid Crystal Display LED = Light Emitting Diode LHD = Left-Hand Drive LTFT = Long Term Fuel Trim LWB = Long Wheel-Base M MAF = Mass Air Flow MAP = Manifold Absolute Pressure MAT = Manifold Air Temperature MBC = Manual Boost Controller MCS = Mixture Control Solenoid MCT = Manifold Charge Temperature MFI = Multi Port Fuel Injection MIL = Malfunction Indicator Light mm = Millimetres MPFI = Multi Point Fuel Injection MPG = Miles Per Gallon MPH = Miles Per Hour MPI = Multi Port Injection MPV = Multi-Purpose Vehicle ms = Millisecond mV = Millivolts N Nm = Newton Metres NOX = Oxides of Nitrogen NVRAM = Nonvolatile Random Access Memory O O2 = Oxygen O2S = Oxygen Sensor OBD = Onboard Diagnostics OBD I = Onboard Diagnostics One OBD II = Onboard Diagnostics Two OD = Outside Diameter OE = Original Equipment OEM = Original Equipment Manufacturer OHC = OverHead Camshaft OHV = OverHead Valve OS = Oxygen Sensor P P/B = Power Bakes P/N = Part Number PA = Pressure Air PAIR = Pulsed Secondary Air Injection PAS = Power-Assisted Steering PCM = Powertrain Control Module PCV = Positive Crankcase Ventilation PECV = Power Enrichment Control Valve PFI = Port Fuel Injection PID = Parameter ID PIP = Profile ignition pickup PNP = Park/Neutral Switch PPM = Parts Per Million PROM = Program Read Only Memory (chip) PS = Power Steering PSI = Pounds Per Square Inch PSP = Power Steering Pressure pt. = Pint PTC = Pending Trouble Code PTC = Positive temperature coefficient Additional : This is applied to the way the resistance of a thermistor varies with temperature. In this case, the resistance will increase as the temperature raises PWR = Power to Weight Ratio R RAM = Random Access Memory RFI = Radio Frequency Interference RHD = Right-Hand Drive ROM = Read Only Memory RON = Rated Octane Number RPM = Revolutions Per Minute RWD = Rear-Wheel Drive S SC = Supercharged SEFI = Sequential Electronic Fuel Injection SES = Service Engine Soon (light) SFI = Sequential Fuel Injection SIPS = Side Impact Protection System SOHC = Single Over Head Camshaft SRS = Secondary Restraint System SRS = Supplemental Restraint System (air bag) SRT = System Readiness Test SS = Speed Sensor SSI = Solid State Ignition SST = Special Service Tool SSM = Special Service Material STFT = Short Term Fuel Trim SWB = Short Wheel-Base T TACH = Tachometer TB = Throttle Body TBI = Throttle Body Injection TC = Turbocharged TCC = Torque Converter Clutch TCM = Transmission or Transaxle Control Module TCS = Traction control solenoid (SAAB 9000) TD = Turbo Diesel TDC = Top Dead Center TDI = Turbo Direct Injection (A turbo charged direct injected diesel engine) TIV = Thermactor Idle Vacuum Valve TKS = Throttle Kicker Solenoid TMIC = Top Mount InterCooler TPI = Tuned Port Injection TPP = Throttle Position Potentiometer TPS = Throttle Position Sensor TPT = Throttle Position Transducer TRD = Toyota Racing Developement TSP = Throttle Solenoid Positioner TV = Throttle Valve TVS = Thermal Vacuum Switch TVIS = Toyota Variable Induction System TWC = Three Way Catalyst TWC+OC = Three Way + Oxidation Catalytic ConverterV V C = Variable Valve Control V V V T = Variable Valve Timing VVTi = Variable Valve Technology with Intelligence VSV = Vacuum Switching Valve W WOT = Wide Open Throttle WTA = Water To Air WTAIC = Water To Air InterCooler Decoding your engine first number and second or third letter is the series of block. 2S 3S 5S 1ZZ 2ZZ following that will be a dash which begins head and options these will all be letters. the first of which will be the head design. F heads are for effeciency and made by toyota, G heads are all made by yamaha and built for power. 2S-F 3S-F 3S-G 5S-F 1ZZ-F 2ZZ-G the last letter defines the fuel delivery method. for all of us this is an E. If you have another letter in the middle it defines air delivery. Z are for superchargers, T are for turbochargers. 4A-GZE 3S-GTE 2JZ-GTE 7M-GTE
Originally posted by White87GT from 4gcelica.net THE TURBOCHARGER The turbocharger is a centrifugal compressor driven by the otherwise-wasted energy in the exhaust stream. It is a 2 chambered housing with a shaft through the center extending into both chambers. A turbine wheel is mounted on one end of the shaft and is in the exhaust stream, and an impeller wheel is mounted on the other end. That is the compressor end, and it is connected to tubing that goes to the intercooler, and then to the throttle body. A turbocharger is really a very simple device, and as long is it regularly fed clean , high quality oil from the engine lube system, and allowed to cool down before engine shutdown, will last nearly as long the engine itself. THE WASTEGATE There are two alternate paths for the exhaust flow at the turbo. One is across the turbine, and the other is out the wastegate, allowing it to bypass the turbo. Since more energy at the turbo means more air to the engine, which means more energy to the turbo, which in turn means more air to the engine, which means...well, I think you get the point. The wastegate is necessary to limit the airflow output from the turbo. The wastegate isn't simply open or closed; it modulates to maintain very precise control over the turbo's speed and output. SOME BASIC PHYSICS Compressors are pumps, and pumps create flow. When the turbo creates more airflow than the engine is consuming, then the air becomes pressurized. So boost pressure will rise and fall as the turbo output increases and decreases. Thats why the wastegte controls the speed and airflow of the turbo. And pressure and flow are directly related. That means you can not get "more flow at the same pressure..." THE WASTEGATE ACUTATOR The wastegate actuator is simply a can with a rubber diaphragm on one end, and 2 ports with hose fittings on the front end. Looking into the engine compartment form the driver's side, it can easily be seen just to the right of the turbo compressor inlet. The hose on the left is connected to the turbo, and the hose on the right is connected to the T/VSV. (more on that later) There is a spring that holds the diaphragm in place that has a yeild value of about 7 psi.. As pressure builds in the turbo, air begins to fill the actuator and pushes against the diaphragm. When the pressure exceeds the spring value, ~ 7 psi, the actuator moves out, pushing a rod, and opening the wastegate. TVSV (Turbocharger Vacuum Switching Valve) is a "factory-installed boost controller". It is simply a solenoid-operated valve that, when energized (open) allows air to escape from the actuator, lowering the pressure in the actuator, and allowing the wastegate to modulate closed. This vented air actually flows back into the intake airstream between the airflow meter and the turbo intake so it does not distort the ECU's air/fuel ratio calculations. The T/VSV is a normally closed-energized open valve. The ECU will energize (open) it whenever you boost IF 1) engine coolant temps are up to normal , and 2) ambient (intake) air temps are above ~ 32 deg F. (There may be some variation with that number). If the T/VSV is open (high boost mode) and the ECU gets a signal from the knock sensor, it will de-energize (close) the T/VSV. Likewise, if there is an over boost signal from the boost pressure sensor, it will de-energize the T/VSV as part of the "fuel-cut" sequence. NOTE: Unless you have an aftermarket boost controller, disabling the T/VSV will lock you into low-boost mode!! It WILL NOT increase boost. The normal range of max boost ranges from 7.1 to 11.8 psi, according to the Factory Repair Manual. Low boost problems are almost always a result of some problem in the boost control system and rarely with the turbo itself.. BOOST PRESSURE SENSOR AND FUEL-CUT The boost pressure sensor is simply a pressure transducer that monitors manifold pressure and reports it to the ECU as a voltage value. If the voltage exceeds about 4.4 volts (~12 psi on '91, 92' and early 93's, ~16 psi on late 93's and up) the ECU initiates the fuel-cut sequence. It de-energizes the T/VSV to lower boost, retards ignition timing, and restricts fuel delivery by limiting the injector cycle. The "check-engine" light will come on for about 20 seconds, and a code 34 will be stored in the diagnostic memory. You will be in "limp mode" and unable to boost again until you shut off the engine and restart it. No other reset is required to return to normal operation. You do not have to pull any fuses or disconnect the battery (Internet legend!) For a complete schematic diagram of the turbo and boost control system, go here: http://member.newsguy.com/~gtfour/technicl.htm#Turbo Click on "Boost Control" BOOST CONTROLLERS Since the rate and amount of airflow to the wastegate actuator control's its operation, we can increase the boost by either restricting the airflow into the actuator chamber, or by increasing the bleed rate of the air escaping the actuator. Boost controllers range from simple orfice plugs inserted into the hose connecting the turbo the the actuator, to complex multi-valve electronically operated devices, but again, the all do the same thing: they manipulate the amount of air (pressure) in the actuator. FUEL-CUT DEFEAT SYSTEMS Since the FC response is programmed in at ~ 12 psi*, you must somehow eliminate it or alter it to boost above ~12 psi. Fuel-cut is initiated when there is a 4.4 volt signal to the ECU from the sensor, so ALL fuel cut defeat (FCD) system either prevent that from happening, or delay it . Some methods simply eliminate FC completely by preventing any thing over 4.3 volts from ever reaching the ECU. This includes the Greddy BCC, the Zener diode, disconnecting the hose, etc. The HKS FCD is an adjustable FCD that has one setting that raises fuel cut to ~17 psi without eliminating it. *(late 93's and later have FC set at ~ 16psi from the factory) Here is some further information about the HKS FCD (this one is installed on an MR2): http://www.mr2.com/ARTICLE/HKSFCDat.html Or a member from the MR2 Board named BillWOT has designed a simple, fully adjustable FCD that allows you to set FC at any value you want, from stock up to the system max of ~ 17.5. It will cost about $8 for parts and should take less than an hour to build and install. No, I won't build you one. Here is a discussion and instructions for the $8 BlackBox FCD: *note that installation is on an MR2 and you will have to modify the instructions to fit the location of the ECU on a Celica Alltrac or your Hybrid Swap Celica* http://toymr2.tripod.com/fcd.html AFM Car manufacturers measure airflow into an engine with sensors. It lets the ECU make a decision for the air/fuel ratio. The 3SGTE has what is called an AFM or Air Flow Meter. It is a silver box type chamber attached inline on the intake tube. MAP Another type of sensor to measure air intake in an engine. The MAP or Manifold Absolute Pressure sensor measures air pressures in the intake manifold, letting the computer make a decision for the air/fuel ratio. The 3SGTE is strange in that it has an AFM and a MAP sensor (however on the 3SGTE the MAP isnt called MAP, its called the Turbo Pressure Sensor). On the 3SGTE the MAP sensor is used to measure positive turbo pressure in the intake manifold. It serves 2 purposes. It gives a reading to the factory boost gauge, and it sends a reading to the ECU. As described above, the ECU will initiate Fuel Cut if boost exceeds the preprogrammed values. This MAP sensor sends those values to the ECU to make that decision. On a 5SFE or other engine, the MAP serves exactly the same purpose as the AFM on the 3SGTE. TVIS TVIS or Toyota Variable Induction System is a system installed between the intake manifold and the head. It consists of a metal plate that has vacuum operated metal butterflies on it. Below 4500 RPM it is designed to keep the butterfiles in the path of the air entering the head. What it does is increase backpressure in the system, effectively raising low end torque. Above 4500 RPM, a vacuum signal tells the plates to move to the side where they are no longer obstructing flow, thus letting the engine breathe like it needs to at high RPMs. Its an effective way to make high range HP and low end Torque. After 300 or so HP it becomes restrictive, even at high RPM, and is usually in the best interest of the enthusiast to remove. I give props to BillWOT because I stole the majority of this FAQ from him off the MR2 board. The information contained within is beneficial to the Celica community and he worded it in such a way to make it very understandable so I changed only what needed to be changed to make the words apply to a celica too. Thanks to Bill. And thanks to everyone else who reads this. Posted at Celica.net by Luni
Water injection explained This was posted by a guy on the MR2 board who works with Aquamist Water Injection. Good info In brief: Water injection cools the intake charge through the latent heat absorption of water in the evaporation process. Same principal as patio misters. The water vapor absorbs the heat in the intake charge and cools it down. I have seen 30-40 degree Celsius drops on my Power FC monitoring intake temps after the huge air/air intercooler has already done its job. Since we know the engine is a giant air pump, and the amount of power it is capable of producing is direction proportional to he volume of cool dense air it is able to ingest, the technology behind water injection makes perfect sense. Think of it this way -- everyone is concerned about air volume: "How big of a turbo should I run for my power goals?â€
As we're on the subject, I'd like to list the Toyota acronyns as I'm tired of looking stuff up and I'm sure others are too Feel free to fill in/add to the list! ABS = Anti-lock Brake System ADM = Australian Dealer Market AFM = Air Flow Meter AllTrack = NADM GT4 Model (with Bodykit minus Viscous Diff) BGB = Big Green Book BVSV = Bimetal Vacuum Sensor Valve CASA = Centre Airbag Sensor Assembly (ST182-) CCS = Cruise Control System ECT = Electronically Controlled Transmission (2 Mode Auto) ECT-S = Electronically Controlled Transmission - Sport (3 Mode Auto - JDM only?) ECU = Electronic Control Unit (Engine controller) EFI = Electronic Fuel Injection EGR = Exhaust Gas Recirculation EGT = Exhaust gas temp sensor EPC = Electronic Parts Catalog ESC = Electronic Skid Control (ABS) EVAP = Evaporative Emission Control (Charcoal filter sys) FPD = Fuel Pulsation Damper GT4 = JDM AllTrack Version (No bodykit, Viscous Diff optional) ISC = Idle Speed control valve (Inside T/B) JDM = Japanese Dealer Market LASRE = Lightweight Advanced Super Response Engine Live Sound = Fujitsu Speaker System NADM = North American Dealer Market PCV = Positive Crankcase Ventilation PDLS = Power Door Lock System PEGASUS = Precision Engineered Geometrically Advanced Suspension SRS = Supplemental Restraint System TCCS= Toyota Computer Controlled System (includes ECU) TSCC = Twin Swirl Combustion Chamber (3S-FE) TEMS = Toyota Electronic Modulated Suspension (JDM only?) TPS = Throttle Position Sensor T-VIS = Toyota Variable Inlet System TWC = Three Way Catalyst VSS = Vehicle Speed Sensor (inside Speedo) VSV = Vacuum Switching Valve