07 Diagnostics

DIAGNOSTICS ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DI–1

HOW TO PROCEED W ITHTROUBLESHOOTING . . . . . . . . . . . . . .

DI–1

CUSTOMER PROBLEM ANALYSIS CHECK . . .

DI–2

PRE–CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DIAGNOSTIC TROUBLE CODE CHART . . . . . .

DI–3 DI–14

PARTS LOCATION

.......... .......... .....

TERMINALS OF ECU

PROBLEMSYMPTOMSTABLE CIRCUITINSPECTION

DI–18

. . . . . . . . . . . . . . . . . . . . . . DI–20 .......... ...

DI–24

......... ........... .

DI–26

DI–1 DIAGNOSTICS –

ENGINE

ENGINE DI4DW–10

HOW TO PROCEED WITH TROUBLESHOOTING Troubleshooting in accordance with the procedure on the following pages. Titles inside are the titles of pages in this manual with the page number indicated in the bottom portion. See the indicated pages for detailed explanations.

Vehicle Brought to Workshop 1

2

Customer Problem Analysis P. DI–2

Connect hand–held tester to DLC3 P. DI–3 If display indicates a communication fault in tool, inspect DLC3 P. DI–3

3

Check DTC and Freezed Frame Data (Pre–check) Record or Print DTC and Freezed Frame Data P. DI–3

4

Clear DTC and Freezed Frame Data P. DI–3

5

Visual Inspection

6

Setting Check (Test) Mode Diagnosis P. DI–3

7

Problem Symptom Confirmation If engine does not start, perform steps 10 and 12 first Malfunction does not occur. Malfunction 8 Symptom Simulation P IN–10. occurs.

9

DTC Check P. DI–3 Normal

10

Malfunctioncode.

Basic Inspection P. DI–3 12

14

16

Adjustment, Repair

17

Confirmation Test

1ZZ–FE, 3ZZ–FE ENGINE (RM782E)

13

Circuit Inspection P. DI–26

Check for Intermittent Problems P. DI–3

Identification of Problem

End

DTC Chart P. DI–14

Problem Symptoms Table P. DI–24

Parts Inspection 15

11


ENGINE DI4DX–04

CUSTOMER PROBLEM ANALYSIS CHECK ENGINE CONTROL SYSTEM Check Sheet

Inspector’s Name

Customer’s Name

Model and Model Year

Driver’s Name

Frame No.

Data Vehicle Brought in

Engine Model

License No.

Odometer Reading

s m o t p m y S m le b o r P

km miles

Engine does not Start

E n g i n e d o e s n o tc r an k

Difficult to Start

Engine cranks slowly Other

Poor Idling

I n c o r re c t f i rs t i d l e I d l i n g r p m i s a b n o rm a l R o u g hi d l i n g O the r

Poor Drivability

He s it at io n Kn o c k i n g

Engine Stall

So o n a f t e r s t a r t i n g A f t e r ac c e le r ato r p e d a l d e p re s se d Af te r ac cel erat or pe da l rel ease d Du rin g A/C op erat io n S hif ting f r om N to D O the r

N oi n i t i a l c o m b u s t i o n

B ac kf i re O the r

Noc o m p le t ec o m b u s t i o n

Hi g h (

rp m )

L ow (

M u f f l e rex p l o s i o n( af t er – f i re )

Sur ging

Others

Data Problem Occurred Cons ta nt Other

Problem Frequency

n rs e u hc Wc nO o it m i e d lb no or CP

S o m et i m e s (

tim e s pe r

d a y /m onth)

Weather

Fine

Cloud y

Rainy

Snowy

Outdoor Temperature

Ho t

Wa r m

Cool

Co ld( a p p r o x .

Place

Hi g h w a y R o u g hro a d

Engine Temp.

Cold

Engine Operation

S t a rt in g J u s ta f t e rs t a rt i n g( D r i vi n g C o n s t a n ts p e e d A / Cs w i t c h O N /O F F O the r

Condition of check engine warning light (CHK ENG) Normal mode DTC Inspection

Sub urb s O t h er Wa r m i n gu p

R em a i n so n N o rm a l

(Pre–check) Check Mode


N o rm a l

I n n e rC i t y

m in.)

Va r i o u s/ O t h er F/

Up h i l l

A f t erWa r m in gu p

O n ce o n l y

An yt em p .

I d li n g A cc e l er a ti o n

S o m e t i m esl ig h t su p

C)

Downhill

O the r Racing D ec e l er a ti o n

D o e sn o tl i g h tu p

Ma lf unc tion c od e (s ) (c od e

)

Freezed frame data (

)

Ma lf unc tion c od e (s ) (c od e Freezed frame data (

) )

rpm )


ENGINE DI80S–01

PRE–CHECK 1. (a)

A13822

DIAGNOSIS SYSTEM Description When troubleshooting Euro–OBD vehicles, the  only difference from the usual troubleshooting procedure is that you need to connect the vehicle to the OBD scan tool complying with ISO 15031–4 or hand–held tester, and read off various data output from the vehicle’s engine ECU.

Euro–OBD regulations require that the vehicle’s on–board computer lights up the Check Engine Warning Light (Malfunction Indicator Lamp)/CHK ENG (MIL) on the instrument panel when the computer detects a malfunction in the emission control system/components or in the powertrain control components which affect vehicle emissions, or a malfunction in the computer. In addition to CHK ENG (MIL) lighting up when a malfunction is detected, the applicable Diagnostic Trouble Codes (DTCs) prescribed by ISO15031–6 are recorded in the engine ECU memory (See page DI–14). If the malfunction is not detected in 3 consecutive trips, CHK ENG (MIL) goes off automatically but the DTCs remain recorded in the engine ECU memory. 



Hand–held Tester



DLC3


A14194

To check the DTCs, connect the OBD scan tool or hand–held tester to the Data Link Connector 3 (DLC3) on the vehicle. The OBD scan tool or hand– held tester also enables you to erase the DTCs and check freeze frame data and various forms of engine data. (For operating instructions, see the OBD scan tool’s instruction book.) DTCs include ISO controlled codes and manufacturer controlled codes. ISO controlled codes must be set as prescribed by the ISO, while manufacturer controlled codes can be set freely by the manufacturer within the prescribed limits (See DTC chart on page DI–14).


ENGINE

The diagnosis system operates in the normal mode during normal vehicle use. It also has a check mode for technicians to simulate malfunction symptoms and troubleshoot. Most DTCs use 2 trip detection logic* to prevent erroneous detection, which ensures the malfunction detection. By switching the engine ECU to the check mode when troubleshooting, the technician can cause the CHK ENG (MIL) to light up for a malfunction that is only detected once or momentarily (Hand–held tester only) (See step 2). *2 trip detection logic:  When a malfunction is first detected, the malfunction code is temporarily stored in the engine ECU memory (1st trip). If the same malfunction is detected again during the second drive test, this second detection causes the CHK ENG (MIL) to light up (2nd trip) (However, the ignition switch must be turned OFF between the 1st trip and the 2nd trip.). Freeze frame data:  Freeze frame data records the engine condition when a misfire (DTCs P0300 – P0304) or fuel trim malfunction (DTCs P0171, P0172, P0174 and P0175, however, P0174 and P0175 are only for 1ZZ–FE engine.) or other malfunction (first malfunction only) is detected. Freeze frame data records the engine conditions (fuel system, calculated load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when the malfunction is detected. When troubleshooting, it is useful to determine whether the vehicle was running or stopped, the engine was warmed up or not, the air–fuel ratio was lean or rich, etc. at the time of the malfunction. Priorities for troubleshooting: If troubleshooting priorities for multiple DTCs are given in the applicable DTC chart, these should be followed. If no instructions are given, troubleshoot the DTCs according to the following priorities. (1) DTC s other than fuel tri m malf unct ion (DT Cs P0171, P0172, P0174 and P0175, however, P0174 and P0175 are only for 1ZZ–FE engine) and misfire (DTCs P0300 – P0304). (2) Fuel trim malfunction (DTCs P0171, P0172, P0174 and P0175, however, P0174 and P0175 are only for 1ZZ–FE engine). (3) Misfire (DTCs P0300 – P0304). 



(b)

12345678 9 1011121 3141 516

ENGINE

Check the DLC3. The vehicle’s engine ECU uses the ISO 9141–2 communication protocol. The terminal arrangement of DLC3 complies with ISO 15031–3 and matches the ISO 9141–2 format.

DLC3 A04550

TerminalNo.

Connection/VoltageorResistance

7

Bus L ine/Pulsegeneration

4

ChassisGround–BodyGround/1 oΩ

16

Condition Duringtransmission less r

BatteryPositive–BodyGround/9–14V

Always Always

HINT: If your display shows UNABLE TO CONNECT TO VEHICLE when you have connected the cable of the hand–held tester to the DLC3, turned the ignition switch ON and operated the scan tool, there is a problem on the vehicle side or tool side. If the communication is normal when the tool is connected to another vehicle, inspect the DLC3 on the srcinal vehicle. If the communication is still not possible when the tool is connected to another vehicle, the problem is probably in the tool itself, so consult the Service Department listed in the tool’s instruction manual. 2. Normal Mode: INSPECT DIAGNOSIS (a) Check the DTC. NOTICE: Hand–held tester only: When the diagnosis system is switched from the normal mode to the check mode, it erases all DTCs and freeze frame data recorded in the normal mode will be erased. So before switching modes, always check the DTCs and freeze frame data, and note them down.

(1) (2) (3) (4) (5) A13822


The CHK ENG (MIL) comes on when the ignition switch is turned ON and the engine is not running. Prepare the hand–held tester. Connect the hand–held tester to the DLC3. Turn the i gnition switch ON and push the hand–held tester main switch ON. Use the hand–held tester to check the DTCs and freeze frame data, and note them down. (For operating instructions, see the hand–held tester instruction book.)


(6)

ENGINE

See page DI–14 to confirm the details of the DTCs. (b) Clear the DTC. The DTCs and freeze frame data will be erased by either actions. (1) Operating the han d–held tester to erase the codes. (See the hand–held tester’s instruction book for operating instructions.) (2) Disconnecting the battery terminals or EFI fuse. NOTICE: If the hand–held tester switches the engine ECU from the normal mode to the check mode or vice–versa, or if the ignition switch is turned from ON to ACC or OFF during the check mode, the DTCs and frozen frame data will be erased. 3. Check ( Test) m Mode: INSPECT DIAGNOSIS HINT: Compared to the normal mode, the check mode has an increased sensitivity to detect malfunctions.Furthermore, the same diagnostic items which are detected in the normal mode can also be detected in the check (test) mode. (a) Check the DTC. (1) Initial conditions Battery voltage 11 V or more  Throttle valve fully closed  Transmission in P or N position  A/C switched OFF  (2) Turn the ignition switch OFF. (3) Prepare the hand–held tester. (4) Connect the hand–held tester to the DLC3. (5) Turn the i gnition switch ON and push the hand–held tester main switch ON. (6) Switch the hand–held tester from the normal mode to the check (test) mode. (7) Check if the CHK ENG (MIL) blinks. NOTICE: If the hand–held tester switches the engine ECU from the normal mode to the check mode or vice–versa, or if the ignition switch is turned from ON to ACC or OFF during the check mode, the DTCs and freezed frame data will be erased. (8) Start the engine. (9) Simulat e the condi tions of the malfunc tion described by the customer. NOTICE: Leave the ignition switch ON until you have checked the DTCs, etc.



ENGINE

(10) After simulating the malfunction conditions, use the hand–held tester diagnosis selector to check the DTCs and freeze frame data, etc. HINT: Take care not to turn the ignition switch OFF. Turning the ignition switch OFF switches the diagnosis system from the check (test) mode to the normal mode. so all the DTCs, etc. are erased. (11) After checking the DTC, inspect the applicable circuit. (b)

Vehicle Harness Hand–held Tester

Interface Box

Toyota Break–out–box

N09348

Using break–out–box and hand–held tester, mesure the engine ECU terminal values. (1) Hook up the break–out–box and hand–held tester to the vehicle. (2) Read the en gine ECU input/output values by following the prompts on the tester screen. HINT: Hand–held tester has a ”Snapshot” function.This records  the measured values and is effective in the diagnosis of intermittent problems. Please refer to the hand–held tester/break–out–box op erator’s manual for further details.

4. FAIL–SAFE CHART If any of the following codes are recorded, the engine ECU enters fail–safe mode. DTCNo. P0100

Fail–safeOperation Ignition timingisfixed at  

Fail–safeDeactivationConditions Returned to normal condition

P0110

Intake air temperature is fixed at 20 C (68F)

Returnedtonormalcondition

P0115

Water temperature is fixed at 80  

Returned to normal condition

P0120

VTA is fixed at 0 

The following condition must be repeated at least 2 times consecutively when closed throttle position switch is OFF: VTA  0.1 V and  0.95 V P0135 P0141 P0155 P0325

The heater circuit in which an abnormality is detected is turned off

Ignition switch OFF

Max.timingretardation

IgnitionswitchOFF

Fuel cut


P1300 P1305 P1310 P1315 It cut electrically the circuit in which an abnormality is deP1656

tected




ENGINE

5. CHECK FOR INTERMITTENT PROBLEMS HINT: By putting the vehicle’s engine ECU in the check (test) mode, 1 trip detection logic is possible instead of 2 trip detection logic and sensitivity to detect open circuits is increased. This makes it easier to detect intermittent problems. (a) Clear the DTCs (See step 2). (b) Set the check (Test) mode (See step 3). (c) Perform a simulation test (See page IN–10). (d) Check the connector and terminal (See page IN–20). (e) Handle the connector (See page IN–20). 6. BASIC INSPECTION When the malfunction code is not confirmed in the DTC check, troubleshooting should be performed in all the possible circuits considered as the causes of the problems. In many cases, by carrying out the basic engine check shown in the following flow chart, the location causing the problem can be found quickly and efficiently. Therefore, use of this check is essential in the engine troubleshooting.

1

Is battery voltage 11 V or more when engine is stopped?

NO

Charge o r r eplace b attery.

NO

Proceed to p roblems table on page DI–24.

NO

Go to step 7.

YES

2

Is engine cranked?

YES

3

Does engine start?

YES



4

ENGINE

Check air filter. PREPARATION: Remove the air filter. CHECK: Visually check that the air filter is not dirty or excessive oily. HINT: If necessary, clean the air filter with compressed air. First blow from inside thoroughly, then blow from outside of the air filter.

Outside

Inside A12619

NG

Repair or replace

OK

5

Check idle speed. TAC Tachometer

PREPARATION: (a) Warm up the engine to the normal operating temperature. (b) Switch off all the accessories. (c) Switch off the A/C. (d) (e) (f)

DLC3

SST

Battery

A14195

Shift the the transmission the Ntoposition. Connect h and–heldintester the DLC3 on th e vehicle. If you have no hand–held tester, connect tachometer tester prove to terminal TAC of the DLC3. SST 09843–18030 NOTICE: As some tachometers are not compatible with this ignition system, it is recommend to confirm the compatibility of your unit before use. CHECK: Check the idle speed. OK: Idle speed (w/ Cooling fan OFF and A/C OFF): 700  50 rpm

NG

OK


Proceed t o p roblem s ymptoms table on page DI–24.


6

ENGINE

Check i gnition timing.

TC

SST DLC3

PREPARATION: (a) Warm up the engine to the normal operating temperature. (b) Shift the transmission in the N position. (c) Keep the engine speed at idle. (d) Using SST, connect terminals TC and CG of the DLC3. SST 09843–18040

CG A14196

(e)

Using a timing light, connect the tester to the ignition coil connector wire (See page EM–10). CHECK: Check the ignition timing. OK: Ignition timing: 1ZZ–FE

18 10 –

 BTDC @ idle

3ZZ–FE

12 –8

 BTDC @ idle

B00272

NG

Proceed to page IG–1 and continue to troubleshoot.

OK

Proceed to problem symptoms table on page DI–24.

7

Check f uel p ressure.

B10046


PREPARATION: (a) Be sure that enough fuel is in the tank. (b) Connect the hand–held tester to the DLC3. (c) Turn the i gnition switch ON and push hand–held tester main switch ON. (d) Use the ACTIVE TEST mode to operate the fuel pump. (e) Please refer to the hand–held tester operator’s manual for further details. (f) If you have no hand–held tester, connect the positive (+) and negative (–) leads from the battery to the fuel pump connector (See page FI–7, FI–13). CHECK: Check that pulsation damper screw rises up when the fuel pump operates.


ENGINE

HINT: At this time, you will hear the fuel flowing noise. NG

Proceed to p age FI–7, FI–13 a nd continue t o troubleshoot.

OK

8

Check for spark.

PREPARATION: (a) Remove the air filter assembly. (b) Remove the ignition coil. (c) Remove the spark plug. (d) Install the spark plug to the ignition coil. (e) Disconnect 4 injector connectors. (f) Ground the spark plug. CHECK: Check if spark occurs while the engine is being cranked. NOTICE: Do not crash the electrode gap.  To prevent excess fuel being injected from the injectors during this test, don’t crank the engine  for more than 5 – 10 seconds at one time. NG

Proceed to page IG–1 and continue to troubleshoot.

OK

Proceed to problem symptoms table on page DI–24. 7. ENGINE O PERATING C ONDITION NOTICE: The values given below for ”Normal Condition” are representative values, so a vehicle may still be normal even if its value varies differ from those listed here. So do not depend solely on the ”Normal Condition” hera when deciding whether the part is faulty or not. Hand–heldtesterdisplay

MeasurementItem

NormalCondition*

Fuel System Bank 1 FUEL SYS #1

OPEN: Air–fuel ratio feedback stopped

Idling after warming up: CLOSED

CLOSED: Air–fuel ratio feedback operating Fuel System Bank 2 FUEL SYS #2

OPEN: Air–fuel ratio feedback stopped CLOSED: Air–fuel ratio feedback operating


Idling after warming up: CLOSED


CALC LOAD COOLANTTEMP

ENGINE

Calculator Load: Current intake air volume as a

Idling: 25.7 – 46.4 %

proportion of max. intake air volume

Racing without load (2,500rpm): 19.7 – 40.5 %

WaterTemp.SensorValue

Afterwarmingup:80–

SHORTFT#1

Short–termFuelTrimBank1

0

 20 %

LONGFT#1

Long–termFuelTrimBank1

0

 20 %

SHORTFT#2

Short–termFuelTrimBank2

0

 20 %

LONGFT#2

Long–termFuelTrimBank2

0

ENGINESPD

EngineSpeed

VEHICLESPD

VehicleSpeed

IGN ADVANCE

INTAKEAIR THROTTLE POS

O2S B1 S1

O2S B2 S1

O2S B1 S2

O2FT B1 S1

O2FT B2 S1

MIL ON RUN DIST INJECTOR MISFIRERPM MISFIRELOAD STARTERSIG A/C SIG PNPSW ELCTRCLLOADSIG CTP STOPLIGHTSW PS OIL PRESS SW

 20 % Idling: 700  50 rpm (N position) Vehiclestopped:0km/h(0mph) Idling:

Ignition Advance: Ignition Timing of Cylinder No.

BTDC10 – 18 (1ZZ–FE)

1

BTDC 8 – 12 (3ZZ–FE)

IntakeAirTemp.SensorValue

Equivalenttoambienttemp.

Voltage Output of Throttle Position Sensor Calcu-

Throttle fully closed: 8 – 20 %

lated as a percentage: 0 V → 0 %, 5 V

Throttle fully open: 64 – 96 %

→

100 %

Voltage Output of Oxygen Sensor Bank 1 Sensor 1 Voltage Output of Oxygen Sensor Bank 2 Sensor 1 Voltage Output of Oxygen Sensor Bank 1 Sensor 2 Oxygen Sensor Fuel Trim Bank 1 Sensor 1

Idling: 0.1 – 0.9 V

Idling: 0.1 – 0.9 V

Driving (50 km/h, 31 mph): 0.1 – 0.9 V 0  20 %

(Same as SHORT FT #1)

0  20 %

Oxygen Sensor Fuel Trim Bank 2 Sensor 1 (Same as SHORT FT #1) Distance since activation of check engine warning light FuelinjectiontimeforcylinderNo.1

When there is no DTC: 0 km/h (0 mph) Idling:1.92–3.37ms

EngineRPMforfirstmisfirerange

Misfire0:0rpm

Engineloadforfirstmisfirerange

Misfire0:0g/r

Starter Signal

Cranking: ON

A/C Switch Signal

A/C ON: ON

Park/NeutralPositionSwitchSignal

PorNposition:ON

ElectricalLoadSignal

DefoggerswitchON:ON

ClosedThrottlePosition

Throttlefullyclosed:ON

StopLightSwitchSignal

StoplightswitchON:ON

Power Steering Oil Pressure Switch Signal

Turn steering wheel: ON

Fuel Cut Idle: Fuel cut when throttle valve fully FC IDL FC TAU CYL#1 – CYL#4 IGNITION INTAKECTRL VSV A/CCUTSIG

Fuel cut operating: ON

closed, during deceleration Fuel Cut TAU:Fuel cut during very light load

Fuelcutoperating:ON

Abnormalrevolution variation foreach cylinder

0%

Total number of ignition for every 1,000 revolutions IntakeAirControlValveVSVSignal A/C Cut Signal

0 – 400 VSVoperating:ON

A/CS/W OFF: ON

FUEL PUMP

Fuel Pump Signal

Idling: ON

EVAP(PURGE)VSV

EVAPVSVSignal

VSVoperating:ON


95C (176 – 203


TOTAL FT B1

TOTAL FT B2

ENGINE

Total Fuel Trim Bank 1: Average value for fuel trim system of bank 1 Total Fuel Trim Bank 1: Average value for fuel trim system of bank 2

Idling: 0.5 – 1.4

Idling: 0.5 – 1.4

Oxygen Sensor Lean Rich Bank 1 Sensor 1: O2 LR B1 S1

Response time for oxygen sensor output to

Idling after warming up: 0 – 1,000 msec.

switch from lean to rich Oxygen Sensor Lean Rich Bank 2 Sensor 1: O2 LR B2 S1



switch from lean to rich Oxygen Sensor Rich Lean Bank 1 Sensor 1: O2 RL B1 S1



switch from rich to lean Oxygen Sensor Rich Lean Bank 2 Sensor 1: O2 RL B2 S1



switch from rich to lean ∗

: If no conditions are specifically stated for ”ldling”, it means the shift lever is at the N or P position, the A/C switch is OFF and all accessory switches are OFF.



ENGINE DI12C–20

DIAGNOSTIC TROUBLE CODE CHART HINT: Parameters listed in the chart may not be exactly the same as your reading due to the type of instrument or other factors. If a malfunction code is displayed during the DTC check in the check mode, check the circuit for the codes listed in the table below. For details of each code, refer to the ’’See page’’ under the respective ’’DTC No.’’ in the DTC chart. *1

DTC No.

Detection Item

(See page)

TroubleArea

CHK ENG

Memory

(MIL) P0100

Air Flow Meter Circuit Malfunc-

(DI–26)

tion

P0101

Air Flow Meter Circuit Range/

(DI–30)

PerformanceProblem

P0110

Intake Air Temp. Circuit Malfunc-

(DI–31)

tion

P0115 (DI–36)

 Open or short in air flow meter circuit  Air flow meter













































 Engine ECU  Air flow meter  Open or short in intake air temp. sensor circuit  Intake air temp. sensor (built into air flow meter)  Engine ECU  Open or short in water temp. sensor circuit

Water Temp. Circuit Malfunction

 Water temp. sensor  Engine ECU

P0120

Throttle Position Sensor Circuit

(DI–40)

Malfunction

 Open or short in throttle position sensor circuit  Throttle position sensor  Engine ECU  Open or short in A/F sensor (bank 1, 2 sensor 1) circuit 

A/F sensor (bank 1, 2 sensor 1)

P0125

Insufficient Water Temp. for

(DI–44)

Closed Loop Fuel Control

 Air induction system  Fuel pressure  Injector

 Gas leakage on exhaust system  Engine ECU  Air induction system

P0130

Oxygen Sensor Circuit Malfunc-

(DI–49)

tion (Bank 1 Sensor 1)

 Fuel pressure  Injectorinjection  Open or short in heated oxygen sensor circuit  Heated oxygen sensor  Open or short in oxygen sensor circuit  Oxygen sensor

P0133

Oxygen Sensor Circuit Slow Re-

 Air induction system

(DI–53)

sponse (Bank 1 Sensor 1)

 Fuel pressure  Injector  Engine ECU 

P0135 (DI–56)

Oxygen Sensor Heater Circuit Malfunction (Bank 1 Sensor 1)

 Oxygen sensor heater

Open or short in heater circuit of oxygen sensor

 Engine ECU

P0136


 Open or short in oxygen sensor circuit

(DI–58)


 Oxygen sensor

P0141

Oxygen Sensor Heater Circuit

(DI–56)

Malfunction (Bank 1 Sensor 2)


 Open or short in heater circuit of oxygen sensor  Oxygen sensor heater  Engine ECU


ENGINE


P0150*2


(DI–49)


 Fuel pressure  Injectorinjection





























 Open or short in heated oxygen sensor circuit  Heated oxygen sensor  Open or short in oxygen sensor circuit  Oxygen sensor

P0153*2

Oxygen Sensor Circuit Slow Re-


(DI–53)

sponse (Bank 2 Sensor 1)

 Fuel pressure  Injector  Engine ECU

P0155*2

Oxygen Sensor Heater Circuit

(DI–56)

Malfunction (Bank 2 Sensor 1)

 Open or short in heater circuit of oxygen sensor  Oxygen sensor heater  Engine ECU  Air induction system  Injector blockage  Air flow meter

P0171

System too Lean (A/F Lean Mal-

 Water temp. sensor

(DI–60)

function, Bank 1)

 Fuel pressure  Open or short in A/F sensor (bank 1 sensor 1) circuit  A/F sensor (bank 1 sensor 1)  Engine ECU  Injector leak, blockage  Air flow meter  Water temp. sensor

P0172

System too Rich (A/F Rich Mal-

(DI–60)

function, Bank 1)

 Ignition system  Fuel pressure  Open or short in A/F sensor (bank 1 sensor 1) circuit  Gas leakage on exhaust system  A/F sensor (bank 1 sensor 1)  Engine ECU  Air induction system  Injector blockage  Air flow meter

P0174*2

System too Lean (A/F Lean Mal-


(DI–60)

function, Bank 2)

 Fuel pressure  Open or short in A/F sensor (bank 2 sensor 1) circuit  A/F sensor (bank 2 sensor 1)  Engine ECU  Injector leak, blockage  Air flow meter  Water temp. sensor

P0175*2

System too Rich (A/F Rich Mal-

(DI–60)

function, Bank 2)

 Ignition system  Fuel pressure  Open or short in A/F sensor (bank 2 sensor 1) circuit  Gas leakage on exhaust system  A/F sensor (bank 2 sensor 1)  Engine ECU



ENGINE

P0300

Random/MultipleCylinderMisfire

 Open or short in engine wire

(DI–64)

Detected

 Connectorconnection

P0301 (DI–64) P0302 (DI–64) P0303 (DI–64) P0304

 Vacuum hose connection

Cylinder 1 Misfire Detected

 Ignition system 


 Fuel pressure  Air flow meter















































 Compressionpressure  Valve clearance


(DI–64)

 Valve timing  Engine ECU  Open or short in knock sensor circuit

P0325

Knock Sensor 1 Circuit Malfunc-

(DI–69)

tion (Bank 1)

P0335

Crankshaft Position Sensor Cir-

 Crankshaft position sensor

(DI–73)

cuit Malfunction (NE Signal)

 Crank angle sensor plate

 Knock sensor (looseness)  Engine ECU  Open or short in crankshaft position sensor circuit

 Engine ECU  Open or short in camshaft position sensor circuit

P0340

Camshaft Position Sensor Circuit

 Camshaft position sensor

(DI–75)

Malfunction (G Signal)

 Intake camshaft  Engine ECU

P0420

Catalyst System Efficiency Be-

(DI–77)

low Threshold (Bank 1)

P0443

Evaporative Emission Control

 Gas leakage on exhaust system  Oxygen sensor  Three–way catalytic converter  Open or short in VSV circuit for EVAP

(DI–80)

System Purge Control Vent Con-  VSV for EVAP trolMalfunction  Engine ECU

P0500

Vehicle Speed Sensor Malfunc-

 Open or short in vehicle speed sensor circuit

(DI–82)

tion

 Vehicle speed sensor

 Combinatonmeter

 Engine ECU  Open or short in ISC valve circuit

P0505 (DI–85)

 ISC valve is stick or closed

Idle Control System Malfunction

 A/C switch circuit  Air induction system  Engine ECU  Ignition system

P1300 (DI–88)

 Open or short in IGF or IGT1 circuit from No. 1 ignition coil

Igniter Circuit Malfunction (No. 1)

with igniter to engine ECU  No. 1 ignition coil with igniter  Engine ECU  Ignition system

P1305 (DI–88)



with igniter to engine ECU  No. 2 ignition coil with igniter  Engine ECU  Ignition system

P1310 (DI–88)



with igniter to engine ECU  No. 3 ignition coil with igniter  Engine ECU



ENGINE

 Ignition system

P1315 (DI–88)



with igniter to engine ECU





–



























 No. 4 ignition coil with igniter  Engine ECU

P1335 (DI–95)

Crankshaft Position Sensor Circuit Malfunction (During engine running)

 Open or short in crankshaft position sensor circuit  Crankshaft position sensor  Crank angle sensor plate  Engine ECU

VVT Sensor/Camshaft Position

 Mechanical system (Jumping teeth of timing chain, chain

(DI–96)

Sensor Circuit Range/Performance Problem (Bank 1)

 Engine ECU

P1349

VVT System Malfunction (Bank

 OCV

(DI–97)

1)

 VVT controller assembly

P1346

stretched)

 Valve timing

 Engine ECU

P1520*3 (DI–100) P1600 (DI–104) P1656 (DI–106) P1780*3 (DI–108)

 Open or short in stop light switch signal circuit

Stop Light Switch Signal Circuit

 Stop light switch  Engine ECU

Engine ECU BATTMalfunction

OCV Circuit Malfunction (Bank 1)

 Open in back up power source circuit  Engine ECU  Open or short in OCV circuit  OCV  Engine ECU  Short in neutral start switch circuit

Neutral Start Switch Malfunction

 Neutral start switch  Engine ECU

*1:  ... CHK ENG (MIL) lights up. – ... CHK ENG (MIL) does not light up. *2: Only for 1ZZ–FE engine vehicle. *3: Only for A/T models.



ENGINE DI80T–01

PARTS LOCATION 1ZZ–FE Engine

Engine ECU

Water Temp. Sensor

Circuit Opening Relay

VSV for EVAP Combination Meter

Oxygen Sensor (Bank 1 Sensor 1)

DLC3

Ignition Coil with Igniter Oxygen Sensor (Bank 1 Sensor 2)

OCV Injector Crankshaft Position Sensor

Air Flow Meter

Knock Sensor

Three–Way Catalytic Converter

Camshaft Position Sensor Throttle Position Sensor

Engine Room J/B, R/B Idle Speed Control (ISC) Valve Neutral Start Switch Fuel Pump

Charcoal Canister

Oxygen Sensor (Bank 2 Sensor 1)

Engine Room J/B, R/B A/C Magnetic Clutch Relay (Marking: MG CLT)

EFI Main Relay (Marking: EFI)

Starter Relay

A14593



ENGINE

3ZZ–FE Engine Engine ECU

Circuit Opening Relay

VSV for EVAP

Combination Meter

DLC3

Ignition Coil with Igniter Oxygen Sensor (Bank 1 Sensor 2)

Injector OCV

Air Flow Meter Crankshaft Position Sensor Knock Sensor

Three–Way Catalytic Converter

Camshaft Position Sensor Throttle Position Sensor

Engine Room J/B, R/B

Idle Speed Control (ISC) Valve Oxygen Sensor (Bank 1 Sensor 1) Neutral Start Switch Water Temp. Sensor Engine Room J/B, R/B Fuel Pump

Charcoal Canistar

A/C Magnetic Clutch Relay (Marking: MG CLT)

EFI Main Relay (Marking: EFI)

Starter Relay

A13820



ENGINE DI80U–01

TERMINALS OF ECU M/T: E18

E19

13 12 11 10 9 8 7 6 5 4 3 2 1 26 25 24 23 22 21 20 19 18 17 16 15 14

8 7

6

5

4

E20

3

2 1

16 15 14 13 12 11 10 9

11 10 9 8

7

6

5

4

3

2 1

22 21 20 19 18 17 16 15 14 13 12

P19559

Symbols(Terminal No.) BATT (E20–1) E1 –(E18–14)

WiringColor B–Y – BR

IGSW (E20–15) – E1 (E18–14)

Condition 14 –9

B–R – BR

+B (E20–12) – E1 (E18–14)

STDVoltage(V)

Always switch IG ON

14 – 9

B–R–B R

VC (E19–1) E2 –(E19–9)

R – BR

VTA (E19–11) – E2 (E19–9)

IG switch ON B–W – BR

4.5 5.5 – IGswitchON,Acceleratorpedalfullyclosed

0.4–1.0

IGswitchON,Acceleratorpedalfullyopen

3.2–4.8

THA (E19–3) – E2 (E19–9)

Y–B – BR

Idling, Intake air temp. 20

THW (E19–4) – E2 (E19–9)

W–G – BR

Idling,Water temp. 80

STA(E20–11)–E1(E18–14)

R–G–BR

#10 (E18–12) – E01 (E18–13)

3.4–0.5 0.2 – 1.0

Shiftleverpositionneutral,IGswitchSTART

W–L – BR

#20 (E18–11) – E01 (E18–13)

C (68F)

 

switch IG ON

6.0ormore 14 – 9

R – BR

#30 (E18–25) – E01 (E18–13)

R–L – BR

#40 (E18–24) – E01 (E18–13)

R–W – BR

IGT1 (E18–20) – E1 (E18–14)

L–R – BR

IGT2 (E18–21) – E1 (E18–14)

L–W – BR

IGT3 (E18–22) – E1 (E18–14)

B – BR

IGT4 (E18–23) – E1 (E18–14)

B – BR

Pulsegeneration (See page DI–64)

Idling

Pulsegeneration

Idling

(See page DI–88)

switch IGON IGF (E18–3) – E1 (E18–14)

B–W – BR

G2(E19–12)– NE–(E19–13)

L –W

NE+(E19–5)–NE–(E19–13)

B –W

MREL (E20–16) E1 –(E18–14) FC (E20–14) E1 –(E18–14)

B BR –

STP (E20–4) – E1 (E18–14)

Pulsegeneration

Idling

(See page DI–88) Pulsegeneration

Idling

IG switch ON

G–R – BR

5.5 – 4.5

(See page DI–73) 14 – 9

IG switch ON

G–W – BR

14 – 9

Brake pedal is depressed

7.5 14 –

Brake pedal is released OX1A (E19–6) – E1 (E18–14)

OX1B (E19–14) – E1 (E18–14)

W – BR

W–R – BR

OX2A (E18–6) – E1 (E18–14)

B – BR

HT1A (E19–7) – E1 (E18–14)

G – BR

HT1B (E19–15) – E1 (E18–14)

L–R – BR

HT2A (E19–16) – E1 (E18–14)

LG – BR


Below 1.5

Maintain engine speed at 2,500 rpm for 1 min. and 30 sec. after

Pulsegeneration

warming up

(See page DI–44)

Maintain engine speed at 2,500 rpm for 3 min. after warming up

Pulsegeneration (See page DI–44)

Maintain engine speed at 2,500 rpm for 1 min. and 30 sec. after

Pulsegeneration

warming up

(See page DI–44)

Idling switch IG ON

Below 3.0 14 – 9


KNK1 (E18–18) – E1 (E18–14)

W –BR

TC (E20–6) – E1 (E18–14)

LG–R – BR

W (E20–5)– E1 (E18–14)

switch IG ON

R–W

– OCV– (E18–1)

P – BR

(See page DI–69) 14 – 9

Idling

14

switch IG ON

9

Pulsegeneration (See page DI–97) 14– 9

A/C switch OFF

Below 2.0 V

EVP1 (E18–7) E1 – (E18–14)

B–L BR –

IG switch ON

14 – 9

RSO (E18–15) E1 – (E18–14)

B–Y BR –

IG switch ON

14 – 9


– Below 3.0

IGswitchON A/C switch ON

ACT (E20–21) – E1 (E18–14)

Pulsegeneration

Maintain engine speed at 4,000 rpm after warming up

Y–B –B R

OCV+ (E18–2)

ENGINE


ENGINE

A/T: E18

9 8

7 6 5

E19

4 3

2

7 6 5 4 3

1

E20

2 1

21 20 19 18 17 16 15 14 13 12 11 10

16 15 14 13 12 11 10 9 8

313 0 29

24 23 22

282 7

26 25 24 23 22

9

21 20 19 18 17

8 7

6 5 4

E21

3 2 1

7

6

5 4 3 2 1

19 18 17 16 15 14 13 12 11 10

15 14 13 12 11 10 9 8

28 27 26 25 24 23

22 21 20 19 18

22 21 20

17 16

A10774

Symbols(Terminal No.) BATT (E21–1) E1 –(E19–17)

WiringColor B–Y – BR

IGSW (E21–8) – E1 (E19–17)

Condition

STDVoltage(V)

Always

14 –9

B–R – BR

+B (E21–16) – E1 (E19–17)

switch IG ON

B–R– BR

VC (E19–2) E2 –(E19–18)

R – BR

VTA (E19–23) – E2 (E19–18)

14 – 9

IG switch ON

B–W – BR

4.5 5.5 – IGswitchON,Acceleratorpedalfullyclosed

0.4–1.0

IGswitchON,Acceleratorpedalfullyopen

3.2–4.8

C (68F)

THA (E19–22) – E2 (E19–18)

Y–B – BR

Idling, Intake air temp. 20

THW (E19–14) – E2 (E19–18)

W–G – BR

Idling, Water temp. 80  

STA(E20–11)–E1(E19–17)

R–G–BR

#10 (E18–1) – E01 (E18–21)

0.2 – 1.0

ShiftleverpositionPorN,IGswitchSTART

W–L – BR

#20 (E18–2) – E01 (E18–21)

3.4–0.5

switch IG ON

6.0ormore 14 – 9

R – BR

#30 (E18–3) – E01 (E18–21)

R–L – BR

#40 (E18–4) – E01 (E18–21)

R–W – BR

IGT1 (E18–10) – E1 (E19–17)

L–R – BR

IGT2 (E18–11) – E1 (E19–17)

L–W – BR

IGT3 (E18–12) – E1 (E19–17)

B – BR

IGT4 (E18–13) – E1 (E19–17)

B – BR

Pulsegeneration Idling

(See page DI–64)

Pulsegeneration

Idling

(See page DI–88)

switch IGON IGF (E18–25) – E1 (E19–17)

B–W – BR

G2(E19–15)– NE–(E19–24)

L –W

NE+ (E19–16) – NE– (E19–24)

B –W

MREL (E20–21) E1 –(E19–17) FC (E21–3) E1 –(E19–17)

B BR –

Pulsegeneration

Idling

(See page DI–88) Pulsegeneration

Idling

IG switch ON

G–R – BR

5.5 – 4.5

(See page DI–73) 14 – 9

IG switch ON

14 – 9 Brake pedal is depressed

7.5 14 –

STP (E20–6) – E1 (E19–17)

G–W – BR

OX1A (E19–12) – E1 (E19–17)

W – BR

Maintain engine speed at 2,500 rpm for 90 sec. after warming up

OX1B (E19–20) – E1 (E19–17)

W–R – BR

Maintain engine speed at 2,500 rpm for 3 min. after warming up

OX2A (E19–21) – E1 (E19–17)

B – BR

Maintain engine speed at 2,500 rpm for 90 sec. after warming up

HT1A (E19–3) – E1 (E19–17)

G – BR

HT1B (E19–6) – E1 (E19–17)

L–R – BR

Brake pedal is released

Below 1.5 Pulsegeneration

HT2A (E19–5) – E1 (E19–17) KNK1 (E18–27) – E1 (E19–17)

Idling

LG – BR

switch IG ON

W –BR

Maintain engine speed at 4,000 rpm after warming up


(See page DI–44) Pulsegeneration (See page DI–44) Pulsegeneration (See page DI–44) Below 3.0

14 – 9 Pulsegeneration (See page DI–69)


TC (E20–5) – E1 (E19–17)

LG–R – BR

W (E21–15)– E1 (E19–17)

Y–B –B R

OCV+ (E18–24)

R–W

– OCV– (E18–23) AC(E21–18) – E1 (E19–17) ACT (E21–12) E1 – (E19–17)

switch IG ON

L–B–BR P BR –

ENGINE 14 – 9

Idling

14

switch IG ON

A/CswitchON A/C switch OFF

9

Pulsegeneration

IGswitchON

(See page DI–97) Below 1.5 14 – 5

EVP1 (E19–4) E1 – (E19–17)

B–L BR –

IG switch ON

14 – 9

RSO (E18–18) E1 – (E19–17)

B–Y BR –

IG switch ON

14 – 9


– Below 3.0


ENGINE DI1IA–22

PROBLEM SYMPTOMS TABLE When the malfunction is not confirmed in the diagnostic trouble code check and the problem still can not be confirmed in the basic inspection, proceed to this problem symptoms table and troubleshoot according to the numbered order given below. Symptom

Engine does not crank (Does not start)

Suspected Area

ST–4

2. Starter relay

ST–12

3. Body ECU

No initial combustion (Does not start)

No complete combustion (Does not start)

Engine cranks normally (Difficult to start)

Cold engine (Difficult to start)

Hot engine (Difficult to start)

Low engine idle speed (Poor idling)

Rough idling (Poor idling)

Hunting (Poor idling)

Hesitation/Pooracceleration (Poor driveability)


–

1. Engine ECU power source circuit

DI–113

2. Ignition coil with igniter 3. Fuel control circuit

DI–88 DI–124

4. Injector circuit

DI–64

1. Ignition coil with igniter

DI–88

2. Fuel control circuit

DI–124

3. Injector circuit

DI–64

1. Starter signal circuit

DI–111


DI–88

3. Spark plug

IG–1

4. Compression

EM–4

5. Injector circuit

DI–64


DI–124

7. ISC valve circuit

DI–85


DI–111

2. Injector circuit

DI–64


DI–88

4. Spark plug

IG–1

5. Fuel control circuit 6. ISC valve circuit

DI–124 DI–85


DI–111

2. Injector circuit

DI–64


DI–88

4. Spark plug 5. Fuel control circuit

High engine idle speed (Poor idling)

See page

1. Starter

IG–1 DI–124


DI–85


DI–113

2. Back up power source circuit

DI–104


DI–85

1. Injector circuit

DI–64

2. Back up power source circuit

DI–104


DI–124


DI–85


DI–85

2. Injector circuit

DI–64

3. Fuel control circuit 4. Ignition coil with igniter

DI–124 DI–88

5. Compression

EM–4


DI–113


DI–124


DI–85

1. Injector circuit

DI–64


DI–88


DI–124


ENGINE

1. Ignition coil with igniter Muffler explosion, after fire (Poor driveability)

Surging (Poor driveability)

Engine stall (Soon after starting)

Engine stall (After accelerator pedal depressed)

Engine stall (After accelerator pedal released)

Engine stall (During A/C operation)


DI–88

2. Spark plug

IG–1

3. Injector circuit

DI–64

1. Spark plug

IG–1

2. Injector circuit

DI–64


DI–124


DI–85

1. Injector circuit

DI–64


DI–85

3. Engine ECU

DI–113

1. Engine ECU

DI–113


DI–85

1. A/C signal circuit (Compressor circuit)

DI–129

2. Engine ECU

DI–113


ENGINE DI7GR–05

CIRCUIT INSPECTION D TC

P 0 10 0

Air Flow Meter Circuit Malfunction

CIRCUIT DESCRIPTION The air flow meter uses a platinum hot wire. The hot wire air flow meter consists of a platinum hot wire, thermistor and a control circuit installed in a plastic housing. The hot wire air flow meter works in principle that the hot wire and thermistor located in the intake air bypass of the housing detect any changes in the intake air temperature. The hot wire is maintained at the set temperature by controlling the current flow through the hot wire. This current flow is then measured as the output voltage of the air flow meter. The circuit is constructed so that the platinum hot wire and thermistor can provide a bridge circuit with the power transistor, and controlled so that the potential of A and B remains equal in order to maintain the set temperature. B+

Thermistor

Air Flow Meter Power Transistor

Platinum Hot Wire

A

B

Output Voltage

Intake Air Temp. Sensor

Thermistor Platinum Hot Wire

 

DTC No.

P0100

A12542

DTC Detection Condition

Trouble Area

Open or short in air flow meter circuit with more than 3 sec.. and engine speed is less than 3,000 rpm

 Open or short in air flow meter circuit  Air flow meter  Engine ECU

HINT: After confirming DTC P0100, use the hand–held tester to confirm the air flow ratio from the CURRENT DATA. Air Flow Value (gm/sec.)

Malfunction  Air flow meter power source circuit open

Approx. 0.0 271.0 or more


 VG circuit open or short  EVG circuit open


ENGINE

WIRING DIAGRAM

From Terminal 3 of EFI Relay (See page DI–113)

A28 Air Flow Meter

B–R 1

E2G

+B

Engine ECU

V

10*1, 1*2 E19 EVG

V–R

2*1, 11*2 E19 VG

BR

9*1, 18*2 E19 E2

2

VG 3 E2

5

*1: M/T *2: A/T A14231

INSPECTION PROCEDURE HINT: Read freeze frame data using the hand–held tester, as freeze frame data records the engine conditions when the malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running or stopped, the engine was warmed up or not, the air–fuel ratio was lean or rich, etc. at the time of the malfunction.

1

Connect ha nd–held te ster, and read value of air flow rate.

PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) Turn the ignition switch ON and push the hand–held tester main switch ON. (c) Start the engine. CHECK: Read the air flow rate on the hand–held tester. RESULT: Type I Air Flow Rate (gm/sec.)


Type II

0.0

271.0 or more

Type I

Go to step 2.

Type II

Go to step 5.


2

ENGINE

Check voltage of air flow meter power source. PREPARATION: (a) Disconnect the air flow meter connector. (b) Turn the ignition switch ON. CHECK: Measure the voltage between terminal 1 of the air flow meter connector and the body ground. OK: Voltage: 9 – 14 V

ON

1 (+) (–)  

A00099

NG

Check for open in harness and connector between EFI main relay (Marking: EFI) and air flow meter (See page IN–20).

OK

3

Check voltage between terminals VG of engine ECU connector and body ground. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Start the engine. CHECK: Measure the voltage between terminal VG of the engine ECU connector and the body ground while the engine is idling. OK: Voltage: 0.2 – 4.9 V (P or N position and A/C switch OFF)

START VG

M/T

(–)

A/T

(+)

VG

(+)

(–)

OK

  

Check and replace engine ECU (See page IN–20).

A11707

NG

4

Check for open and short in harness and connector between air flow meter and engine ECU (See page IN–20).



NG

ENGINE

Repair or replace harness or connector.

OK

Replace air flow meter.

5

Check continuity between terminal EVG of engine ECU connector and body ground. PREPARATION: Remove the glove compartment (See page FI–58). CHECK: Check the continuity between terminal EVG of the engine ECU connector and the body ground. OK: Continuity (1 Ω or less)

M/T EVG

A/T

EVG

NG  


A11708

OK

6

Check for open in harness and connector between air flow meter and engine ECU (See page IN–20).

NG

OK

Replace air flow meter. 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)



ENGINE DI1LC–12

D TC

P 0 10 1

Air Flow Meter Circuit Range/Performance Problem

CIRCUIT DESCRIPTION Refer to DTC P0100 on page DI–26. DTC No.


Trouble Area

After engine is warmed up, conditions (a) and (b) continue for more than 10 sec. at engine speed 900 rpm or less: (2 trip detection logic) (a) Throttle valve fully closed P0101

(b) Air flow meter output  2.2 V

 Air flow meter

Conditions (a) and (b) continue for more than 10 sec. at engine speed 1,500 rpm or more: (2 trip detection logic) (a) VTA  0.63 V (b) Air flow meter output  1.06 V


1

Are there any other codes (besides DTC P0101) being output?

NO

YES

Go to relevant DTC chart (See page DI–14).


Replace air flow m eter.


ENGINE DI7GU–04

D TC

P0110

Intake Air Temp. Circuit Malfunction

CIRCUIT DESCRIPTION The intake air temperature sensor is built in the air flow meter (See page DI–26) and senses the intake air temperature. A thermistor built in the sensor changes the resistance value according to the intake air temperature.

Fig. 1 30 20

The lower the intake air temperature, the greater the thermistor resistance value, and the higher the intake air temperature, the lower the thermistor resistance value (See Fig. 1). The intake air temperature sensor is connected to the engine ECU (See below). The 5 V power source voltage in the engine ECU is applied to the intake air temperature sensor from terminal THA via resistor R. That is, resistor R and the intake air temperature sensor are connected in series. When the resistance value of the intake air temperature sensor changes in accordance with changes in the intake air temperature, the potential at terminal THA also changes. Based on this signal, the engine ECU increases the fuel injection volume to improve driveability during the cold engine operation.

10

5

Acceptable

Ω 3

k e 2 c n ta 1 s i s 0.5 e R0.3 0.2 0.1

20 – (–4)

0 32

20 68

40 104

60 140

80 176

100 212

temperature  C (F) FI4741

DTC No.

P0110

DTC Detection Condition Open or short in intake air temp. sensor circuit for 0.5 sec. or more.

Trouble Area  Open or short in intake air temp. sensor circuit  Intake air temp. sensor (built in air flow meter)  Engine ECU

HINT: After confirming DTC P0110, use the hand–held tester to confirm the intake air temperature from the CURRENT DATA. Temperature Displayed –40C (–40) 140C (284 more or)


Malfunction Open circuit Short circuit


ENGINE

WIRING DIAGRAM A28 Intake Air Temp. Sensor (Built in Air Flow Meter)

Engine ECU 5V

THA

Y–B 4

3*1,

22*2 E19

THA

R

9*1, 18*2 E2

BR 5

E19 E2

E1

*1: M/T *2: A/T A10940

INSPECTION PROCEDURE HINT: If DTCs P0100, P0110, P0115 and P0120 are output simultaneously, E2 (sensor ground) may be open.  Read freeze frame data using the hand–held tester, as freeze frame data records the engine condi tions when the malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running or stopped, the engine was warmed up or not, the air–fuel ratio was lean or rich, etc. at the time of the malfunction.

1

Connect hand–held tester, and read value of intake air temperature.

PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) Turn the ignition switch ON and push the hand–held tester main switch ON. CHECK: Read the temperature value on the hand–held tester. OK: Same value as the actual intake air temperature. HINT: If there is open circuit, hand–held tester indicates –40C (–40 F).  If there is short circuit, hand–held tester indicates 140 C (284 F)    NG

OK

Check for intermittent problems (See page DI–3).


–40 C (–40) ... Go to step 2 140C (284) or more ... Go to step 4.


2

ENGINE

Check for o pen in harness or engine ECU. ON Engine ECU


5V 1 2 4 3* , 22* THA E19

9*1, 18*2 E2 E19

E1

5  

PREPARATION: (a) Disconnect the air flow meter connector. (b) Connect the sensor wire harness terminals together. (c) Turn the ignition switch ON. CHECK: Read the temperature value on the hand–held tester. OK: Temperature value: 140°C (284°F) or more

A12237

OK

Confirm good connection at sensor. If OK, replace air flow meter.

NG

3

Check for open in harness or engine ECU connector. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Connect between terminals THA and E2 of the engine

ON

Engine ECU


3*1, 22*2

4

THA E19 9*1, 18*2 E19E2

5 M/T

A/T

THA

THA

*1: M/T *2: A/T

5V

E1

E2

ECU connector. HINT: The air flow meter connector is disconnected. Before checking, do a visual and contact pressure check for the engine ECU connector (See page IN–20). CHECK: Read the temperature value on the hand–held tester. OK: Temperature value: 140°C (284°F) or more

E2

   

OK A11709

NG


Open in harness between terminals E2 or THA, repair or replace harness.


ENGINE

Confirm good connection at engine ECU. If OK, check and replace engine ECU (See page IN–20).

4

Check for short in harness and engine ECU. ON Engine ECU

Intake Air Temp. Sensor 4

3*1, 22*2 E19

9*1, 18*2 E19

5  

5V THA

E2 E1

*1: M/T *2: A/T A12238

PREPARATION: (a) Disconnect the air flow meter connector. (b) Turn the ignition switch ON. CHECK: Read the temperature value on the hand–held tester. OK: Temperature value: –40°C (–40°F) OK

Replace air flow m eter.

NG

5

Check for short in harness or engine ECU. ON Intake Air Temp. Sensor

Engine ECU 5V

4

THA

E2 E1

5 M/T

PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Disconnect the E19 c onnector from the engine ECU (See page FI–58). HINT: The air flow meter connector is disconnected. (c) Turn the ignition switch ON. CHECK: Read the temperature value on the hand–held tester. OK: Temperature value: –40°C (–40°F)

E19 Connector A/T

   

E19 Connector A11713


OK



NG



ENGINE


ENGINE DI7GV–04

D TC

P0115

Water Temp. Circuit Malfunction

CIRCUIT DESCRIPTION A thermistor built in the water temperature sensor changes the resistance value according to the water temperature. The structure of the sensor and connection to the engine ECU is the same as in the DTC P0110 shown on page DI–31. DTC No.


P0115

Trouble Area

Open or short in water temp. sensor circuit for 0.5 sec. or

 Open or short in water temp. sensor circuit

condition below continues for 0.5 sec. or more:


 THW out put 0.1 (V) or 4.9 (V) THW out put

 Engine ECU

HINT: After confirming DTC P0115, use the hand–held tester to confirm the water temperature from the CURRENT DATA. Temperature Displayed

Malfunction

–40C (–40F)

Open circuit

140C (284  

Short circuit

WIRING DIAGRAM Engine ECU W2 Water Temp. Sensor

5V 4*1,

THW 2

W–G

BR

E2

14*2 E19

THW

9*1, 18*2 E19

E2

1

E2

*1: M/T *2: A/T

A10940


1

Connect han d–held te ster, an d read value of wa ter te mperature.

PREPARATION: (a) Connect the hand–held tester to the DLC3. 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)


ENGINE

(b) Turn the ignition switch ON and push the hand–held tester main switch ON. CHECK: Read the temperature value on the hand–held tester. OK: Same value as the actual water temperature. HINT: If there is open circuit, hand–held tester indicates –40C (–40F).  If there is short circuit, hand–held tester indicates 140 C (284 F) or more.  NG

–40 C (–40F) ... Go to step 2. 140C (284F) or more ... Go to step 4.

OK


2

Check for o pen i n h arness o r e ngine E CU. ON Water Temp.

Engine ECU

Sensor 2

E19

9*1, 18*2 E19

1

5V

4*1, 14*2 THW E2

E1

*1: M/T *2: A/T

 

PREPARATION: (a) Disconnect the water temperature sensor connector. (b) Connect the sensor wire harness terminals together. (c) Turn the ignition switch ON. CHECK: Read the temperature value on the hand–held tester. OK: Temperature value: 140°C (284°F) or more

A12237

OK

NG


Confirm good connection at sensor. If OK, replace water temperature sensor.


3

ENGINE

Check for o pen in harness or engine ECU. ON

Water Temp. Sensor

Engine ECU 

2

4*1,1 4*2 E19



1

M/T

*1: M/T *2: A/T

THW



E2

THW

A/T

E19 9*1, 18*2

PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Connect betw een terminals THW and E2 of the engine ECU connector. HINT: The water temperature sensor connector is disconnected. Before checking, do a visual and contact pressure check for the engine ECU connector (See page IN–20). (c) Turn the ignition switch ON. CHECK: Read the temperature value on the hand–held tester. OK: Temperature value: 140°C (284°F) or more

E2

   

OK

Open in harness between terminals E2 or THW, repair or replace harness.

A11712

NG

Confirm good connection at engine ECU. If OK, check and replace engine ECU (See page IN–20).

4

Check for short in harness and engine ECU.

ON Engine ECU Water Temp. Sensor

5V 4*1, 14*2

2

E19

THW

9*1, 18*2 E2 E19

1

E1

PREPARATION: (a) Disconnect the water temperature sensor connector. (b) Turn the ignition switch ON. CHECK: Read the temperature value on the hand–held tester. OK: Temperature value: –40°C (–40°F)

*1: M/T *2: A/T

 


A12238

OK

Replace water temperature sensor.


ENGINE

NG

5

Check for short in harness or engine ECU. ON Engine ECU

Water temp.sensor

   





   

PREPARATION: (a) Disconnect the E19 c onnector from the engine ECU (See page FI–58). HINT: The water temperature sensor connector is disconnected. (b) Turn the ignition switch ON. CHECK: Read the temperature value on the hand–held tester. OK: Temperature value: –40°C (–40°F)

E19 Connector

E19 Connector

OK A11713

NG





ENGINE DI7GY–04

D TC

P 0 12 0

Throttle Position Sensor Circuit Malfunction

CIRCUIT DESCRIPTION Throttle Position Sensor

The throttle position sensor is mounted in the throttle body and detects the throttle valve opening angle. When the throttle valve is fully closed, the voltage of approximately 0.4 – 0.8 V is applied to terminal VTA of the engine ECU.

Engine ECU 5V

VC VTA

E2 E1

P24296

DTC No.

P0120

The voltage applied to the terminals VTA of the engine ECU increases in proportion to the opening angle of the throttle valve and becomes approximately 4.4 – 4.8 V when the throttle valve is fully opened. The engine ECU judges the vehicle driving conditions by these signals input in terminal VTA and uses them as one of the conditions for deciding the air–fuel ratio correction, power increase correction and fuel–cut control etc.


Trouble Area

Open or short in throttle position sensor circuit for 5 sec. or

 Open or short in throttle position sensor circuit

condition below continues for 5 sec. or more:

 Throttle position sensor

VTA  0.1 V or VTA  4.9 V

 Engine ECU

HINT: After confirming DTC P0120, use the hand–held tester to confirm the throttle valve opening percentage and closed throttle position switch condition. Throttle valve opening position expressed as percentage Throttlevalvefullyclosed %

Trouble Area

Throttlevalvefullyopen

0

%

 VC circuit open

0

Approx. 100%

 VTA circuit open or short

Approx.100%

 E2 circuit open

WIRING DIAGRAM T2 Throttle Position Sensor

Engine ECU 5V 1*1, 2*2 VC E19

R

VC 1

VTA

B–W

11*1, 23*2 E19 VTA

BR

9*1, 18*2 E19 E2

3

E2 2

*1: M/T *2: A/T

E1 A12544



ENGINE


1

Connect hand–held tester and read throttle valve opening percentage. PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) Turn the ignition switch ON and push the hand–held tester main switch ON. CHECK: Read the throttle valve opening percentage. OK: Throttle Valve

FI7052

OK

Throttle valve opening position expressed as percentage

Fully open

Approx. 70 %

Fully closed

Approx.10%


NG

2

Check voltage between terminal 1 of wire harness side connector and body ground. PREPARATION: (a) Disconnect the throttle position sensor connector. (b) Turn the ignition switch ON. CHECK: Measure the voltage between terminal 1 of the wire harness side connector and body ground. OK: Voltage: 4.5 – 5.5 V

ON 1 (+) (–)  

A05445

NG

OK


Go to step 5.


3

ENGINE

Check th rottle p osition s ensor (S ee page F I–32).

NG

Replace throttle position sensor.

OK

4

Check voltage between terminals VTA and E2 of engine ECU connector. ON

VTA

(+)

VTA

E2

M/T

(–)

E2

PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Turn the ignition switch ON. CHECK: Measure the voltage between terminals VTA and E2 of the engine ECU connector. OK:

A/T

Throttle Valve Fully closed Fully open

 

(+)

(–)

OK

Voltage 0.3 – 1.0 V 2.7 5.2 –V


A11716

NG

Check for open and short in harness and connector in VTA or E2 circuit between engine ECU and throttle position sensor (See page IN–20).



5

ENGINE

Check vol tage b etween t erminals V C an d E2 o f en gine E CU c onnector. VC

ON

(+)

  

VC

E2

(+)

(–)

E2

M/T

(–)

A/T

PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Turn the ignition switch ON. CHECK: Measure the voltage between terminals VC and E2 of the engine ECU connector. OK: Voltage: 4.5 – 5.5 V

NG


A11715

OK

Check for open and short in harness and connector in VC circuit between engine ECU and throttle position sensor (See page IN–20).



ENGINE DI7GZ–04

D TC

P 0 12 5

Insufficient Water Temp. for Closed Loop Fuel Control

CIRCUIT DESCRIPTION To obtain a high purification rate of the CO, HC and NOx components of the exhaust gas, a three–way catalytic converter is used. For the most efficient use of the three–way catalytic converter, the air–fuel ratio must be precisely controlled so that it is always close to the stoichiometric air–fuel ratio. The oxygen sensor (bank 1, 2 sensor 1) is characterized that its output voltage changes suddenly in the vicinity of the stoichiometric air–fuel ratio. This character is used to detect the oxygen concentration in the exhaust gas and provide the engine ECU with feedback to control the air–fuel ratio. When the air–fuel ratio becomes LEAN, the oxygen concentration in the exhaust gas increases and the oxygen sensor informs the engine ECU of the LEAN condition (small electromotive force: < 0.45 V). When the air–fuel ratio is RICHER than the stoichiometric air–fuel ratio, the oxygen concentration in the exhaust gas is reduced and the oxygen sensor informs the engine ECU of the RICH condition (large electromotive force: > 0.45 V). The engine ECU judges by the electromotive force from the oxygen sensor whether the air–fuel ratio is RICH or LEAN and controls the injection time accordingly. However, if malfunction of the oxygen sensor causes output of abnormal electromotive force, the engine ECU is unable to perform accurate air–fuel ratio control. The oxygen sensors include a heater which heats the zirconia element. The heater is controlled by the engine ECU. When the intake air volume is low (the temperature of the exhaust gas is low), current flows to the heater to heat the sensor for accurate oxygen concentration detection. Atmosphere Ideal Air–Fuel Mixture

Housing Platinum Electrode Solid Electrolyte (Zirconia Element)

Platinum Electrode Heater Coating (Ceramic)

Richer – Air–Fuel Ratio – Leaner

Cover  

DTC No.

P0125

e g a lt o V t u tp u O

Exhaust Gas

A00798


Trouble Area

After engine is warmed up, oxygen sensors (bank 1, 2 sensor

 Open or short in oxygen sensor (bank 1, 2 sensor 1) circuit

1) does not output RICH (0.45 V) even once when condi-

 Oxygen sensor (bank 1, 2 sensor 1)

tions (a), (b), (c) and (d) continue for at least 90 sec.:


(a) Engine speed: 1,400 rpm or more

 Fuel pressure

(b) Vehicle speed: 40 – 100 km/h (25 – 62 mph)

 Injector

(c) Throttle valve does not fully closed

 Gas leakage on exhaust system

(d) 180 sec. or more after starting engine

 Engine ECU



ENGINE

HINT:

                                              

WIRING DIAGRAM H17 Oxygen Sensor

Engine ECU

(Bank 1 Sensor 1) B–R 2 BR 4 From Terminal 3 of EFI Main Relay (See page DI–113)

W–B

+B

OX

E1

HT

W

B–R

G

7*1, 3*2 E19 HT1A

B

6*1, 21*2 E19 OX2A

1

2

+B

OX

E1

HT

3

A J39 J/C BR 4

B–R

1

12*2 E19 OX1A

3

H19 Oxygen Sensor (Bank 2 Sensor 1)

A J38 A A J38 J39

6*1,

16*1, 5*2 LG E19 HT2A

H18 Oxygen Sensor2) (Bank Sensor

BR

2 A BR J38

J/C

+B

A BR J39 4 E1

OX

W 3

HT 1

EX

L–R

5 5 IF2 IE2 (LHD)(RHD) 3 3 IF1 IE1 (LHD)(RHD)

14*1, 20*2 W–R E19 OX1B 15*1, 6*2 L–R E19 HT1B *1: M/T *2: A/T A14587

INSPECTION PROCEDURE HINT: If the vehicle runs out of fuel, the air–fuel ratio is LEAN and DTC P0125 is recorded. The CHK ENG  (MIL) then comes on. Read freeze frame data using the hand–held tester, as freeze frame data records the engine conditions when the malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running or stopped, the engine was warmed up or not, the air–fuel ratio was lean or rich, etc. at the time of the malfunction.



1


YES 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)



ENGINE

NO

2

Connect hand –held tester, and read value for output voltage of oxygen sensor (bank 1, 2 sensor 1).

PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) Warm up the engine to the normal operating temperature (above 75 C (167F)). CHECK: Read the output voltage of the oxygen sensors when the engine is suddenly raced. HINT: Perform quick racing to 4,000 rpm 3 times using the accelerator pedal. OK: Oxygen sensor output a RICH signal (0.45 V or more) at least once. OK

Go to step 9.

NG

3

Check for open and short in harness and connector between engine ECU and oxygen sensor (bank 1, 2 sensor 1) (See page IN–20).

NG


OK

4

Check whether misfire has occurred or not by monitoring DTC and data list.

NG

Perform troubleshooting for misfire (See page DI–24).

OK

5

Check air induction system (See page FI–1).

NG 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)

Repair or replace.


ENGINE

OK

6

Check fuel pressure (See page FI–7, FI–13).

NG

Check an d r epair fuel pu mp, pr essure regulator, fuel pipe line and filter.

OK

7

Check injector injection (See page FI–22).

NG

Replace i njector.

OK

8

Check gas leakage on exhaust system.

NG

Repair or replace.

OK

Replace oxygen sensor (bank 1, 2 sensor 1).

9

Perform confirmed driving pattern (See page DI–49).

GO

10

Is there D TC P0125 being o utput a gain?

YES




ENGINE

NO

11

Did vehicle run out of fuel in past?

NO

YES

DTC P0125 is caused by shortage of fuel.




ENGINE DI63V–05

D TC

P 0 13 0

Oxygen Sensor Circuit Malfunction (Bank 1 Sensor 1)

D TC

P 0 15 0

Oxygen Sensor Circuit Malfunction (Bank 2 Sensor 1)*

*: Only for 1ZZ–FE engine.

CIRCUIT DESCRIPTION        DTC No.


Trouble Area  Open or short in oxygen sensor circuit

P0130 P0150

Output voltage of oxygen sensor remains at 0.4 V or more, or 0.55 V or less, during idling after engine is warmed up (2 trip detection logic)

 Oxygen sensor  Air induction system  Fuel pressure  Injector  Engine ECU

HINT:    

                                                    

WIRING DIAGRAM       

CONFIRMATION DRIVING PATTERN

Vehicle speed 30 km/h 19 mph)

15 sec. or more

15 sec. or more

15 sec. or more

(d)

(d)

(d)

Idling(c)

(e)

(e)

(e)

100 sec. or more

20 sec. or more

20 sec. or more

30 sec.

IG SW OFF (a)(b)

A09299

(a) (b) (c) (d)

Connect the hand–held tester to the DLC3. Switch the hand–held tester from the normal mode to the che ck (test) mode (See page DI–3). Start the engine and let the engine idle for 100 seconds or more. Drive the vehicle at 30 km/h (19 mph) or more for 15 seconds or more.



ENGINE

(e) Let the engine idle for 20 seconds or more. (f) Let the engine idle for 30 seconds. HINT: If a malfunction exists, the CHK ENG (MIL) is indicated on the combination meter in step (f). NOTICE: If the conditions in this test are not strictly followed, detection of the malfunction is impossible. If you do not have a hand–held tester, turn the ignition switch OFF after performing steps (c) to (f) once, then perform steps (c) to (f) again.


1

Are there any other codes (besides DTC P0130 or P0150) being output?

YES


NO

2

Check output voltage of oxygen sensor during idling.

PREPARATION: Warm up the oxygen sensor with the engine speed at 2,500 rpm for approx. 90 sec. CHECK: Use the hand–held tester to read the output voltage of the oxygen sensor during idling. OK: Oxygen sensor output voltage: Alternates repeatedly between less than 0.4 V and more than 0.55 V (See the following table). NG

OK

NG

NG

1V 0.55 V 0.4 V 0V A00292

OK


Go to step 7.


ENGINE

NG

3

Check for open and short in harness and connector between engine ECU and oxygen sensor (See page IN–20).

NG


OK

4


NG

Repair or replace.

OK

5


NG


OK

6


NG

OK

Replace oxygen sensor.


Replace i njector.


7

ENGINE

Perform confirmed driving pattern.

Go

8

Is there DTC P0130 or P0150 being output again?

NO

YES





ENGINE DI563–07

D TC

P 0 13 3

Oxygen Sensor Circuit Slow Response (Bank 1 Sensor 1)

D TC

P 0 15 3

Oxygen Sensor Circuit Slow Response (Bank 2 Sensor 1)*




Trouble Area  Open or short in oxygen sensor circuit

P0133 P0153

Response time for oxygen sensor’s output voltage to change from rich to lean, or vise–versa, is 1 sec. or more during idling after engine is warmed up (2 trip detection logic)

 Oxygen sensor  Air induction system  Fuel pressure  Injector  Engine ECU

HINT:

                                 

  

WIRING DIAGRAM Refer to DTC P0125 on page DI–44.


1

Are there any other codes (besides DTC P0133 or P0153) being output?

YES


NO

2

Check output voltage of oxygen sensor during idling.

PREPARATION: Warm up the oxygen sensor with the engine speed at 2,500 rpm for approx. 90 sec. 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)


ENGINE

CHECK: Use the hand–held tester to read the output voltage of the oxygen sensor during idling. OK: Oxygen sensor output voltage: Alternates repeatedly between less than 0.4 V and more than 0.55 V (See the following table).

P18349

OK

Go to step 7.

NG

3


NG


OK

4


NG

Repair or replace.

OK

5


NG


Check an d r epair fuel pu mp, pr essure regulator, fuel pipe line and filter (See page FI–1).


ENGINE

OK

6


NG

Replace i njector.

OK


7

Perform confirmation driving pattern (See page DI–49).

GO

8

Is there DTC P0133 or P0153 being output again?

NO

YES





ENGINE DI2S8–13

D TC

P 0 13 5


D TC

P 0 14 1


D TC

P 0 15 5

Oxygen Sensor Heater Circuit Malfunction (Bank 2 Sensor 1)*




Trouble Area

P0135

When heater operates, heater current exceeds 2 A (1ZZ–FE

 Open or short in heater circuit of oxygen sensor

P0141

engine, Sensor 1: 3.5A)

 Oxygen sensor heater

P0155

Heater current is 0.2 A or less when heater operates

 Engine ECU

HINT: Bank 1 refers to bank that includes cylinder No. 1.  Bank 2 refers to bank that excludes cylinder No. 1.  

           





1

Check voltage between terminals HT1A, HT1B, HT2A of engine ECU connector and body ground. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Turn the ignition switch ON. CHECK: Measure the voltage between terminals HT1A, HT1B, HT2A of the engine ECU connector and the body ground. HINT: Connect terminal HT1A to bank 1 sensor 1.  Connect terminal HT2A to bank 2 sensor 1.  Connect terminal HT1B to bank 1 sensor 2.  OK: Voltage: 9 – 14 V

ON HT1B

HT1A M/T

(+)

A/T

ENGINE

HT1B HT2A

(+)

(–)

HT1A

(–)

  

OK A14598


NG

2

Check resistance of oxygen sensor heater (See page FI–56).

NG

Replace o xygen s ensor.

OK

Check and repair harness or connector between EFI main relay (Marking: EFI) and oxygen sensor, and oxygen sensor and engine ECU (See page IN–20).



ENGINE DI68O–09

D TC

P 0 13 6

Oxygen Sensor Circuit Malfunction (Bank 1 Sensor 2)



Trouble Area

Output voltage of oxygen sensor remains at 0.4 V or more or 0.5 V or less when vehicle is driven at 40 km/h (25 mph) or P0136

more after engine is warmed up and water temperature is 40C (96 F) or more and engine speed is 1,400rpm or more (2 trip

 Open or short in oxygen sensor circuit  Oxygen sensor

detection logic)

HINT: Bank 1 refers to bank that includes cylinder No. 1.   

                              


CONFIRMATION DRIVING PATTERN

Vehicle speed 30 km/h (19 mph) Idling(c) IG SW OFF (a) (b)

60 sec. or more

Once 40 sec. or more

Twice 40 sec. or more

Nine times 40 sec. or more

(d)

(d)

(d)

(e) 10sec.

(e) 10sec.

(e) 10 sec.

A09300

(a)

Connect the hand–held tester to the DLC3.

(b) Switch the hand–held tester from the normal mode to the che ck (test) mode (See page DI–3). (c) Start the engine and let the engine idle for 60 seconds or more. (d) Drive the vehicle at 30 km/h (19 mph) or more for 40 seconds or more. (e) Let the engine idle for 10 seconds or more. (f) Preform steps (d) to (e) 9 times. NOTICE: If the conditions in this test are not strictly followed, detection of the malfunction is impossible. If you do not have a hand–held tester, turn the ignition switch OFF after performing steps (c) to (f) once, then perform steps (c) to (f) again. 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)


ENGINE

INSPECTION PROCEDURE HINT: Read freeze frame data using the hand–held tester,as freeze frame data records the engine conditions when the malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running or stopped, the engine was warmed up or not, the air–fuel ratio was lean or rich, etc. at the time of the malfunction.

1


YES


NO

2


NG


OK

3

Check output voltage of oxygen sensor.

PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) After warming up the engine, race the engine at 2,500 rpm for 3 min. CHECK: Read the output voltage of the oxygen sensor when the engine is suddenly raced. HINT: Perform quick racing to 4,000 rpm for 3 min. by using the accelerator pedal. OK: Oxygen sensor output voltage: Alternates from 0.4 V or less to 0.5 V or more. OK

NG



Ch eck that each connector is properly connected.


ENGINE DI6TT–06

D TC

P 0 17 1

System too Lean (A/F Lean Malfunction, Bank 1)

D TC

P 0 17 2

System too Rich (A/F Rich Malfunction, Bank 1)

D TC

P 0 17 4

System too Lean (A/F Lean Malfunction, Bank 2)*

D TC

P 0 17 5

System too Rich (A/F Rich Malfunction, Bank 2)*


CIRCUIT DESCRIPTION Fuel trim isa related to the feedback compensation value, not to the basic injection time. Fuel trim includes short–term fuel trim and long–term fuel trim. Short–term fuel trim is the short–term fuel compensation used to maintain the air–fuel ratio at its ideal theoretical value. The signal from the oxygen sensor indicates whether the air–fuel ratio is RICH or LEAN compared to the ideal theoretical value, triggering a reduction in fuel volume if the air–fuel ratio is rich, and an increase in fuel volume if it is lean. Long–term fuel trim is overall fuel compensation carried out in long–term to compensate for continual deviation of the short–term fuel trim. It forms the central value by the individual engine differences and worn out by overtime and changes in the use of environment. If both the short–term fuel trim and long–term fuel trim are LEAN or RICH beyond a certain value, it is detected as a malfunction and the CHK ENG (MIL) lights on the combination meter. DTC No.

P0171 P0174

DTC Detection Condition When air–fuel ratio feedback is stable after warming up engine, fuel trim is considerably in error on RICH side (2 trip detection logic)

Trouble Area  Air induction system  Injector blockage  Air flow meter  Water temp. sensor  Fuel pressure

P0172 P0175

When air–fuel ratio feedback is stable after warming up engine, fuel trim is considerably in error on LEAN side (2 trip detection logic)

 Gas leakage on exhaust system  Open or short in oxygen sensor (bank 1, 2 sensor 1) circuit  Oxygen sensor (bank 1, 2 sensor 1)  Engine ECU

HINT: When the DTC P0171 or P0174 is recorded, the actual air–fuel ratio is on the LEAN side. When DTC  P0172 or P0175 is recorded, the actual air–fuel ratio is on the RICH side. If the vehicle runs out of fuel, the air–fuel ratio is lean and DTC P0171 and P0174 are recorded. The  CHK ENG (MIL) then comes on. If the total of the short–term fuel trim value and long–term fuel trim value is within 38 %, the system  is functioning normally. 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)


ENGINE

The oxygen sensor (bank 1, 2 sensor 1) output voltage and the short–term fuel trim value can be read by using the hand–held tester.





1


NG

Repair or replace.

OK

2


NG

Replace i njector.

OK

3

Check air flow meter (See page FI–30) and water temperature sensor (See page FI–50).

NG

Repair or replace.

OK

4

Check for spark and ignition (See page IG–1).

NG

OK 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)

Repair or replace.


5

ENGINE


NG


OK

6

Check gas leakage on exhaust system (Seepage EC–8).

NG

Repair or replace.

OK

7

Check output voltage of oxygen sensor (bank 1, 2 sensor 1) during idling.

PREPARATION: Warm up the oxygen sensor with the engine speed at 2,500 rpm for approx. 90 sec. CHECK: Use the hand–held tester to read the output voltage of the oxygen sensor during idling. OK: Oxygen sensor output voltage: Alternates repeatedly between less than 0.4 V and more than 0.55 V (See the following table). NG

OK

NG

NG

1V 0.55 V 0.4 V 0V A00292

OK

NG


Go to step 9.


8

ENGINE

Check for open and short in harness and connector between engine ECU and oxygen sensor (bank 1, 2 sensor 1) (See page IN–20).

NG

Perform co nfirmation driving pattern (See page DI–49).

OK


9

Perform confirmation driving pattern (See page DI–49).

Go

10

Is there D TC P0171, P0 172, P 0174 or P0 175 being output again?

YES


NO

11

Did vehicle run out of fuel in past?

NO

YES

DTC P0171, P0172, P0174 or P0175 is caused by shortage of fuel.




ENGINE DI7H0–05

D TC

P 0 30 0

Random/Multiple Cylinder Misfire Detected

D TC

P 0 30 1


D TC

P 0 30 2


D TC

P 0 30 3


D TC

P 0 30 4


CIRCUIT DESCRIPTION Misfire: The engine ECU uses the crankshaft position sensor and camshaft position sensor to monitor changes in the crankshaft rotation for each cylinder. The engine ECU counts the number of times the engine speed change rate, indicating that misfire has occurred. And when the misfire rate lights equalsup. to or exceeds the count indicating that the engine condition has deteriorated, the CHK ENG (MIL) If the misfire rate is high enough and the driving conditions causes the catalyst to overheat, the CHK ENG (MIL) blinks when the misfire occurs. DTC No.

P0300


Trouble Area

Misfire of random cylinders is detected during any particular

 Open or short in engine wire

200 or 1,000 revolutions

 Connectorconnection

1 trip detection logic: CHK ENG to brink

 Vaccum hose connection

2 trip detection logic: CHK ENG to light up

 Ignition system  Injector

P0301 P0302 P0303 P0304

For any particular 200 revolutions of engine, misfire is detected

 Fuel pressure

which can cause catalyst to overheat

 Air flow meter

(This causes CHK ENG to blink)

 Water temp. sensor  Compressionpressure

For any particular 1,000 revolutions of engine, misfire is de-

 Valve clearance

tected which causes a deterioration in emissions

 Valve timing

(2 trip detection logic)

 Engine ECU

HINT: When codes of the misfire cylinder are recorded repeatedly but no random misfire code is recorded, it is indicated that the misfires were detected and recorded at different times.



ENGINE

WIRING DIAGRAM Engine ECU

I7 Injector No. 1

4 4 B IF1 IE1 (LHD)(RHD)

B 2

B

11*1, 2*2 E18 #20

R–L

25*1, 3*2 E18 #30

R–W

24*1, 4*2 E18 #40

2 1 I9 Injector No. 3

B B From Terminal 1 of Ignition SW (See page DI–113)

R

1

I8 Injector No. 2

B B

W–L

12*1, 1*2 E18 #10

2

1

I10 Injector No. 4 B 2

1

*1: M/T *2: A/T A14584

CONFIRMATION DRIVING PATTERN (a) (b)

Connect the hand–held tester to the DLC3. Record the DTC and the freeze frame data.

(c) (d)

Use the hand–held tester to set to the check (test) mode (See page DI–3). Drive the vehicle several times with the engine speed, load and its surrounding range shown with ENGINE SPD, CALC LOAD in the freeze frame data or MISFIRE RPM, MISFIRE LOAD in the data list. If you have no hand–held tester, turn the ignition switch OFF after the symptom is simulated for the first time. Then repeat the simulation process again. HINT: In order to memorize the DTC of the misfire, it is necessary to drive around MISFIRE RPM, MISFIRE LOAD in the following data list. Engine Speed

Time

Idling

5 minutes and 45 seconds or more

1,000 rpm

minutes 4 more or

2,000 rpm

2minutesand30secondsormore

3,000 rpm

1minute and20 seconds or more

(e)

Check whether there is misfire or not by monitoring DTC and the freeze frame data, and then record

(f)

them. Turn the ignition switch OFF and wait at least 5 seconds.

INSPECTION PROCEDURE HINT: If the other DTCs besides misfire is memorized simultaneously, first perform the troubleshooting for  them.



ENGINE

Read freeze frame data using the hand–held tester, as freeze frame data records the engine conditions when the malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running or stopped, the engine was warmed up or not, the air–fuel ratio was lean or rich, etc. at the time of the malfunction. If the misfire does not occured when the vehicle is brought to the workshop, misfire can be confirmed by reproducing the condition of the freeze frame data. Also, after finishing the repair, confirm that there is no misfire (See confirmation driving pattern). When either of SHORT FT #1, LONG FT #1, SHORT FT #2 or LONG FT #2 in the freeze frame data is out of the range of  20 %, there is a possibility that the air–fuel ratio is inclining either to RICH (–20 % or less) or LEAN (+20 % or more). When WATER TEMP in the freeze frame data is less than 80C (176F), there is a possibility of misfire only during warming up. In the case that the misfire cannot be reproduced, this may be because of the driving with the shortage of fuel, the use of improper fuel, a stain of the ignition plug and etc.







 

1

Check w ire harness and c onnector i n e ngine room.

CHECK: Check the connection conditions of the wire harness and connector. NG

Repair o r replace, then confirm that there is no misfire (See confirmation driving pattern).

OK

2

Check sp ark plug and spark o f misfire cylinder (S ee page FI–22).

NG

OK


Replace or check ignition system (See page IG–1).


3

Check voltage of engine ECU terminals for injector of faulty cylinder. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Turn the ignition switch ON. CHECK: Measure the voltage between appli cable terminals #10 – #40 of the engine ECU connector and body ground. OK: Voltage: 9 – 14 V

ON #20 M/T #10

#30

#40 (+)

A/T

ENGINE

#40 #30

(–)

#20 #10

(+)

(–)

   A11717

Reference: INSPECTION USING OSCILLOSCOPE With the engine idling, check the waveform between terminals #10 – #40 and E01 of the engine ECU connector. HINT: The correct waveform is as shown. Injector Signal Waveform 20 V/ Division

20 V/ Division

GND

GND

(Magnification)

50 msec./Division (Idling)

1 msec./Division (Idling) Injection duration

OK

NG


Go to step 5.

A12490


4

ENGINE

Check res istance of i njector of m isfire c ylinder (S ee page FI–22).

NG

Replace i njector.

OK

Check for open and short in harness and connector between injector and engine ECU (See page IN–20).

5


NG


OK

6


NG

Replace i njector.

OK

7


NG OK

Check compression pressure (See page EM–4) and valve clearance (See page EM–5). 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)

Repair or replace.


ENGINE DI80K–01

D TC

P 0 32 5

Knock Sensor 1 Circuit Malfunction (Bank 1)

CIRCUIT DESCRIPTION The knock sensor is fitted behind the cylinder block to detect the engine knocking. This sensor contains a piezoelectric element which generates a voltage when it becomes deformed. This occurs when the cylinder block vibrates due to knocking. If the engine knocking occurs, ignition timing is delyed to suppress it. DTC No.

P0325


Trouble Area

No knock sensor 1 signal to engine ECU with engine speed between 2,000 rpm and 6,000 rpm for 10 sec. or more

 Open or short in knock sensor circuit  Knock sensor (looseness)  Engine ECU

WIRING DIAGRAM Engine ECU K1 Knock Sensor B 1

1 EJ1

W

18*1, 27*2 KNK1 E18 *1: M/T *2: A/T

E2

A11751




1

ENGINE

Check continuity between terminal KNK1 of engine ECU connector and body ground. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Disconnect the E18 connector from the engine ECU. CHECK: Measure the resistance between terminal KNK1 of the engine ECU connector and body ground. OK: Resistance: 1 MΩ or higher

M/T

KNK1 E18 Connector A/T E18 Connector

KNK1

  A11720

Reference: INSPECTION USING OSCILLOSCOPE FOR 1ZZ–FE ENGINE With the engine racing at 4,000 rpm, check the waveform  between terminal KNK1 of the engine ECU connector and body ground. HINT: The correct waveform is as shown in the illustration.

KNK Signal Waveform 0.5V/Division

0V

5 msec./Division 0.5V/Division

Spread the time on the horizontal axis, and confirm that the period of the wave is 0.08 msec. (Normal mode vibration frequency of knock sensor: 12.5 kHz) HINT: If the vibration frequency in the normal mode is not 12.5 kHz, the sensor is out of order. 

0V

0.05 msec./Division A00406



ENGINE

Reference: INSPECTION USING OSCILLOSCOPE FOR 3ZZ–FE ENGINE With the engine racing at 4,000 rpm, check the waveform  between terminal KNK1 of the engine ECU connector and body ground. HINT: The correct waveform is as shown in the illustration.

KNK Signal Waveform 0.5V/Division

0V

5 msec./Division 0.5V/Division

Spread the time on the horizontal axis, and confirm that the period of the wave is 0.14 msec. (Normal mode vibration frequency of knock sensor: 7.1 kHz) HINT: If normal mode vibration frequency is not 7.1 kHz, the sensor is malfunctioning. 

0V

0.1 msec./Division A00406

OK

Go to step 3.

NG

2

Check knock sensor ( See page FI–53).

NG

Replace knock sensor.

OK

3

Check for open and short in harness and connector between engine ECU and knock sensor (See page IN–20).

NG

OK




4

ENGINE

Is m alfunction de tected a gain w hen a go od knock s ensor is in stalled?

YES

NO



Replace k nock sensor.


ENGINE DI4EB–12

D TC

P 0 33 5

Crankshaft Position Sensor Circuit Malfunction (NE Signal)

CIRCUIT DESCRIPTION The crankshaft position sensor detects the engine speed and crankshaft angle signal (NE signal). It is installed on the timing chain cover. The NE signal plate (crank angle sensor plate) has 34 teeth. The NE signal sensor generates 34 signals of every engine revolution. The engine ECU detects the standard crankshaft angle based on the G signal, the actual crankshaft angle and the engine speed by the NE signal. DTC No.


Trouble Area

No crankshaft position sensor signal to engine ECU during

 Open or short in crankshaft position sensor circuit

cranking for 4.7 sec. or more (2 trip detection logic)

 Crankshaft position sensor

No crankshaft position sensor signal to engine ECU with en-

 Crank angle sensor plate

gine speed 600 rpm or more (2 trip detection logic)

 Engine ECU

P0335


C1 Camshaft Position Sensor L 1

12*1, 15*2 E19

G2

5*1, 16*2 E19

NE+

13*1, 24*2 E19

NE–

B–W Signal Rotor on 2 Intake Camshaft C3 Crankshaft Position Sensor B 1 W Crank Angle Sensor Plate

2

W

*1: M/T *2: A/T A12484

INSPECTION PROCEDURE HINT: Perform troubleshooting of DTC P0335 first. If no trouble is found, troubleshoot the following mechani cal systems. Read freeze frame data using the hand–held tester, as freeze frame data records the engine condi tions when the malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running or stopped, the engine was warmed up or not, the air–fuel ratio was lean or rich, etc. at the time of the malfunction.



1

ENGINE

Check res istance of c rankshaft po sition s ensor (Se e pa ge IG–1). G and NE Signal Waveforms 5V /Division

G

NE

Reference: INSPECTION USING OSCILLOSCOPE During cranking or idling, check the waveforms between terminals G2 and NE–, and NE+ and NE– of the engine ECU connector. HINT: The correct waveforms are as shown in the illustration. NG


Replace c rankshaft p osition s ensor.

A14583

OK

2

Check for open and short in harness and connector between engine ECU and crankshaft position sensor (See page IN–20).

NG


OK

3

Inspect sensor installation and signal plate teeth of crank angle sensor plate.

NG

OK



Tighten sensor securely. Replace crank angle sensor plate.


ENGINE DI6TU–07

D TC

P 0 34 0

Camshaft Position Sensor Circuit Malfunction (G Signal)

CIRCUIT DESCRIPTION Camshaft position sensor (G signal) consists of a magnet, an iron core and pickup coil. The G signal rotor has 3 teeth. It is installed on the intake camshaft. When the camshafts rotates, the protrusion on the signal rotor and the air gap on the pickup coil change. It causes fluctuations in the magnetic field and generates an electromotive force in the pickup coil. DTC No.


Trouble Area

No camshaft position sensor signal to engine ECU during

 Open or short in camshaft position sensor circuit

cranking for 5 sec. or more (2 trip detection logic)

 Camshaft position sensor

No camshaft position sensor signal to engine ECU with engine

 Intake camshaft

speed 600 rpm or more

 Engine ECU

P0340



1

Check re sistance of camshaft p osition sensor (See page IG–1).

Reference: INSPECTION USING OSCILLOSCOPE Refer to DTC P0335 on page DI–73. NG

Replace camshaft position sensor.

OK

2

Check for open and short in harness and connector between engine ECU and camshaft position sensor (See page IN–20). NG

OK




3

ENGINE

Inspect sensor installation and signal rotor teeth of intake camshaft.

NG

OK



Tighten sensor scurely. Replace intake camshaft.


ENGINE DI1EE–14

D TC

P 0 42 0

Catalyst System Efficiency Below Threshold (Bank 1)

CIRCUIT DESCRIPTION The engine ECU compares the waveform of the oxygen sensor located in front of the catalyst with the waveform of the oxygen sensor located behind the catalyst to determine whether or not the catalyst performance has deteriorated. Air–fuel ratio feedback compensation keeps the waveform of the oxygen sensor repeatedly changing back and forth from rich to lean. If the catalyst is functioning normally, the waveform of the oxygen sensor switches back and forth between rich and lean much more slowly than the waveform of the oxygen sensor. But when both waveforms change at a similar rate, it indicates that the catalyst performance has deteriorated. Waveform of Oxygen Sensor

Normal Catalyst

Waveform of Oxygen Sensor

FI7081

DTC No.

P0420


Trouble Area

After engine and catalyst are warmed up while vehicle is driven

 Gas leakage on exhaust system

within set vehicle and engine speed range, waveform of A/F

 Open or short in A/f sensor and oxygen sensor circuit

sensor and oxygen sensor have same amplitude (2 trip detec-

 Oxygen sensor

tion logic)

 Three–way catalytic converter

CONFIRMATION ENGINE RACING PATTERN Engine Speed (c)

2,500 – 3,000 rpm

Idling IG SW OFF

(d)

(b) (a) Warmedup

3min.orso

Check

Time FI7132



ENGINE

(a)

Connect the hand–held tester to the DLC3, or connect the probe of the oscilloscope between terminals OX1A and E1, OX1B and E1, and OX2A and E1 of the engine ECU connectors. (b) Start the engine and warm it up with all the accessories switched OFF until the engine coolant temperature is stable. (c) Race the engine at 2,500 – 3,000 rpm for about 3 min. (d) After confirming that the waveform of the oxygen sensor (bank 1, 2 sensor 1 (OX1A, OX2A)), oscillate around 0.5 V during feedback to the engine ECU, check the waveform of the oxygen sensor (bank 1 sensor 2 (OX1B)). HINT: OX Signal Waveform (Oscilloscope) If there is a malfunction in this system, the waveform of the oxy1.0 V gen sensor (bank 1 sensor 2 (OX1B)) is almost the same as that of the oxygen sensor (bank 1, 2 sensor 1 (OX1A, OX2A)) on the left.There are some cases when the CHK ENG (MIL) may either light up or not, even through a malfunction exists. 0V

200 msec./Division

FI6514


1

Are there any other codes (besides P0420) being output?

YES


NO

2

Check gas leakage on exhaust system.

NG

Repair or replace.

OK

3

Check oxygen sensor (bank 1, 2 sensor 1) (See page FI–56).


Repair or replace.


ENGINE

OK

4

Check oxygen sensor (bank 1 sensor 2) (See page FI–56).

NG

OK

Replace three–way catalytic converter.


Repair or replace.


ENGINE DI7H1–03

D TC

P 0 44 3

Evaporative Emission Control System Purge Control Vent Control Malfunction

CIRCUIT DESCRIPTION To reduce HC emissions, evaporated fuel from the fuel tank goes through the charcoal canister to the intake manifold for combustion in the cylinders. The engine ECU changes the duty signal to the VSV for the EVAP so that the intake quantity of HC emissions becomes appropriate for the driving conditions (engine load, engine speed, vehicle speed, etc.) after the engine is wamed up. DTC No.


Trouble Area  Open or short in VSV circuit for EVAP

P0443

Proper response to engine ECU command does not occur

 VSV for EVAP  Engine ECU


From Terminal 3 of EFI Relay (See page DI–113)

V11 VSV for EVAP B–R

B–L 2

7*1 4*2 E18 E19 EVP1

1

*1: M/T *2: A/T

A12064




1

ENGINE

Check operation of VSV for EVAP.

ON

E F

E F

VSV is ON

VSV is OFF A14233

PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) Turn the ignition switch ON and push the hand–held tester main switch ON. (c) Select the A CTIVE TEST mode on the h and–held tester. CHECK: Check the operation of the VSV when the VSV is operated by the hand–held tester. OK: VSV is ON: Air from port E flows out through port F. VSV is OFF: Air from port E flows out through port F with a little difficult. OK


NG

2

Check VSV for EVAP (See page FI–48).

NG

Replace VSV for EVAP.

OK

3

Check for open and short in harness and connector between EFI main relay (Marking: EFI) and engine ECU (See page IN–20).

NG

OK





ENGINE DI4ED–11

D TC

P 0 50 0

Vehicle Speed Sensor Malfunction

CIRCUIT DESCRIPTION The speed sensor for ABS detects the wheel speed and sends the appropriate signals to the ABS ECU. The ECU converts these signals into a 4–pulse signal and outputs it to the combination meter. After this signal is converted into a more precise rectangular waveform by the waveform shaping circuit inside the combination meter, it is then transmitted to the engine ECU. The engine ECU determines the vehicle speed based on the frequency of these pulse signals. 4–pulse

4–pulse

From Vehicle Speed Sensor

Engine ECU

ABS ECU

Combination Meter

A00022

DTC No.


Trouble Area

For M/T vehicles, no vehicle speed sensor signal to engine ECU under following condition (2 trip detection logic) (a) Water temp. 70C (158F)

P0500

(b) Engine speed is more than 2,000 rpm and less than 5,000 rpm (2 trip detection logic)

 Combinationmeter

For A/T vehicles, no vehicle speed sensor signal to engine

 Open or short in vehicle speed sensor circuit

ECU under following condition (2 trip detection logic)

 Speed sensor

(a) Neutral position switch OFF

 Engine ECU

(b) Vehicle is being driven Any of following conditions:  Engine speed more than 1,900 rpm with throttle position angle

13 or less

WIRING DIAGRAM Combination Meter

Engine ECU

J44 18 C10

J/C

G D

G D

9*1, 22*2 SPD E20

*1: M/T *2: A/T

A14619



ENGINE


1

Connect hand–held tester and read value of vehicle speed.

PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) Start the engine and push the hand–held tester main switch ON. CHECK: Drive the vehicle and read the value of the vehicle speed. OK: Vehicle speed matches the value displayed in the tester. HINT: The vehicle speed sensor is operating normally if the speedometer display is normal. NG

Check s peedometer c ircuit.

OK

2

Check voltage between terminal SPD of engine ECU connector and body ground. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Shift the shift lever to the N or n eutral position. (c) Jack up the behicle. (d) Turn the ignition switch ON. CHECK: Measure the voltage between terminal SPD of the engine ECU connector and body ground by turning the wheel slowly. OK: Voltage is generated imtermittently.

ON SPD

(–)

(+)

SPD 5V

(–)

(+) A14622


0

Turn Wheel AT7809


NG

OK



ENGINE

Check for open in harness and connector between combination meter and engine ECU (See page IN–20).


ENGINE DI7H2–04

D TC

P 0 50 5

Idle Control System Malfunction

CIRCUIT DESCRIPTION Throttle Valve

The rotary of solenoid type ISC valve is located in front of the intake air chamber and intake air bypassing the throttle valve goes to the ISC valve through a passage. In this way, the intake air volume bypassing the throttle valve is

Intake Air Chamber

From Air Cleaner

regulated and it controls controlling the engine speed. The engine ECU operates only the ISC valve to perform idle–up and provide the target idling speed for feed back operation.

Valve Signal Engine ECU

ISC Valve To Cylinders P01559

DTC No.


Trouble Area  Open or short in ISC valve circuit  ISC valve is stuck or closed

P0505

Open or short in ISC valve circuit

 A/C signal circuit  Air induction system  Engine ECU

WIRING DIAGRAM From Terminal 3 of EFI Relay (See page DI–113)

A J39

I12 ISC Valve

J/C

A J38

B–R 2

DUTY

+B

GND

Engine ECU 15*1, 18*2 E18 RSO

B–Y 1

BR

*1: M/T *2: A/T

3 EX

A14585


1

Are there any other codes (besides P0505) being output?

YES 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)



ENGINE

NO

2

Check ISC valve (See page FI–41).

NG

Replace ISC valve.

OK

3

Check voltage between terminal RS O of e ngine EC U connector an d body ground. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Disconnect the E18 connector from the engine ECU. (c) Turn the ignition switch ON. CHECK: Measure the voltage between terminal RSD of the engine ECU connector and body ground.

ON

M/T

RSO (+)

OK: Voltage: 9 – 14 V

(–)

E18 Connector

A/T

E18 Connector

RSO (+)

(–)

  

OK


A11722

NG

4

Check operation of ISC valve.

PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) Turn the ignition switch ON and push the hand–held tester main switch ON. (c) Select the ACTIVE TEST mode on the hand–held tester. CHECK: Check the engine speed when the ISC valve is operated by the hand–held tester. 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)


ENGINE

OK: Engine speed is increased and decreased in according to the change of ISC duty ratio. OK

Go to step 4.

NG

Check for open and short in harness and connector between ISC valve and engine ECU (See page IN–20).

5


NG

Repair or replace.

OK

6

Check for A/C signal circuit (See page DI–129).

NG

OK



Repair or replace.


ENGINE DI7H4–05

D TC

P 1 30 0


D TC

P 1 30 5


D TC

P 1 31 0


D TC

P 1 31 5


CIRCUIT DESCRIPTION A Direct Ignition System (DIS) has been adopted. The DIS improves the ignition timing accuracy, reduces high–voltage loss and enhances overall reliability of the ignition system by eliminating the distributor. The DIS is a 1–cylinder ignition system which ignites one cylinder with one ignition coil. In the 1–cylinder ignition system, the spark plug is connected to the end of the secondary winding. High voltage generated in the secondary winding is applied directly to the spark plug. The spark of the spark plug passes from the center electrode to the ground electrode. The engine ECU determines ignition timing and outputs the ignition signals (IGT) for each cylinder. Based on the IGT signals, the power transistors in the igniter cut the current off to the primary coil in the ignition coil is supplied to the spark plug connected to the end of the secondary coil. At the same time, the igniter also sends an ignition confirmation signal (IGF) as a fail–safe measure to the engine ECU.



ENGINE

From Battery

Engine ECU Igniter

IGT1 Crankshaft Position Sensor

Spark Plug Ignition Coil No. 1 Ignition Coil with Igniter

IGT2

No. 1 Cylinder

No. 2 Ignition Coil with Igniter

No. 2 Cylinder IGT3 Camshaft Position Sensor


No. 3 Cylinder IGT4


No. 4 Cylinder IGF TAC

To Tachometer A12051

DTC No.


P1300 P1305 P1310

Trouble Area  Ignition system  Open or short in IGF or IGT circuit from ignition coil with ignit-

No IGF signal to engine ECU while engine is running

P1315


er to engine ECU  Ignition coil with igniter  Engine ECU


ENGINE

WIRING DIAGRAM

Engine ECU Spark Plug B

I2 1 No. 1 Ignition Coil with Igniter 3 B–R

L–R

20*1, 10*2 E18

IGT1

B–W

4

2 Spark Plug

B

From Terminal 1 of Ignition SW (See page DI–113)

B–R

I3 1 No. 2 Ignition Coil with Igniter 3 4

B

B

B–R

B–R N2 Noise Filter

22*1, 12*2 IGT3 E18

B

2 Spark Plug

B–R

2

B–W

B–W 4

B

B–W

2

I16 1 No. 3 Ignition Coil with Igniter 3

B

B

21*1, 11*2 IGT2 E18

Spark Plug

B–R

B

L–W

B–W I17 1 No. 4 Ignition Coil with Igniter 3

B

4

B–W

2

23*1, 13*2 IGT4 E18 3*1, 25*2 B–W E18 IGF

B–R EX

*1: M/T *2: A/T

A13782

INSPECTION PROCEDURE HINT: If  If  If  If 

DTC DTC DTC DTC

P1300 P1305 P1310 P1315

is is is is

displayed, displayed, displayed, displayed,


check check check check

No. No. No. No.

1 2 3 4

ignition ignition ignition ignition

coil coil coil coil

with with with with

igniter igniter igniter igniter

circuit. circuit. circuit. circuit.


ENGINE

Read freeze frame data using the hand–held tester, as freeze frame records the engine conditions when the malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running or stopped, the engine was warmed up or not, the air–fuel ratio was lean or rich, etc. at the time of the malfunction.



1

Check fo r sp ark pl ug a nd spark f or m isfiring cy linder (S ee p age IG –1).

NG

Go to step 3.

OK

2

Check for open and short in harness and connector in IGF signal circuit between engine ECU and ignition coil with igniter (See page IN–20).

NG


OK

3

Disconnect ignition coil with igniter connector and check voltage between terminals IGF of engine ECU connector and body ground. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Disconnect the ignition coil with igniter connector. (c) Turn the ignition switch ON. CHECK: Measure the voltage between terminal IGF of the engine ECU connector and the body ground. OK: Voltage: 4.5 – 5.5 V

ON IGF M/T

(+)

A/T

(–)

IGF

(+)

(–)

   A11731


OK

Replace ignition coil with igniter.


ENGINE


4

Check for open and short in harness and connector in IGT signal circuit between engine ECU and ignition coil with igniter (See page IN–20).

NG


OK

5

Check voltage between terminals IGT1 – IGT4 of engine ECU connector and body ground. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Turn the ignition switch ON. CHECK: Measure the voltage between terminals IGT1 – IGT4 of the engine ECU connector and body ground when the engine is

ON IGT4 IGT3 IGT2 IGT1 M/T

(+)

A/T

cranked. OK: Voltage: More than 0.1 V and less than 4.5 V

(–)

IGT4 IGT3 IGT2 IGT1

(+)

(–)

  

A11732

Reference: INSPECTION USING OSCILLOSCOPE

IGT and IGF Signal Waveforms 2 V/Division

IGT GND IGF GND 20 msec./Division


A03401

During cranking or idling, check the waveforms between terminals IGT1 – IGT4 and E1, and IGF and E1 of the engine ECU connector. HINT: The correct waveform is as shown in the illustration, with rectangle waves. NG



ENGINE

OK

6

Disconnect igni tion coil with igniter connector and check voltage between terminals IGT1 – IGT4 of engine ECU connector and body ground. PREPARATION: (a) Remove the glove compartment (See page FI–58).

ON IGT4 IGT3 IGT2 IGT1

M/T

(+)

A/T

(b) Disconnect the ignition coil with igniter connector. CHECK: Measure the voltage between terminals IGT1 – IGT4 of the engine ECU connector and body ground when the engine is cranked. OK: Voltage: More than 0.1 V and less than 4.5 V

(–)

IGT4 IGT3 IGT2 IGT1

(+)

(–)

NG

  

A11732

Replace ignition coil with igniter (See page IN–20).

OK

7

Check ignition coil with igniter power source circuit. PREPARATION: Disconnect the ignition coil with igniter connector. CHECK: Measure the voltage between terminal 1 of the ignition coil with igniter connector and body ground when the ignition switch is turned to ON and START position. OK: Voltage: 9 – 14 V

ON 1 START (–) (+)

 

A01861

OK

NG


Repair ignition coil with igniter power source circuit.


8

ENGINE

Check for open and short in harness and connector between ignition switch and ignition coil with igniter (See page IN–20).

NG

OK

Replace ignition coil with igniter.




ENGINE DI1EH–12

D TC

P 1 33 5

Crankshaft Position Sensor Circuit Malfunction (During engine running)



Trouble Area  Open or short in crankshaft position sensor circuit

P1335

3 sec. after from engine starting, no crankshaft position sensor signal to engine ECU with engine speed 1,000 rpm or more for 0.05 sec.


INSPECTION PROCEDURE Refer to DTC P0335 on page DI–73.


 Crankshaft position sensor  Crank angle sensor plate  Engine ECU


ENGINE DI7H5–05

D TC

P 1 34 6

VVT Sensor/Camshaft Position Sensor Circuit Range/Performance Problem (Bank 1)



Trouble Area  Mechanical system (Jumping teeth of timing chain, chain

P1346

Deviation in crankshaft position sensor signal and camshaft position sensor signal (2 trip detection logic)

stretched)  Engine ECU


INSPECTION PROCEDURE HINT: Perform the troubleshooting of DTC P0335 first. If no trouble is found, troubleshoot the following me chanical systems. Read freeze frame data using the hand–held tester, as freeze frame data records the engine condi tions when the malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running or stopped, the engine was warmed up or not, the air–fuel ratio was lean or rich, etc. at the time of the malfunction.

1

Check valve timing (Check for loose and jumping teeth of timing chain) (See page EM–16).

NG

OK



Adjust valve timing (Repair or replace timing chain).


ENGINE DI80L–01

D TC

P 1 34 9

VVT System Malfunction (Bank 1)

CIRCUIT DESCRIPTION The VVT system controls the intake valve timing properly according to the driving condition. The engine ECU controls the OCV (Oil Control Valve) to make the intake valve timing properly and the oil pressure controlled by the OCV is supplied to the VVT controller, which changes the relative position between the camshaft and the crankshaft. DTC No.


Trouble Area

Condition (a) or (b) continues for 5 sec. or more under condition of water temp. is between 80 C (176F) and 110C P1349

 OCV

(230F) and engine speed is 400 – 4,000 rpm: (a) Valve timing does not change from current valve timing (b) Current valve timing is fixed

 Valve timing  VVT controller assembly  Engine ECU

WIRING DIAGRAM Engine ECU C17 OCV R

2*1, 24*2 E18 OCV+

W

1*1, 23*2 E18 OCV–

1

2

*1: M/T *2: A/T A12069

INSPECTION PROCEDURE HINT: If DTC P1349 is displayed, check the VVT system circuit.  Read freeze frame data using the hand–held tester, as freeze data frame records the engine condi tions when the malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running or stopped, the engine was warmed up or not, the air–fuel ratio was lean or rich, etc. at the time of the malfunction.

1

Check valve timing (See page EM–13).

NG

OK


Adjust valve timing.


2

ENGINE

Check o peration of O CV f or V VT.

PREPARATION: (a) Start the engine and warmed it up. (b) Connect the hand–held tester and select the VVT in the ACTIVE TEST menu. CHECK: Check the engine speed when the VVT active test is impossible. OK: OCV is in the OFF state: Normal engine speed OCV is in the ON state: Rough idle or engine stall OK

VVT system is OK.*

*: DTC P1349 is also output when the foreign object is detected in some parts of the system in the engine oil, and then the system returns to normal in a short time. As the engine ECU is controled to eject the foreign objects, there is no problem on the VVT. There is also no problemon the VVT as the oil filter should catch the foreign object in the engine oil. NG

3

Check voltage between terminals OCV+ and OCV– of engine ECU connector. OCV Signal Waveform 5 V/Div. (A)

(A)

(A)

GND

1 msec./Division

A02397

Reference: INSPECTION USING OSCILLOSCOPE Turn the ignition switch ON, check the waveform between terminals OCV+ and OCV– of the engine ECU connector. HINT: The correct waveform is as shown in the illustration.  The waveform frequency (A) becomes longer as the en gine speed becomes higher. NG


OK

4

Check VV T c ontroller as sembly ( See p age E M–32).

NG


Replace VVT controller assembly, and then go to step 5.


5

ENGINE

Check O CV (See page FI–40).

NG

Replace O CV, a nd then go to s tep 6 .

OK

6

Check blockage of OCV and oil hole.

NG

Repair or replace.

OK

7

Check whether or not DTC P1349 is stored.

PREPARATION: (a) Clear the DTC (See page DI–3). (b) Perform simulation test. CHECK: Check whether or not DTC P1349 is stored (See page DI–3). OK: DTC P1349 is not stored. OK

VVT system is OK.*

*: DTC P1349 is also output when the foreign object is detected in some parts of the system in the engine oil, and then the system returns to normal in a short time. As the engine ECU is controled to eject the foreign objects, there is no problem on the VVT. There is also no problemon the VVT as the oil filter should catch the foreign object in the engine oil. NG




ENGINE DI80M–01

D TC

P 1 52 0

Stop Light Switch Signal Circuit (Only for A/T models)

CIRCUIT DESCRIPTION The purpose of this circuit is to prevent the engine from stalling while driving in lock–up condition, when brakes are suddenly hit. When the brake pedal is depressed, this switch sends a signal to the engine ECU. Then the Engine ECU cancels the operation of the lock–up clutch while the braking is in progress. DTC No.

P1520


Trouble Area

After vehicle speed has been exceeded in 30km/h even once,

 Open or short in stop light switch signal circuit

stop light switch does not turn off even once (2 trip detection

 Stop light switch

logic)

 Engine ECU

WIRING DIAGRAM Sedan S11 Stop Light Switch W /B J l 10 e n a P tn e m u tr s 1 n I

Center J/B

G–W 1

2

21 3F

8 3D

IG

8

Engine ECU 4*5, 6*6 G–W E20 STP

3C

P O T S

G–W

IA

W–R*5 W*6

*1: J12 (LHD), J28 (RHD) *2: J13 (LHD), J29 (RHD) *3: J10 (LHD), J30 (RHD) *4: J11 (LHD), J31 (RHD) *5: LHD *6: RHD *7: M/T G–W *8: A/T

6 5

G–W F *1

D *2

F17 T L A

ID1 *5 II1 *6

*2

D FL Block

6

2

1 R8 Stop Light RH

4

B–G

H8 High Mounted Stop Light

4

A

*4

A

*4

2 W–B

W–B

FL Main

G–W

G–W

R7 Stop Light LH

F15

F *1 J/C

A

*4

W–B A

*3

A

*3

J/C Battery

W–B

W–B

BM BL*5, BN*6 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)

A14588


ENGINE

Wagon S11 Stop Light Switch W /B J l 10 e n a P t n e m tru s 1 n I

2

Center J/B 21 3F

G–W 1

8 3D

IG

8


3C

P O T S

G–W 6

IA

5

*1: *2: *3: *4:

G–W

W–R*3 W*4 G–W

B C *2

*1

C

*2

F17 T L A

ID1 *3 II1 *4

FL Block

2

2

H8 High Mounted Stop Light

4

A

*2

A

*2

2 W–B

W–B

FL Main

1

R8 Stop Light RH

4

B–G

G–W

G–W

R7 Stop Light LH

F15

C *2 J/C

A

J16 (LHD), J34 (RHD) J17 (LHD), J35 (RHD) LHD RHD

*2

W–B A

*2

A

*2

J/C Battery

W–B BR

W–B BS

A14588



ENGINE

Lift Back S11 Stop Light Switch W /B J l 10 e n a P t n e m rs u t 1 In

Center J/B

G–W 2

21 3F

8 3D


1

IG

8

P O T S

3C G–W

ID1 1 II1 **2 G–W D J14 *1 B J32 *2

6 5

IA *1: LHD *2: RHD

W–R*1 W*2

D

C

J14 *1 F J15 *1 2 C J33 * 2 G–W

J33 *2

G–W

F J15 *1 C J33 *2 2 G–W 1 R7 R8 H8 Stop Light Stop Light High Mounted LH RH Stop Light W–B*2 4 2 4 W–B*1 W–B*1

F17 T L A

J/C

FL Block

F15 B–G

B J15

FL Main

E J15

E J14 B J14 W–B*1 W–B*1

Battery

E J15

J/C

E J33 J/C

W–B*2 B

B BO

BP

W–B

J14 W–B*1

W–B*2 W–B*2

W–B*2

W–B*2 BQ

A14623


1

Check operation of stop light.

CHECK: Check if the stop lights go on and off normally when the brake pedal is depressed and released. NG


Check and repair stop light circuit.


ENGINE

OK

2

Check STP signal. PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) Turn the ignition switch ON and push the hand–held tes-

ON

Brake Pedal Depressed

Brake Pedal Released

ter main switch ON. CHECK: Read the STP signal on the hand–held tester. OK: Brake Pedal

A14580

OK

STP signal

Depressed

ON

Released

OFF


NG

3

Check harness and connector between engine ECU and stop light switch (See page IN–10).

NG

OK

Check and replace engine ECU.




ENGINE DI1ME–16

D TC

P 1 60 0

Engine ECU BATT Malfunction

CIRCUIT DESCRIPTION Battery voltage is supplied to terminal BATT of the engine ECU even when the ignition switch is OFF for use by the DTC memory and air–fuel ratio adaptive control value memory, etc. DTC No.


Trouble Area  Open in back up power source circuit

P1600

Open or short in back up power source circuit for 3 sec.

 Engine ECU

HINT: If DTC P1600 is displayed, the engine ECU does not store another DTC.


Engine Room J/B FL Main

W

1 2H

EFI

2 2B

B–Y

1

1

E20 E21 *1 *2

BATT

Battery *1: M/T *2: A/T

A12071




1

ENGINE

Check voltage between terminal BATT of engine ECU connector and body ground. PREPARATION: Remove the glove compartment (See page FI–58). CHECK: Measure the voltage between terminal BATT of the engine ECU connector and body ground. OK: Voltage: 9 – 14 V

LOCK BATT

M/T

(+) (–)

A/T

BATT

(+)   

(–)

OK A11749


NG

2

Check EFI fuse. PREPARATION: Remove the EFI fuse from the engine room J/B. CHECK: Check the continuity of the EFI fuse. OK: Continuity

Engine Room J/B

NG

EFI Fuse A05531

Check for short in all harness and components connected to EFI fuse.

OK

Check and repair harness or connector between battery and EFI fuse, and EFI fuse and engine ECU.



ENGINE DI7H7–02

D TC

P 1 65 6

OCV Circuit Malfunction (Bank 1)



Trouble Area  Open or short in OCV circuit

P1656

 OCV

Open or short in OCV circuit

 Engine ECU



1

Check OCV circuit.

PREPARATION: (a) Start the engine and warm it up. (b) Connect the hand–held tester and select the VVT on the ACTIVE TEST menu. CHECK: Check the engine speed when operating the OCV by the hand–held tester. OK: VVT system is OFF (OCV is OFF): Normal engine speed VVT system is ON (OCV is ON): Rough idle or engine stalled OK

NG




2

ENGINE

Check operation of OCV. PREPARATION: (a) Start the engine and warm it up. (b) Disconnect the OCV connector. (c) Apply battery voltage between the terminals of the OCV. CHECK: Check the engine speed. OK: Rough idle or engine stalled.

START

A13813

NG

Replace OCV.

OK

3

Check voltage between terminals OCV+ and OCV– of engine ECU connector (See page DI–97, step 3).

NG


OK

4

Check for open and short in harness and connector between OCV and engine ECU (See page IN–20).

NG

OK



Repair or replace.


ENGINE DI80N–01

D TC

1 78 0

Neutral Start Switch Malfunction (Only for A/T)

CIRCUIT DESCRIPTION The neutral start switch detects the shift lever range and sends signals to the engine ECU. The engine ECU receives signals (NSW, R, 2 and L) from the neutral start switch. When the signal is not sent to the engine ECU from the neutral start switch, the engine ECU judges that the shift lever is in D range. DTC No.


Trouble Area

2 or more switches are ON simultaneously for N, 2, L and R positions (2 trip detection logic) P1780

When driving under conditions (a) and (b) for 30 seconds or

 Short in neutral start switch circuit

more neutral start switch is ON (N position): (2 trip detec-

 Neutral start switch

tion logic)

 Engine ECU

(a) Vehicle speed: 70 km/h (44 mph) or more (b) Engine speed: 1,500 – 2,500 rpm

WIRING DIAGRAM N1 Neutral Start Switch

Center J/B

W–B

B–W

20 3D

R–B

3 3C

3 3D

R–L

10 3C

9

6

2 3

Engine ECU

7 3E

B–W

R–B

13 E20 NSW 2 E20 R

10 3A R–L O

3 E20 2

Y–G

12 E20 L

4 8 J9 (LHD) J20 (RHD) J/C

A

W FL Main

Battery

FL Block 2*1, 1*2 ALT W F15 F17 1

R–L Instrument Panel J/B I13 IF 10 Ignition SW GAUGE 5 B–Y IC 8 5 2 IA

AM1 1

2

3 IC

W *1: LHD *2: RHD

IJ*1, II*2 A14589



ENGINE


1

Read NSW, REVERSE, 2ND and LOW signals.

PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) Turn the ignition switch ON and push the hand–held tester main switch ON. CHECK: Shift the shift lever into the P, R, N, 2 and L ranges, and read the NSW, REVERSE, 2ND and LOW signals on the hand–held tester. OK: Shift Range

N

Signal

2

OFF2ND

→

L

OFF LOW

→

R

REVERSE OFF

P,

OFF NSW

OK

ON ON →

→

ON

ON


NG

2

Check n eutral s tart s witch. PREPARATION: Remove the neutral start switch. CHECK: Check the continuity between each terminal shown below when the shift lever is shifted to each range. Shiftrange P R D06601

TerminalNo.toContinuity 3

3

N

– –

5

91 2

–

93

–

6

– –

D

7

–

3

–

2

4

–

3

–

L

8

–

3

–

6

OK: There is continuity. NG 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)

Replace neutral start switch.


ENGINE

OK

3

Check harness and connector between battery and neutral start switch, and neutral start switch and engine ECU (See page IN–10).

NG

OK





ENGINE DI7H9–03

Starter Signal Circuit CIRCUIT DESCRIPTION When the engine is cranked, the intake air flow is slow, so fuel vaporization is poor. A rich mixture is therefore necessary in order to achieve good startability. While the engine is being cranked, the battery voltage is applied to terminal STA of the engine ECU. The starter signal is mainly used to increase the fuel injection volume for the starting injection control and after–start injection control.

WIRING DIAGRAM

Instrument Panel J/B

I13 Ignition SW

1

ID

4

3

4

ST

2

Engine ECU

W–R

ID

R

IC

6 IE W–B

W–R 6 2C

B–W Engine Room J/B 3 2A STARTER Relay 6 1

AM2

2

1

B–W (A/T)

2A 1

MAIN 2 5

3

(M/T)

Center J/B 20 3E

STA

B

2D

7 3E R–G

1 2 F24 Fuse Box

1 2H B

W

1 1

N1 Neutral Start Switch IF1 (LHD) IE1 (RHD)

11 E20 STA

B–W (A/T) 9

6 B–W (A/T)

B–R FL Main

B Battery

1

1 S5 Starter


J9 (LHD) J20 (RHD) J/C

S6

IJ (LHD) II (RHD) A14590


ENGINE

INSPECTION PROCEDURE HINT: This diagnostic chart is based on the premise that the engine is cranked normally. If the engine is not cranked, proceed to the problem symptoms table on page DI–24.

1

Check STA signal.

PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) Turn the ignition switch ON and push the hand–held tester main switch ON. CHECK: Read the STA signal on the hand–held tester while the starter is operating. OK: Ignition Switch Position Signal STA

ON OFF

OK

START ON

Proceed to next circuit inspection shown on problem symptoms table (See page DI–24).

NG

2

Check for open in harness and connector between engine ECU and starter relay (See page IN–20).

NG

OK

Check and replace engine ECU.




ENGINE DI7HA–05

Engine ECU Power Source Circuit CIRCUIT DESCRIPTION When the ignition switch is turned ON, battery voltage is applied to terminal IGSW of the engine ECU and the EFI main relay (Marking: EFI MAIN) control circuit in the engine ECU sends a signal to the terminal MREL of the engine ECU switching on the EFI main relay. This signal causes current to flow to the coil, closing the contacts of the EFI main relay and supplying power to terminals +B of the engine ECU. If the ignition switch is turned off, the engine ECU continues to switch on the EFI main relay for a maximum of 2 seconds for the initial setting of the ISC valve.

WIRING DIAGRAM Engine Room J/B Engine ECU EFI Main Relay EFI 5

3

2

1

5 2B

12

B–R

4 B

2B

15

6

AM2

2C 1

1 2F

2H

W–B

W–B

W

/B J l e n a P t n e m u tr s n I

2 IG

2 ID

IGN 1

2

ID

4

W–B

EA

EB

*1: M/T *2: A/T

L–R

1 BR

W–B Battery

IC

I13 Ignition SW

W–R FL Main

8

E20 E21 IGSW *1 *2 B–R

W–R

3 2F

16

E20 E21 +B *1 *2 16*1, 21*2 E20 MREL

14 17 E18 E19 E1 *1

*2

EX

A14620



ENGINE

INSPECTION PROCEDURE 1

Check voltage between terminals

+B

and E1 of engine ECU connectors.

PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Turn the ignition switch ON. CHECK: Measure the voltage between terminals +B and E1 of the en-

ON

M/T

gine ECU connectors. OK: Voltage: 9 – 14 V E1

(–)

(+)

A/T

  

+B

+B

E1

(–)

(+)

OK

Proceed to next circuit inspection shown in problem symptoms table (See page DI–24).

A11723

NG

2

Check for open in harness and connector between terminal E1 of engine ECU and body ground (See page IN–20).

NG

OK




3

ENGINE

Check vol tage b etween terminal IG SW o f en gine E CU c onnector a nd b ody ground. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Turn the ignition switch ON. CHECK: Measure the voltage between terminal IGSW of the engine ECU connector and the body ground. OK: Voltage: 9 – 14 V

ON IGSW M/T

(–)

(+) IGSW

A/T

(–)

  

(+)

OK

Go to step 7.

A11724

NG

4

Check AM2 fuse. PREPARATION: Remove the AM2 fuse from the engine room J/B. CHECK: Check the continuity of the AM2 fuse. OK: Continuity

Engine Room J/B

NG AM2 Fuse

OK


A05531

Replace AM2 fuse.


5

ENGINE

Check IGN fuse.

Instrument Panel J/B IGN Fuse

PREPARATION: Remove the IGN fuse from the instrument panel J/B. CHECK: Check the continuity of the IGN fuse. OK: Continuity NG

Replace IGN fuse.

A05532

OK

6

Check ignition switch (See Pub. No. RM781E, BE section).

NG

OK

Check and repair harness and connector between battery and ignition switch, and ignition switch and engine ECU.


Replace ignition switch.


7

ENGINE

Check vol tage b etween t erminal MR EL o f en gine E CU c onnector an d bo dy ground. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Turn the ignition switch ON. CHECK: Measure the voltage between terminal MREL of the engine ECU connector and body ground. OK: Voltage: 9 – 14 V

ON MREL

M/T

(–)

(+) MREL

A/T

(–)

  

(+)

NG A11727


OK

8

Check EFI fuse. PREPARATION: Remove the EFI fuse from the engine room J/B. CHECK: Check the continuity of the EFI fuse. OK: Continuity

Engine Room J/B

NG EFI Fuse

A05531

Check for short in all harness and components connected to EFI fuse.

OK

9

Check EFI main relay (Marking: EFI) (See page FI–45).

NG


Replace EFI m ain r elay.


ENGINE

OK

10

Check for open and short in harness and connector between terminal MREL of engine ECU and body ground (See page IN–20).

NG OK

Check and repair harness or connector between EFI fuse and battery.


Repair and replace harness or connector.


ENGINE DI80Q–01

Injector Circuit CIRCUIT DESCRIPTION Misfire: The engine ECU uses the crankshaft position sensor and camshaft position sensor to monitor changes in the crankshaft rotation for each cylinder. The engine ECU counts the number of times the engine speed change rate, indicating that misfire has occurred. And when the misfire rate equals or exceeds the count indicating that the engine condition has deteriorated, the CHK ENG (MIL) lights up. If the misfire rate is high enough and the driving conditions causes catalyst overheating, the CHK ENG (MIL) blinks when misfiring occurs.

WIRING DIAGRAM Refer to DTC No. P0300 on page DI–64.


Check wi re harness, connector and vacuum hose in engine room.

CHECK: (a) Check the connection conditions of the wire harness and connector. (b) Check the disconnection, piping and break of the vacuum hose. NG

Repair o r replace, then confirm that there is no misfire (See confirmation driving pattern).

OK

2

Check sp ark plug and spark of mi sfiring cylinder (S ee page FI–22).

NG

OK


Replace or check i gnition s ystem (See page IG–1).


3

Check voltage of engine ECU terminals for injector of faulty cylinder. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Turn the ignition switch ON. CHECK: Measure the voltage between appli cable terminals #10 – #40 of the engine ECU connector and body ground. OK: Voltage: 9 – 14 V

ON #20 M/T #10

#30

#40 (+)

A/T

ENGINE

#40 #30

(–)

#20 #10

(+)

(–)

   A11717

Reference: INSPECTION USING OSCILLOSCOPE With the engine idling, check the waveform between terminals #10 – #40 and E01 of the engine ECU connector. HINT: The correct waveform is as shown. Injector Signal Waveform 20 V/ Division

20 V/ Division

GND

GND

(Magnification)


1 msec./Division (Idling) Injection duration

OK

NG


Go to step 5.

A12490


4

ENGINE

Check res istance of in jector o f mis firing cy linder (S ee p age FI –22).

NG

Replace i njector.

OK

Check for open and short in harness and connector between injector and engine ECU (See page IN–20).

5


NG


OK

6


NG

Replace i njector.

OK

7


NG OK

Check compression pressure (See page EM–4) and valve clearance (See page EM–5). 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)

Repair or replace.


ENGINE DI80R–01

Stop Light Switch Signal Circuit (Only for M/T Models) CIRCUIT DESCRIPTION Refer to DTC No. P1520 on page DI–100

WIRING DIAGRAM Refer to DTC No. P1520 on page DI–100


Check voltage vetween terminal STP of engine ECU conector and body ground. ON

Brake Pedal Released

Brake Pedal Depressed

PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Turn the ignition switch ON. CHECK: Check the voltage between terminal STP of the engine ECU connector and body ground. OK: Brake Pedal

M/T

Depressed Released

Voltage 7.5 14 –V Below 1.5 V

(+)

(–)

A/T

STP

(–)

STP

(+)

   

OK

Check f or intermittent problems (See page DI–3).

A12480

NG

2

Check harness and connector between engine ECU and stop light switch (See page IN–20).




OK



ENGINE


ENGINE DI80O–01

Fuel Pump Control Circuit CIRCUIT DESCRIPTION In the below diagram, when the engine is cranked, current flows from terminal ST of the ignition switch to the starter relay coil and also current flows to terminal STA of engine ECU (STA signal). When the STA signal and NE signal are input to the engine ECU, Tr is turned ON, current flows to coil of the circuit opening relay, the relay switches on, power is supplied to the fuel pump and the fuel pump operates. While the NE signal is generated (engine running), the engine ECU keeps Tr ON (circuit opening relay ON) and the fuel pump also keeps operating.

WIRING DIAGRAM From Terminal 3 of EFI Relay

C9 Circuit Opening Relay B–R B–R 1 2 L–B

B–R 3

5

W–B

J9 (LHD) J20(RHD) J/C W–B A

Engine ECU 14 3 E20 E21 FC *1 *2

G–R

F27 Fuel Pump 5 3 L–B ID1 IC1 4 5 (LHD)(RHD)

13 IC1 8 ID1 (LHD)(RHD)

W–B *1: M/T *2: A/T

IJ (LHD) II (RHD) A14621



ENGINE


Check voltage between terminal FC of engine ECU connector and body ground. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Turn the ignition switch ON. CHECK: Measure the voltage between terminal FC of the engine ECU

ON FC M/T

connector and the body ground. OK: Voltage: 9 – 14 V (–)

(+) FC

A/T

(–)

(+)

  

OK

Go to step 2

A11725

NG

Check for open in harness and connector between EFI m ain relay (Marking: EFI) and circuit opening relay, circuit opening relay and engine ECU.

2

Check for en gine ECU power source circuit (S ee page DI–113).

NG

Repair or replace.

OK

3

Check circuit opening relay (See page FI–46).

NG


Replace c ircuit opening r elay.


4

ENGINE

Check fuel p ump (See p age FI–7, FI–13).

NG

Repair o r replace fuel p ump.

OK

5

Check f uel p ump operation. ON

PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Connect the hand held tester to the DLC3. (c) Turn the i gnition switch ON and push the h and–held tester main switch ON. (d) Select the ACTIVE TEST mode on the hand–held tester. (e) If you have no hand–held tester, connect the positive (+) and negative (–) leads from the battery to the fuel pump connector (See page FI–7, FI–13). CHECK: Check that the pulsation damper screw rises up when the fuel pump operates.

FC

FC

OFF ON

Fuel Inlet Hose

OK:

OFF ON

The pulsation damper screw rises up. A12055

 A12055

OK

Proceed to next circuit inspection shown on problem symptoms table (See page DI–24).

NG

6

Check for open in harness and connector between circuit opening relay and fuel pump, and fuel pump and body ground (See page IN–20).

NG

OK

Check and replace engine ECU (See page IN–20). 1ZZ–FE, 3ZZ–FE ENGINE (RM782E)



ENGINE DI6SV–07

Diagnostic Connector (DLC3) Circuit CIRCUIT DESCRIPTION Terminals TC and CG are located in the DLC3. When connecting these terminals, DTCs in normal mode or test mode can be read through the CHK ENG (MIL) flashing in the combination meter.

WIRING DIAGRAM J1 (LHD) D8 J27 (RHD) DLC3 J/C W–B LG–R CG TC A 4 13

J44 J/C

Engine ECU LG–R

F

F

6*1, 5*2 E20

TC

*1: M/T *2: A/T II (LHD) IJ (RHD) A14586

INSPECTION PROCEDURE HINT: Even though terminal TC is not connected with terminal CG, the CHK ENG (MIL) blinks.  An open or a short in the wire harness, or malfunction inside the engine ECU is the likely cause of the  above the phenomenon.

1

Check vo ltage b etween terminals T C an d C G of D LC3. ON CG (–)

(+) TC

F08565

PREPARATION: Turn the ignition switch ON. CHECK: Measure the voltage between terminals TC and CG of the DLC3. OK: Voltage: 9 – 14 V OK


NG

2

Check continuity b etween terminal CG o f DLC3 and body ground.

NG




ENGINE

OK

3

Check for open and short circuit in harness and connector between engine ECU and DLC3, and DLC3 and body ground (See page IN–20).

NG

OK





ENGINE DI80P–01

A/C Cut Control Circuit CIRCUIT DESCRIPTION This circuit cuts A/C operation during vehicle acceleration in order to increase acceleration performance. During acceleration with the vehicle speed at 25 km/h (16 mph) (A/T model), at 40 km/h (25 mph) (M/T model) or less, engine speed at 1,200 rpm (A/T model),at 1,600 rpm (M/T model) or less and throttle valve opening angle at 60  or more, the A/C magnet switch is turned OFF for several seconds.

WIRING DIAGRAM A15 A/C Amplifier

Engine ECU

ACT

P 15

21 12 E20 E21 *1 *2 *1: M/T *2: A/T

AC1

L–B 5

ACT

+B

10 18 E20 E21 *1 *2 AC

A14618


Connect han d–held tester and check operation of A/C cut control.

PREPARATION: (a) Connect the hand–held tester to the DLC3. (b) Turn the ignition switch ON and push the hand–held tester main switch ON. (c) Start the engine and switch the A/C switch ON. HINT: The A/C magnet clutch is turned ON. (d) Select the ACTIVE TEST mode on the hand–held tester. CHECK: Check the operation of the A/C magnet clutch cut when the A/C cut control is operated by the hand–held tester. OK: A/C magnet clutch is turned OFF. OK

NG


Proceed to next circuit inspection shown in problem symptoms table (See page DI–24).


2

ENGINE

Check for open and short in harness and connector between engine ECU and A/C amplifier (See page IN–20).

NG


OK

3

Check voltage between terminal ACT of engine engine ECU conector and body ground. PREPARATION: (a) Remove the glove compartment (See page FI–58). (b) Start the engine. CHECK: Measure the voltage between terminal ACT of the engine ECU connector and the body ground when the A/C switch is turned to ON and OFF. OK:

START ACT

M/T

(–) (+)

A/CSwitchCondition ON

ACT A/T

OFF

(–)

Voltage V 14 –

5 Below 2.0 V

(+)

  

NG A12054

OK



Check a nd r eplace A /C a mplifier.

07 Diagnostics

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