Lexus ES300 (1997 year). Manual — part 2

6

MAJOR COMPONENTS

The basic components of the new and previous ES300 are as follows:

Model

New

Previous

Item

FF (Front Engine,

←

Drive System

(

g

,

Front Wheel Drive)

←

Type

1MZ–FE: V6, 3.0–Liter

←

Displacement

cm

3

(cu. in.)

2995 (182.7)

←

Valve Mechanism

24 Valves, DOHC

←

Engine

Fuel System

SFI

←

Max. Output [SAE–NET]

kW @ rpm (HP @ rpm)

149 @ 5200

(200 @ 5200)

140 @ 5200

(188 @ 5200)

Max. Torque [SAE–NET]

N

.

m @ rpm (ft

.

lbf @ rpm)

290 @ 4400

(214 @ 4400)

275 @ 4400

(203 @ 4400)

Automatic Transaxle

A541E; 4–Speed

←

Brakes

Front

Ventilated Disc

←

Rear

Solid Disc

←

Suspension

4–Wheel MacPherson

←

Gear Type

Rack and Pinion

←

Steering

Power Steering

Engine Revolution Sensing Type

Vehicle Speed Sensing

Hydraulic Reaction Type

Electronically Controlled PPS*

*: PPS (Progressive Power Steering)

7

ENGINE

ENGINE LINE-UP

The 1MZ-FE engine adopted in the ES300 is a V6, 3.0-liter, 24-valve, DOHC engine.

Engine

Type

Displace-

ment

Max. Output

[SAE-NET]

Max. Torque

[SAE-NET]

Features

1MZ-FE

3.0

149 kW @ 5200 rpm

(200 HP @ 5200 rpm)

290 N

m @ 4400 rpm

(214 ft

lbf @ 4400 rpm)

The engine performance has been
improved with the adoption of a 2-
way exhaust control system.

1MZ-FE ENGINE

The 1MZ-FE engine is basically the same as the 1MZ-FE engine of the previous model.
However, its engine performance has been improved with the modification of each engine portion and the
adoption of a 2-way exhaust control system and its exhaust emissions have been reduced with the adoption
of the fuel returnless system and with a change in the EGR control system.

8

CHASSIS

The new ES300 chassis provides outstanding steering stability and is built and laid out basically the same as the
previous model. However its excellent drivability and comfort are further achieved through the improvement
of various components, also excellent stability is realized.

MAJOR COMPONENTS

9

BODY

A crash impact absorbing structure for side collisions is adopted in addition to that for frontal and, rear collisions.
The body is made highly rigid and lightweight through the optimized allocation of materials and the generous
application of high-strength sheet steel, etc. Furthermore, the vehicle creates less noise and vibration through
the use of advanced noise insulation technology, and the application of anti-corrosion sheet steel produces a
highly rest-resistant body.

Body Shell

Impact Absorbing Structure for Side Collision