Lexus ES300 (2002 year). Service manual — part 105
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MO-14
211MO37
211MO38
NEW MODEL OUTLINE
Aerodynamics
A CD (Coefficient of Drag) of approximately 0.28 - the finest in
the class - has been achieved, thanks to a smooth contour with
few variances in level and the control of the airflow under the
body.
211MO36
The height and shape of the front bumper have
been optimized, and the airflow to the underbody
and body sides has been rectified.
Openings in the front bumper have been made
as small as possible, decreasing the amount of
air that gets in the engine area and improving
aerodynamics.
Air flows from the roof to the trunk without distur-
bance, decreasing swirl at the edge of the trunk.
The height and shape of the rear bumper have
also been optimized so as not to hinder the air-
flow under the body.
To enable a flat underbody, suspension parts, the fuel tank, muffler, and floor shape have
all been optimized.
211MO72
(1)
(2)
(1): The engine under cover and front fender liner have been redesigned to the aerodynamically optimum
shape.
(2): Irregularities in contour of the center floor, fuel tank, rear suspension, muffler, spare tire house, etc.,
have been smoothed out, reducing wind drag under the floor.
![](/vehicle/tus/pedalineteha/owha/ounisee.png)
MO-14
211MO37
211MO38
NEW MODEL OUTLINE
Aerodynamics
A CD (Coefficient of Drag) of approximately 0.28 - the finest in
the class - has been achieved, thanks to a smooth contour with
few variances in level and the control of the airflow under the
body.
211MO36
The height and shape of the front bumper have
been optimized, and the airflow to the underbody
and body sides has been rectified.
Openings in the front bumper have been made
as small as possible, decreasing the amount of
air that gets in the engine area and improving
aerodynamics.
Air flows from the roof to the trunk without distur-
bance, decreasing swirl at the edge of the trunk.
The height and shape of the rear bumper have
also been optimized so as not to hinder the air-
flow under the body.
To enable a flat underbody, suspension parts, the fuel tank, muffler, and floor shape have
all been optimized.
211MO72
(1)
(2)
(1): The engine under cover and front fender liner have been redesigned to the aerodynamically optimum
shape.
(2): Irregularities in contour of the center floor, fuel tank, rear suspension, muffler, spare tire house, etc.,
have been smoothed out, reducing wind drag under the floor.
![](/vehicle/tus/pedalineteha/owha/dbe.png)
MO-10
211MO13
Performance Curve
Type
Displacement
Bore
×
Stroke
Valve Train
Compression
Ratio
Intake
Maximum Output
[SAE-NET]
Maximum Torque
[SAE-NET]
Type
NEW MODEL OUTLINE
PERFORMANCE
Powerful, smooth driving with consideration for the environment.
Driving performance with polish and distinction.
Main Mechanism – Power Train
Engine
1MZ-FE 90
°
V6, aluminum block and heads,
certified ULEV (Ultra Low-Emission Vehicle)
2,995 cm
3
(182.7 cu. in.)
87.5
×
83.0 mm (3.44
×
3.27 in.)
Four cam, four valves per cylinder, with VVT-i
(Variable Valve Timing -intelligent)
10.5 : 1
ETCS-i, ACIS, Air Intake Control System
156 kW @5,800 rpm (210 HP @5,800 rpm)
298 N·m @4,400 rpm (220 ft·lbf @4,400 rpm)
211MO50
Transaxle
U150E 5-speed automatic Transaxle
[5 Super ECT (Electronically Controlled
Transaxle)], engine/transaxle networking,
road condition support control
![](/vehicle/tus/pedalineteha/owha/yoiko.png)
MO-11
NEW MODEL OUTLINE
1MZ-FE Engine
ETCS-i (Electronic Throttle Control System – intelligent)
With the adoption of the ETCS-i, which controls the throttle valve by means of a motor, optimum
engine control has become possible under road conditions.
Acoustic Control Induction System (ACIS)
The ACIS is a system that regulates the valves on the intake manifold to switch the length
and area of the intake manifold among 3 stages according to engine speed and throttle opening.
High output is thus achieved in low, middle, and high speed ranges.
Air Intake Control System
A new air intake control system has been adopted. This system regulates a valve on the suction
pipe valve to switch the intake passage between 2 stages according to engine speed and
throttle opening.
In the low speed range, the utilization of one passage reduces suction noise; in the high speed
range, with the utilization of two passages, high output is achieved.
211MO47
ACIS
System Diagram
Air Intake Control System
Throttle Valve
Valve
Valve
U150E Automatic Transaxle
The compact and high-capacity 5-speed U150E automatic transaxle [5 Super ECT (Electronically
Controlled Transaxle)] has been newly adopted to match the output characteristics of the 1MZ-FE
engine.
Compared to the previous 4-speed U140E automatic transaxle, the 5-speed U150E automatic
transaxle has a wider gear ratio, with the aim of improving take-off and acceleration performance
as well as fuel economy during high speed driving.
211MO48
U140E
’01 ES300
Total Gear Ratio
Improvement in
acceleration performance
Improvement in fuel
consumption performance
at high speeds
U150E
’02 ES300
Total Gear Ratio
(Differential Included)
14
10
8
6
4
2
5th
1st
2nd
3rd
4th
<Specifications>
Item
Gear Ratio (Counter Gear Ratio Included)
Differential
Item
1st
2nd
3rd
4th
5th
Reverse
Differential
Gear Ratio
U150E
3.938
2.194
1.411
0.973
0.703
3.141
3.478
U140E
3.938
2.194
1.411
1.019
–
3.141
2.642
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