What is a STAR dealer?

Summer991-994 8/6/04 9:48 AM Page 991 

TOYOTA’S SUPPORT TO AUTOMOTIVE REPAIR 

Contents: 

Summer 2004 

Issue 105 

Alloy wheel 

installation 

Page 4 

Toyota STAR 

Service News 

back issues 

Page 14 

TIS: an online 

repair resource 

Page 17 

Power steering 

Page 18 

Engine short block 

service 

Page 24 

STAR Dealer listing 

Page 33

Summer991-994 8/4/04 11:31 AM Page 992 

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Summer3-13 8/4/04 11:23 AM Page 3 

Summertime is Heating Up 

with Great Service Tips 

from Your Toyota STAR Dealer! 

Dear Toyota STAR Service News Reader: 

I hope by now you’ve been able to try out Toyota’s new Technical Information System (TIS) to access service 

repair information. If not, check it out at http://techinfo.toyota.com to get a vast library of service repair 

information at your fingertips! 

In this issue of Toyota STAR Service News,we’re showing you the correct method to install alloy wheels. 

You may also find yourself faced with rebuilding your customer’s engine this summer, so we’ve also included 

a detailed article on engine short block service. Finally, to better handle customers’ steering complaints, 

see the troubleshooting guide on steering and the article covering the complete power steering system. 

As always, count on our affordably priced remanufactured line of products that deliver high quality and 

dependability on every service job you do. 

Turn to your STAR dealership and Toyota Genuine Parts, along with Toyota STAR Service News,and now 

the new TIS, to receive the best repair and replacement parts and information in the industry. We’re always 

standing by to help you with your service repair needs, so feel free to contact me or your local STAR dealer 

through the listing in the back of this magazine! 

Best regards, 

Jerry Raskind 

Dealer Consulting Programs Manager - Wholesale 

Toyota Motor Sales, U.S.A., Inc. 

jerry_raskind@toyota.com

Summer3-13 8/4/04 11:23 AM Page 4 

This is the correct method of installing any alloy wheel. Use a torque wrench, following correct torque 

value and the proper criss-cross tightening pattern to avoid stressing or distorting the wheel or hub/rotor. 

INSTALLING 

ALLOY WHEELS 

Let’s face it: Wheel installation is 

rarely viewed as a topic deserving of 

much attention. Most shops tend to 

zip them off, mount and balance, 

and bang them back onto the vehicle. 

Basically, wheels are considered 

by many techs as components that 

are essentially “in the way” when 

performing other services such as 

brake or suspension system jobs. 

In reality, the wheels, and their 

means of attachment to the vehicle, 

are the most important components 

on any vehicle. After all, if the 

wheels fall off, it’s never a pretty 

picture. 

In this article, we’ll discuss the 

basics of wheel fasteners and the 

4 

handling and proper installation of 

alloy wheels, which deserve even 

greater attention due to their higher 

cost and because of the potential for 

cosmetic damage. 

WHEEL FASTENERS 

Instead of referring to these allcritical 

pieces (the only thing that

Summer3-13 8/4/04 11:23 AM Page 5 

clamps the wheel to the hub) generically 

as “lug nuts,” get into the habit 

of calling them “wheel fasteners,” 

since that’s an apt description of 

their task. 

Also, although Toyota vehicles use 

a threaded stud (affixed to the hub) 

and a nut system to secure the 

wheels, some vehicles feature female 

threaded holes in their hubs and 

require the use of wheel bolts. This 

is just one reason to use the term 

wheel fasteners to broadly refer to 

any wheel-to-hub clamping system. 

CHECK FASTENER SIZE 

AND STYLE 

Granted, when you remove an 

original Toyota wheel and replace 

the wheel using the same Toyota 

nuts, you won’t have a nut-matching 

problem. However, if you’re dealing 

with a customer’s vehicle that features 

aftermarket wheels, or have 

been requested to change the 

wheels from OEM to aftermarket, 

never assume that you already have 

the correct style of wheel nut. Check 

to make sure that the thread size is 

correct (shank diameter and thread 

pitch), and make absolutely sure 

that the fastener’s seat style matches 

that of the wheels. Using an incorrect 

seat style will prevent secure 

clamping of the wheel to the hub, 

and will certainly result in loosening 

during operation. Packing/shipping 

mistakes are always possible, 

so never blindly assume that what 

you have is correct. 

Wheel fastener seat styles include 

60-degree taper/conical seats, 

radius (also called spherical or ball) 

seats or mag-style straight shank 

with flat washers. 

Make sure that the new fasteners 

T OYOTA’S S UPPORT T O A UTOMOTIVE R EPAIR 

match the seat style required by the 

wheels at hand. Never mismatch by 

using a mag/shank type fastener on 

a wheel intended for a conical seat, 

etc. Only the correct, matching type 

seat will provide the required wheel 

clamping. In the case of blind 

(capped/enclosed) wheel nuts, 

make absolutely sure that the nut 

does not bottom-out against the 

stud tip (this can occur if the nut is 

too short for the application) This 

situation will prevent full clamping 

force, resulting in wheel wobble and 

almost-certain failure of the threaded 

studs. 

Wheel fastener threads must be 

clean and in good condition. Do not 

lubricate threads unless specifically 

instructed to do so by Toyota technical 

information specific to the 

vehicle being serviced. Torque values 

are commonly specified based 

on the use of dry threads. The use 

of lubricants will result in overclamping 

and possibly stretching 

the stud beyond its design yield 

point. 

INSTALLING ALLOY WHEELS 

Fastener sizing cards are handy to determine bolt or stud diameter 

(both inch and metric), as well as bolt or stud shank lengths and nut 

diameters. 

5 

UNDERSTANDING 

THREAD SIZE 

Fastener sizing involves selecting 

the correct diameter, thread pitch 

and length for proper thread 

engagement. Following is a basic 

overview. 

DIAMETER 

This refers to the diameter of the 

threaded section of the fastener 

(outer diameter of a bolt shank or 

stud; or inner diameter of a nut’s 

threaded hole). 

Threaded fastener size is referred 

to with a series of three numbers, 

which indicate thread diameter, 

thread pitch and shank length, in 

that order. For example, a 1/2 x 20 x 

4 indicates a bolt or stud that features 

a 1/2-inch diameter shank, a 

thread pitch of 20 (20 threads per 

inch) and a shank length of four 

inches. If the fastener is metric, the 

numbers refer to the same dimensional 

areas, but are indicated using 

metric dimensions. For example, a 

14 x 1.5 x 45 refers to a 14mm

Summer3-13 8/4/04 11:23 AM Page 6 


Thread pitch gauges (available in both inch and metric formats) provide 

an easy and accurate method of determining the wheel stud 

thread pitch, eliminating any guesswork. 

thread diameter, a thread pitch of 

1.5mm and a thread length of 

45mm. 

A common mistake some folks 

make is to incorrectly identify nut 

or bolt sizes, confusing hex head 

size with thread size. The size of the 

fastener (thread area diameter) 

refers to the diameter of the threaded 

area (threaded hole in a nut or 

threaded shank on a stud or bolt). 

The wrench size required to service 

the fastener does not indicate fastener 

size. The width of the hex 

head (let’s say a nut requires a 3/4inch 

or 19mm socket) has no bearing 

whatsoever on fastener size. For 

example, if the threaded area is 

12mm in diameter, the nut or stud 

is a 12mm size, not a 19mm (referring 

to the size of socket required). 

When sizing any fastener, ignore the 

service end (hex head). It’s only the 

diameter of the thread area that 

indicates the fastener’s size. 

THREAD PITCH 

All Toyota vehicles feature metric 

wheel fasteners. However, simply to 

provide a better understanding of 

threaded fasteners, we’ll offer an 

overview of both “inch” and metric 

formats. 

When using inch format, the 

thread pitch number indicates the 

number of threads along a one-inch 

6 

length of the shank. For example, a 

1/2-inch x 20 wheel stud is 1/2-inch 

in diameter, and has a thread count 

of 20 threads per inch of shank 

length. 

When using a metric format, the 

first number indicates the thread 

shank diameter in millimeters 

(12mm, 14mm, etc.). However, metric 

thread pitch numbers indicate 

the distance between threads. For 

example, a thread pitch of 1.25 indicates 

that the distance between two 

adjacent threads is 1.25mm. If the 

thread pitch is 1.50, the distance 

between threads is 1.5mm. The last 

number of a stud or bolt size indicates 

length. A size of 14mm x 1.5 x 

35, for example, indicates a stud or 

bolt that is 14mm in diameter, a 

thread pitch of 1.5mm and a shank 

length of 35mm. 

In inch format,the higher the 

pitch number, the “finer” the 

threads (more threads per inch of 

shank length). Using a 1/2-inch 

diameter fastener as an example, a 

thread pitch of 13 is “coarse,” while 

a thread pitch of 20 is considered 

“fine.” Using a 1/4-inch diameter 

fastener as an example, a thread 

pitch of 20 is considered coarse, 

while a 28 pitch is considered fine. 

Basically, in inch format, each fastener 

thread diameter size offers 

two choices — coarse or fine. With 

regard to wheel fasteners, the 

threads are always “fine.” As compared 

to coarse threads, this provides 

increased bolt strength and 

potential clamping load. If a wheel 

fastener is 7/16-inch diameter, the 

thread pitch will be 20. If 1/2-inch 

diameter, thread pitch will be 20. If 

9/16-inch diameter, thread pitch 

will be 18. In metric format, the

Summer3-13 8/4/04 11:23 AM Page 7 

higher the number, the more 

“coarse” the thread pitch. For example, 

a 1.0 pitch is “very fine,” a 1.25 

pitch is “medium fine,” a 1.5 pitch is 

“medium” and a 1.75 pitch is 

“coarse.” Metric wheel fasteners will 

commonly either feature a 1.25 or 

1.5 thread pitch, regardless of 

thread diameter. 

LENGTH 

The amount of thread engagement 

between the stud and nut (or wheel 

bolt to hub) is critical. At the minimum, 

thread engagement length 

must be equal to or greater than the 

diameter of the fastener. In other 

words, if the stud is 12mm in diameter, 

the nut must engage onto the 

stud by at least 12mm. If not, either 

a longer stud or longer nut must be 

used (if a longer nut is needed, the 

nut must protrude further through 

the wheel hole to meet the stud). 

Use of longer nuts is possible when 

the nut features an extended shank 

that offers greater thread length. 

This will vary depending on nut 

style. If this isn’t feasible, a longer 

stud must be used. 

When using wheel bolts or capped 

(enclosed) nuts, care must be taken 

to avoid bottoming the bolt or nut. 

For example, if the stud offers one 

inch of exposed length for nut 

engagement, but the threaded hole 

in the nut is only 3/4-inch deep, the 

nut will bottom-out on the stud and 

will not clamp the wheel against the 

hub. 

In order to accurately identify the 

thread diameter, pitch and length of 

any wheel fastener, you can handle 

this by obtaining a total of three 

readily available tools: a combination 

bolt/nut sizing card (these are 


hard plastic and are available to 

cover both inch and metric sizes) 

and two thread pitch gauges (one 

inch and one metric). That’s all you 

need to quickly and accurately read 

any wheel bolt or nut without any 

guesswork. 

BOLT CIRCLE 

The term “bolt circle” or “bolt pattern” 

refers to the diameter of the 

circle formed by the wheel or hub 

fastener mounting locations. Toyota 

models use bolt circles of 100mm 

(3.93 inches), 114.3mm (4.5 inches) 

and 139.7mm (5.5 inches). A designation 

of 4x100 indicates a wheel 

with four bolt holes, with the holes 

positioned to create a 100mm circle 

(when measured through the centerline 

of all holes). A wheel designation 

of 5x114.3 indicates a five- 

7 


bolt wheel that provides a bolt circle 

of 114.3mm (4.5 inches). 

If you want to manually measure a 

bolt circle, here are some easy methods: 

1. With a four-bolt or six-bolt pattern, 

measure from the center of 

one stud (at the hub) or wheel hole, 

to the center of an opposing stud or 

wheel hole. 

2. With a five-bolt pattern, orient 

the hub or wheel to place one fastener 

location at 12-o’clock. 

Measure from the center of the 12o’clock 

location to a horizontal line 

drawn across the bottom of the two 

bottom studs or wheel holes. 

Bolt circle information is usually 

provided on the wheel (look at the 

rear of the wheel, the information 

should be stamped or cast on the 

A plastic sizing disc provides multiple holes, each labeled for bolt circle 

reference. Simply align the disc onto the wheel (or onto the hub 

studs) until all of the hub or wheel holes align on the disc, and read the 

numbers on the disc to identify the bolt circle. For illustrative purposes, 

we’ve marked the holes that align to the wheel shown here. Note 

the numbers that we’ve highlighted in black (at upper left of disc), noting 

that this wheel features a 100mm bolt circle.

Summer3-13 8/4/04 11:23 AM Page 8 


wheel’s center section, likely on the 

rear of a wheel spoke). 

Checking a hub or wheel bolt pattern 

can also be performed with the 

aid of specialty tools. A bolt circle 

reference “disc” (these are available 

in all bolt circle sizes) offers multiple 

hole patterns, with each hole 

labeled. Simply drop the disc onto a 

hub (or place on the rear mounting 

surface of the wheel) until all holes 

align. Note which holes align (per 

the hole labels). Another method 

involves the use of a specialty sliding 

caliper type tool. Insert the two 

tapered pins of the tool into two 

adjacent wheel holes and note the 

reading on the tool’s gauge. 

WHEEL NUT SEAT STYLES 

The contact area between the fastener 

and the wheel is referred to as 

the “seat.” This is the surface area 

where the fastener actually contacts 

the wheel and where clamping pressure 

is applied when the fastener is 

Axle hub 

Wheel 

Wheel nut (taper point-type) 

tightened. It is absolutely 

vital that the seat style of 

the fastener matches the 

seat style of the wheel’s 

fastener hole entry. The 

use of incorrect seat 

styles, even though 

thread pitch and thread 

diameter may be correct, 

can easily result in wheel 

damage during tightening, 

and fastener loosening 

during vehicle operation. 

If the fasteners 

loosen, the wheel will “wobble” as it 

moves in relation to the hub. 

Eventually, this movement, or play, 

will ruin the wheel’s fasteners holes, 

resulting in either breaking the 

wheel or complete loss of the 

tire/wheel assembly. 

Do not confuse the style or shape 

of the fastener head with the shape 

of the fastener’s seat. If a wheel nut 

features a radiused head (rounded 

head), some folks may call this an 

Clearance 

Axle hub 

Wheel nut (flat point-type) 

Wheel 

Two types of wheel nuts are used with Toyota wheels. Some alloy 

wheels use shank type (mag) wheel nuts that feature flat mounting 

bosses. Steel wheels use tapered (conical) wheel nuts. The two 

styles are not interchangeable. 

8 

This handy caliper-style tool can be used to 

quickly determine bolt circle. Insert both pins 

into adjacent holes and read the gauge. 

“acorn” nut. However, others will 

interpret the term “acorn” as a 

radiused or ball-style fastener seat. 

Always make sure that you clearly 

understand the terminology for seat 

styles. 

The majority of Toyota wheels 

require the use of conical (also 

called tapered) seat-style nuts. 

However, citing the 1999-2001 

Avalon, Camry, Solara and Sienna 

models as examples, two different 

accessory wheels were offered. Style 

1 (wheel part number PT351- 

00990) features a conical seat, while 

Style 2 (wheel part number PT351- 

00991) features a flat-seat (“mag”) 

style nut. Each wheel requires the 

use of a specific style nut. 

Attempting to use a conical-style 

nut on a wheel that features flat 

seats (or using a flat-seat nut on a 

wheel that features conical seats) 

will result in both wheel damage 

and certain loosening. 

AN EXPLANATION OF 

WHEEL NUT SEAT STYLES 

The most commonly employed 

seat styles include conical, radius 

and flat (“mag”). These terms refer 

to the shape of the seat (where the

Summer3-13 8/4/04 11:23 AM Page 9 

fastener contacts the entry of the 

fastener hole in the wheel. 

CONICAL 

Conical seats are also called 

“tapered” or “cone” seats. All three 

terms refer to a seat that features an 

angled seat wall, where the dimension 

of the taper is largest at the top, 

under the head, and tapers to a 

smaller diameter where the angle 

meets the rear face of the nut (or 

adjacent to the threaded shank on a 

wheel bolt). The most common 

angle of taper is 60 degrees. The 

male taper nestles into a tapered 

relief pocket at the fastener hole 

entrance. 

RADIUS 

Radius seats are also called “ball” 

seats, with good reason. The rear of 


the nut (or base of the head on a 

wheel bolt) is rounded into a ball 

shape. It’s like a ball that is cut in 

half, with only the radius remaining. 

The male ball seat fastener contacts 

the wheel’s female radiused 

ball relief. 

MAG (FLAT SEAT) 

The term “mag” refers to a fastener 

that features a flat contact at the 

wheel (usually including a thick flat 

washer). The generic term “mag” is 

a holdover from the early days of 

custom wheels, when magnesium 

was sometimes used to make lightweight 

racing wheels. The mag style 

nut also features a smooth outerwalled 

shank that serves to help 

center the wheel (the shank drops 

through the wheel hole, serving as a 

guide pin to center the wheel’s hole 


Shown here are two conical/tapered nuts (two at left); and two ball/radius fasteners at the right. Note that 

the two conical nuts feature different engagement lengths. The nut at the far left terminates at the bottom 

of the tapered seat while the nut to its right features a slight extension below the conical seat area. The 

extended nut (second from left) may be required for a thicker alloy wheel, in order to achieve proper thread 

engagement to the stud. Pay strict attention to both seat style and proper thread engagement! 

9 

over the hub’s threaded stud). The 

shank length varies depending on 

wheel thickness and stud length. 

When using a capped nut (where 

the female threaded hole does not 

pass all the way through the nut), 

it’s important to pay attention to 

thread engagement length. 

FASTENER TORQUE 

When tightening any wheel fasteners, 

we need to consider the 

degree of tightening in order to 

achieve proper clamping load. In 

addition, we need to consider the 

tightening sequence, or pattern, to 

assure that clamping loads are evenly 

distributed across the hub contact 

area. 

Threaded fasteners, by design, are 

intended to stretch slightly when 

fully tightened to specification. This

Summer3-13 8/4/04 11:23 AM Page 10 


Any busy shop should have their torque wrenches periodically recalibrated 

in order to maintain accuracy and consistency. 

creates a preload, which is what 

serves to clamp the wheel securely 

to the hub. If undertightened, the 

nut (or bolt) can gradually loosen, 

and we all know the consequences 

of that. If overtightened, the stud or 

bolt can exceed its “elastic” range, 

and can permanently stretch 

(fatigue), which destroys its ability 

to provide clamping load. If this 

happens, the stud or bolt can either 

loosen on its own or can break during 

operation. Especially when dealing 

with today’s lightweight alloy 

wheels and sometimes light (and 

thin) rotor mounting faces, severe 

wheel vibrations under braking can 

occur if wheels are improperly or 

unevenly tightened. 

REASONS TO NOT USE 

AN IMPACT GUN ON 

ALLOY WHEELS 

An impact gun (especially when 

installing wheels) can wreak havoc 

on alloy wheels. Fastener damage 

can occur as a result of a socket 

banging against a nut’s chrome plating. 

If aftermarket spline-drive 

“tuner” nuts are used, the narrow 

splines can be burred. Probably the 

biggest area of concern is inaccurate 

and/or excessive clamping loads, 

which can distort the wheel and its 

10 

mated hub/rotor, leading to vibration 

complaints. Additional wheel 

cosmetic damage can result if socket-to-fastener 

recess is minimal, or 

if a thick-walled socket is used that 

minimizes clearance, the outer wall 

of the socket can abrade against the 

wheel’s nut recess. 

If the socket is dirty, abrasive 

damage to both the fastener and 

wheel are possible. In addition, 

excessive tightening can cause the 

nut or bolt seat to pound into the 

aluminum wheel’s seat pocket, 

displacing the aluminum (gouging/deforming 

the alloy). This can 

lead to eventual fastener loosening, 

since the seat base integrity has 

been deformed or reduced. 

Excessive tightening can also stress 

the wheel stud, permanently 

stretching the threaded shank 

While the use of a torque wrench is preferred for tightening an alloy 

wheel, if an impact gun must be used, be sure to employ torque 

sticks, which feature a pre-set torsional limiting range to prevent 

over-tightening.

Summer3-13 8/4/04 11:23 AM Page 11 

beyond its elastic point, weakening 

the stud considerably. When this 

happens, the stud may eventually 

break or allow the nut to loosen. 

WHEEL FASTENER 

TORQUE VALUES 

Always refer to the Toyota tightening 

specifications for proper wheel 

fastener torque values. Listed here is 

a broad generalization of torque 

values, based on fastener size, for 

example only. 

Vehicle 

RAV4 

MR2 

Avalon 

Camry 

Solara 

Celica 

Echo 

Scion tC 

Prius 

Sienna 

Highlander 

Scion xB 

Scion xA 

Corolla 

Matrix 

4Runner 

Tacoma 

Tundra 

Sequioa 

Land Cruiser 

Torque 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

76 ft-lbs (103N-m) 

83 ft-lbs (110 N-m) 

83 ft-lbs (110 N-m) 

83 ft-lbs (110 N-m) 

83 ft-lbs (110 N-m) 

97 ft-lbs (131 N-m) 

TORQUE WRENCHES 

PREFERRED 

While the use of a calibrated 

torque wrench is always preferred 

for wheel fastener tightening, an 

option (if your shop decides that it 

simply must use an air gun) 

involves the use of “torque sticks,” 

which are available individually or 

in sets. 

Each tool is essentially a short torsion 

bar with a 1/2-inch drive at one 

end and a hex socket at the other 


end. Using this tool on the air gun 

allows you to pneumatically tighten 

the wheel fastener to within a theoretically 

acceptable range. Each 

“stick” is color coded and labeled in 

terms of its hex size and its torque 

range. When the stick is subjected 

to its pre-set torque range, the center 

section of the tool begins to 

twist (similar to a torsion bar 

spring), theoretically preventing 

tightening the fastener beyond that 

pre-set range. If you can’t convince 

your shop to take the time to use a 

torque wrench, at the very least be 

sure to use a torque stick. 

CHECK WHEEL 

CENTERING 

Wheels are designed to center onto 

the vehicle hubs by one of two methods: 

lug-centricity or hub-centricity. 

A lug-centric wheel relies on centering 

via the fastener locations 

only. As the lug nuts (or wheel bolts) 

11 


If the customer brings in aftermarket wheels, pay attention to the 

hubcentric fit of the wheel’s center hole to the hub’s center flange 

lip. Since the vast majority of Toyota vehicles use a hubcentric fit, 

make sure that the wheel closely centers itself at the hub. Some 

aftermarket wheels may be made to fit a variety of vehicles, in which 

case the wheel’s center hole may be larger than is required for proper 

fit. In these cases, hubcentric adapter rings will be needed. Here a 

hubcentric ring is installed onto an aftermarket wheel. The inside 

diameter of this ring will match the required size for the customer’s 

Toyota vehicle. 

are tightened, the wheel is centered 

onto the hub, guided by the wheel 

studs and the seating of the wheel 

nuts. This requires precise location 

of both wheel bolt holes and the fastener 

locations on the hub. 

A hub-centric wheel is centered 

onto the hub via the fit of the wheel 

center hole at the hub face. The hub 

face will feature a center lip that 

engages into a recess on the wheel’s 

hub face. Hub-centric designs more 

precisely locate the wheel onto the 

hub, to minimize the chance for 

installed-radial-runout. All latermodel 

Toyota wheels and hubs are 

designed for hub-centric fitments. 

However, some earlier Toyotas (1989 

and older) may feature lug-centric 

designs, wherein the wheel is centered 

onto the hub as the wheel nuts 

are tightened. 

It’s important to recognize which 

type of centering you have. If the 

hub design calls for a hub-centric

Summer3-13 8/4/04 11:23 AM Page 12 


mounting, take a close look at both 

the wheel’s hub face and the vehicle’s 

hub face itself. In the case of 

Toyota wheels, the wheel centering 

hole is precisely machined to fit the 

hub center flange lip. 

If an aftermarket alloy wheel is to 

be used, a hub-centric ring adapter 

may be required in order to attain a 

proper fit, since the aftermarket 

wheel may feature a larger center 

hole (which makes the wheel adaptable 

to various hub center fitments). 

When adapter rings have been 

used on the vehicle in the past, it is 

possible that an old adapter ring 

has stuck to the hub. If this ring is 

not the correct size for the wheel 

being installed, the wheel may not 

be able to seat flush against the hub. 

This is sometimes easy to miss, so 

always check the hub face flange 

diameter and the diameter of the 

wheel’s hub face to make sure they 

match before installing the wheels. 

The wheel must fit flush against 

the hub, and the wheel must be 

centered on the hub. If the wheel 

requires rings and none are used, 

you’ll have an off-center installation. 

A corrosive (electrolysis) reaction can occur between an alloy wheel 

and a steel hub, resulting in future wheel removal difficulty. To avoid 

this, first clean the hub and wheel, and apply a thin coating of a 

high-temperature anti-seize paste onto the hub surface. 

Always follow the proper torque sequence and torque values when 

installing the wheels. The objective when tightening is to evenly 

spread the clamping loads across the bolt circle pattern, to avoid 

isolated and excessive loading. Failure to follow the correct tightening 

sequence can lead to distortion of the wheel and hub/rotor. 

12 

Caution, if wheel spacers are used, 

make sure they don’t effect the 

wheel track and/or the number of 

threads on the wheel studs. If old 

rings are stuck to the hub, but the 

new wheels don’t need them, or if 

you try to double-up old rings that 

are stuck to the hub and new rings 

on the wheels, the wheels won’t 

mate flush to the hub, which will 

cause severe axial runout. Always 

check closely. 

NOTE: If the aftermarket wheels 

that the customer has chosen include 

hubcentric ring adapters (these may 

be either aluminum or plastic), be 

sure to use them. Even if you feel that 

the fasteners will center the wheel, the 

rings provide a closer-tolerance fit to 

the hub center and will allow you to 

better center the wheel during fastener 

tightening.

Summer3-13 8/4/04 11:23 AM Page 13 

TIGHTENING SEQUENCE 

Always install ANY wheel by tightening 

the fasteners in a criss-cross 

pattern in order to provide even 

clamping loads. Uneven tightening 

can easily result in a distorted hub 

or wheel, leading to vibration complaints 

and brake pedal-bounce 

complaints. 

AFTERMARKET WHEELS 

If the customer has requested a 

change to aftermarket wheels 

and/or oversized tires that he or she 

has provided, it’s important to verify 

wheel and tire clearance. 

After mounting one tire/wheel, test 

fit the assembly onto the vehicle. 

With the vehicle on the lift, check for 

clearance between fender, suspension 

and brake components with the 

tire/wheel in a straight ahead position 

and during full turns (lock-tolock) 

in each direction. This is especially 

important when an upgrade 

has been performed where tire section 

width and/or wheel offset and 

backspace has changed (as compared 

to original Toyota specifications). 

Next, lower the vehicle in 

order to compress the suspension, 

and repeat the clearance inspection 

(have a helper bounce the vehicle as 

well, to further inspect for clearance 

issues). It’s better to discover an 

interference problem at this point as 

compared to after all four 

wheels/tires have been mounted, balanced 

and installed. 

NOTE: If the wheels have been 

supplied by the customer, be sure to 

check the wheel’s rated load range. 

This is especially important if the 

customer has selected a passenger 

car wheel for a truck or SUV application. 

The wheel’s load range 


should be visible somewhere on the 

wheel surface (rim or rear of the 

center section). Use of an alloy 

wheel that is not designed to support 

the weight of the vehicle at 

hand is to be avoided, since the risk 

of wheel failure is possible. 

TIPS: 

• Two styles of center caps (if 

used) includes the type that pops 

into place from the outside of the 

center, and the type that is inserted 

from behind the wheel hub face. If 

the caps are to be inserted from the 

rear, make sure that the cap flange 

matches the wheel’s center hole 

chamfer and is below the wheel’s 

mounting surface. If the cap protrudes 

beyond the mounting surface, 

this will create an obstruction 

that won’t allow flush seating of the 

wheel to the hub. This will result in 

false torque value readings and can 

cause an axial runout condition. 

• To avoid corrosion that may 

cause an alloy wheel to “stick” to a 

steel or iron hub, apply a very thin 

coating of an anti-seize paste to the 

hub face where the wheel makes 

contact. Don’t apply too much, as 

any excess can sling out as a result 

of centrifugal force and can contaminate 

the wheel face or brake 

surfaces. A thin coating of this compound 

will make it easy to remove 

the wheels in the future, preventing 

electrolysis (corrosive reaction 

between aluminum and steel). Don’t 

apply lubricant to fastener threads, 

since fastener torque specification 

values are based on the use of clean, 

dry threads. By lubricating the 

threads with a slippery substance, 

inaccurate (usually too high) torque 

values may be obtained. 

13 


If the customer has aftermarket 

wheels, check to verify that the 

wheel load rating is proper for 

the weight of the vehicle. Never 

install a wheel that is underrated 

for the vehicle at hand. 

• After installing a set of custom 

wheels onto the customer’s vehicle, 

place one-wheel’s set of original 

Toyota nuts in a Ziploc bag and 

store this in the vehicle (in the original 

Toyota vehicle tool kit, next to 

the spare tire or jack,etc.). If the 

customer ever needs to install the 

original Toyota spare wheel/tire in 

an emergency, he or she will have 

the correct fasteners, since the fasteners 

that are used with the aftermarket 

wheels may differ in length 

or style from the OE. Also, the vehicle-equipped 

Toyota lug wrench 

might not fit the new fasteners, as 

the aftermarket nut hex size may 

differ from those used by Toyota. 

• This brings up a point well worth 

mentioning. If the aftermarket fastener 

hex size differs from the 

Toyota nut size (let’s say for example 

that the Toyota nuts require a 19mm 

wrench, but the aftermarket fasteners 

might require an 18mm or 

11/16-inch wrench), be sure to 

advise the customer of the need to 

carry an appropriate-sized socket 

and breaker bar to allow the aftermarket 

wheel to be removed during 

a roadside tire change. ★

Summer14-22 8/4/04 11:53 AM Page 14 

Back issues! 

Missed an issue? You’re in luck! 

The following back issues of the Toyota STAR Service News are available FREE in limited quantities. 

Use the form at the end of this listing to request back issues. 

Issue # Months Contents 

25 

27 

28 

29 

30 

31 

32 

33 

34 

35 

Fall 1987 

Spring 1988 

Summer 1988 

Fall 1988 

Winter 1988 

Spring 1989 

Summer 1989 

Fall 1989 

Winter 1990 

Spring 1990 

Toyota Computer Controlled System 

Emission Control Systems 

Air Conditioning 

Charging & Starting Systems 

The Variable Venturi Carburetor 

Toyota Publications Information — Repair Manuals, Collision Manuals, 

Diagnosis Manuals 

The Fuel Systems 

Suspension — Toyota Electronically Modulated Suspension (TEMS)/ 

1986 Celica Front Brake System 

Special Service Tools for Toyota Vehicles/Toyota Engine & Transmission 

Applications Chart (1981-1989) 

Free Wheeling Hubs (1984-1988 4WD)/MR2 Cooling System (1985-1989)/ 

“Y” Series Engines (1984-1989 Van) 

14

Summer14-22 8/4/04 11:53 AM Page 15 


36 

38 

42 

43 

44 

45 

48 

49 

52 

53 

56 

57 

58 

59 

60 

68 

69 

70 

71 

72 

73 

75 

76 

77 

78 

79 

80 

81 

82 

83 

84 

Summer 1990 

Winter 1991 

Winter 1992 

Spring 1992 

Summer 1992 

Fall 1992 

Summer 1993 

Fall 1993 

Summer 1994 

Fall 1994 

Summer 1995 

Fall 1995 

Winter 1996 

Spring 1996 

Summer 1996 

Jan./Feb. 1998 

Mar./Apr. 1998 

May/Jun. 1998 

Jul./Aug. 1998 

Sep./Oct. 1998 

Nov./Dec. 1998 


May/Jun. 1999 






May/Jun. 2000 




Security — Toyota Intrusion Monitoring System/Brakes — Toyota Anti-Lock 

Brake System (ABS)/Engine (2S-E Engine) 

2WD & 4WD Wheel Alignment (1984-1988 Pickup Truck)/Rust Repair 

Body Repair — Outer Door Panel Replacement/Battery Testing for Winter 

Camry Timing Belt Inspection & Installation/Four Ways to Control Idle Speed 

Troubleshooting & Repairing the 1987 Corolla Air Conditioning System/ 

1987 Tercel Conventional Starting System & Troubleshooting 

1988 Camry Automatic Transaxle Description & Troubleshooting 

1990 Truck Engine Cooling Systems/22R & 22R-E Engine 

(4-Cyclinder)/3VZ-E Engine (6-Cyclinder) 

Diagnosing & Troubleshooting the 1990 Camry Automatic Transmission 

1991 Truck Front Suspension/2WD & 4WD Wheel Alignment/2WD Front Axle 

Hub & Steering Knuckle/4WD Free Wheeling Hub 

Previa Ignition System 

1992 Celica Air Conditioning/General Description of Refrigeration 

Cycle/Compressor Inspection and Removal 

1992 Truck 22R-E Engine 

1992 Camry Brakes 

1993 Tercel Ignition & Starting 

1993 Truck Air Conditioning System 

Truck ABS/Power Steering/Engine Diagnostics 

Basics of Suspension Design/Inspection/Repair/Testing of Fuel System 

Brake System Tips/Airbag Insights/Power Steering 

Engine Short Block Service/Truck Suspension Basics/Automatic Transaxles 

Engine Computer Basics/Truck Rear Axle Service/Climate Control 

TRAC System Components & Functions/MAP Sensor Basics/FWD Rear 

Suspension Service 

Celica ABS/Oxygen Sensor Basics/Truck Front Suspension 

Cylinder Head Inspection & Service/A/C Diagnostic & Service Tips/ 

CV Shaft Service 

Throttle Position Sensor Service/Brake System Service/Engine Driveability 

Fuel System Service/Lower Engine Block Rebuild/Airbag Inspection & Service 

Truck 4WD/Power Window System Inspection/Electronic Speed Control 

Fuel Injection Return Type Systems/Brake Rotor Inspection/Lower Engine 

Block Service 

ABS Diagnosis & Repair/Truck Alignment/Engine Cooling System 

Engine Timing Belt/Ride Control/Automatic Transmission Service 

Engine Knock Sensors/Power Rack & Pinion Steering System Service/ 

Wheel Bearing Service 

OBD-II — Understanding the Early Version of This Diagnostic System 

15

Summer14-22 8/4/04 11:53 AM Page 16 


85 

86 

87 

88 

89 

90 

91 

92 

93 

94 

95 

96 

97 

98 

99 

100 

101 

102 

103 

104 




May/Jun. 2001 






May/Jun. 2002 






May/June 2003 

Summer 2003 

Fall 2003 

Winter 2004 

Spring 2004 

Valvetrain & Cylinder Head Service/Air Intake System/Brake Bleeding 

Wheel Alignment/Cylinder Head Service/Four-Wheel Disc Brake System Service 

A/C Service/Fuel Injector Service/Piston & Ring Service 

Airbag Service/Throttle Position Sensors/Oil Pump Service 

Power Rack & Pinion Service/Oxygen Sensor Overview/Brake Rotor Basics 

Cooling System Service/Truck Front Suspension/Engine Sensors 

Catalytic Converters/Traction Control Systems/Vehicle Ride Height 

OHC Service/Clutch System Service/Fuel Pump & Fuel Delivery 

Distributorless Ignition Systems/Lighting Systems/Common Codes 

Stabilizer Bars/Cooling System Service/Brake Pulsation 

Noise, Vibration, Harshness/Front Suspension Lower Control Arm Service On 

FWD/Threaded Fasteners 

Crankshaft Bearing Service/Temperature Sensors/Strut & Shock Service 

OHC Cylinder Head Service/Brake Master Cylinder Service/4WD Truck 

Steering System 

ECM Diagnostics/Brake Service 

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Summer14-22 8/10/04 11:30 AM Page 17 

Repair shops want access to accurate, up-to-date 

Toyota service repair information and don’t have the 

time or space to maintain a vast library, and we have a 

convenient solution. 

The Toyota Technical Information System (TIS) is an 

online library complete with service repair guides, books, 

bulletins and manuals dating from new models back to 

1990. TIS contains all of the product support information 

necessary to maintain, diagnose and repair vehicles manufactured 

by Toyota. This is the same information provided 

to Toyota dealerships, including some of our most recent 

technical training course books! 

What’s included 

Once you subscribe to the TIS site, you will have a 

vast amount of information available at your fingertips. 

Included are: 

• service repair manuals, 

• answers to frequently asked questions, 

• a summary listing of the most recently released 

Technical Service Bulletins (TSB), 

• wire harness repair guides, 

• new car feature guides, and 

• owner’s manuals. 

The site also provides accessory installation instructions 

and accessory diagnostic guides. 

Check it out. It even has a STAR dealership listing that 

does not require subscription access! Use our dealer 

locator to find a dealership near you for a full selection 

of genuine Toyota parts and accessories. 

Easy to find 

Along with providing a wealth of information, TIS has 

been organized so technicians can quickly locate the 

details they require. The goal is to provide a path to 

information through several routes. Users can search by 

publication or by information type. They can also select 

a work or phrase to search the database. Naturally, 

information can be accessed by model type or year. 

In addition to detailed online repair information, the 

site provides access to other features. On TIS, you will 

have access to a comprehensive list of training products 

used in Toyota training courses. Technicians can also 

look up details on dozens of special service tools and 

order these directly from Toyota’s supplier. 


Genuine Toyota Technical Information 

is Now Available, in Addition to 

Genuine Toyota Parts! 

Take a tour 

The information available on TIS is invaluable to 

repair shops that service Toyota vehicles. Along with 

being user-friendly and accessible 24 hours a day, the 

system is extremely cost-effective. A shop can have 

access to a wealth of information dating back more 

than a decade for less than the cost of a single year’s set 

of repair manuals and repair bulletins. And, as Toyota 

continually updates the system, you will always have the 

latest information. 

Log on and take a tour of the Web site at 

http://techinfo.toyota.com to see exactly what’s there for 

you. Check out the STAR dealer listing for your genuine 

Toyota parts needs. And when you realize you want it 

all, a one-month subscription is only $50, or you can 

purchase a one-year subscription for only $350. 

Your library of Toyota technical information is now at 

your fingertips. ★ 

17

Summer14-22 8/4/04 11:54 AM Page 18 

Closely inspect both the splines and threads of the pump shaft for damage or wear. This is often overlooked. 

Spline burrs or thread damage can make pulley installation difficult. 

POWER STEERING 

The 1998-2002 Toyota Land 

Cruiser features a relatively compact 

vane-type power steering pump, fed 

by a remote-mount fluid reservoir. 

The steering gear assembly consists 

of a hydraulic-assist power rack and 

pinion assembly. 

TROUBLESHOOTING 

Steering system complaints may 

be traced to a number of variables. 

While this article will focus on the 

power steering system, listed here 

are a number of potential suspect 

areas, based on the complaint 

symptoms encountered. 

Hard steering: 

1. Improperly inflated tires. 

2. Low power steering fluid level. 

3. Loose power steering pump 

drive belt. 

4. Incorrect front wheel alignment. 

5. Worn steering system joints. 

6. Worn suspension arm ball 

joints. 

7. Binding steering column. 

8. Power steering gear problems. 

Poor steering return: 

1. Improperly inflated tires. 

2. Incorrect front wheel alignment. 

18 

3. Binding steering column. 


Excessive play: 


2. Worn suspension arm ball 

joints. 

3. Worn intermediate shaft, universal 

joint, sliding yoke. 

4. Worn front wheel bearings. 


Abnormal noise: 

1. Low power steering fluid level. 


3. Power steering gear problems.

Summer14-22 8/4/04 11:54 AM Page 19 

CHECK FOR BELT 

CONDITION 

Inspect the drive belt for excessive 

wear, frayed cords or other damage 

and replace if necessary. Note that 

small cracks on the rib side of the 

belt are considered acceptable. 

However, if chunks of material are 

missing from the ribs, the belt 

should be replaced. 

POWER STEERING FLUID 

FILLING/BLEEDING 

With the front wheels off the 

ground (vehicle raised), check fluid 

level and fill if needed. With the 

engine off, slowly turn the steering 

wheel from lock to lock several 

times. Lower the vehicle and start 

the engine, allowing the engine to 

idle for a few minutes. 

With the engine idling, turn the 

steering wheel to left or right fulllock, 

and hold the wheel in that 

position for two to three seconds. 

Turn the wheel to the opposite fulllock 

position and hold it there for 

two to three seconds. Repeat this 

several times. 

Stop the engine and check the 

power steering fluid for foaming or 

emulsification. If the system needs 

to be bled twice because of foaming 

or emulsification, check the system 

Normal 

Abnormal 

After bleeding, check the fluid 

for air bubbles. If foaming or 

emulsification is found after 

bleeding, it is likely that air has 

entered the system. 


for fluid leaks, since air is likely 

entering the system. 

When checking the power steering 

fluid level, the vehicle must be parked 

in a level position.With the engine 

stopped, check fluid level and add if 

needed with ATF Dexron II or III. 

NOTE: If the fluid is cold, check that it 

is within the COLD LEVEL range. If 

warmed to operating temperature, 

check that fluid is within the HOT 

LEVEL range. In order to raise the 

fluid to temperature, start the engine 

and run at idle speed.With the engine 

idling, turn the steering wheel from 

lock to lock several times to boost 

fluid temperature. Fluid operating 

temperature should be 176 degrees F 

(80 degrees C). 

Check fluid level referencing the 

hot or cold range index depending 

on fluid temperature. 

5 mm (0.2 in.) 

or less 

Engine idling Engine stopped 

Check fluid level rise at both 

engine idling and engine-off conditions. 

Maximum rise is 0.020 in. 

ALSO NOTE: Fluid level in the 

reservoir should change between 

engine idling and engine stopped 

19 


conditions, as fluid should rise in 

the reservoir with the engine 

stopped. Maximum rise of fluid 

level should be 0.020 in. (5mm). 

CHECKING POWER STEER- 

ING FLUID PRESSURE 

With the air cleaner assembly 

removed, disconnect the pressure 

feed tube from the power steering 

vane pump. Connect SST kit 00001 - 

00010 - 01. The pressure feed tube 

connects to the SST’s out-line, and 

the pump’s pressure feed port connects 

to the SST’s in-line. Check that 

the SST valve is in the open position. 

With the SST connected, bleed the 

power steering system. Then start 

the engine and run it at idle, and 

turn the steering wheel lock to lock 

several times to boost fluid temperature. 

With the engine idling, close the 

SST valve and note the gauge reading. 

Minimum fluid pressure should 

be 1,209 psi (8336 kPa). NOTE: Do 

not keep the valve closed for more 

than 10 seconds, and do not allow 

fluid temperature to become too 

high. 

With the engine idling, open the 

valve fully and measure fluid pressure 

at engine speeds of 1,000 rpm 

and 3,000 rpm. The difference in 

fluid pressure should be 71 psi (490 

kPa) or less. 

Do not turn the steering wheel 

during this check. 

Next, with the engine idling and 

with the valve fully open, turn the 

steering wheel to full-lock in one 

direction (left or right). At this 

point, minimum fluid pressure 

should be 1,209 psi (8336 kPa). 

NOTE: Do not maintain the full-lock

Summer14-22 8/4/04 11:54 AM Page 20 


Attachment 

Attachment 

Connecting the SST to check power steering fluid pressure. 

position for more than 10 seconds, 

and don’t allow fluid temperature to 

rise excessively. 

Once the check has been done, 

shut the engine off and disconnect 

the SST. Reconnect the vehicle’s 

pressure feed tube to the power 

steering vane pump. Re-install the 

PS 

gear 

Minimum fluid pressure with 

engine idling and SST valve 

closed should be 1,209 psi. Don’t 

keep valve closed for more than 

10 seconds. 

PS 

gear 

Closed 

Open 

SST 

SST 

Oil 

reservoir 

PS vane 

pump 

Oil 

reservoir 

With valve open fully, check fluid 

pressure difference with engine at 

1,000 rpm and at 3,000 rpm. The 

difference should be 71 psi or less. 

Pressure feed tube 

PS vane 

pump 

PS 

gear 

Lock position 

Open 

SST 

With engine idling and valve 

fully opened, turn the wheel to 

full-lock. Minimum fluid pressure 

should be 1,209 psi. Don’t 

maintain the full-lock position 

for more than 10 seconds, and 

don’t let fluid become too hot. 

air cleaner assembly and bleed the 

power steering system. 

VANE-TYPE POWER 

STEERING PUMP 

On the Toyota Land Cruiser, the 

vane-type power steering pump is 

located on the upper right (passenger 

side) of the engine front, driven by the 

single common serpentine drive belt. 

Following the steps outlined in the 

service manual, remove the necessary 

components to gain access to the 

power steering pump. 

Loosen the drive belt tension by 

turning the drive belt tensioner bolt 

counterclockwise and remove the 

drive belt. 

20 

IN 

SST 

OUT 

Oil 

reservoir 

PS vane 

pump 

After disconnecting the two vacuum 

hoses, the return hose and the 

pressure feed tube (note that the pressure 

feed tube connection features a 

union bolt and two gaskets), remove 

the power steering pump by removing 

the three pump mounting bolts. 

With the pump removed and 

secured in a vise, measure the vane 

pump’s rotating torque using a 

beam-type torque wrench. Rotating 

torque should be 2.4 in-lbf (0.28 Nm) 

or less. The pump should rotate 

smoothly without any abnormal 

noises. 

If pump disassembly (for inspection 

or repair) is required, first 

remove the vane pump pulley using 

SST 09960-10010 (09962-01000, 

09963-01000). 

Next, remove the suction port 

union by removing the mounting 

bolt and the union’s O-ring. Next, 

remove the pressure port union, 

flow control valve and spring 

(remove the union’s O-ring as well). 

Next, the rear housing must be 

removed, which is secured with four 

bolts. If the wave washer and side 

plate are stuck to the rear housing, 

lightly tap the rear housing with a 

plastic hammer to dislodge. Be sure 

to remove the two O-rings from the 

housing. 

Remove the wave washer, side 

plate, gasket, cam ring, the 10 vane 

plates and vane pump rotor. Using a 

screwdriver, remove the snap ring 

from the vane pump shaft. Remove 

the shaft and the two straight pins 

from the front housing. 

INSPECTING THE PUMP 

Using a micrometer and caliper 

gauge, check oil clearance between 

the vane pump shaft and bushing.

Summer14-22 8/4/04 11:54 AM Page 21 

Suction port union 

Vane pump 

rotor 

Vane plate 

Vane pump pulley 

x 10 

Straight pin 

Cam ring 

Snap ring 

Standard clearance is 0.0012 -0.0020 

in. (0.03 - 0.05mm). Maximum clearance 

is 0.0028 in. (0.07mm). If clearance 

is beyond the maximum allowable 

specification, replace the shaft 

and front housing. 

Inspect the vane pump rotor and 

vane plates. Using a micrometer, 

measure each of the 10 plates for 

height, thickness and length. 

Minimum height is 0.339 in. 

(8.6mm). Minimum thickness is 

0.0550 in. (1.397mm). Minimum 

length is 0.5902 in. (14.991 mm). If 


Pressure port union 

O-ring 

Flow control valve 

Vane pump shaft 

Wave washer 

Side plate 

Spring 

O-ring 

Oil seal 

O-ring 

Front housing 

Rear housing 

The Land Cruiser features a vane-type power steering pump. 

any of the three dimensions are 

insufficient, replace the plates. 

Using a thickness gauge, measure 

21 

Gasket 

Checking the power steering 

pump rotation effort. 


SST 

Remove the pump pulley using 

the SST to hold the pulley while 

removing the center set nut. 

the clearance distance between the 

rotor groove and plate. Maximum 

allowable clearance is 0.0013 in. 

(0.033mm). If clearance is more than 

the maximum allowable, replace the 

plate and/or rotor with one having 

the same mark stamped on the cam 

ring. NOTE: Five different vane plate 

lengths are available. Refer to the 

chart on the next page for the mark 

and corresponding part number. 

INSPECT THE FLOW 

CONTROL VALVE 

Coat the valve with clean power 

steering fluid and check that the valve 

drops smoothly into the valve hole on 

its own weight. Check the valve for 

leakage by closing one of the side 

holes and applying compressed air 

(57 - 71 psi) to the opposite side hole, 

and confirm that air does not escape 

at either end of the valve. 

If the valve must be replaced, 

select a new valve that features the 

same identification letter as the 

original valve. The marks are 

inscribed on both the valve and on 

the housing. 

Using calipers, measure the free 

length of the flow control valve 

spring.Minimum length is 1.307 in. 

(33.2mm). If the spring is too short, 

replace the spring.

Summer14-22 8/4/04 11:54 AM Page 22 


Vane pump shaft 

Front housing 

Bushing 

Use a micrometer to measure the 

shaft O.D., and a caliper gauge 

to measure the bushing I.D. 

Maximum clearance is 0.0028 in. 

VANE PUMP ASSEMBLY 

Before reassembly of the housing, 

replace the oil seal. Pry the old seal 

out of the flow control valve bore 

with a vinyl tape-wrapped screwdriver 

to avoid nicking the bore. Coat the 

new seal’s lip with clean power steering 

fluid and press into place using 

SST 09950-60010-01 (09951-00330- 

01-01), 09950-70010-01 (09951- 

07100-01). Be sure to insert the new 

seal with its lip facing into the bore. 

To continue with pump re-assembly, 

coat the vane pump shaft with 

clean power steering fluid and insert 

the shaft. Install two new straight pins 

Feeler gauge 

Check clearance between each 

rotor groove and plate. 

Inscribed mark 

Locations of the inscribed marks 

on cam ring and rotor. 

into the front housing using a plastic 

hammer, being careful to avoid pin 

damage. 

Install the cam ring 

with the inscribed mark 

facing outward, and 

aligning the pin holes of 

the cam ring to the two 

straight pins. Install the 

vane pump rotor with 

the inscribed mark facing 

outward, and install a 

new snap ring to the 

vane pump shaft. 

Install the 10 vane 

plates, with their rounded ends facing 

outward and install a new gasket 

on the front housing. The gasket 

must be oriented to properly 

mate to the housing. Align the 

holes of the plate to the two 

straight pins. 

Install the wave washer, positioning 

it so that its protrusions fit into 

the two slots in the side plate. 

Coat the two new O-rings with 

clean power steering fluid and install 

them into the housing, install the 

ROTOR AND CAM VANE PLATE VANE PLATE 

RING MARK PART NUMBER LENGTH (in.) 

None...............................44345-26010....................0.59051 - 0.59059 

1.......................................44345-26020....................0.59043 - 0.59051 

2.......................................44345-26030....................0.59035 - 0.59043 

3.......................................44345-26040....................0.59027 - 0.59035 

4.......................................44345-26050....................0.59020 - 0.59027 

22 

Press 

SST 

housing and torque the four mounting 

bolts to 17 ft-lbf (24 N-m). 

Install the flow control valve 

spring, the flow control valve and 

the pressure port union. Be sure to 

coat the valve with power steering 

fluid, and to insert the valve in the 

correct direction. Coat a new O-ring 

and install this to the union. Torque 

the pressure port union retaining 

bolt to 61 ft-lbf (83 N-m). Coat a 

Oil seal 

Use the SST to install the new flow control 

valve seal, orienting the seal with the lip 

edge facing into the bore. 

new O-ring and install it to the suction 

port union. Install the suction 

port union by torquing its retaining 

bolt to 9 ft-lbf (13 N-m). 

Install the vane pump pulley. Be 

sure to use a new pulley set-nut, 

and torque the nut to 32 ft-lbf (43 

N-m), using the SST to hold the 

pulley during tightening. Once the 

pulley has been installed, measure 

rotating torque (with an inchpound 

beam-type torque wrench). 

Rotating torque should be 2.4 in-lbf 

or less. ★ 

Inscribed mark 

The letter identification mark for 

the flow control valve is found 

on the valve and on its housing.

Summer23-32 8/4/04 11:58 AM Page 23

Summer23-32 8/4/04 11:58 AM Page 24 

ENGINE SHORT 

BLOCK SERVICE 

If you have determined that the 

customer’s engine requires an inshop 

rebuild, it’s imperative to perform 

a few measurements prior to 

complete disassembly, in order to 

evaluate the condition of such key 

components as the crankshaft and 

bearings. As each measurement 

check is performed, be sure to 

record this information for future 

reference. 

As our example, we’ll discuss the 

Toyota 3RZ-FE engine (example 

application of this four-cylinder 

DOHC engine in the 1997 T100 

truck). 

Once the engine has been 

removed from the vehicle and the 

cylinder head, timing cover, oil pan 

and rear oil seal retainer have been 

removed, check connecting rod 

thrust clearance. With the short 

block upside-down on a stand or 

workbench, use a dial indicator to 

measure rod thrust. Position a magnetic-base 

indicator stand on the 

pan rail and locate the indicator 

gauge plunger against the face of 

the number-one connecting rod big 

end. Preload the indicator about 

0.050 in. Push the rod big end rearward 

and zero the gauge. Push the 

rod big end forward and note the 

thrust clearance. Standard thrust 

clearance is 0.0063 - 0.0123 in. 

(0.160 - 0.312mm). Maximum 

allowable thrust clearance is 0.0138 

in. (0.35mm). If thrust clearance is 

excessive, the connecting rod or 

crankshaft must be replaced. 

Perform this check at the remaining 

three rods. If clearance is excessive 

in all rod locations, it is likely that 

the crankshaft must be replaced. 

Once the rods have been removed, 

examine rod faces and crank 

fillet/cheek areas for signs of wear. 

Checking rod thrust clearance 

(also referred to as rod sideplay). 

Before removing any rod caps, 

mark each rod and cap to assure 

correct reassembly by using a 

punch or a numbering stamp. 

However, be careful when marking 

to avoid distorting the rod or cap. 

Only place the reference marks on 

the side of the rod and cap, adjacent 

to the parting line. Also, make all 

marks on the same side to avoid rod 

orientation mistakes during 

reassembly. For an example, place 

all marks on the exhaust side. 

Remove the connecting rod caps, 

one at a time, and perform a rod 

bearing oil clearance check. Clean 

the exposed crank journal surface 

and clean the lower rod bearing 

surface. Lay a short strip of 

24 

Plastigage across the crank pin with 

the strip oriented in-line, or frontto-rear 

on the crank pin. Carefully 

install the rod cap (with rod bearing) 

and torque the rod nuts to 33 

ft-lbf, followed by an additional 90degree 

turn. Do not rotate the 

crankshaft while the Plastigage is in 

place. Next, carefully remove the rod 

cap and measure the widest point of 

the crushed Plastigage, using the 

Plastigage incremented package as 

your measuring device. Standard oil 

clearance is 0.0012 - 0.0022 in. for 

standard size bearings; and 0.0012 - 

0.0026 in. for undersize bearings. In 

either case, maximum oil clearance 

is 0.0039 in. 

If oil clearance is greater than 

maximum, the bearings must be 

replaced. If necessary, the crankshaft 

may need to be re-ground to 

an undersize (requiring undersize 

bearings) or replaced. 

NOTE: If a standard rod bearing is 

to be used for replacement, replace 

Use the Plastigage package as 

the measuring device. Clearance 

numbers are displayed adjacent 

to the measuring bars on the 

package.

Summer23-32 8/4/04 11:58 AM Page 25 

with bearings that feature the same 

number as marked on the original 

bearings. Three sizes of standard 

bearings are available, marked “4,” 

“5” or “6,” accordingly. Note that 

each rod may require a different size 

bearing, so be sure to check each 

individual bearing. Bearing sizes are 

Piston ring (No. 2 compression) 

Piston ring (expander) 

Oil filter 

Oil pressure 

switch 

Engine coolant 

drain plug 

RH engine 

mounting 

Thrust spacer 

Key 

Timing gear 


Snap ring 

O-ring 

Thrust plate 

Timing sprocket 

Crankshaft 

O-ring 

Thrust plate 

Crankshaft thrust washer 

Main bearing cap 

Piston pin 

Union 

No. 1 balance shaft 

determined by the connecting rod 

big end inside diameter. See the reference 

chart on page 26. 

The use of a standard or undersize 

(U/S) rod bearing is dictated by 

crank pin diameter. If the crank pin 

diameter measures 2.0861 - 2.0866 

in., a standard rod bearing is 

No. 2 balance shaft 

Exploded view of the 3RZ-FE engine short block assembly. 

Piston ring (No. 1 compression) 

Piston ring (side rail) 

Connecting rod 

Connecting rod bearing 

Connecting rod cap 

25 

Rear oil seal 

Main bearing 

x 6 

Knock sensor 

Water bypass pipe 

Gasket 

LH engine mounting 

SHORT BLOCK SERVICE 

Rear end plate 

Rear oil seal 

retainer 

required. If the crank pin has been 

undersized to 2.0766 - 2.0770 in., an 

undersize 0.25 bearing is required. 

REMOVE PISTONS/RODS 

First, place a section of rubber 

hose (or special rod bolt sleeves) on 

each exposed rod bolt, to prevent 

Flywheel 

A/T 

Fuel filter 

Front 

spacer Drive plate 

Fuel inlet hose 

x 10 

Rear plate

Summer23-32 8/4/04 11:58 AM Page 26 


ROD BRG SIZE ROD BIG END I.D. 

STD Mark 4 2.2047 - 2.2050 in. 

STD Mark 5 2.2050 - 2.2052 in. 

STD Mark 6 2.2052 - 2.2054 in. 

U/S 0.25 2.2047 - 2.2054 in. 

ROD BEARING WALL THICKNESS 

STD Mark 4 0.0583 - 0.0585 in. 

STD Mark 5 0.0585 - 0.0586 in. 

STD Mark 6 0.0586 - 0.0587 in. 

U/S 0.25 0.0630 - 0.0633 in. 

nicking the crankshaft journal. With 

each piston well below TDC, use a 

ridge reamer to remove all carbon 

deposits from the top of the cylinder 

bore. This will ease piston 

removal. Once all rods/pistons/bearings 

have been removed, keep 

all rods/pistons/bearing together 

and in order. 

With all rod/pistons removed, and 

before disturbing any of the crankshaft 

main caps, use a dial indicator 

to check crankshaft thrust clearance. 

Position the dial indicator 

plunger at the crank snout tip and 

preload the gauge to about 0.050 in. 

Using a screwdriver, pry the crankshaft 

rearward and zero the dial. 

Pry the crankshaft forward and note 

thrust movement. Standard thrust 


Maximum thrust clearance is 

0.0118 in. If thrust clearance is 

greater than maximum, this indicates 

that the thrust washers must 

be replaced as a set. 

Check crankshaft thrust clearance. 

Next, we need to check main bearing 

oil clearance. Uniformly loosen 

and remove all main bearing cap 

bolts in several passes, in proper 

sequence. Using each cap’s bolts as 

pry tools, lift up on the pair of cap 

bolts and pry forward/rearward to 

dislodge the cap, and remove the 

cap. As caps are removed, keep them 

in order. Note that number 3 cap 

features lower thrust washers. 

With all main caps removed, lift 

the crankshaft out of the block. 

Clean all main journals and clean 

all exposed main bearing faces. At 

this time, inspect all journals and 

bearings for signs of pitting, wear or 

scratches. 

With upper main bearings still in 

place, install the crankshaft into the 

block, and lay a strip of Plastigage 

across each main journal. 

Carefully install each main cap 

(with bearing). Apply a thin coat of 

engine oil to each bolt’s threads and 

underside of the head bolt, tightening 

to 29 ft-lbf followed by an additional 

90-degree turn. Note that the 

main cap bolt loosening and tightening 

sequences are different! Be 

sure to follow the correct tightening 

sequence when installing the caps. 

Do not rotate the crankshaft while 

the Plastigage is in place. 

Carefully remove all main caps 

(again, following correct sequence) 

and measure each strip of 

Plastigage. Standard oil clearance 

for No. 1, 2,4 and 5 main bearings 

is 0.0009 - 0.0019 in. Standard oil 

clearance for No. 3 is 0.0012 - 

0.0022 in. 

If undersize 0.25 bearings are featured, 

oil clearance for No. 1, 2, 4 

and 5 is 0.0010 - 0.0026 in. Oil 

clearance for No. 3 is 0.0012 - 

26 

0.0028 in. Maximum clearance for 

any main bearing is 0.0039 in. 

Note the correct sequence for 

loosening the main cap bolts. 

Correct tightening sequence for 

tightening the main cap bolts. 

If using a standard main bearing, 

be sure to replace each bearing with 

a bearing that features the same 

number as marked on the block’s 

pan rail. Three different size standard 

main bearings are employed, 

marked “1,”“2” and “3,” accordingly. 

No. 5 

No. 4 

No. 3 

No. 2 

No. 1 

Mark 1, 2, or 3 

Note standard main bearing 

marks on the block and bearing 

shells. If standard bearings are to 

be used, match these numbers.

Summer23-32 8/4/04 11:58 AM Page 27 

CYLINDER BLOCK MAIN JOURNAL 

BORE DIAMETER 

STD Mark 1 2.5198 - 2.5201 in. 

STD Mark 2 2.5201 - 2.5203 in. 

STD Mark 3 2.5203 - 2.5205 in. 

U/S 0.25 2.5197 - 2.5206 in. 

CRANKSHAFT JOURNAL DIAMETER 

STD No. 3 2.2615 - 2.3620 in. 

STD others 2.3617 - 2.3622 in. 

U/S 0.25 No. 3 2.3520 - 2.3524 in. 

MAIN BEARING 

CENTER WALL THICKNESS 

STD Mark 1 0.0782 - 0.0783 in. 

STD Mark 2 0.0784 - 0.0785 in. 

STD Mark 3 0.0785 - 0.0786 in. 

U/S 0.25 0.0829 - 0.0831 in. 

MAIN BEARING 

SPECIFICATION NOTES 

Once all main bearing oil clearances 

have been checked, remove 

the crankshaft from the block and 

clean off all traces of Plastigage. 

Remove all upper main bearings 

from the block saddles and remove 

the No. 3 upper thrust washers. 

Remove all lower main 

bearings from the main 

caps. Keep all bearings in 

order for reference. 

Before cleaning or 

machining the block, be 

sure to remove the cylinder 

block oil orifice, which is 

found in the front exhaust 

side corner of the block 

deck. Save this for installation 

during reassembly. 

Remove the cylinder block orifice 

from the deck and save the orifice. 


No. 1 balance 

shaft 

The 3RZ-FE engine features two 

internal balance shafts. Before 

removing the balance shafts, check 

shaft thrust clearance using a dial 

indicator. Measure thrust clearance 

while moving each shaft back and 

forth. Standard balance shaft thrust 

Measure balance shaft thrust. 


Maximum thrust clearance is 0.0079 

in. If thrust clearance is greater than 

maximum, plan to replace the balance 

shaft thrust washer and/or balance 

shaft. 

Remove the balance shafts. The 

No. 1 balance shaft is secured by 

one bolt, while No. 2 shaft is secured 

with two bolts. Remove each shaft 

carefully to avoid scratching the balance 

shaft bearings. After removing 

the shafts, you’ll note that the No. 1 

shaft features an indentation near 

its center, while the No. 2 shaft features 

no indentations. Note this for 

future assembly. 

27 

No. 2 balance 

shaft 

Note that the No. 1 balance shaft features 

indentations on its center body 

area, to distinguish from the No. 2 shaft. 


BALANCE SHAFT 

DISASSEMBLY 

The two shafts differ in componentry. 

First, disassemble the No. 1 

balance shaft. Mount the hex portion 

of the balance shaft in a clean 

vise. Remove the retaining bolt, the 

timing gear, locating key, thrust 

spacer and thrust plate. Keep all 

parts organized and labeled for the 

No. 1 balance shaft to ease future 

assembly. 

Secure the No. 2 balance shaft in a 

vise, and remove the retaining bolt, 

timing gear and thrust plate. 

Organize these parts for future 

assembly. 

Disassembly of the No. 1 balance 

shaft. 

Disassembly of the No. 2 balance 

shaft. 

BALANCE SHAFT 

INSPECTION 

Inspect both RH and LH balance 

shafts and bearing shaft bushings 

for size.

Summer23-32 8/4/04 11:59 AM Page 28 


Using a bore gauge, measure the 

shaft bushing inside diameter. No. 1 

shaft bushing size should be 1.4970 

- 1.4978 in. No. 2 shaft bushing size 

should be 1.4774 - 1.4781 in. 

Using a micrometer, measure the 

diameter of the balance shaft main 

journals. The No. 1 shaft (the shaft 

with indentations) should measure 

1.4948 - 1.4955 in. No. 2 balance 

shaft main journal should measure 

1.4744 - 1.4750 in. 

Measure balance shaft main 

journal diameter. 

Subtract the balance shaft main 

journal diameter from the balance 

shaft bushing inside diameter to 

determine oil clearance. Standard 

clearance is for No. 1 is 0.0016 - 

0.0031 in. Standard clearance for 

No. 2 is 0.0024 - 0.0038 in. 

Maximum clearance for either shaft 

is 0.0059 in. If clearance is greater 

than maximum, it is recommended 

to replace the cylinder block and 

balance shafts. 

Measure balance shaft bushing inside diameter. 

INSPECTING 

THE CYLINDER BLOCK 

Remove all gasket residue from 

the block deck, using a gasket 

scraper. Thoroughly clean the entire 

block using solvent and a soft 

brush. If you have access to a jet 

washer, this will provide an easier 

and more efficient method of cleaning. 

NOTE: Do not use a power tool 

and an abrasive material (such as 

Scotchbrite or a steel brush) to 

clean the block deck, as this can 

result in deck damage (deep 

scratches or surface waviness). 

Measure the block deck for 

warpage in all six locations 

shown here. Maximum allowable 

warpage is 0.0020 in. 

Inspect the block deck for flatness, 

using a precision straightedge 

and thickness (feeler) gauge. Check 

for deck warpage by measuring 

clearance in several planes, including 

front to rear on each side of the 

bores, left to right across 

the deck, immediately outboard 

of the No. 1 and No. 

4 cylinder bores, and diagonally, 

from each corner to 

opposite corners. 

Maximum allowable 

warpage in any of these 

planes is 0.0020 in. If the 

deck is warped beyond 

specification, the block 

28 

should be replaced,since resurfacing 

the deck (and thereby reducing 

deck height) can affect camshaft 

timing as well as piston deck clearance 

(and potentially piston to valve 

clearance and compression ratio). 

INSPECT CYLINDER 

BORES 

Visually check the cylinder bores 

for vertical scratches. If deep 

scratches are found, the block must 

be replaced, or the cylinders must 

be bored to an oversize. If boring is 

required, all four cylinders must be 

finished to the same oversize. 

Using a bore gauge, measure 

cylinder bore diameter at height 

positions A, B and C in both thrust 

and axial directions. Checking at all 

three height locations allows you to 

determine if the cylinders are 

tapered or otherwise irregularly 

shaped. Standard diameter is 3.7398 

- 3.7403 in. Maximum diameter is 

3.7425 in. If any of the diameter 

measurements are revealed as 

greater than maximum, either rebore 

all four cylinders or replace the 

Front 

A 

B 

C 

Thrust 

direction 

Axial 

direction 

10 mm 

(0.39 in.) 

Middle 

10 mm 

(0.39 in.) 

Measure each cylinder bore 

using a quality bore gauge. Be 

sure to measure in both thrust 

(exhaust side to intake side) and 

axial (front/rear) directions, and 

at all three height locations (at 

about 0.39 in. from the top, at 

the center and about 0.39 in. 

from the bottom).

Summer23-32 8/4/04 11:59 AM Page 29 

block. If cylinder wear is less than 

0.008 in., the bores should be serviceable 

by simply dressing the top of 

the cylinders with a ridge reamer. 

INSPECT THE MAIN 

CAP BOLTS 

Often ignored, the main cap bolts 

should be inspected for condition. 

Never assume that the bolts are reusable. 

Using vernier calipers, 

measure the outside thread diameter 

at the measuring point shown in 

the illustration. Standard diameter 

is 0.4236 - 0.4319 in., and minimum 

diameter is 0.4094 in. If diameter 

is less than minimum, replace 

the bolt, as the bolt has stretched 

and has weakened. A main cap bolt 

that has stretched beyond its point 

of elasticity will not be able to 

obtain the necessary clamping load 

to properly secure the main cap, 

which will in turn affect main bearing 

oil clearance. 

PISTON/ROD 

DISASSEMBLY 

In order to properly inspect the 

connecting rods, the pistons must 

be removed from the rods. First 

check the fit between the piston and 

piston pin (vertically and 90degrees 

to the pin length). If any 

movement is detected, the piston 

and pin must be replaced as a set. 

Remove the top and second piston 

rings using piston ring expanders, 

and peel the oil ring rails and oil 

expander ring off of the piston by 

hand. While inspecting the rings for 

damage is a good idea from an 

information standpoint, don’t plan 

to re-use old rings. 

In order to remove the piston from 

the rod, you’ll first need to remove 


the two snap rings with a small 

screwdriver. Once the snap rings are 

removed, gradually heat the piston 

to 176 - 194 degrees F. This will 

thermally expand the wristpin bore 

to ease pin removal. The pin must 

now be removed from the piston 

and rod. This can be done either 

with a hydraulic piston pin press or 

by securing the piston in a piston 

vise, and tapping the pin out with a 

brass drift and a plastic-faced hammer. 

If you plan to re-use the pistons, 

bear in mind that pistons and 

pins are matched sets, so be sure to 

keep each piston together with its 

original pin. 

Remove the two snap rings (one 

at each end of the pin) before 

attempting to push the pin out 

of its bore. 

Pre-heat the piston, then push 

the pin out using a brass drift 

and plastic-faced hammer. If a 

hydraulic piston pin press is 

available, take advantage of this. 

If you plan to re-use the pistons, 

clean each piston by removing carbon 

deposits with a brass brush. 

Don’t use a gasket scraper as it can 

damage alumium pistons. Clean out 

29 


all ring grooves using a ring groove 

cleaning tool, or by using a piece of 

broken piston ring. After all 

deposits are removed, clean the piston 

with solvent and a brush (do 

not use a wire brush!). 

If you plan to finish cleaning the 

piston dome in a glass bead cabinet, 

make sure that you thoroughly clean 

the piston afterwards to remove all 

traces of blasting media. 

The ring grooves can be cleaned 

with a piece of broken piston 

ring, if a ring cleaning tool is not 

available. 

INSPECT THE PISTONS 

Regardless of whether you intend 

to re-use the original pistons or 

replace pistons, measure the skirt 

diameter in order to determine piston-to-cylinder 

wall clearance. 


piston diameter at 90 degrees to the 

pin bore, at a height that is in-line 

to the pin bore center (1.47 in. from 

the piston dome). Standard piston 

diameter is 3.7375 - 3.7379 in. A 

0.050 in. oversize piston diameter is 

3.7572 - 3.7576 in. 

Measure the cylinder bore diameter 

(using a bore gauge) in the 

thrust direction. Subtract the measured 

piston diameter from the 

cylinder bore diameter to determine 

piston clearance. Standard clearance 

is 0.0019 - 0.0028 in. If the clearance 

is greater than maximum, bore 

the cylinders oversize and replace

Summer23-32 8/4/04 11:59 AM Page 30 


the pistons with oversize units, or 

replace the block. NOTE: If you are 

using a new cylinder block, select a 

piston with the same number mark 

as the cylinder bore diameter 

marked on the block. 

If boring the cylinders oversize is 

needed, select 0.050 in. oversize pistons. 

Re-sizing the cylinders to accept 

the new pistons involves both boring 

(to “rough” the bores close to size), 

followed by finish-honing to achieve 

final size and to obtain proper cylinder 

wall surface finish. 

In order to calculate the boring 

size, add the diameter of the new 

pistons to the desired oil clearance, 

and then subtract the honing 

“allowance” (maximum of 0.0008 

in.) material to be removed during 

the honing process). For example, if 

piston diameter is 3.7572 in., and 

desired oil clearance is 0.0020 in., 

by adding piston diameter to clearance, 

we achieve a dimension of 

3.7592 in. From this, we subtract the 

0.0008 in. that we expect to remove 

during honing. So, we bore the 

cylinders to a size of 3.7584 in., followed 

by honing an additional 

0.0008 in. to achieve our finished 

bore size. 

30 

37.5 mm 

Measure piston diameter at a 

right angle relative to the pin 

bore, at a point 1.47 in. (37.5mm) 

from the piston dome. 

Pay close attention to top and second piston ring orientation. Rings 

are often designed to be installed in one position only, to address 

sealing and ring deflection issues. If the ring is labeled with an identifying 

mark (a dimple dot or letter/number identification as shown 

on the second ring pictured here), the ring must be installed with 

this identification facing upwards. 

PISTON RING GROOVE 

CLEARANCE 

Side clearance between the rings 

and their grooves should be 

checked using a new ring and a feeler 

gauge. Ring groove clearance at 

the top compression ring should be 

0.0008 - 0.0028 in. Clearance at the 

second ring should be 0.0012 - 

0.0028 in. If clearance is not as 

specified, replace the piston. 

Measure piston ring groove 

clearance. 

CHECKING PISTON RING 

END-GAP 

Carefully insert a single piston 

ring (perform this check one ring at 

a time) into the cylinder bore. Next, 

insert a bare piston (with no rings) 

upside-down into the bore, contacting 

the ring. By gently pushing the 

piston against the ring, the ring will 

be positioned squarely in the bore. 

Continue to push the piston a short 

distance beyond the ring travel area 

(about 4.92 in. from the top of the 

block deck). Carefully remove the 

piston without disturbing the ring. 

Using a feeler gauge, measure the 

ring end-gap. Standard end-gap for 

the top ring is 0.0118 - 0.0157 in. 

Standard end-gap for the second 

ring will be identical at 0.0157 - 

0.0196 in., whether a code-mark 

“T” or “N” second ring is used. If 

end-gap is not as specified, even 

with new rings, rebore all four

Summer23-32 8/4/04 11:59 AM Page 31 

cylinders to an oversize or replace 

the block (obviously, an oversize 

bore will require oversize pistons 

and rings) 

CHECK PISTON PIN FIT 

With the piston heated to 176 - 

194 degrees F, you should be able to 

push the piston pin into the piston’s 

pin bore with your thumb. Once you 

verify pin fit to the piston, remove 

the pin. 

CONNECTING ROD 

INSPECTION 

All connecting rods should be 

checked for straightness, alignment 

and for twist. Using a connecting 

rod aligner and feeler gauge, measure 

rod alignment. Maximum 

allowable misalignment is 0.0020 


125 mm 

Use an upside-down piston to 

square the ring in the bore. Then 

remove the piston and measure 

end-gap with a feeler gauge. 

Check connecting rod alignment. 

Check connecting rod twist. 

in. per 3.94 in. of rod length. If the 

rod shows more than 0.0020 in. 

misalignment, replace the rod 

assembly. Using the same rod aligner 

and a feeler gauge, measure for 

twist. Maximum twist is 0.0059 in. 

for 3.94 in. of rod length. If beyond, 

replace the rod assembly. Never 

attempt to straighten a distorted 

connecting rod. 

Inspect each connecting rod small 

Measure the connecting rod’s 

pin bore bushing diameter. 

end (pin bore) for oil clearance. 

Using an internal caliper 

gauge or small bore gauge, 

measure the inside diameter 

of the connecting rod’s smallend 

bushing. Bushing diameter 

should be 0.9452 - 0.9455 

in. 

Next, measure the outside 

diameter of the piston pin. 

Pin diameter should be 

31 


0.9449 - 0.9452 in. Subtract 

the piston pin diameter from 

the rod bushing diameter to 

determine pin oil clearance. 

Standard oil clearance is 

0.0002 - 0.0004 in. Maximum 

allowable clearance is 0.0006 

in. If oil clearance is greater 

than maximum, replace the 

rod’s pin bushing. If necessary, 

replace the piston and 

pin set. 

If the rod’s pin bushing is to be 

replaced, use a hydraulic press and 

SST 09207-76010 to press the old 

bushing out of the rod small end 

bore. When installing a new pin 

bushing, carefully align the oil holes 

of the bushing to the oil holes in the 

rod’s small end housing, and press 

the new bushing into place using 

the press and the SST. Once the new 

pin bushing has been installed, the 

bushing must then be honed to 

achieve the proper inside diameter 

necessary for correct oil clearance. 

This should only be done on a dedicated 

rod honing machine. Don’t 

attempt to hone the bushing by 

hand, as this could result in taper or 

eccentricity. 

After the bushing has been honed 

to size, check pin fit. Coat the pin 

with clean oil. At room temperature, 

Oil 

hole 

SST 

Be sure to align the new bushing’s 

oil holes to the rod smallend 

oil holes before pressing the 

bushing into place.

Summer23-32 8/4/04 11:59 AM Page 32 


you should be able to push the piston 

pin onto the rod bushing with 

your thumb. 

If a rod pin bushing has been 

replaced, it must be honed to 

size, and only on a connecting 

rod hone. 

ROD BOLT INSPECTION 

Never assume that your connecting 

rod bolts are serviceable. Take 

the time to inspect each rod bolt. 

First, make sure the threads are 

clean on both the rod bolt and on 

the rod bolt nut. The nut should 

thread onto the bolt easily. If not, 

measure the outside diameter of the 

23 mm 

(0.91 in.) 

Measure rod bolt diameter. This 

is critical. 

rod bolt bare shank area, at a point 

0.91 in. from the tip of the bolt 

threads. Standard bolt shank diameter 

is 0.3071 - 0.3110 in., with a 

minimum diameter of 0.2992 in. If 

the bolt diameter is less than minimum, 

replace the connecting rod 

bolt and nut as a set. 

Always measure every rod bolt. If 

bolt diameter is less than the specified 

minimum, it means that the 

bolt has stretched beyond its service 

specification, resulting in a weakened 

bolt that likely will not achieve 

proper clamping load. 

CRANKSHAFT 

INSPECTION 

Clean the crankshaft carefully. Rest 

the crankshaft on clean and lubricated 

V-blocks (aluminum blocks or 

blocks that feature nylon or Teflon 

protectors, to avoid damaging the 

crankshaft main journals). Using a 

dial indicator, measure runout at the 

center main journal as you slowly 

rotate the crankshaft 360 degrees. 

Maximum circle runout is 0.0012 in. 

If runout is greater, the crankshaft 

must be replaced. 


diameter of each main journal and 

rod journal (crank pin). Standard 

main journal diameter for No. 1, 2, 4 

and 5 main journals is 2.3617 - 

2.3622 in. No. 3 standard main journal 

diameter is 2.2615 - 2.3620 in. 

If the crankshaft has been undersized 

0.25, main journal diameter 

for No. 1, 2, 4 and 5 is 2.3522 - 

Check the crankshaft for runout 

using V-blocks and a dial indicator. 

Maximum allowable runout 

is 0.0012 in. 

32 

Toyota thoughtfully packages 

their piston ring sets in clearlylabeled 

packets which identify 

the top rings (first groove), second 

rings (second groove) and 

oil rings (third groove). 

2.3526 in. An undersized No. 3 main 

journal should measure 2.3520 - 

2.3524 in. 

Rod journal (crank pin) diameter 

should measure 2.0861 - 2.0866 in. 

standard; and 2.0766 - 2.0770 in. if 

undersized. 

Also check each main journal and 

rod journal for taper and out-ofround. 

Measure for taper by checking 

diameter at each end of the 

journal. Check for out-of-round by 

measuring diameter at two positions, 

90 degrees apart. Maximum 

allowable taper or out-of-round is 

0.0002 in. 

Measure each crankshaft main 

journal and rod journal for diameter, 

and be sure to check for 

both taper and out-of-round. 

Since space prevents us from 

detailing short block reassembly, 

refer to the engine service manual 

for steps and bolt tightening specifications. 

★

Summer33-38 8/4/04 12:03 PM Page 33 

Alabama 

Bill Penney Toyota 

Huntsville AL 

256-837-1111 

800-264-9478 

Hoover Toyota 

Hoover AL 

205-978-2600 

800-292-4329 

Limbaugh Toyota 

Birmingham AL 

205-788-9390 

800-239-5050 

Palmer’s Airport Toyota 

Mobile AL 

251-639-0800 

800-874-2777 

Reinhardt Motors Inc 

Montgomery AL 

334-213-1210 

800-264-8019 

Springhill Toyota 

Mobile AL 

334-479-9581 

Sunny King Toyota 

Anniston AL 

256-835-0030 

800-762-2380 

Arizona 

Bill Alexander Auto Center 

Yuma AZ 

520-344-1170 

Camelback Toyota 

Phoenix AZ 

602-266-7377 

800-528-6051 

Precision Toyota of Tucson 

Tucson AZ 

520-795-1790 

800-876-9682 

Sierra Toyota 

Sierra Vista AZ 

520-458-8880 


Toyota STAR Dealers 

A current listing of Toyota STAR dealers around the country 

STAR (Support to Automotive Repair) is a special Toyota 

support program offered by a select group of Toyota dealers, 

recognized by Toyota as having made an extraordinary 

commitment to serving the special needs of independent 

repair and body shops. From extra parts inventory and 

What is a STAR dealer? 

Arkansas 

Landers Toyota 

Little Rock AR 

501-568-8559 

877-668-1599 

Northpoint Toyota 

North Little Rock AR 

501-753-6603 

California 

Antioch Toyota 

Antioch CA 

925-778-0359 

800-778-4888 

Cabe Toyota 

Long Beach CA 

562-426-5300 

800-576-2223 x250 

Capitol Toyota 

San Jose CA 

408-267-0500 

Carson Toyota 

Carson CA 

310-522-2390 

800-549-2929 (LA only) 

City Toyota 

Daly City CA 

650-994-3700 

Claremont Toyota 

Claremont CA 

909-625-1500 

Concord Toyota 

Concord CA 

925-825-4252 

Crown Toyota 

Ontario CA 

909-390-9700 

DCH Toyota of Simi Valley 

Simi Valley CA 

805-526-7500 

Dublin Toyota 

Dublin CA 

925-829-7700 

33 

special local or WATS telephone lines to specially trained 

counter people backed by outstanding delivery services, 

Toyota STAR dealers are a unique group of parts wholesale 

specialists who offer support, services and benefits not 

usually found at the typical dealership. 

Elmore Toyota 

Westminster CA 

714-894-3322 

Florin Road Toyota 

Sacramento CA 

916-421-7456 

Folsom Lake Toyota 

Folsom CA 

916-355-1530 

800-544-1680 

Frank Toyota 

National City CA 

619-477-4131 

800-237-7273 

Freeman Toyota 

Santa Rosa CA 

707-535-2280 

800-862-4627 

Fremont Toyota 

Fremont CA 

510-252-5125 

800-938-6968 

Frontier Toyota 

Valencia CA 

661-291-2900 

Gilroy Toyota 

Gilroy CA 

408-848-8000 

800-727-1878 

Hamer Toyota 

Mission Hills CA 

818-365-8352 

800-762-2122 

Hanlees Toyota 

Richmond CA 

510-223-5404 

Hayward Toyota 

Hayward CA 

510-889-8000 

I-10 Toyota 

Indio CA 

760-772-3300 

Kearny Mesa Toyota 

San Diego CA 

858-279-8157 

800-287-8157 

Keyes Toyota 

Van Nuys CA 

818-907-4453 

Lithia Toyota of Vacaville 

Vacaville CA 

707-446-7000 

Longo Toyota 

El Monte CA 

626-580-6110 

Magnussens Auburn Toyota 

Auburn CA 

530-885-8484 

Maita Toyota of Sacramento 

Sacramento CA 

916-481-0855 

Marina del Rey Toyota 

Marina del Rey CA 

310-821-8979 

Melody Toyota 

San Bruno CA 

650-825-5289 

Merced Toyota 

Merced CA 

209-580-1000 

Miller Toyota 

Culver City CA 

310-559-3777 

Modesto Toyota 

Modesto CA 

209-557-5477 

800-554-3284 

Mossy Toyota 

San Diego CA 

858-581-4000 

North County Toyota 

Anaheim CA 

714-879-6300 

800-995-0334 

Northridge Toyota 

Northridge CA 

818-734-5600 x241 

877-972-7870

Summer33-38 8/4/04 12:03 PM Page 34 

Norwalk Toyota 

Norwalk CA 

562-868-0035 

800-378-7713 

Piercey Toyota 

San Jose CA 

408-436-8890 

Power Toyota Buena Park 

Buena Park CA 

714-522-6144 

Power Toyota Cerritos 

Cerritos CA 

562-924-1006 

Puente Hills Toyota 

City of Industry CA 

626-964-7100 

800-942-9997 

Putnam Toyota 

Burlingame CA 

650-340-1311 

800-978-8626 

Ron Goode Toyota 

Alameda CA 

510-522-1212 

800-986-9727 

Roseville Toyota 

Roseville CA 

916-782-2163 

San Francisco Toyota 

San Francisco CA 

415-750-8320 

800-738-6968 

Sierra Toyota 

Lancaster CA 

661-945-5505 

South Bay Toyota 

Gardena CA 

310-769-0571 

800-750-9780 

South Coast Toyota 

Costa Mesa CA 

949-722-2000 

Stevens Creek Toyota 

San Jose CA 

408-246-7578 

Thousand Oaks Toyota 

Thousand Oaks CA 

805-497-0891 

Torrance Toyota 

Torrance CA 

310-325-7500 

800-325-7508 

Toyota 101 

Redwood City CA 

650-368-3003 

Toyota Carlsbad 

Carlsbad CA 

760-438-2000 

Toyota of El Cajon 

El Cajon CA 

619-440-0225 

Toyota of Garden Grove 

Garden Grove CA 

714-897-5750 

800-896-8244 

Toyota of Glendale 

Glendale CA 

818-500-7024 

800-954-5245 

Toyota of Glendora 

Glendora CA 

909-305-2000 

800-986-9682 

Toyota of Hollywood 

Hollywood CA 

323-467-8161 

Toyota of North Hollywood 

North Hollywood CA 

818-508-2900 

Toyota of Orange 

Orange CA 

714-639-6750 

800-498-3424 

Toyota of Oxnard 

Oxnard CA 

805-988-2321 

800-229-6988 

Toyota of Redlands 

Redlands CA 

909-793-0300 

Toyota of Riverside 

Riverside CA 

909-687-1622 

Toyota of San Bernardino 

San Bernardino CA 

909-381-4444 

Toyota of Santa Barbara 

Goleta CA 

805-967-5611 

Toyota of Santa Maria 

Santa Maria CA 

805-361-2351 

Toyota of Vallejo 

Vallejo CA 

707-645-7655 

800-537-5151 

Toyota Santa Monica 

Santa Monica CA 

310-393-5361 

Toyota Sunnyvale 

Sunnyvale CA 

408-739-2912 

800-TOYOTA-9 

Toyota Town 

Stockton CA 

209-473-7557 

Toyota Walnut Creek Inc. 

Walnut Creek CA 

925-933-7278 

Tustin Toyota 

Tustin CA 

714-832-3111 

Victory Toyota 

Seaside CA 

831-393-3020 

West Covina Toyota 

West Covina CA 

626-859-7400 

34 

Wondries Toyota 

Alhambra CA 

626-289-8000 

Yuba City Toyota 

Yuba City CA 

530-673-5661 

Colorado 

Burt Toyota 

Englewood CO 

303-789-6566 

800-525-8403 

Ehrlich Toyota 

Greeley CO 

970-339-5714 

877-894-5424 

John Elway Toyota 

Englewood CO 

303-792-1134 

800-477-1145 

Liberty Toyota 

Colorado Springs CO 

719-590-1100 

800-289-0401 

Pedersen Toyota 

Fort Collins CO 

970-223-3100 

800-800-0788 (out of state) 

Stevinson Toyota East 

Aurora CO 

303-341-2396 

800-332-5877 

Stevinson Toyota West 

Golden CO 

303-277-0293 

800-525-8856 

Connecticut 

Colonial Toyota 

Milford CT 

203-874-4162 

Greentree Toyota 

Brookfield CT 

203-775-6221 

Hartford Toyota 

Hartford CT 

860-278-5411 

Lynch Toyota 

Manchester CT 

860-464-8080 

Toyota of Stamford 

Stamford CT 

203-348-6141 

Delaware 

Newark Toyota World 

Newark DE 

302-368-6274 

Florida 

Arlington Toyota 

Jacksonville FL 

904-721-3000 

877-301-6734 

Armstrong Toyota/Homestead 

Homestead FL 

305-246-1151 

888-967-8772 

Autoway Toyota 

Pinellas Park FL 

727-577-1322 

800-832-8680 

Bev Smith Toyota 

Fort Pierce FL 

772-464-8440 

800-432-7369 

Bob Tyler Toyota 

Pensacola FL 

850-478-9999 

800-946-9904 

Central Florida Toyota 

Orlando FL 

407-827-6120 

800-432-8090 

Clearwater Toyota 

Clearwater FL 

727-797-1185 

Coggin Toyota at the Avenues 


904-262-0338 

800-232-9562 

Courtesy Toyota 

Tampa FL 

813-622-8275 

800-444-4983 

Courtesy Toyota 

Winter Park FL 

407-657-6209 

800-942-7926 

David Maus Toyota 

Longwood FL 

407-645-2496 

800-864-8023 

Daytona Toyota 

Daytona Beach FL 

904-255-7475 

Deland Toyota 

Deland FL 

386-734-2184 x441 

800-883-2645 

Earl Stewart Toyota 

Lake Park FL 

561-844-3461 

Ed Morse Delray Toyota 

Delray Beach FL 

561-276-5005 

800-940-0390 

Germain Toyota 

Naples FL 

941-592-1738 

877-GO-GERMAIN 

Gettel Toyota 

Bradenton FL 

941-739-5511 

800-282-3964 (FL only) 

Headquarter Toyota 

Miami FL 

305-364-9800 

800-779-8696

Summer33-38 8/4/04 12:03 PM Page 35 

Keith Pierson Toyota 


904-771-9100 

800-777-0976 

Kendall Toyota 

Miami FL 

305-661-7425 

800-873-8696 

King Toyota 

Deerfield Beach FL 

954-421-2025 

Maroone Toyota 

Davie FL 

954-659-1800 

800-503-6986 

Palm Beach Toyota 

West Palm Beach FL 

561-683-9294 

800-423-7710 

Potamkin Toyota 

Miami FL 

305-653-5855 

800-822-0921 

Stadium Toyota 

Tampa FL 

813-879-6403 

800-858-2387 

Sun Toyota 

Newport Richey FL 

727-842-9735 

800-522-4943 

Toyota of Hollywood 

Hollywood FL 

954-966-2205 

800-842-4699 

Toyota of Melbourne 

Melbourne FL 

407-254-8888 

800-24-LEXUS 

Toyota of Orlando 

Orlando FL 

407-298-2244 

800-326-4455 

Westside Toyota 


904-389-1222 

800-869-7278 

Georgia 

Atlanta Toyota Inc 

Duluth GA 

770-497-1203 

800-334-5149 

Butler Toyota 

Macon GA 

478-781-0441 

800-858-7240 

Chatham Parkway Toyota 

Savannah GA 

912-231-2020 

888-218-7558 

Cobb County Toyota 

Kennesaw GA 

770-425-1881 

800-238-6968 


Eddie Wiggins Toyota 

Warner Robins GA 

478-929-7904 

Heyward Allen Toyota 

Athens GA 

706-549-7002 

800-260-0228 

Jay Toyota 

Columbus GA 

706-322-8891 

800-367-4760 

Savannah Toyota 

Savannah GA 

912-927-1234 

800-633-8805 

Stone Mountain Toyota 

Stone Mountain GA 

770-736-0336 

800-210-9391 

Team Toyota 

Lithia Springs GA 

678-718-2152 

Toyota Mall East 

Conyers GA 

770-922-5500 

Toyota Mall of Georgia 

Buford GA 

678-546-5649 

Toyota South 

Morrow GA 

770-961-0225 

800-588-0215 

Idaho 

Parker Toyota 

Coeur D’Alene ID 

208-765-9677 

800-733-8170 

Peterson Toyota 

Boise ID 

208-378-9020 

800-584-7751 

Illinois 

Arlington Toyota 

Buffalo Grove IL 

847-394-5100 

800-426-1854 

Elmhurst Toyota 

Elmhurst IL 

630-279-2265 

800-266-3000 

Grossinger City Toyota 

Chicago IL 

312-985-5291 

Grossinger Toyota 

Lincolnwood IL 

847-675-7106 

Hiland Auto Sales 

Moline IL 

309-764-2482 

Libertyville Toyota 

Libertyville IL 

847-362-1500 

888-771-9997 

35 

Oakbrook Toyota 

Westmont IL 

630-789-9600 

Orland Toyota 

Tinley Park IL 

708-429-3909 

800-755-3987 

Peoria Toyota-Volvo-Lexus 

Peoria IL 

309-693-7000 

800-949-6351 

Planet Toyota 

Matteson IL 

708-720-8600 

Schaumburg Toyota 

Schaumburg IL 

847-882-1800 

800-882-7228 

St. Charles Toyota 

St. Charles IL 

630-584-8789 

Toyota on Western 

Chicago IL 

773-776-4016 

Indiana 

Beck Toyota 

Indianapolis IN 

317-887-8680 

800-541-7635 

Evans Toyota 

Ft. Wayne IN 

260-482-3730 

800-218-1046 

Greentree Toyota 

Clarksville IN 

812-284-2277 

Iowa 

Toyota of Des Moines 

Des Moines IA 

515-276-4913 

800-342-7045 

Kansas 

Superior Toyota 

Merriam KS 

913-831-2777 

800-798-8267 

Kentucky 

Green’s Toyota of Lexington 

Lexington KY 

859-254-5751 

Kerry Toyota 

Florence KY 

859-371-3939 

Oxmoor Toyota 

Louisville KY 

502-426-4030 

800-880-3381 

Louisiana 

Bohn Brothers Toyota 

Harvey LA 

504-371-7066 

800-348-8180 

Coleman Toyota 

Baton Rouge LA 

225-935-2040 

800-577-2787 

Hampton Toyota 

Lafayette LA 

337-989-9472 

800-633-5010 

Houma Toyota 

Houma LA 

985-851-6422 

800-764-6422 

John Harvey Toyota 

Bossier City LA 

318-741-1580 

877-542-7839 

Lakeside Toyota 

Metairie LA 

504-837-6030 

800-833-2128 

Price LeBlanc Toyota 


225-408-1240 

800-960-1157 

Ray Brandt Toyota 

Metairie LA 

504-464-4446 

Team Toyota 


225-273-5890 

800-696-5895 

Toyota of New Orleans 

New Orleans LA 

504-940-1650 

800-980-6252 

Toyota of Slidell 

Slidell LA 

985-726-7241 

800-521-8101 

Yokem Toyota 

Shreveport LA 

318-798-3773 

800-456-0501 

Maryland 

355 Toyota 

Rockville MD 

301-208-2424 

Beltway Toyota 

Marlow Heights MD 

301-899-1801 

800-543-3093 

Dar-Cars 

Silver Spring MD 

301-622-2121 

800-298-6900 

Jim Coleman Toyota 

Bethesda MD 

301-365-9400 

Koons Toyota of Annapolis 

Annapolis MD 

410-280-6338 

800-262-3330

Summer33-38 8/4/04 12:03 PM Page 36 

R&H Toyota 

Owings Mills MD 

410-363-4502 

Russel Toyota 

Baltimore MD 

410-788-1700 

800-638-8401 

Toyota of Glen Burnie 

Glen Burnie MD 

410-760-2446 

800-848-4451 

Toyota of Waldorf 

Waldorf MD 

301-843-6075 

800-243-3949 

Massachusetts 

Acton Toyota 

Acton MA 

978-263-1500 

Balise Toyota 

West Springfield MA 

413-734-0224 

Bernardi Toyota 

Framingham MA 

508-879-1520 

800-248-3035 

Boch Toyota 

Norwood MA 

781-762-3470 

800-532-9622 

Clair Toyota 

West Roxbury MA 

617-327-2550 

Copeland Toyota 

Brockton MA 

508-584-2440 

Falmouth Toyota 

Bourne MA 

508-759-1900 

Harr Toyota 

Worcester MA 

508-852-5111 

Herb Chambers Midstate Toyota 

Auburn MA 

508-832-8000 

800 767-1898 

Ira Toyota 

Danvers MA 

978-739-8385 

800-774-8411 

Ira II Toyota 

Tewksbury MA 

978-863-9009 

Jaffarian Toyota 

Haverhill MA 

978-372-8551 

Lexington Toyota 

Lexington MA 

781-862-9320 

800-521-3101 (local) 

McGee Toyota 

Hanover MA 

781-826-8333 

800-642-3000 

Orleans Toyota 

Orleans MA 

508-240-3604 

Route 44 Toyota 

Raynham MA 

508-824-4044 

877-ROUTE-44 

Sullivan Brothers Toyota 

Kingston MA 

781-585-1300 

Toyota of Dartmouth 

North Dartmouth MA 

508-993-2016 

Toyota of Watertown 

Watertown MA 

617-926-5200 

Toyota of Wellesley 

Wellesley MA 

781-237-4042 

800-734-0006 

Woburn Toyota 

Woburn MA 

781-933-7433 

800-624-8000 (MA only) 

Michigan 

Crown Toyota 

Holland MI 

616-393-9205 

Page Toyota 

Southfield MI 

248-352-8576 

800-325-8576 

Spartan Toyota 

Lansing MI 

517-394-7557 

800-998-7557 

Toyota of Grand Rapids 

Grand Rapids MI 

616-942-5290 

Toyota of Muskegon 

Muskegon MI 

231-799-7136 

Minnesota 

Rudy Luther’s Toyota 

Golden Valley MN 

763-544-4450 

800-742-5690 

Mississippi 

Gray-Daniels Toyota 

Jackson MS 

601-948-0576 

800-530-7955 

Hallmark Toyota 

Jackson MS 

601-956-9696 

800-748-9921 

36 

Missouri 

Ackerman Toyota 

St. Louis MO 

314-351-3000 

800-871-3433 

Adams Toyota 

Lee’s Summit MO 

816-358-7291 

800-800-7291 

Feld Southpointe Toyota 

St. Louis MO 

314-849-3700 

800-221-4021 

Nevada 

Desert Toyota 

Las Vegas NV 

702-871-4111 

Findlay Toyota 

Henderson NV 

702-566-2517 

New Hampshire 

Grappone Toyota 

Concord NH 

603-224-9912 

Toyota of Nashua 

Nashua NH 

603-891-5602 

800-231-0688 

Toyota of Portsmouth 

Portsmouth NH 

603-431-6100 

New Jersey 

Crestmont Toyota 

Pompton Plains NJ 

973-839-6444 

800-839-6444 

DCH Brunswick Toyota 

North Brunswick NJ 

732-418-7888 

800-368-0097 

DCH Freehold Toyota 

Freehold NJ 

732-431-1300 x251 

800-221-0032 

East Coast Toyota 

Carlstadt NJ 

201-438-5659 

Gateway Toyota 

Toms River NJ 

732-244-4455 

Glen Toyota 

Fairlawn NJ 

201-791-1133 

800-444-1959 

Hudson Toyota 

Jersey City NJ 

201-433-0009 

800-342-3300 

James Toyota 

Flemington NJ 

908-788-5700 

Lawrence Toyota 

Lawrenceville NJ 

609-771-1130 

Parkway Toyota 

Englewood Cliffs NJ 

201-944-6709 

Prestige Toyota 

Ramsey NJ 

201-825-9795 

Rt. 22 Toyota 

Hillside NJ 

973-705-8200 

Shore Toyota 

Egg Harbor Township NJ 

609-645-2770 

Toyota of Hackensack 

Hackensack NJ 

201-488-5756 

Toyota of Morristown 

Morristown NJ 

973-540-1127 

800-541-1127 

Toyota of Turnersville 

Turnersville NJ 

856-728-5000 

New Mexico 

Karl Malone Toyota 

Albuquerque NM 

505-275-6485 

800-444-6702 

New York 

Bay Ridge Toyota 

Brooklyn NY 

718-439-3030 

Fordham Toyota 

Bronx/Manhattan 

212-690-9000 

Jack Sherman Toyota 

Binghamton NY 

607-724-3202 

800-572-4561 

Johnstons Toyota 

New Hampton NY 

845-374-8611 

Lee’s Toyota 

Jamaica NY 

718-657-2220 

Lia Toyota of Colonie 

Schenectady NY 

518-374-6863 

Penn Toyota 

Greenvale NY 

516-621-8613 

Plaza Toyota 

Brooklyn NY 

718-253-8400 

Queensboro Toyota 

Jackson Heights NY 

718-335-8600 x127

Summer33-38 8/4/04 12:03 PM Page 37 

Rockland Toyota 

Nyack NY 

845-358-2220 

800-844-9976 

Romano Toyota 

Syracuse NY 

315-445-1070 

Smithtown Toyota 

Smithtown NY 

631-724-3504 

Star Toyota of Bayside 

Bayside NY 

718-353-4344 

Sunrise Toyota 

Oakdale NY 

631-589-9034 

Toyota of Newburgh 

New Windsor NY 

845-561-0340 

Vanderstyne Toyota 

Rochester NY 

716-225-6955 

800-950-4827 

Westbury Toyota 

Westbury NY 

516-333-9451 

Westchester Toyota 

Yonkers NY 

914-968-1684 

800-831-8360 

North Carolina 

Cloninger Toyota 

Salisbury NC 

704-633-9321 

888-617-1147 

Fred Anderson Toyota 

Raleigh NC 

919-787-8101 

800-727-8101 

Greenville Toyota 

Greenville NC 

252-321-3000 

800-788-2440 

Jim Barkley Toyota 

Asheville NC 

828-667-8888 

800-951-0672 

Leith Toyota 

Raleigh NC 

919-876-9795 

800-394-5008 

Mike Johnson’s Hickory Toyota 

Hickory NC 

828-328-5586 

800-627-0321 

Modern Toyota 

Winston-Salem NC 

336-788-3003 

800-642-0808 

Rice Toyota 

Greensboro NC 

336-288-7215 


Scott Clark’s Toyota City 

Charlotte NC 

704-535-1972 

800-849-1972 

Town and Country Toyota 

Charlotte NC 

704-972-3834 

888-704-7278 

Toyota of Durham 

Durham NC 

919-493-5599 

Toyota of Gastonia 

Gastonia NC 

704-824-4761 

800-849-8696 

Toyota of Goldsboro 

Goldsboro NC 

919-778-3232 

Toyota West 

Statesville NC 

704-872-2771 

800-316-3017 

Victory Toyota 

North Wilkesboro NC 

336-667-1185 

North Dakota 

Corwin Toyota 

Fargo ND 

701-282-8425 

Ohio 

Beechmont Toyota 

Cincinnati OH 

513-388-3867 

C & C Toyota 

Marietta OH 

740-373-2928 

Classic Toyota 

Mentor OH 

440-953-0910 

Don Joseph Toyota 

Kent OH 

330-673-2200 

800-714-6635 (regional) 

Germain Toyota 

Columbus OH 

614-868-6918 

800-686-2277 

Joseph Airport Toyota 

Vandalia OH 

937-898-8062 

800-451-6511(local) 

800-533-5880 (national) 

Joseph’s Toyota of Cincinnati 

Cincinnati OH 

513-385-6844 

King’s Toyota 

Cincinnati OH 

513-683-5464 

Metro Toyota 

Cleveland OH 

216-676-8600 

800-441-3441 

37 

Motorcars Toyota 

in Cleveland Heights 

Cleveland Heights OH 

216-321-9100 

Performance Toyota 

Fairfield OH 

513-874-8548 

Sunnyside Toyota 

North Olmsted OH 

440-777-9911 

Tanskys Sawmill Toyota 

Dublin OH 

614-766-5900 

Toyota Direct 

Columbus OH 

614-476-4118 

Toyota West 

Columbus OH 

614-870-8200 

800-852-1396 

Oklahoma 

Fowler Toyota 

Norman OK 

405-321-1301 

Jim Norton Toyota 

Tulsa OK 

918-254-8333 

800-888-3555 

Riverside Toyota 

Tulsa OK 

918-836-3722 

800-225-2769 

Oregon 

Beaverton Toyota 

Beaverton OR 

503-643-9688 

Kendall Toyota 

Eugene OR 

541-344-5566 

800-231-2909 

Pennsylvania 

Baierl Toyota 

Mars PA 

724-772-0628 

888-772-3412 

Carousel Toyota 

Glen Mills PA 

610-361-2100 

Central City Toyota 

Philadelphia PA 

215-476-0285 

800-473-1203 

Conicelli Toyota 

Conshohocken PA 

610-825-7359 x5 

800-825-7128 x5 

Faulkner Toyota 

Trevose PA 

215-639-5945 

800-341-1717 

Halterman Toyota 

East Stroudsburg PA 

717-421-6480 

800-922-8867 

Lancaster Toyota 

East Petersburg PA 

717-569-7371 

800-322-1639 

Sloane Toyota of Devon 

Devon PA 

610-647-5511 

800-672-7870 

Sloane Toyota of Glenside 

Glenside PA 

215-885-4445 

800-235-7444 

Team Toyota Inc 

Langhorne PA 

215-741-4200 

Thompson Toyota 

Doylestown PA 

215-348-1530 

800-THOMPSON 

South Carolina 

Dave Edwards Toyota 

Spartanburg SC 

864-595-2300 

800-636-3283 

Florence Toyota 

Florence SC 

843-678-3588 

800-922-7598 

Gene Reed Toyota 

North Charleston SC 

843-572-0910 

800-922-1353 

Taylor Toyota 

North Augusta SC 

803-442-3382 

800-763-8696 

Toyota Center 

West Columbia SC 

803-796-2086 

800-635-8213 

Toyota of Easley 

Easley SC 

864-855-2233 

800-922-2307 

Toyota of Greer 

Greer SC 

864-662-4814 

West Ashley Toyota 

Charleston SC 

843-571-0683 

800-922-5030 

Tennessee 

Capital Toyota 

Chattanooga TN 

423-892-6574 

Covington Pike Toyota 

Memphis TN 

901-377-8000

Summer33-38 8/4/04 12:03 PM Page 38 

Fox Toyota 

Clinton TN 

865-457-1773 

Jay Johnson Toyota 

Bristol TN 

423-764-3155 

Performance Toyota 

Memphis TN 

901-758-4040 

Phil Bachman Toyota 

Johnson City TN 

423-282-2241 

Rusty Wallace Toyota 

Morristown TN 

423-587-1972 

Toyota Knoxville Inc. 

Knoxville TN 

865-218-3355 

Toyota of Cleveland 

Cleveland TN 

423-339-1138 

Texas 

Alamo Toyota 

San Antonio TX 

210-657-7007 

Champion Toyota 

Austin TX 

512-440-4527 

800-856-4527 

Champion Toyota Gulf Freeway 

Houston TX 

713-943-7010 

800-327-2087 

Dick Poe Toyota 

El Paso TX 

915-778-6763 

800-395-9331 

Don McGill Toyota 

Houston TX 

281-496-2000 

800-231-0416 

Durant Toyota 

Weatherford TX 

817-597-5037 

877-538-7268 

Fowler Toyota 

Dallas TX 

214-319-2023 

800-266-0752 

Frank Smith Toyota 

Mc Allan TX 

956-632-5350 

800-347-2360 

Fred Haas Toyota 

Spring TX 

281-297-7151 

800-231-2064 

Freeman Toyota 

Hurst TX 

817-287-5200 

Gullo Toyota Conroe 

Conroe TX 

936-441-9191 

800-364-3511 

Hoy Fox Toyota 

El Paso TX 

915-598-0399 

800-285-7278 

Joe Myers Toyota 

Houston TX 

281-890-9631 

800-749-9632 

Kinsel Toyota 

Beaumont TX 

409-892-7412 

800-323-4090 

Metroplex Toyota 

Duncanville TX 

972-780-0431 

800-877-6672 

Mike Calvert Toyota 

Houston TX 

713-558-8272 

800-527-5368 

Red McCombs Toyota 


210-357-1620 

800-292-7810 

Sterling McCall Toyota 

Houston TX 

713-270-3744 

Texas Toyota of Grapevine 

Grapevine TX 

817-329-5949 

888-866-8577 

Toyota of Dallas 

Dallas TX 

972-620-2082 

800-442-4349 

Toyota of Fort Worth 

Fort Worth TX 

817-560-1500 

Toyota of Irving 

Irving TX 

972-258-1200 x501 

800-527-5874 

Toyota of Longview 

Longview TX 

903-295-9300 

Toyota of Plano 

Plano TX 

972-248-7777 

800-925-8009 

Toyota of Richardson 

Richardson TX 

972-238-4460 

800-527-2781 

Universal Toyota 


210-654-5559 

800-489-7575 

Vandergriff Toyota 

Arlington TX 

817-784-3600 

38 

Utah 

Karl Malone Toyota 

Sandy UT 

801-553-5863 

888-281-3185 

Larry H. Miller Toyota 

Murray UT 

801-264-3860 

800-453-6456 

Mark Miller Toyota 

Salt Lake City UT 

801-532-4456 

Vermont 

Heritage Toyota 

South Burlington VT 

802-865-8240 

800-439-8856 

White River Toyota 

White River Junction VT 

802-291-7120 

800-639-1101 

Virginia 

Alexandria Toyota 

Alexandria VA 

703-836-8476 

800-766-9767 

Checkered Flag Toyota 

Virginia Beach VA 

757-490-1111 

800-277-2122 

David R. McGeorge Toyota 

Richmond VA 

804-755-9209 

800-888-9753 

First Team Toyota 

Chesapeake VA 

757-637-2355 

Haley Toyota of Richmond 

Richmond VA 

804-272-6000 

800-328-7121 

Koons Arlington Toyota 

Arlington VA 

703-522-7403 

Koons Tysons Toyota 

Vienna VA 

703-790-8310 

800-299-8310 

Leesburg Toyota 

Leesburg VA 

703-777-2429 

800-545-6925 

Lustine Toyota 

Woodbridge VA 

703-643-1400 

800-537-1746 

Miller Toyota 

Manassas VA 

703-331-3578 

Oak Ridge Toyota 

Lynchburg VA 

434-528-3202 

888-287-0333 

Ourisman Fairfax Toyota 

Fairfax VA 

703-273-2236 

800-626-2236 

Priority Toyota 

Chesapeake VA 

757-366-5010 

Priority Toyota 

Colonial Heights VA 

804-526-3001 

Springfield Toyota 

Springfield VA 

703-269-1406 

800-TOYOTA-0 

Washington 

All Star Toyota 

Seattle WA 

206-366-3100 

800-426-2300 

Foothills Toyota Scion 

Burlington WA 

360-757-3716 

Michaels Toyota 

Bellevue WA 

425-453-3289 

Toyota of Seattle 

Seattle WA 

206-382-8838 

West Virginia 

Bert Wolfe Toyota 

Charleston WV 

304-340-7305 

800-989-8520 

Wisconsin 

Don Jacobs Toyota 

Milwaukee WI 

414-281-0100 

800-572-6490 

Jack Safro Toyota 

Brookfield WI 

262-781-2639 

800-242-2086 

Kolosso Toyota 

Appleton WI 

920-738-3672 

800-236-4333 

Wilde Toyota Inc 

West Allis WI 

414-545-4350 

800-452-4255

Summer991-994 8/4/04 11:31 AM Page 993 

COMING IN THE NEXT 

★ Sensor theory and practice 

★ Anti-sway bars 

★ Traction control 

Toyota STAR Service News 

Toyota’s Support to Automotive Repair 

Toyota STAR Service News is 

a quarterly publication of Toyota Motor Sales, U.S.A., Inc. 

Editor: Steve Sweet, Toyota Motor Sales, U.S.A., Inc. 

Content: Birchwood Automotive Group, Creston, Ohio. 

Source: Toyota service manuals. 

Design: Bobit Publishing, Akron, Ohio 

Editorial and circulation offices: Toyota Customer Services, 

STAR Program WC21, 19001 South Western Avenue, 

Torrance, CA 90509. Fax (310) 468-0913. 

Copyright 2004 Toyota Motor Sales, U.S.A., Inc. Contents of 

this publication may not be reprinted without written permission. 

Toyota STAR Service News is available through Toyota 

STAR Dealers and is also available by subscription. The 

Toyota STAR Service News is published by Toyota Motor 

Sales, U.S.A., Inc. to assist the customers of Toyota STAR 

Dealers. Toyota makes no warranty, expressed or implied, 

regarding the contents of this publication, nor should any 

be construed. All procedures, specifications and part numbers 

were in effect at the time of printing. Toyota reserves 

the right to change procedures and/or specifications at any 

time, without prior notice and without incurring any obliga- 

tion. Articles and technical data contained in this publication 

are based in whole or in part on prior communications 

by Toyota to its dealers. FOR COMPLETE SPECIFICATIONS 

AND PROCEDURAL INFORMATION, PLEASE REFER TO THE 

APPROPRIATE REPAIR MANUAL. For part number 

changes, please contact your Toyota dealer. 

is a registered trademark of Toyota Motor Corporation 

and may not be used in any manner without the prior written 

consent of Toyota Motor Sales, U.S.A., Inc. The Toyota 

name and logo and Toyota STAR name and logo are also 

registered trademarks of Toyota Motor Corporation and 

may not be used in any manner without the prior written 

consent of Toyota Motor Sales, U.S.A., Inc. Please note 

that STAR Dealers are not authorized to consent to the use 

of Toyota trademarks by their customers — any such consent 

must come from Toyota Motor Sales, U.S.A., Inc. 

Caution: Vehicle servicing performed by untrained persons 

could result in serious injury to those persons or others. 

© 2004 Toyota STAR Service News

Summer991-994 8/4/04 11:31 AM Page 994

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