Toyota Camry 2007-2009 Service Manual - 2GR-FE_Engine_Control

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

SFI SYSTEM

PRECAUTION

NOTICE:

• Perform the RESET MEMORY (AT) initialization operation after replacing the automatic transmission assembly, engine assembly or ECM (See page AX-25).

• Perform REGISTRATION (VIN registration) when replacing the ECM (See page ES-20).

ES–1

ES

ES–2

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

DEFINITION OF TERMS

Terms Definition

Monitor Description Description of what ECM monitors and how to detect malfunctions (monitoring purpose and

its details).

Related DTCs A group of diagnostic trouble codes that are output by ECM based on the same

malfunction detection logic.

Typical Enabling Condition Preconditions that allow ECM to detect malfunctions.

With all preconditions satisfied, ECM sets DTC when monitored value(s) exceeds malfunction threshold(s).

Sequence of Operation Order of monitor priority, applied if multiple sensors and components are involved in single

malfunction detection process. Each sensor and component monitored in turn and not monitored until previous detection

operation is completed. Required Sensor/Components Sensors and components used by ECM to detect each malfunction. Frequency of Operation Number of times ECM checks for each malfunction during each driving cycle.

"Once per driving cycle" means that ECM checks for malfunctions only once in single

driving cycle.

"Continuous" means that ECM checks for malfunctions whenever enabling conditions are

met. Duration Minimum time for which ECM must detect continuous deviation in monitored value(s) in

order to set DTC. Timing begins when Typical Enabling Conditions are met. Malfunction Thresholds Value, beyond which, ECM determines malfunctions exist and sets DTCs. MIL Operation Timing of MIL illumination after a malfunction is detected.

"Immediate" means that ECM illuminates MIL as soon as a malfunction is detected.

"2 driving cycle" means that ECM illuminates MIL if the same malfunction is detected twice

during next sequential driving cycle.

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

PARTS LOCATION

ES–3

ECM

MASS AIR FLOW METER

ENGINE ROOM R/B

- EFI RELAY

ES

- A/F RELAY

- C/OPN RELAY

- ST RELAY

ACTIVE MOUNT CONTROL VSV

PURGE VSV

HEATED OXYGEN SENSOR (BANK 1 SENSOR 2)

- ST CUT RELAY

- IG2 RELAY

CANISTER

FUEL PUMP

HEATED OXYGEN SENSOR (BANK 2 SENSOR 2)

A134870E01

ES

ES–4

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

COMBINATION METER

DLC3

INSTRUMENT PANEL J/B

- IGN FUSE

- STOP FUSE

ACCELERATOR PEDAL

STOP LIGHT SWITCH

A139510E01

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

VVT SENSOR FOR INTAKE CAMSHAFT (BANK 2)

CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY

(BANK 2 INTAKE SIDE)

ES–5

VVT SENSOR (BANK 1 INTAKE SIDE)

CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY

(BANK 1 INTAKE SIDE)

IGNITION COIL WITH IGNITER

FUEL INJECTOR

AIR FUEL RATIO SENSOR (BANK 2 SENSOR 1)

ENGINE COOLANT TEMPERATURE SENSOR

ES

VVT SENSOR FOR EXHAUST CAMSHAFT (BANK 2)

CRANKSHAFT POSITION SENSOR

VVT SENSOR FOR EXHAUST CAMSHAFT (BANK 1)

AIR FUEL RATIO SENSOR (BANK 1 SENSOR 1)

CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY

(BANK 2 EXHAUST SIDE)

A114586E05

ES

ES–6

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

THROTTLE BODY (THROTTLE POSITION SENSOR)

ACIS ACTUATOR

KNOCK SENSOR

(BANK 1)

(BANK 2)

A114543E04

ST/AM2

AM2

AM1

IG2

IG SW

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

SYSTEM DIAGRAM

1. Without Smart Key System:

IG2

ECM

IG2

ST2

IG1

ST1

PNP SW

NSW

IGSW

STA

W

ES–7

GAUGE No. 2

IGN

ES

Combination Meter

AM1

ALT

FL MAIN

ST

Fuel Pump

EFI MAIN

C/OPN

ETCS

EFI No. 1

EFI

FC

+BM

BATT

MREL

SPD

OC1+

OC1-

OC2+

OC2-

OE1+

OE1-

OE2+

OE2-

MIL

VVT OCV (Intake Side RH)

VVT OCV (Intake Side LH)

VVT OCV (Exhaust Side RH)

VVT OCV (Exhaust Side LH)

Battery

Starter

E02

E05

A

E1

A137635E02

ES–8

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

EFI No. 3

EFI No. 2

VSV for ACIS

VSV for EVAP System

VSV for ACIS

VSV for Active Control Mount System

+B

+B2

AICV

PRG

ACIS

ACM

ECM

VCP2

VPA2

EPA2

VCPA

VPA

EPA

CAN+

CAN-

IMO

IMI

A

APP Sensor

Transmission Control ECU

Transponder Key ECU

THA

MAF Meter

HO2 Sensor (Bank 1 Sensor 2)

HO2 Sensor (Bank 2 Sensor 2)

B

E2G

VG ETHA

HT1B

EX1B

OX1B

HT2B

EX2B

OX2B

STP

ST1-

Power Steering Oil Pressure SW

PSW

E04

E01

E03

ME01

Stop Light SW

STOP

IGN

A137631E02

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–9

B

Canister Pump Module

VVT Sensor (Bank 1 Intake Side)

ECM

VPMP

EPPM

PPMP

VCPP

MPMP

VV1+

VV1-

VCV1

KNK1

EKNK

KNK2

EKN2

#10

Knock Sensor (Bank 1)

ES

Knock Sensor (Bank 2)

No. 1 Fuel Injector

VVT Sensor (Bank 2 Intake Side)

VVT Sensor (Bank 1 Exhaust Side)

VVT Sensor (Bank 2 Exhaust Side)

To Main Body ECU

VV2+

VV2-

VCV2

EV1+

EV1-

VCE1

EV2+

EV2-

VCE2

CANH

CANL

#20

No. 2 Fuel Injector

#30

No. 3 Fuel Injector

#40

No. 4 Fuel Injector

#50

No. 5 Fuel Injector

#60

No. 6 Fuel Injector

To IG2 Relay

A137632E02

ES–10

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ECM

VTA1

NE+

Crankshaft Position Sensor

ES

Throttle Body Assembly

A/F Sensor (Bank 1 Sensor 1)

ECT Sensor

VCTA

VTA2

ETA

M+

M-

GE01

THW

ETHW

HA1A

A1A+

A1A-

NE-

TC

IGT1 IGF1

IGT2

IGT3

DLC3

Ignition Coil (No. 1)

Ignition Coil (No. 2)

Ignition Coil (No. 3)

Ignition Coil (No. 4)

A/F

A/F Sensor (Bank 2 Sensor 1)

A/F

To EFI Relay

To Battery

HA2A

A2A+

A2A-

IGT4

Ignition Coil (No. 5)

IGT5

Ignition Coil (No. 6)

IGT6

To IG2 Relay

Noise Filter (RH Side)

Noise Filter (LH Side)

A137633E02

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–11

GAUGE No. 1

To IG1 Relay

Park / Neutral Position SW

Transmission Control ECU

ECM

SFTD

SFTU

P

R

N

D

Transmission Control SW

S

ECU IG No. 2

Spiral Cable

Cruise Control SW

To IG1 Relay

ES

CCS

A137634E02

ES–12

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

2. With Smart Key System:

ES

Main Body ECU

ACC

STSW

ACCR

IG2D

STR

STR2

ST

IG2

IGN

ST/AM2

To ECU-ACC Fuse

To IG2 Fuse

ST CUT

ETCS

PNP SW

STSW

ACCR

STAR

+BM

NSW

STA IGSW

ECM

W

SPD

OC1+

OC1-

OC2+

OC2-

GAUGE No. 2

Combinatiion Meter

MIL

VVT OCV (Intake Side RH)

VVT OCV (Intake Side LH)

VVT OCV (Exhaust Side RH)

FL MAIN

Battery

To IGN Fuse

Fuel Pump

Starter

EFI No. 1

EFI MAIN

C/OPN

EFI

OE1+

FC

BATT

MREL

A

OE1-

VVT OCV (Exhaust Side LH)

OE2+

OE2-

E02

E05

E1

A137630E02

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–13

EFI No. 3

EFI No. 2

VSV for ACIS

VSV for EVAP System

VSV for ACIS

VSV for Active Control Mount System

+B

+B2

AICV

PRG

ACIS

ACM

ECM

VCP2

VPA2

EPA2

VCPA

VPA

EPA

CAN+

CAN-

IMO

IMI

A

APP Sensor

ES

Transmission Control ECU

Transponder Key ECU

THA

MAF Meter

HO2 Sensor (Bank 1 Sensor 2)

HO2 Sensor (Bank 2 Sensor 2)

B

E2G

VG ETHA

HT1B

EX1B

OX1B

HT2B

EX2B

OX2B

STP

ST1-

Power Steering Oil Pressure SW

PSW

E04

E01

E03

ME01

Stop Light SW

STOP

IGN

A137631E02

ES–14

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

B

Canister Pump Module

VVT Sensor (Bank 1 Intake Side)

ECM

VPMP

EPPM

PPMP

VCPP

MPMP

VV1+

VV1-

VCV1

KNK1

EKNK

Knock Sensor (Bank 1)

KNK2

EKN2

Knock Sensor (Bank 2)

#10

No. 1 Fuel Injector

VVT Sensor (Bank 2 Intake Side)

VVT Sensor (Bank 1 Exhaust Side)

VVT Sensor (Bank 2 Exhaust Side)

To Main Body ECU

VV2+

VV2-

VCV2

EV1+

EV1-

VCE1

EV2+

EV2-

VCE2

CANH

CANL

#20

No. 2 Fuel Injector

#30

No. 3 Fuel Injector

#40

No. 4 Fuel Injector

#50

No. 5 Fuel Injector

#60

No. 6 Fuel Injector

To IG2 Relay

A137632E02

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Crankshaft Position Sensor

ECM

VTA1

NE+

ES–15

Throttle Body Assembly

A/F Sensor (Bank 1 Sensor 1)

ECT Sensor

VCTA

VTA2

ETA

M+

M-

GE01

THW

ETHW

HA1A

A1A+

A1A-

NE-

TC

IGT1 IGF1

IGT2

IGT3

DLC3

Ignition Coil (No. 1)

ES

Ignition Coil (No. 2)

Ignition Coil (No. 3)

Ignition Coil (No. 4)

A/F

A/F Sensor (Bank 2 Sensor 1)

A/F

To EFI Relay

To Battery

HA2A

A2A+

A2A-

IGT4

Ignition Coil (No. 5)

IGT5

Ignition Coil (No. 6)

IGT6

To IG2 Relay

Noise Filter (RH Side)

Noise Filter (LH Side)

A137633E02

ES–16

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

GAUGE No. 1

To IG1 Relay

Park / Neutral Position SW

Transmission Control ECU

ECM

SFTD

SFTU

P

R

N

D

CCS

Transmission Control SW

S

ECU IG No. 2

Spiral Cable

Cruise Control SW

To IG1 Relay

A137634E02

1

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

HOW TO PROCEED WITH TROUBLESHOOTING

HINT: *: Use the intelligent tester.

VEHICLE BROUGHT TO WORKSHOP

CUSTOMER PROBLEM ANALYSIS

ES–17

CONNECT INTELLIGENT TESTER TO DLC3*

HINT: If the display indicates a communication fault in the tester, inspect the DLC3.

CHECK DTC AND FREEZE FRAME DATA*

HINT: Record or print DTCs and freeze frame data, if necessary.

CLEAR DTC AND FREEZE FRAME DATA*

6

CONDUCT VISUAL INSPECTION

SET CHECK MODE DIAGNOSIS*

CONFIRM PROBLEM SYMPTOMS

HINT: If the engine does not start, perform steps 10 and 12 first.

ES–18

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Result

Result Proceed to

Malfunction does not occur A

Malfunction occurs B

ES

A

9

A

11

SIMULATE SYMPTOMS

CHECK FOR DTCS*

REFER TO DTC CHART

B

Result

B

GO TO STEP 10

Result Proceed to

Trouble code A

No code B

GO TO STEP 12

12

CONDUCT BASIC INSPECTION

A

13

REFER TO PROBLEM SYMPTOMS TABLE

Result

Result Proceed to

Malfunctioning parts not confirmed A

Malfunctioning parts confirmed B

B

GO TO STEP 17

Result

Result Proceed to

Malfunctioning circuit confirmed A

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Result Proceed to

Malfunctioning parts confirmed B

ES–19

A

14

A

16

B

CHECK ECM POWER SOURCE CIRCUIT

CONDUCT CIRCUIT INSPECTION

Result

Malfunction not confirmed A

Malfunction confirmed B

B

CHECK FOR INTERMITTENT PROBLEMS

GO TO STEP 17

ES

Result Proceed to

GO TO STEP 18

17

IDENTIFY PROBLEM

ADJUST AND/OR REPAIR

ES–20

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

20

CONDUCT CONFIRMATION TEST

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

CHECK FOR INTERMITTENT PROBLEMS

HINT: Inspect the vehicle's ECM using check mode. Intermittent problems are easier to detect with an intelligent tester when the ECM is in check mode. In check mode, the ECM uses 1 trip detection logic, which is more sensitive to malfunctions than normal mode (default), which uses 2 trip detection logic.

1. Clear the DTCs.

2. Switch the ECM from normal mode to check mode using an intelligent tester (See page ES-49).

3. Perform a simulation test (See page IN-40).

4. Check and wiggle the harness(es), connector(s) and terminal(s) (See page IN-45).

ES–21

ES

ES–22

1

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

BASIC INSPECTION

When the malfunction is not confirmed by the DTC check, troubleshooting should be carried out in all circuits considered to be possible causes of the problem. In many cases, by carrying out the basic engine check shown in the following flowchart, the location of the problem can be found quickly and efficiently. Therefore, using this check is essential when troubleshooting the engine.

CHECK BATTERY VOLTAGE

NOTICE: Carry out this check with the engine stopped and the engine switch off. Result

Result Proceed to

11 V or more OK

Below 11 V NG

OK

CHECK WHETHER ENGINE CRANKS

2

OK

CHECK WHETHER ENGINE STARTS

3

OK

CHECK AIR FILTER

4

NG

(a) Visually check that the air filter is not excessively

contaminated with dirt or oil.

CHARGE OR REPLACE BATTERY

PROCEED TO PROBLEM SYMPTOMS TABLE

GO TO STEP 6

OK

CHECK IDLING SPEED

5

NG

REPLACE AIR FILTER

TROUBLESHOOT IDLING SPEED AND PROCEED TO NEXT STEP

OK

CHECK FUEL PRESSURE

6

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–23

NG

OK

CHECK FOR SPARKS

7

NG

OK

PROCEED TO PROBLEM SYMPTOMS TABLE

TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP

TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP

ES

ES–24

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

REGISTRATION

NOTICE: The Vehicle Identification Number (VIN) must be input into the replacement ECM.

HINT: The VIN is in the form of a 17-digit alphanumeric vehicle identification number. An intelligent tester is required to register the VIN.

1. INPUT INSTRUCTIONS

(a) The general VIN input instructions using an

intelligent tester are explained below:

(b) The arrow buttons (UP, DOWN, RIGHT and LEFT)

and numerical buttons (0 to 9) are used, in order to input the VIN.

(c) Cursor Operation

To move the cursor around the tester screen, press the RIGHT and LEFT buttons.

(d) Alphabetical Character Input

(1) Press the UP and DOWN buttons to select the

desired alphabetical character.

(e) Numeric Character Input

(1) Press the numerical button corresponding to

the number that you want to input. HINT: Numerical characters can be selected by using the UP and DOWN buttons.

(f) Correction

(1) When correcting the input character(s), put the

cursor onto the character using the RIGHT or LEFT button.

(2) Select or input the correct character using the

UP and DOWN buttons, or the numerical buttons.

(g) Finishing Input Operation

(1) Make sure that the input VIN matches the

vehicle VIN after input.

(2) Press the ENTER button on the tester.

2. READ VIN (Vehicle Identification Number)

(a) The flowchart of the VIN reading process is shown.

This process allows the VIN stored in the ECM to be read, in order to confirm that the two VINs, provided with the vehicle and stored in the vehicle's ECM, are

the same. (b) Read VIN using an intelligent tester. (c) Check the vehicle's VIN. (d) Connect the intelligent tester to the DLC3. (e) Turn the ignition switch on (IG). (f) Turn the tester on.

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

(g) Enter the following menus: DIAGNOSIS /

ENHANCED OBD ll / VIN.

Menu Screen:

Select VIN READ

ES–25

ES

DTC P0630 Set

[EXIT]

VIN Previously Stored

[EXIT]

To Menu Screen

VIN Not Stored

17-digit VIN displayed

[EXIT]

A103812E03

3. WRITE VIN

(a) The flowchart of the VIN writing process is shown.

This process allows the VIN to be input into the ECM. If the ECM is changed, or the VINs do not match, the VIN can be registered, or overwritten in

the ECM by following this procedure. (b) Write VIN using the intelligent tester. (c) Check the vehicle's VIN. (d) Connect the intelligent tester to the DLC3. (e) Turn the ignition switch on (IG). (f) Turn the tester on.

ES

ES–26

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

(g) Enter the following menus: DIAGNOSIS /

ENHANCED OBD ll / VIN.

Menu Screen:

Select VIN WRITE

VIN Previously Stored

To Menu Screen

[YES][NO]

[YES]

Continue to next illustration

[YES]

17-digit VIN displayed

[NO]

To Menu Screen

A103813E01

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

New Registration

ES–27

Input Instructions

[ENTER]

ES

[ENTER]

Continue to next illustration

[ENTER]

Input Error

[EXIT]

A103814E03

ES

ES–28

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Writing Successful Writing Error Communication Error

[ENTER] [EXIT] [EXIT]

To Menu Screen To Menu Screen To Menu Screen

A103815E03

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

CHECKING MONITOR STATUS

The purpose of the monitor result (mode 06) is to allow access to the results for on-board diagnostic monitoring tests of specific components/systems that are not continuously monitored. Examples are catalyst, evaporative emission (EVAP) and thermostat. The monitor result allows the OBD II scan tool to display the monitor status, test value, minimum test limit and maximum test limit. These data are displayed after the vehicle has been driven to run the monitor. When the test value is not between the minimum test limit and maximum test limit, the ECM (PCM) interprets this as a malfunction. When the component is not malfunctioning, if the difference of the test value and test limit is very small, the component will malfunction in the near future. Perform the following instructions to view the monitor status. Although the Toyota diagnostic tester is used in the following instructions, it can be checked using a generic OBD II scan tool. Refer to your scan tool operator's manual for specific procedures.

1. PERFORM MONITOR DRIVE PATTERN

The monitor results and test values can be checked with the OBD II scan tool or the intelligent tester. The engine control module (ECM) monitors the emissions-related components such as the thermostat, catalyst converter and evaporative emissions (EVAP), and determines whether they are functioning normally or not. When monitoring is finished, the ECM stores the monitor results and the test values. The monitor result indicates whether the component is functioning normally or not. The test value is the value that was used to determine the monitor result. If the test value is outside of the test limit (malfunction criterion), the ECM determines the component is malfunctioning. Some emissions-related components have multiple test values to determine monitor result. If one of these test values is outside of the test limit, the ECM determines the component is malfunctioning. (a) Connect the intelligent tester to the DLC3. (b) Start the engine and turn the tester on. (c) Clear the DTCs. (d) Run the vehicle in accordance with the applicable

drive pattern described in READINESS MONITOR

DRIVE PATTERN (See page ES-28). DO NOT turn

the engine switch off.

NOTICE:

The test results will be lost if the engine switch

is turned off.

ES–29

ES

ES–30

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

2. ACCESS MONITOR RESULT

(a) Select the following menus on the intelligent tester:

DIAGNOSIS, ENHANCED OBDII, MONITOR INFO and MONITOR RESULT. The monitor status appears after the component name.

• INCMP: The component has not been monitored yet.

• PASS: The component is functioning normally.

• FAIL: The component is malfunctioning.

(b) Confirm that the component is either PASS or FAIL. (c) Select the component and press ENTER. The

accuracy test value appears if the monitor status is either PASS or FAIL. HINT: The monitor result might be PASS on rare occasions even if the Malfunction Indicator Lamp (MIL) is illuminated. This indicates that the system was malfunctioning in the previous driving cycle. This might be caused by an intermittent problem.

3. CHECK COMPONENT STATUS

(a) Compare the test value with the minimum test limit

(MIN LIMIT) and maximum test limit (MAX LIMIT).

(b) If the test value is between the minimum test limit

and maximum test limit, the component is functioning normally. If not, the component is malfunctioning. The test value is usually significantly higher or lower than the test limit. If the test value is on the borderline of the test limit, the component will

malfunction in the near future. HINT: The monitor result might be PASS on rare occasions even if the Malfunction Indicator Lamp (MIL) is illuminated. This indicates that the system was malfunctioning in the previous driving cycle. This might be caused by an intermittent problem.

4. MONITOR RESULT INFORMATION

If you use a generic scan tool, multiply the test value by the scaling value listed below.

A/F Sensor Bank 1:

Monitor ID Test ID Scaling Unit Description

$01 $8E Multiply by 0.0003 No dimension A/F sensor deterioration level $01 $91 Multiply by 0.004 mA A/F sensor current

HO2S Bank 1 Sensor 2:

Monitor ID Test ID Scaling Unit Description

$02 $07 Multiply by 0.001 V Minimum sensor voltage $02 $08 Multiply by 0.001 V Maximum sensor voltage $02 $8F Multiply by 0.003 g Maximum oxygen storage capacity

A/F Sensor Bank 2:

Monitor ID Test ID Scaling Unit Description

$05 $8E Multiply by 0.0003 No dimension A/F sensor deterioration level $05 $91 Multiply by 0.004 mA A/F sensor current

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

HO2S Bank 2 Sensor 2:

Monitor ID Test ID Scaling Unit Description

$06 $07 Multiply by 0.001 V Minimum sensor voltage $06 $08 Multiply by 0.001 V Maximum sensor voltage $06 $8F Multiply by 0.003 g Maximum oxygen storage capacity

Catalyst-Bank 1:

Monitor ID Test ID Scaling Unit Description

$21 $A9 Multiply by 0.003 No dimension Oxygen storage capacity of catalyst-bank 1

Catalyst-Bank 2:

Monitor ID Test ID Scaling Unit Description

$22 $A9 Multiply by 0.003 No dimension Oxygen storage capacity of catalyst-bank 2

EVAP:

Monitor ID Test ID Scaling Unit Description

$3D $C9 Multiply by 0.001 kPa Test value for small leak (P0456) $3D $CA Multiply by 0.001 kPa Test value for gross leak (P0455) $3D $CB Multiply by 0.001 kPa Test value for leak detection pump OFF stuck (P2401) $3D $CD Multiply by 0.001 kPa Test value for leak detection pump ON stuck (P2402) $3D $CE Multiply by 0.001 kPa Test value for vent valve OFF stuck (P2420) $3D $CF Multiply by 0.001 kPa Test value for vent valve ON stuck (P2419) $3D $D0 Multiply by 0.001 kPa Test value for reference orifice low flow (P043E) $3D $D1 Multiply by 0.001 kPa Test value for reference orifice high flow (P043F ) $3D $D4 Multiply by 0.001 kPa Test value for purge VSV close stuck (P0441) $3D $D5 Multiply by 0.001 kPa Test value for purge VSV open stuck (P0441) $3D $D7 Multiply by 0.001 kPa Test value for purge flow insufficient (P0441)

ES–31

ES

Misfire:

Monitor ID Test ID Scaling Unit Description

$A1 $0B Multiply by 1 Time

$A1 $0C Multiply by 1 Time

$A2 $0B Multiply by 1 Time

$A2 $0C Multiply by 1 Time

$A3 $0B Multiply by 1 Time

$A3 $0C Multiply by 1 Time

$A4 $0B Multiply by 1 Time

$A4 $0C Multiply by 1 Time

$A5 $0B Multiply by 1 Time

$A5 $0C Multiply by 1 Time

$A6 $0B Multiply by 1 Time

$A6 $0C Multiply by 1 Time

$A7 $0B Multiply by 1 Time

Exponential Weighted Moving Average (EWMA) misfire for all cylinders: Misfire counts for last ten driving cycles-Total

Misfire rate for all cylinders: Misfire counts for last/current driving cycles-Total

EWMA misfire for cylinder 1: Misfire counts for last ten driving cyclesTotal

Misfire rate for cylinder 1: Misfire counts for last/current driving cycleTotal

EWMA misfire for cylinder 2: Misfire counts for last ten driving cyclesTotal

Misfire rate for cylinder 2: Misfire counts for last/current driving cycleTotal

EWMA misfire for cylinder 3: Misfire counts for last ten driving cyclesTotal

Misfire rate for cylinder 3: Misfire counts for last/current driving cycleTotal

EWMA misfire for cylinder 4: Misfire counts for last ten driving cyclesTotal

Misfire rate for cylinder 4: Misfire counts for last/current driving cycleTotal

EWMA misfire for cylinder 5: Misfire counts for last ten driving cyclesTotal

Misfire rate for cylinder 5: Misfire counts for last/current driving cycleTotal

EWMA misfire for cylinder 6: Misfire counts for last ten driving cyclesTotal

ES

ES–32

Monitor ID Test ID Scaling Unit Description

$A7 $0C Multiply by 1 Time

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Misfire rate for cylinder 6: Misfire counts for last/current driving cycleTotal

Rear Oxygen Sensor Heater:

Monitor ID Test ID Scaling Unit Description

$42 $91 Multiply by 0.001 Ohm Oxygen sensor heater resistance bank 1 sensor 2 $46 $91 Multiply by 0.004 Ohm Oxygen sensor heater resistance bank 2 sensor 2

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

READINESS MONITOR DRIVE PATTERN

1. PURPOSE OF READINESS TESTS

• The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emissionrelated components, and indicate any detected abnormalities with DTCs (Diagnostic Trouble Codes). Since various components need to be monitored in different driving conditions, the OBD II system is designed to run separate monitoring programs called Readiness Monitors.

• The intelligent tester's software must be version 9.0 or newer to view the Readiness Monitor status. To view the status, select the following menu items: DIAGNOSIS / ENHANCED OBD II / MONITOR INFO / MONITOR STATUS.

• When the Readiness Monitor status reads COMPL (complete), the necessary conditions have been met for running the performance tests for that Readiness Monitor.

• A generic OBD II scan tool can also be used to view the Readiness Monitor status.

HINT: Many Inspection and Maintenance (I/M) programs require a vehicle's Readiness Monitor status to show COMPL before beginning emission tests. The Readiness Monitor will be reset to INCMPL (incomplete) if:

• The ECM has lost battery power or broken a fuse.

• DTCs have been cleared.

• The conditions for running the Readiness Monitor have not been met.

If the Readiness Monitor status shows INCMPL, follow the appropriate Readiness Monitor Drive Pattern to change the status to COMPL.

CAUTION: Strictly observe posted speed limit s, traffic laws, and road conditions when performing these drive patterns. NOTICE: These drive patterns represent the fastest me thod of satisfying all conditions necessary to achieve complete status for each specific Readiness Monitor. In the event of a drive pattern being interrupted (possibly due to factors such as traffic conditions), the drive pattern can be resumed. In most cases, the Readiness Monitor will still achieve complete status upon completion of the drive pattern. To ensure completion of the Readiness Monitors, avoid sudden changes in vehicle load and speed (driving up and down hills and/or sudden acceleration).

ES–33

ES

ES–34

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

2. CATALYST MONITOR (ACTIVE AIR-FUEL RATIO CONTROL TYPE)

Vehicle Speed

NOTICE:

ES

Between 40 mph and 70 mph (64 km/h and 113 km/h)

Idling

Ignition Switch off

This test will not be completed if the vehicle is driven under absolute constant speed condition such as with cruise control activated.

Warm up

Note: Even when vehicle stops during driving pattern, the test can be resumed

10 minutes

Time

(a) Preconditions

The monitor will not run unless:

• The MIL is OFF.

(b) Drive Pattern

(1) Connect an intelligent tester. (2) Turn the ignition switch on (IG). (3) Turn the tester or scan tool ON. (4) Clear the DTCs. (5) Start the engine and warm it up. (6) Drive the vehicle at between 40 mph and 70

mph (64 km/h and 113 km/h) for at least 10 minutes.

(c) Monitor Status

(1) Check the Readiness Monitor status displayed

on the tester.

(2) If the status does not switch to COMPL

(complete), extend the driving time.

3. EVAP MONITOR (KEY-OFF TYPE)

(a) Preconditions

The monitor will not run unless:

• The fuel tank is less than 90% full.

• The altitude is less than 8,000 ft (2,450 m).

• The vehicle is stationary.

• The engine coolant temperature is between

4.4°C and 35°C (40°F to 95°F).

• The intake air temperature is between 4.4°C and 35°C (40°F to 95°F).

• Vehicle was driven in the city area (or on freeway) for 10 minutes or more.

(b) Monitor Conditions

(1) Turn the ignition switch off and wait for 6 hours.

HINT: Do not start the engine until checking Readiness Monitor status. If the engine is started, the step described above must be repeated.

A079199E85

Monitor Drive Pattern:

ECT: 75°C (167°F) or more

Vehicle Speed

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

(c) Monitor Status

(1) Connect an intelligent tester to the DLC3. (2) Turn the ignition switch on (IG). (3) Turn the tester or scan tool on. (4) Check the Readiness Monitor status displayed

on the tester or scan tool. If the status does not switch to COMPL (complete), restart the engine, make sure that the preconditions have been met, and then perform the Monitor Conditions again.

4. A/F SENSOR AND HO2S MONITORS

Accelerator Pedal Depressed

At least 3 times

ES–35

Accelerator Pedal Released (Fuel-cut)

ES

Idling

38 to 75 mph (60 to 120 km/h)

Warming up

10 minutes or more

(a) Preconditions

(b) Drive Pattern for front A/F sensor and HO2 sensor

40 mph (64 km/h) or more

6 mph (10 km/h)

Time

10 seconds or more

4 seconds or more

G039003E12

The monitor will not run unless:

• 2 minutes or more have elapsed sin ce the engine was started.

• The Engine Coolant Temperature (ECT) is 75°C (167°F) or more.

• Cumulative driving time at a vehicle speed of 30 mph (48 km/h) or more exceeds 6 minutes.

• Air-fuel ratio feedback control is performed.

• Fuel-cut control is performed for 8 seconds or more (for the Rear HO2 Sensor Monitor).

(1) Connect an intelligent tester to the DLC3. (2) Turn the ignition switch on (IG). (3) Turn the tester on. (4) Clear the DTCs. (5) Start the engine, and warm it up until the ECT

reaches 75°C (167°F) or higher.

(6) Drive the vehicle at 38 mph (60 km/h) or more

for at least 10 minutes. (7) Change the transmission to the 2nd gear. (8) Accelerate the vehicle to 40 mph (64 km/h) or

more by depressing the accelerator pedal for at

least 10 seconds (Procedure "A").

ES

ES–36

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

(9) Soon after performing procedure "A" above,

release the accelerator pedal for at least 4 seconds without depressing the brake pedal, in order to execute fuel-cut control (Procedure "B").

(10)Allow the vehicle to decelerate until the vehicle

speed declines to less than 6 mph (10 km/h) (Procedure "C").

(11)Repeat procedures from "A" through "C" above

at least 3 times in one driving cycle.

(c) Monitor Status

(1) Check the Readiness Monitor status displayed

on the tester.

(2) If the status does not switch to COMPL

(complete), make sure that the preconditions have been met and then perform the Drive Pattern again.

5. AIR-FUEL RA TIO (A/F) AND HEATED OXYGEN (HO2) SENSOR HEATER MONI TORS (FRONT A/F AND REAR HO2 SENSOR TYPE)

Vehicle Speed

25 mph (40 km/h)

Idling

Ignition Switch off

10 minutes or more

2 minutes or more

A078886E24

(a) Preconditions

The monitor will not run unless:

• The MIL is OFF.

(b) Drive Pattern

(1) Connect an intelligent tester to the DLC3. (2) Turn the ignition switch on (IG). (3) Clear the DTCs. (4) Start the engine. (5) Allow the engine to idle for 10 minutes or more. (6) Drive the vehicle at 25 mph (40 km/h) or more

for at least 2 minutes.

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

(c) Monitor Status

(1) Check the Readiness Monitor status displayed

on the tester or scan tool. If the status does not switch to COMPL (complete), make sure that the preconditions have been met, and repeat the Drive Pattern.

ES–37

ES

ES–38

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

SFI SYSTEM

Symptom Suspected area See page

Without Smart Key System: Engine does not crank (Does not start)

With Smart Key System: Engine does not crank (Does not start)

No initial combustion (Does not start)

Engine cranks normally but difficult to start

Difficult to start with cold engine

Difficult to start with warm engine

PROBLEM SYMPTOMS TABLE

HINT: When a malfunction is not confirmed by a DTC (Diagnostic Trouble Code) check and the cause of problem cannot be identified through a basic inspection, troubleshoot according to the priority order indicated in the table below.

1. Immobilizer system (with smart key system) EI-7

2. Immobilizer system (without smart key system) EI-55

3. Starter signal circuit ES-304

4. Starter ST-143

5. STARTER relay ST-149

1. Immobilizer system (with smart key system) EI-7

2. Immobilizer system (without smart key system) EI-55

3. Cranking holding function circuit ES-455

4. Starter signal circuit ES-304

5. Starter ST-143

6. STARTER relay ST-149

7. ECM power source circuit ES-432

8. ECM ES-518

1. ECM power source circuit ES-432

2. Ignition system IG-3

3. Fuel pump control circuit ES-449

4. Injector FU-15

5. Crank angle sensor ES-497

6. ECM ES-518

1. Electronic Throttle Control System (ETCS) ES-320

2. Fuel pump control circuit ES-449

3. Ignition system IG-3

4. Spark plug IG-5

5. Compression EM-3

6. Injector FU-15

7. Crank angle sensor ES-497

1. Starter signal circuit ES-304

2. Electronic Throttle Control System (ETCS) ES-320

3. Fuel pump control circuit ES-449

4. Spark plug IG-5

5. Ignition system IG-3

6. Injector FU-15

7. Engine coolant temperature sensor ES-500

1. Starter signal circuit ES-304

2. Electronic Throttle Control System (ETCS) ES-320

3. Fuel pump control circuit ES-449

4. Spark plug IG-5

5. Ignition system IG-3

6. Injector FU-15

7. Engine coolant temperature sensor ES-500

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Symptom Suspected area See page

1. Electronic Throttle Control System (ETCS) ES-320

2. ECM power source circuit ES-432

High engine idling speed (Poor idling)

Low engine idling speed (Poor idling)

Rough idling (Poor idling)

Hunting (Poor idling)

Hesitation/Poor acceleration (Poor driveability)

Surging (Poor driveability)

Engine stalls soon after starting

Engine stalls during A/C operation

Unable/difficult to refuel Refueling valve (canister) Engine vibrates frequently when idling (Active Control

engine Mount (ACM) system does not operate)

3. A/C signal circuit (Compressor circuit) -

4. Acoustic Control Induction System (ACIS) ES-462

5. PCV hose EC-5

6. ECM ES-518

1. Electronic Throttle Control System (ETCS) ES-320

2. ECM power source circuit ES-432

3. A/C signal circuit (Compressor circuit) -

4. Acoustic Control Induction System (ACIS) ES-462

5. PCV hose EC-5

6. Injector FU-15

7. ECM ES-518

1. Electronic Throttle Control System (ETCS) ES-320

2. Injector FU-15

3. Ignition system IG-3

4. Compression EM-3

5. Fuel pump control circuit ES-449

6. Spark plug IG-5

7. Acoustic Control Induction System (ACIS) ES-462

8. PCV hose EC-5

1. Electronic Throttle Control System (ETCS) ES-320

2. ECM power source circuit ES-432

3. Fuel pump control circuit ES-449

4. Spark plug IG-5

5. Ignition system IG-3

6. Injector FU-15

7. Acoustic Control Induction System (ACIS) ES-462

8. PCV hose EC-5

1. Injector FU-15

2. Fuel pump control circuit ES-449

3. Ignition system IG-3

4. Spark plug IG-5

5. Air Intake Control System (AICS) ES-462

6. A/T faulty AX-9

1. Fuel pump control circuit ES-449

2. Spark plug IG-5

3. Ignition system IG-3

4. Injector FU-15

1. Fuel pump control circuit ES-449

2. Electronic Throttle Control System (ETCS) ES-320

3. Crank angle sensor ES-497

4. Spark plug IG-5

5. Ignition system IG-3

6. Injector FU-15

1. A/C signal circuit -

2. ECM ES-518

Active control engine mount circuit ES-393

ES–39

ES

ES–40

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

TERMINALS OF ECM

1. SFI SYSTEM

A55C55

ES

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A107881E29

HINT: The standard normal voltage between each pair of the ECM terminals is shown in the table below. The appropriate conditions for checking each pair of the terminals are also indicated. The check results should be compared with the standard normal voltage for that pair of terminals, listed in the "STD Voltages" column. The illustration above can be used as a reference to identify the ECM terminal locations.

Symbols (Terminal No.) Wiring Colors Terminal Descriptions Conditions STD Voltages

+B (A55-2) - E1 (C55-81) R - W-B Power source of ECM Ignition switch on (IG) 9 to 14 V +B2 (A55-1) - E1 (C55-81) R - W-B Power source of ECM Ignition switch on (IG) 9 to 14 V

BATT (A55-20) - E1 (C55-81) Y - W-B

VPMP (A55-42) - E1 (C55-81) W - W-B

MPMP (A55-34) - E1 (C55-81) G - W-B

+BM (A55-3) - E1 (C55-81) LG - W-B MREL (A55-44) - E1 (C55-81) O - W-B EFI relay operation signal Ignition switch on (IG) 9 to 14 V

IGSW (A55-28) - E1 (C55-81) Y - W-B Ignition switch signal Ignition switch on (IG) 9 to 14 V FC (A55-7) - E1 (C55-81)

FC (A55-7) - E1 (C55-81) STP ( A55-36 ) - E1 (C55-81) - W-B Stop light switch signal W-Brake pedal depressed 7.5 to 14 V

STP (A55-36) - E1 (C55-81) - W-B Stop light switch signal W-Brake pedal released Below 1.5 V ST1- (A55-35) - E1 (C55-81) GR - W-B

FC (A55-7) - E1

(C55-81)

FC (A55-7) - E1

(C55-81)

Battery (for measuring the battery voltage and for the ECM memory)

Vent valve operation signal (built into pump module)

Vacuum pump operation signal (built into pump module)

Power source of ETCS throttle motor

C/OPEN relay operation signal (fuel pump control)

Stop light switch signal (opposite to STP terminal)

Always 9 to 14 V

Ignition switch on (IG) 9 to 14 V

Vacuum pump OFF 0 to 3 V

Vacuum pump ON 9 to 14 V

Always 9 to 14 V

Ignition switch on (IG), Engine stopped

Ignition switch on (IG), Engine idling

Ignition switch on (IG), W-Brake pedal depressed

9 to 14 V

0 to 1.5 V

Below 1.5 V

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Symbols (Terminal No.) Wiring Colors Terminal Descriptions Conditions STD Voltages

ST1- (A55-35) - E1 (C55-81) GR - W-B

*2

ACCR

(A24-17) - E1 (C55-81)

VPA (A55-55) - E1 (C55-81) G - W-B

VPA2 (A55-58) - EPA2 (A55-60) R - O

EPA (A5-59) - VPA (A55-55) Y - G

EPA2 (A55-60) - VPA2 (A55-58) O - R

PPMP (C55-77) - E1 (C55-81) L - W-B TC (A55-27) - E1 (C55-81) P - W-B Terminal TC of DLC3 Ignition switch on (IG) 9 to 14 V

VCPA (A55-57) - EPA (A55-59) R - Y

VCP2 (A55-56) - EPA2 (A55-60) L - O

TACH (A55-15) - E1 (C55-81) B - W-B

CCS (A55-40) - E1 (C55-81) W - W-B

SPD (A55-24) - E1 (C55-81) BR - W-B

W (A55-24) - E1 (C55-81) BR - W-B

CANH (A55-41) - CANL (A55-49) B - W

E1 (C55-81) - Body ground W-B - -

B - W-B ACC relay control signal Cranking Below 1.5 V

Stop light switch signal (opposite to STP terminal)

Accelerator pedal position sensor signal (for engine control)

Accelerator pedal position sensor signal (for sensor malfunction detection)

Accelerator pedal position sensor signal (for engine control)

Accelerator pedal position sensor signal (for sensor malfunction detection)

Pressure sensor signal (built into pump module)

Power source of accelerator pedal position sensor (for VPA)

Power source of accelerator pedal position sensor (for VPA2)

Engine speed signal (for combination meter)

Cruise control main switch signal

Vehicle speed signal from combination meter

Malfunction Indicator Lamp (MIL) operation signal

CAN communication circuit

Earth (ground) circuit of ECM

Ignition switch on (IG), W-Brake pedal released

Ignition switch on (IG), Accelerator pedal fully released

Ignition switch on (IG), Accelerator pedal fully depressed

Ignition switch on (IG), Accelerator pedal fully released

Ignition switch on (IG), Accelerator pedal fully depressed

Ignition switch on (IG), Accelerator pedal fully released

Ignition switch on (IG), Accelerator pedal fully depressed

Ignition switch on (IG), Accelerator pedal fully released

Ignition switch on (IG), Accelerator pedal fully depressed

Ignition switch on (IG) 3 to 3.6 V

Ignition switch on (IG) 4.5 to 5.0 V

Idling Ignition switch on (IG)

CANCEL switch ON SET/COAST switch ON RES/ACC switch ON Main switch ON

Ignition switch on (IG), driving wheel rotated slowly

Ignition switch on (IG) Below 3.0 V

Idling 9 to 14 V

Ignition switch off 54 to 69 Ω

Always Below 1 V

Pulse generation

(see waveform 11)

Pulse generation

(see waveform 8)

ES–41

7.5 to 14 V

0.5 to 1.1 V

2.6 to 4.5 V

1.2 to 2.0 V

3.4 to 5.0 V

0.5 to 1.1 V

2.6 to 4.5 V

1.2 to 2.0 V

3.4 to 5.0 V

10 to 16 V

6.6 to 10.1 V

4.5 to 7.1 V

2.3 to 4.0 V Below 1 V

ES

ES–42

Symbols (Terminal No.) Wiring Colors Terminal Descriptions Conditions STD Voltages

#10 (C55-45) - E01 (C55-22) #20 (C55-85) - E01 (C55-22) #30 (C55-44) - E01 (C55-22) #40 (C55-84) - E01 (C55-22) #50 (C55-43) - E01 (C55-22) #60 (C55-83) - E01 (C55-20)

PSW (C55-810) - E1 (C55-81) B - W-B P/S pressure switch signal Ignition switch on (IG) 9 to 14 V STA (A55-48) - E1 (C55-81) V - W-B

*2

STSW

(A55-14) - E1 (C55-81)

OC2- (C55-51) - OC2+ (C55-52) R - BR

OC2+ (C55-52) - OC2- (C55-51) BR - R

OC1- (C55-57) - OC1+ (C55-58) B - W

OC1+ (C55-58) - OC1- (C55-57) W - B

VV2+ (C55-67) - VV2- (C55-90) W - B

VV1+ (C55-69) - VV1- (C55-92) L - LG

NE- (C55-111) - NE+ (C55-110) R - G

NE+ (C55-110) - NE- (C55-111) G - R

EV2- (C55-89) - EV2+ (C55-66) L - G-R

EV2+ (C55-66) - EV2- (C55-89) G-R - L

EV1- (C55-91) - EV1+ (C55-68) B - Y

EV1+ (C55-68) - EV1- (C55-91) Y - B

OE1+ (C55-16) - OE1- (C55-17) L - LG

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

B - W-B R - W-B Y - W-B

L - W-B

W-L - W-B

BR - W-B

B - W-B R - W-B Y - W-B

L - W-B

W-L - W-B

BR - W-B

R - W-B

Fuel injector operation signal

Starter relay operation signal

Camshaft timing Oil Control Valve (OCV) operation signal (Intake side)

Variable Valve Timing (VVT) sensor signal (Intake side)

Crankshaft position sensor signal

Variable Valve Timing (VVT) sensor signal (Exhaust side)

Camshaft timing Oil Control Valve (OCV) operation signal (Exhaust side)

Ignition switch on (IG) 9 to 14 V

Idling

Cranking 9 to 14 V

Ignition switch on (IG)

Idling

Ignition switch on (IG)

Pulse generation

(see waveform 3)

Pulse generation

(see waveform 1)

Pulse generation

(see waveform 1)

Pulse generation

(see waveform 1)

Pulse generation

(see waveform 1)

Pulse generation

(see waveform 5)

Pulse generation

(see waveform 5)

Pulse generation

(see waveform 5)

Pulse generation

(see waveform 5)

Pulse generation

(see waveform 5)

Pulse generation

(see waveform 5)

Pulse generation

(see waveform 5)

Pulse generation

(see waveform 5)

Pulse generation

(see waveform 1)

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Symbols (Terminal No.) Wiring Colors Terminal Descriptions Conditions STD Voltages

Camshaft timing Oil

OE2+ (C55-14) - OE2- (C55-15) W-L - Y

VV2- (C55-90) - VV2+ (C55-67) B - W

VV1- (C55-92) - VV1+ (C55-69) LG - L

OE1- (B47-31) - OE1+ (B47-26) LG - L

OE2- (C55-15) - OE2+ (C55-14) Y - W-L

HT1B (C55-48) - E1 (C55-81) HT2B (C55-47) - E1 (C55-81)

ACM (C55-42) - E1 (C55-81) L-B - W-B

M- (C55-18) - ME01 (C55-20) R - B

M+ (C55-19) - ME01 (C55-20) G - B

E02 (C55-21) - Body ground B-W - -

E01 (C55-22) - Body ground W-B - IGT1 (C55-40) - E1 (C55-81)

IGT2 (C55-39) - E1 (C55-81) IGT3 (C55-38) - E1 (C55-81) IGT4 (C55-37) - E1 (C55-81) IGT5 (C55-36) - E1 (C55-81) IGT6 (C55-35) - E1 (C55-81)

GE01(C55-41) - E1 (C55-81) G-R - W-B

OX1B (C55-88) - EX1B (C55-65) OX2B (C55-87) - EX2B (C55-64)

VTA2 (C55-99) - ETA (C55-97) W-L - P

VTA1 (C55-98) - ETA (C55-97) Y - P

THW (C55-79) - ETHW (C55-78) B - P

THA (C55-71) - ETHA (C55-74) P - G-R

LG - W-B

Y - W-B

LG - W-B

Y - W-B

W - W-B

GR - W-B

G - W-B

LG - W-B

P - W-B

G-R - W-B

W - BR

B - W-B

Control Valve (OCV) operation signal (Exhaust side)

Variable Valve Timing (VVT) sensor signal (Intake side)

Camshaft timing Oil Control Valve (OCV) operation signal (Exhaust side)

Heated oxygen sensor heater operation signal

VSV for active control mount system operation signal

Throttle drive motor operation signal (negative terminal)

Throttle drive motor operation signal (positive terminal)

Earth (ground) circuit of ECM

Ignition coil with igniter (ignition signal)

Shielded earth (ground) circuit of throttle drive motor

Heated oxygen sensor signal

Throttle position sensor signal (for sensor malfunction detection)

Throttle position sensor signal (for engine control)

Engine coolant temperature sensor signal

Intake air temperature sensor signal

Ignition switch on (IG)

Idling

Ignition switch on (IG)

Idling Below 3.0 V

Ignition switch on (IG) 9 to 14 V

Idling with warm engine

Always Below 1 V

Idling

Always Below 1 V

With engine speed at 2,500 rpm for 2 minutes after warming up

Ignition switch on (IG), Accelerator pedal fully released

Ignition switch on (IG), Accelerator pedal fully depressed

Ignition switch on (IG), Throttle valve fully closed

Ignition switch on (IG), Throttle valve fully open

Idling, Engine coolant temperature 80°C (176°F)

Idling, Intake air temperature 20°C (68°F)

Pulse generation

(see waveform 1)

Pulse generation

(see waveform 5)

Pulse generation

(see waveform 5)

Pulse generation

(see waveform 1)

Pulse generation

(see waveform 1)

Pulse generation

(see waveform 10)

Pluse generation

(see waveform 9)

Pulse generation

(see waveform 6)

Pulse generation

(see waveform 2)

2.1 to 3.1 V

4.5 to 5.0 V

0.5 to 1.2 V

3.2 to 4.8 V

0.2 to 1.0 V

0.5 to 3.4 V

ES–43

ES

ES–44

Symbols (Terminal No.) Wiring Colors Terminal Descriptions Conditions STD Voltages

IGF1 (C55-106) - E1 (C55-81) BR - W-B

AICV (A55-4) - E1 (C55-81) V - W-B

E2G (C55-73) - E1 (C55-81) LG - W-B

VG (C55-72) - E2G (C55-73) L-B - LG

ACIS (C55-107) - E1 (C55-81) R - W-B

PRG (C55-108) - E1 (C55-81) G-R - W-B

HA2A (C55-109) - E05 (C55-46) B-W - W

HA1A (C55-86) - E04 (C55-23) G - W

ME01 (C55-20) - E1 (C55-81) B - W-R

E03 (C55-104) - E1 (C55-81) B - W-B HT2B (C55-47) - E1 (C55-81)

HT1B (C55-48) - E1 (C55-81) HT2B (C55-47) - E1 (C55-81)

HT1B (C55-48) - E1 (C55-81) E05 (C55-46) - E1 (C55-81) W - W-B

E04 (C55-23) - E1 (C55-81) W - W-B

NSW (C55-62) - E1 (C55-81) R - W-B

NSW (C55-62) - E1 (C55-81) R - W-B EKN2 (C55-117) - KNK2 (C55-

118) KNK2 (C55-118) - EKN2 (C55-

117) A1A+ (C55-93) - E1 (C55-81) P - W-B A/F sensor signal Ignition switch on (IG)

A1A+ (C55-93) - E1 (C55-81) P - W-B A/F sensor signal Ignition switch on (IG) A2A+ (C55-120) - E1 (C55-81) L - W-B A/F sensor signal Ignition switch on (IG) A2A+ (C55-120) - E1 (C55-81) L - W-B A/F sensor signal Ignition switch on (IG)

EKNK (C55-94) - KNK1 (C55-95) G - R

KNK1 (C55-95) - EKNK (C55-94) R - G Knock sensor signal

A1A- (C55-116) - E1 (C55-81) P - W-B A/F sensor Ignition switch on (IG)

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Ignition coil with igniter (ignition confirmation signal)

VSV for Air intake control system operation signal

Earth (ground) circuit of sensor for mass air flow meter

Mass Air Flow (MAF) meter signal

VSV for ACIS (Acoustic Control Induction System) operation signal

Purge VSV for EVAP system operation signal

A/F sensor heater operation signal

Earth (ground) circuit of ECM

Y - W-B

LG - W-B

Y - W-B

LG - W-B

W - B

B - W Knock sensor signal

Heated oxygen sensor heater operation signal

Earth (ground) circuit of ECM

Park/Neutral position switch signal

Earth (ground) circuit of knock sensor

Ignition switch on (IG) 4.5 to 5.0 V

Idling

Ignition switch on (IG) 9 to 14 V

Always Below 1 V

Idling, Shift lever position P or N, A/C switch OFF

Ignition switch on (IG) 9 to 14 V

Idling

Idling Below 3.0 V

Ignition switch on (IG) 9 to 14 V

Idling Below 3.0 V

Ignition switch on (IG) 9 to 14 V

Always Below 1 V

Idling Below 3.0 V

Ignition switch on (IG) 9 to 14 V

Always Below 1 V

Always Below 1 V Ignition switch on (IG), Shift lever

position P or N Ignition switch on (IG), Shift lever

position other than P or N With engine speed at 4,000 rpm

after warming up With engine speed at 4,000 rpm

after warming up

With engine speed at 4,000 rpm after warming up

Pulse generation

(see waveform 6)

Pulse generation

(see waveform 7)

Pulse generation

(see waveform 4)

Pulse generation

(see waveform 4)

Pulse generation

(see waveform 4)

Pulse generation

(see waveform 4)

0.5 to 3.0 V

Below 3.0 V

9 to 14 V

*1

3.3 V

*1

3.0 V

*1

3.3 V

*1

3.0 V

*1

3.3 V

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Symbols (Terminal No.) Wiring Colors Terminal Descriptions Conditions STD Voltages

A1A- (B46-30) - E1 (C55-81) P - W-B A/F sensor Ignition switch on (IG) A2A- (C55-119) - E1 (C55-81) Y - W-B A/F sensor Ignition switch on (IG) A2A- (C55-119) - E1 (C55-81) Y - W-B A/F sensor Ignition switch on (IG)

OX2B (C55-87) - EX2B (C55-64) OX1B (C55-88) - EX1B (C55-65)

B - W-R

W - BR

Heated oxygen sensor signal

*1

: The ECM terminal voltage is constant regardless of

With engine speed at 2,500 rpm for 2 minutes after warming up

Pulse generation

(see waveform 2)

the output voltage from the sensor.

*2

: With Smart Key system

(a) WAVEFORM 1

5 V/DIV

(1) Camshaft timing Oil Control Valve (OCV)

operation signal

Between OC1+ and OC1- , OC2+ and OC2- , OE1+ and OE1- , or OE2+ and OE2-

Ground

ECM Terminal Names

Tester Ranges 5 V/DIV, 1 ms./DIV

Conditions Idling

3.0 V

3.3 V

3.0 V

ES–45

*1

ES

0.2 V/DIV

Ground

30 V/DIV

Ground

1 ms./DIV

200 ms./DIV

20 ms./DIV

A093229E19

A088863E21

G035622E06

HINT: The wavelength becomes shorter as the engine rpm increases.

(b) WAVEFORM 2

(1) Heated oxygen sensor signal

ECM Terminal Names Between OX1B and EX1B, or OX2B and EX2B

Tester Ranges 0.2 V/DIV, 200 ms./DIV

Conditions

Engine speed is maintained at 2,500 rpm for 2 minutes after sensor is warmed up

HINT: In the DATA LIST, item O2S B1S2 shows the ECM input values from the heated oxygen sensor.

(c) WAVEFORM 3

(1) Fuel injector operation signal

ECM Terminal Names Between #10 (to 60) and E01

Tester Ranges 30 V/DIV, 20 ms./DIV

Conditions Idling

HINT: The wavelength becomes shorter as the engine rpm increases.

ES

ES–46

(2) NE

(1) VV1 or EV1

VV2 or EV2

1 ms./DIV

20 ms./DIV (Idling)

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

(d) WAVEFORM 4

(1) Knock sensor signal

1 V/DIV

Ground

ECM Terminal Names Between KNK1 and EKNK, or KNK2 and EKN2

Tester Ranges 0.01 to 10 V/DIV, 0.01 to 10 ms./DIV

Conditions

Engine speed is maintained at 4,000 rpm after engine is warmed up

HINT:

• The wavelength becomes shorter as the

A085286E41

engine rpm increases.

• The waveforms and amplitudes displayed differ slightly depending on the vehicle.

(e) WAVEFORM 5

5 V/DIV

(1) Variable Valve Timing (VVT) sensor signal (1) (2) Crankshaft position sensor signal (2)

GND

G035795E23

ECM Terminal Names

Tester Ranges 5 V/DIV, 20 ms./DIV

Conditions Idling

HINT:

(1) Between VV1+ and VV1- , VV2+ and VV2-, EV1+ and EV1-, or EV2+ and EV2(2) Between NE+ and NE-

The wavelength becomes shorter as the engine rpm increases.

(1)

(2)

10 V/DIV

Ground

20 ms./DIV

50 ms./DIV

2 V/DIV

Ground

G035664E08

G042964E02

(f) WAVEFORM 6

(1) Igniter IGT signal (from ECM to igniter) (1) (2) Igniter IGF signal (from igniter to ECM) (2)

ECM Terminal Names

Tester Ranges 2 V/DIV, 20 ms./DIV

Conditions Idling

(1) Between IGT (1 to 6) and E1 (2) Between IGF1 and E1

HINT: The wavelength becomes shorter as the engine rpm increases.

(g) WAVEFORM 7

(1) Purge VSV for EVAP system operation signal

ECM Terminal Names Between PRG and E1

Tester Ranges 10 V/DIV, 50 ms./DIV

Conditions Idling

HINT: If the waveform is not similar to that shown in the illustration, check the waveform again after idling for 10 minutes or more.

2 V/DIV

Ground

5 V/DIV

Ground

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

(h) WAVEFORM 8

(1) Vehicle speed signal

ECM Terminal Names Between SPD and E1

Tester Ranges 2 V/DIV, 20 ms./DIV

Conditions Driving at 12 mph (20 km/h)

HINT:

• The wavelength becomes shorter as the

20 ms./DIV

A093224E20

vehicle speed increases.

• Depending on the vehicle, the output waveform voltage may rise to 12 V if influenced by optionally installed systems.

(i) WAVEFORM 9

(1) Throttle drive motor operation signal (positive

terminal)

ECM Terminal Names Between M+ and ME01

Tester Ranges 5 V/DIV, 1 ms./DIV

Conditions Idling with warm engine

HINT:

1 ms./DIV

A093274E21

The duty ratio varies depending on the throttle actuator operation.

ES–47

ES

5 V/DIV

Ground

5 V/DIV

Ground

1 ms./DIV

10 ms./DIV

A093275E21

A093225E18

(j) WAVEFORM 10

(1) Throttle drive motor operation signal (negative

terminal)

ECM Terminal Names Between M- and ME01

Tester Ranges 5 V/DIV, 1 ms./DIV

Conditions Idling with warm engine

HINT: The duty ratio varies depending on the throttle actuator operation.

(k) WAVEFORM 11

(1) Engine speed signal

ECM Terminal Names Between TACH and E1

Tester Ranges 5 V/DIV, 10 ms./DIV

Conditions Idling

HINT: The wavelength becomes shorter as the engine rpm increases.

ES

ES–48

DLC3

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Intelligent Tester

FI00534

C110200E01

DIAGNOSIS SYSTEM

1. DESCRIPTION

When troubleshooting OBD II (On-Board Diagnostics) vehicles, the intelligent tester (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle's ECM (Engine Control Module) can be then read. OBD ll regulations require that the vehicle's on-board computer illuminates the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: (a)The emission control systems and components. (b)The power train control components (which affect

vehicle emissions). (c)The computer itself. In addition, the applicable DTCs (Diagnostic Trouble Codes) prescribed by SAE J2012 are recorded on 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check for DTCs, connect the intelligent tester to the DLC3. The tester displays DTCs, freeze frame data, and a variety of the engine data. The DTCs and freeze frame data can be erased with the tester. In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, CAN communication is introduced in this system (CAN: Controller Area Network). It minimizes a gap between technician skills and vehicle technology. CAN is a network, which uses a pair of dat a transmission lines, spanning multiple computers and sensors. It allows a high speed communication between the systems and simplification of the wire harness connection. Since this system is equipped with the CAN communication, connecting the CAN VIM (VIM: V ehicle Interface Module) with the intelligent tester is necessary to display any information from the ECM. (Also the communication between the intelligent tester and the ECM uses CAN communication signal). When confirming the DTCs and any data of the ECM, connect the CAN VIM between the DLC3 and the intelligent tester.

2. NORMAL MODE AND CHECK MODE

The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for simulating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (intelligent tester only).

3. 2 TRIP DETECTION LOGIC

When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the next subsequent drive cycle, the MIL is illuminated (2nd trip).

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

DLC3

12345678

ES–49

4. FREEZE FRAME DATA

The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.

5. DLC3 (Data link Connector 3)

The vehicle's ECM uses ISO 15765-4 for communication protocol. The terminal arrangement of the DLC3 complies with SAE J1962 and matches the ISO 15765-4 format.

161514131211109

A122830E11

Symbols Terminal No. Names Reference terminal Results Condition

SIL 7 Bus "+" line 5 - Signal ground Pulse generation During transmission CG 4 Chassis ground Body ground 1 Ω or less Always SG 5 Signal ground Body ground 1 Ω or less Always BAT 16 Battery ground Body ground 9 to 14 V Always CANH 6 CAN "High" line CANL 54 to 69 Ω Engine switch off CANH 6 CAN "High" line Battery positive 1 MΩ or higher Engine switch off CANH 6 CAN "High" line CG 1 kΩ or higher Engine switch off CANL 14 CAN "Low" line Battery positive 1 MΩ or higher Engine switch off CANL 14 CAN "Low" line CG 1 kΩ or higher Engine switch off

HINT: The DLC3 is the interface prepared for reading various data from the vehicle's ECM. After connecting the cable of an intelligent tester , turn the ignition switch on (IG) and turn the tester on. If a communication failure message is displayed on the tester screen (on the tester: UNABLE TO CONNECT TO VEHICLE), a problem exists in either the vehicle or tester. In order to identify the location of the problem, connect the tester to another vehicle. If communication is normal: Inspect the DLC3 on the original vehicle. If communication is still not possible: The problem is probably in the tester itself. Consult the Service Department listed in the instruction manual.

6. BATTERY VOLTAGE Standard Voltage:

11 to 14 V

If voltage is below 11 V, replace or recharge the battery before proceeding to the next step.

7. MIL (Malfunction Indicator Lamp)

(a) The MIL is illuminated when the engine switch is

first turned on (the engine is not running).

ES

ES–50

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

(b) The MIL should turn OFF when the engine is

started. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in

the system. HINT: If the MIL is not illuminated when the engine switch is first turned on, check the MIL circuit (See page ES-471).

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

DTC CHECK / CLEAR

NOTICE: When the diagnosis system is changed from the normal mode to check mode or vice versa, all DTCs and freeze frame data recorded in normal mode are erased. Before changing modes, always check and make a note of DTCs and freeze frame data.

HINT:

• DTCs which are stored in the ECM can be displayed on an intelligent tester. An intelligent tester can display the current and pending DTCs.

• Some DTCs are not set if the ECM does not detect the same malfunction again during a second consecutive driving cycle. However, such malfunctions, detected on only one occasion, are stored as pending DTCs.

1. CHECK DTC (Using an intelligent tester)

(a) Connect an intelligent tester to the DLC3. (b) Turn the ignition switch on (IG). (c) Turn the tester on. (d) Enter the following menu items: DIAGNOSIS /

ENHANCED OBD II / DTC INFO / CURRENT CODES.

(e) Check the DTC(s) and freeze frame data, and then

write them down.

(f) Check the details of the DTC(s) (See page ES-63).

2. CLEAR DTC (Using an intelligent tester)

(a) Connect an intelligent tester to the DLC3. (b) Turn the ignition switch on (IG). (c) Turn the tester on. (d) Enter the following menu items: DIAGNOSIS /

ENHANCED OBD II / DTC INFO / CLEAR CODES.

(e) Press the YES button.

3. CLEAR DTC (Without using an intelligent tester)

(a) Perform either one of the following operations:

(1) Disconnect the negative battery cable for more

than 1 minute.

(2) Remove the EFI MAIN and ETCS fuses from the

Engine Room relay block located inside the engine compartment for more than 1 minute.

ES–51

ES

ES–52

0.5 seconds0.5 seconds

Freeze frame data which can be read

0.5 seconds

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

FREEZE FRAME DATA

1. DESCRIPTION

The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air/fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction. HINT: If it is impossible to duplicate the problem even though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions as freeze frame

DTC was set.

data every 0.5 seconds. Using the intelligent tester, five separate sets of freeze frame data, including the data values at the time when the DTC was set, can be checked. – 3 data set before the DTC was set. – 1 data set when the DTC was set. – 1 data set after the DTC was set.

These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying of the cause of the malfunction, and in judging whether it was temporary or not.

2. LIST OF FREEZE FRAME DATA

A103809E02

LABEL

(Intelligent Tester Display)

IGN ADVANCE Ignition advance CALC LOAD Calculate load Calculated load by ECM VEHICLE LOAD Vehicle load -

MAF Mass air flow volume

ENGINE SPD Engine speed VEHICLE SPD Vehicle speed Speed indicated on speedometer

COOLANT TEMP Engine coolant temperature

INTAKE AIR Intake air temperature

FUEL PRESS Fuel pressure AIR-FUEL PATIO Air-fuel ratio AMBIENT TEMP Ambient temperature PURGE DENSITY Learning value of purge density PURGE FLOW Purge flow EVAP PURGE VSV EVAP purge VSV duty ratio KNOCK CRRT VAL Correction learning value of knocking -

Measurement Item/Range Diagnostic Note

If value is approximately 0.0 g/s:

• Mass air flow meter power source circuit open or shorted

• VG circuit open or shorted

If value is 160.0 g/s or more:

• E2G circuit open

If value is -40°C (-40°F), sensor circuit open If value is 140°C (284°F), sensor circuit shorted

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–53

(Intelligent Tester Display)

KNOCK FB VAL Feedback value of knocking ACCEL POS #1 ACCEL POS #2 Absolute APP No. 2 THROTTLE POS Throttle position

THROTTLE POS Throttle sensor positioning THROTTLE POS #2 Throttle sensor positioning #2 -

THROTTLE MOT Throttle motor -

O2S B1 S2 Heated oxygen sensor output

O2S B2 S2 Heated oxygen sensor output

AFS B1 S1 A/F sensor output

AFS B2 S1 A/F sensor output

TOTAL FT #1 Total fuel trim TOTAL FT #2 Total fuel trim -

SHORT FT #1 Short-term fuel trim

LONG FT #1 Long-term fuel trim

SHORT FT #2 Short-term fuel trim

LONG FT #2 Long-term fuel trim

FUEL SYS #1 Fuel system status (Bank 1)

FUEL SYS #2 Fuel system status (Bank 2)

O2FT B1 S2 Fuel trim at heated oxygen sensor Same as SHORT FT #1 O2FT B2 S2 Fuel trim at heated oxygen sensor Same as SHORT FT #1

LABEL

Absolute Accelerator Pedal Position (APP) No. 1

Measurement Item/Range Diagnostic Note

-

Read value with ignition switch on (IG) (Do not start engine)

Performing INJ VOL or A/F CONTROL function of ACTIVE TEST enables technician to check output voltage of sensor

Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio

Overall fuel compensation carried out in longterm to compensate for a continual deviation of short-term fuel trim from central valve

Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio

Overall fuel compensation carried out in longterm to compensate for a continual deviation of short-term fuel trim from central valve

• OL (Open Loop): Has not yet satisfied conditions to go closed loop

• CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control

• OL DRIVE: Open loop due to driving conditions (fuel enrichment)

• OL FAULT: Open loop due to detected system fault

• CL FAULT: Closed loop but heated oxygen sensor, which used for fuel control malfunctioning

• OL (Open Loop): Has not yet satisfied conditions to go closed loop

• CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control

• OL DRIVE: Open loop due to driving conditions (fuel enrichment)

• OL FAULT: Open loop due to detected system fault

• CL FAULT: Closed loop but heated oxygen sensor, which used for fuel control malfunctioning

ES

ES–54

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

(Intelligent Tester Display)

AF FT B1 S1 Fuel trim at A/F sensor AF FT B2 S1 Fuel trim at A/F sensor CAT TEMP B1 S1 Catalyst temperature CAT TEMP B2 S1 Catalyst temperature CAT TEMP B1 S2 Catalyst temperature CAT TEMP B2 S2 Catalyst temperature INI COOL TEMP Initial engine coolant temperature INI INTAKE TEMP Initial intake air temperature INJ VOL Injection volume ING TIMMING D4 Injection timing (D4) FUEL PUMP D4 Fuel pump duty (D4) COMBUSTION D4 Combustion status (D4) ACC RELAY ACC relay STARTER RELAY Starter relay STARTER SIG Starter signal STARTER CONTROL Starter control CTP SW Closed throttle position switch A/C SIGNAL A/C signal PNP SW (NSW) Neutral position switch signal ELECT LOAD SIG Electrical load signal STOP LIGHT SW Stop light switch ENG OIL PRES SW Engine oil pressure switch signal Always ON while engine is running BATTERY VOLTAGE Battery voltage ATM PRESSURE Atmospheric pressure FUEL PMP SP CTL Fuel pump speed control status VVT CTRL B2 VVT control status (bank 2) EVAP (Purge) VSV EVAP Purge VSV A/C MAG CLUTCH A/C magnetic clutch relay FUEL PUMP/SPD Fuel pump/speed status VVT CTRL B1 VVT control status (bank 1) TC/TE1 TC and TE1 terminals of DLC3 SCV DUTY RATIO SCV duty ratio VVTL AIM ANGL#1 VVT aim angle (bank 1) VVT CHNG ANGL#1 VVT change angle (bank 1) VVT OCV D B1 VVT OCV operation duty (bank 1) -

VVT EX HOLD B1 VVT EX CHG ANG1 VVT exhaust change angle (bank 1) -

VVT EX OCV D B1 VVT exhaust OCV duty (bank 1) VVTL AIM ANGL#2 VVT aim angle (bank 2) VVT CHNG ANGL#2 VVT change angle (bank 2) VVT OCV DUTY B2 VVT OCV operation duty (bank 2) -

VVT EX HOLD B2 VVT EX CHG ANG2 VVT exhaust change angle (bank 2) -

VVT EX OCV D B2 VVT exhaust OCV duty (bank 2) FC IDL Idle fuel cut

FC TAU FC TAU

LABEL

VVT exhaust hold duty ratio learning value (bank 1)

VVT exhaust hold duty ratio learning value (bank 2)

Measurement Item/Range Diagnostic Note

-

ON: when throttle valve fully closed and engine speed over 1,500 rpm

Fuel cut being performed under very light load to prevent incomplete engine combustion

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–55

(Intelligent Tester Display)

LABEL

IGNITION Ignition CYL ALL All cylinder misfire rate Displayed only during idling MISFIRE RPM Misfire RPM CYL ALL All cylinder misfire rate Displayed only during idling MISFIRE RPM Misfire RPM MISFIRE LOAD Misfired load MISFIRE MARGIN Misfire monitoring ENG RUN TIME Accumulated engine running time TIME DTC CLEAR Cumulative time after DTC cleared DIST DTC CLEAR Accumulated distance after DTC cleared WU CYC DTC CLEAR Warm-up cycle after DTC cleared -

Measurement Item/Range Diagnostic Note

ES

ES–56

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

CHECK MODE PROCEDURE

HINT: Intelligent tester only: Compared to the normal mode, check mode is more sensitive to malfunctions. Therefore, check mode can detect the malfunctions that cannot be detected in normal mode.

NOTICE: All the stored DTCs and freeze frame data are erased if:

1) the ECM is changed from normal mode to check mode or vice versa; or 2) the engine switch is turned from on (IG) to ACC or off while in check mode. Before changing modes, always check and note any DTCs and freeze frame data.

ES

DLC3

ON

OFF

Intelligent Tester

0.13 seconds

C110200E06

A076900E04

1. CHECK MODE PROCEDURE (Using an intelligent tester)

(a) Check and ensure the following conditions:

(1) Battery positive voltage 11 V or more. (2) Throttle valve fully closed. (3) Transmission in the P or N position.

(4) A/C switch OFF. (b) Turn the engine switch off. (c) Connect the intelligent tester to the DLC3. (d) Turn the ignition switch on (IG). (e) Turn the tester on. (f) Enter the following menus: DIAGNOSIS /

ENHANCED OBD ll / CHECK MODE. (g) Switch the ECM from normal mode to check mode.

(h) Make sure that the MIL flashes as shown in the

illustration. (i) Start the engine. (j) Make sure that the MIL turns OFF. (k) Simulate the conditions of the malfunction described

by the customer. (l) Check for DTCs and freeze frame data using the

tester.

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

FAIL-SAFE CHART

If any of the following DTCs are set, the ECM enters fail-safe mode to allow the vehicle to be driven temporarily.

DTCs Components Fail-Safe Operations

P0031, P0032, P0051 and P0052

P0037, P0038, P0057 and P0058

P0100, P0102 and P0103 Mass Air Flow (MAF) Meter

P0110, P0112 and P0113

P0115, P0117 and P0118

P0120, P0121, P0122, P0123, P0220, P0222, P0223, P0604, P0606, P0607, P0657, P2102, P2103, P2111, P2112, P2118, P2119 and P2135

P0327, P0328, P0332 and P0333 Knock Sensor P0351 to P0356 Igniter ECM cuts fuel Pass condition detected

P2120, P2121, P2122, P2123, P2125, P2127, P2128 and P2138

Air-Fuel Ratio (A/F) Sensor Heater

Heated Oxygen (HO2) Sensor Heater

Intake Air Temperature (IAT) Sensor

Engine Coolant Temperature (ECT) Sensor

Electronic Throttle Control System (ETCS)

Accelerator Pedal Position (APP) Sensor

ECM turns off A/F sensor heater Ignition switch off

ECM turns off HO2 sensor heater Ignition switch off ECM calculates ignition timing

according to engine speed and throttle valve position

ECM estimates IAT to be 20°C (68°F)

ECM estimates ECT to be 80°C (176°F)

ECM cuts off throttle actuator current and throttle valve returned to 6.5° throttle position by return spring ECM then adjusts engine output by controlling fuel injection (intermittent fuel-cut) and ignition timing in accordance with accelerator pedal opening angle, to allow vehicle to continue at

minimal speed ECM sets ignition timing to

maximum retard

APP sensor has 2 sensor circuits: Main and Sub If either of circuits malfunctions, ECM controls engine using the other circuit If both of circuits malfunction, ECM regards accelerator pedal as being released. As a result, throttle valve is closed and engine idles

*

Fail-Safe Deactivation

Conditions

Pass condition detected

Pass condition detected and then ignition switch turned off

Ignition switch off

Pass condition detected and then ignition switch turned off

ES–57

ES

NOTE:

*

: The vehicle can be driven slowly when the accelerator pedal is depressed slowly. If the accelerator pedal is depressed quickly, the vehicle may speed up and slow down erratically.

ES

ES–58

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

DATA LIST / ACTIVE TEST

1. DATA LIST

HINT: By reading the DATA LIST displayed on an intelligent tester, you can check values, including those of the switches, sensors, and actuators, without removing any parts. Reading the DATA LIST as the first step in troubleshooting is one method of shortening diagnostic time.

NOTICE: In the table below, the values listed under Normal Condition are reference only. Do not depend solely on these values when determining whether or not a part is faulty.

(a) Warm up the engine. (b) Turn the ignition switch off. (c) Connect the intelligent tester to the DLC3. (d) Turn the ignition switch on (IG). (e) Turn the tester on. (f) Enter the following menus: DIAGNOSIS /

ENHANCED OBD II / DATA LIST.

(g) Check the values by referring to the table below.

Intelligent Tester Display

INJECTOR

IGN ADVANCE

CALC LOAD

VEHICLE LOAD

MAF

ENGINE SPD

VEHICLE SPD

COOLANT TEMP

INTAKE AIR

AIR-FUEL RATIO

PURGE DENSITY

Measurement Item: Range

(Display)

Injection period of No. 1 cylinder: Min.: 0 ms, Max.: 32.64 ms

Ignition timing advance for No. 1 cylinder: Min.: -64 deg, Max.: 63.5 deg

Load calculated by ECM: Min.: 0%, Max.: 100%

Vehicle load: Min.: 0%, Max.: 25,700%

Air flow rate from MAF meter: Min.: 0 g/sec., Max.: 655.35 g/sec.

Engine speed: Min.: 0 rpm, Max.: 16,383.75 rpm

Vehicle speed: Min.: 0 km/h, Max.: 255 km/h

Engine coolant temperature: Min.: -40°C, Max.: 140°C

Intake air temperature: Min.: -40°C, Max.: 140°C

Ratio compared to stoichiometric level: Min.: 0, Max.: 1.999

Learning value of purge density: Min.: -50, Max.: 350

Normal Condition

1.2 to 2.4 ms: Idling -

BTDC 7 to 24 deg: Idling -

• 10 to 20%: Idling

• 10 to 20%: Running without load at 2,500 rpm

Actual vehicle load

2 to 5 g/sec.: Idling 8 to 19 g/sec.: Running without load at 2,500 rpm

600 to 700 rpm: Idling -

Actual vehicle speed Speed indicated on speedometer

80 to 100°C (176 to 212°F): After warming up

Equivalent to ambient air temperature

0.8 to 1.2: Idling -

-40 to 0: Idling Service data

*1

If value is approximately 0.0 g/ sec.:

• Mass air flow meter power

• VG circuit open or shorted If value is 160.0 g/sec. or more:

• E2G circuit open

• If value is -40°C (-40°F):

• If value is 140°C (284°F) or

• If value is -40°C (-40°F):

• If value is 140°C (284°F) or

Diagnostic Note

Load value

Load percentage in terms of

maximum intake air flow amount

source circuit open

sensor circuit open

more: sensor circuit shorted

sensor circuit open

more: sensor circuit shorted

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–59

Intelligent Tester Display

EVAP PURGE FLOW

EVAP PURGE VSV

VAPOR PRES PUMP

VAPOR PRES CALC

KNOCK CRRT VAL

KNOCK FB VAL

CLUTCH

EVAP VAPOR PRES

ACCEL POS #1

ACCEL POS #2

ACCEL POS #1

ACCEL POS #2

ACCEL POS #1

ACCEL POS #2

ACCEL IDL POS

THRTL LEARN VAL

ACCEL SSR #1 AD

ACCEL LRN VAL#1

ACCEL LRN VAL#2

FAIL #1

Measurement Item: Range

(Display)

Ratio of evaporative purge flow to intake air volume: Min.: 0%, Max.: 102.4%

EVAP (PURGE) VSV control duty: Min.: 0%, Max.: 100%

Vapor pressure: Min.: 33.853 kPa, Max.: 125.596 kPa

Vapor pressure (calculated): Min.: -5.632 kPa, Max.: 715.264 kPa

Correction learning value of knocking: Min: -64°CA, Max.: 1,984°CA

Feedback value of knocking: Min: -64°CA, Max.: 1,984°CA

Clutch current: Min.: 0 A, Max.: 2.49 A

EVAP vapor pressure: Min.: 0 kPa, Max.: 327.675 kPa

Absolute Accelerator Pedal Position (APP) No. 1: Min.: 0%, Max.: 100%

Absolute APP No. 2: Min.: 0%, Max.: 100%

APP sensor No. 1 voltage: Min.: 0 V, Max.: 4.98 V

APP sensor No. 2 voltage: Min.: 0 V, Max.: 4.98 V

APP sensor No. 1 voltage: Min.: 0 V, Max.: 5 V

APP sensor No. 2 voltage: Min.: 0 V, Max.: 5 V

Whether or not accelerator pedal position sensor detecting idle: ON or OFF

Throttle valve fully closed (learned value): Min.: 0 V, Max.: 5 V

Accelerator fully closed value No. 1 (AD): Min.: 0 V, Max.: 4.98 V

Accelerator fully closed learning value No. 1: Min.: 0 deg, Max.: 124.512 deg

Accelerator fully closed learning value No. 2: Min.: 0 deg, Max.: 124.512 deg

Whether or not fail safe function executed: ON or OFF

Normal Condition

0 to 8%: Idling -

0 to 100%: Idling Command signal from ECM

0 kPa: Fuel tank cap removed

0 to 22°CA: Driving at 70 km/h (44 mph)

-22 to 0°CA: Driving at 70 km/h (44 mph)

--

0 kPa: Fuel tank cap removed 10 to 22%: Accelerator pedal

released 54 to 86%: Accelerator pedal fully depressed

12 to 42%: Accelerator pedal released 66 to 98%: Accelerator pedal fully depressed

- ETCS freeze frame data

0.5 to 1.1 V: Accelerator pedal released

2.6 to 4.5 V: Accelerator pedal fully depressed

1.2 to 2.0 V: Accelerator pedal released

3.4 to 5.0 V: Accelerator pedal fully depressed

ON: Idling -

0.4 to 0.8 V -

-ETCS service data

ON: ETCS has failed -

*1

EVAP system pressure monitored by canister pressure sensor

Service data

EVAP system pressure monitored by canister pressure sensor

Read value with ignition switch ON (Do not start engine)

Diagnostic Note

ES

ES–60

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

Intelligent Tester Display

FAIL #2

ST1

SYS GUARD JUDGE

OPN MALFUNCTION

THROTTLE POS

THROTTL IDL POS

THRTL REQ POS

THROTTLE POS

THROTTLE POS #2

THROTTLE POS #1

THROTTLE POS #2

THROTTLE POS #1

THROTTLE POS #2

THRTL COMND VAL

THROTTLE SSR #1

THROTTLE SSR #2

THRTL SSR #1 AD

THROTTLE MOT

Measurement Item: Range

(Display)

Whether or not fail safe function executed: ON or OFF

Starter signal: ON or OFF

System guard: ON or OFF

Open side malfunction: ON or OFF

Absolute throttle position sensor: Min.: 0%, Max.: 100%

Whether or not throttle position sensor detecting idle: ON or OFF

Throttle requirement position: Min.: 0 V, Max.: 5 V

Throttle position: Min.: 0%, Max.: 100%

Absolute throttle position sensor No. 2: Min.: 0%, Max.: 100%

Throttle position sensor No. 1 output voltage: Min.: 0 V, Max.: 4.98 V

Throttle position sensor No. 2 output voltage: Min.: 0 V, Max.: 4.98 V

Throttle position sensor No. 1 output voltage: Min.: 0 V, Max.: 5 V

Throttle position sensor No. 2 output voltage: Min.: 0 V, Max.: 5 V

Throttle position command value: Min.: 0 V, Max.: 4.9804 V

Throttle sensor opener position No. 1: Min.: 0 V, Max.: 4.9804 V

Throttle sensor opener position No. 2: Min.: 0 V, Max.: 4.9804 V

Throttle position sensor No. 1 output voltage (AD): Min.: 0 V, Max.: 4.9804 V

Whether or not throttle actuator control permitted: ON or OFF

Throttle actuator current: Min.: 0 A, Max.: 80 A

Throttle actuator: Min.: 0%, Max.: 100%

Throttle actuator current: Min.: 0 A, Max.: 19.92 A

Normal Condition

ON: ETCS has failed -

ON: Cranking -

- ETCS service data

• 10 to 24%: Throttle fully closed

• 64 to 96%: Throttle fully open

ON: Idling -

0.5 to 1.0 V: Idling -

0 to 18%: Idling Calculated value based on VTA1

- Calculated value based on VTA2

- ETCS freeze frame data

• 0.5 to 1.2 V: Throttle fully closed

• 3.2 to 4.8 V: Throttle fully open

• 2.0 to 2.9 V: Throttle fully closed

• 4.6 to 5.0 V: Throttle fully open

0.5 to 4.8 V

0.6 to 0.9 V ETCS service data

2.2 to 2.6 V ETCS service data

0.6 to 0.9 V ETCS service data

ON: Idling

0 to 3.0 A: Idling -

0.5 to 40%: Idling -

0 to 3.0 A: Idling -

*1

• Calculated value based on

• Read value with ignition switch

Read value with ignition switch ON (Do not start engine)

Diagnostic Note

VTA1

ON (Do not start engine)

-

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–61

Intelligent Tester Display

THROTL OPN DUTY

THROTL CLS DUTY

THRTL MOT (OPN)

THRTL MOT (CLS)

O2S B1 S2

O2S B2 S2

AF FT B1 S1

AF FT B2 S1

AFS B1 S1

AFS B2 S1

TOTAL FT #1

TOTAL FT #2

SHORT FT #1

SHORT FT #2

LONG FT #1

Measurement Item: Range

(Display)

Throttle actuator opening duty ratio: Min.: 0%, Max.: 100%

Throttle actuator closed duty ratio: Min.: 0%, Max.: 100%

Throttle actuator duty ratio (open): Min.: 0%, Max.: 100%

Throttle actuator duty ratio (closed): Min.: 0%, Max.: 100%

Heated oxygen sensor output voltage for bank 1 sensor 2: Min.: 0 V Max.: 1.275 V

Heated oxygen sensor output voltage for bank 2 sensor 2: Min.: 0 V Max.: 1.275 V

Short-term fuel trim associated with sensor 1: Min.: 0, Max.: 1.999

A/F sensor output voltage for bank 1 sensor 1: Min.: 0 V Max.: 7.999 V

A/F sensor output voltage for bank 2 sensor 1: Min.: 0 V Max.: 7.999 V

Total fuel trim of bank 1 Average value for fuel system of bank 1: Min.: -0.5, Max.: 0.496

Total fuel trim of bank 2 Average value for fuel system of bank 2: Min.: -0.5, Max.: 0.496

Short-term fuel trim of bank 1: Min.: -100%, Max.: 99.2%

Short-term fuel trim of bank 2: Min.: -100%, Max.: 99.2%

Long-term fuel trim of bank 1: Min.: -100%, Max.: 99.2%

Normal Condition

0 to 40%: Idling

-ETCS service data

0.1 to 0.9 V: Driving at 70 km/h (44 mph)

• Value less than 1 (0.000 to

0.999) =Lean

• Stoichiometric air-fuel ratio=1

• Value greater than 1 (1.001 to 1.999) = Rich

• Value less than 1 (0.000 to

0.999) =Lean

• Stoichiometric air-fuel ratio=1

• Value greater than 1 (1.001 to 1.999) = Rich

2.8 to 3.8 V: Idling

-0.2 to 0.2: Idling -

-20 to 20%

*1

• When accelerator pedal is

• Read value with ignition switch

• When accelerator pedal is

• Read value with ignition switch

Performing INJ VOL or A/F CONTROL function of ACTIVE TEST enables technician to check output voltage of sensor

Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio

Overall fuel compensation carried out in long-term to compensate for continual deviation of short-term fuel trim from central value

Diagnostic Note

depressed, duty ratio increaseds

ON (Do not start engine)

increaseds quickly, duty ratio increaseds

ON (Do not start engine)

ES

-

ES–62

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

Intelligent Tester Display

LONG FT #2

FUEL SYS #1

FUEL SYS #2

O2FT B1 S2

O2FT B2 S2

AF FT B1 S1

AF FT B2 S1

AFS B1 S1

AFS B2 S1

CAT TEMP B1S1

CAT TEMP B1S2

CAT TEMP B2S1

Measurement Item: Range

Long-term fuel trim of bank 2: Min.: -100%, Max.: 99.2%

Fuel system status (Bank 1): OL or CL or OL DRIVE or OL FAULT or CL FAULT

Fuel system status (Bank 2): OL or CL or OL DRIVE or OL FAULT or CL FAULT

Short-term fuel trim associated with bank 1 sensor 2: Min.: -100%, Max.: 99.2%

Short-term fuel trim associated with bank 2 sensor 2: Min.: -100%, Max.: 99.2%

Short-term fuel trim associated with bank 1 sensor 1: Min.: 0, Max.: 1.999

Short-term fuel trim associated with bank 2 sensor 1: Min.: 0, Max.: 1.999

A/F sensor current: Min.: -128 mA, Max.: 127.99 mA

Estimated catalyst temperature (bank 1 sensor 1): Min.: -40°C, Max.: 6,513.5°C

Estimated catalyst temperature (bank 1 sensor 2): Min.: -40°C, Max.: 6,513.5°C

Estimated catalyst temperature (bank 2 sensor 1): Min.: -40°

(Display)

C, Max.: 6,513.5°C

Normal Condition

-20 to 20%

CL: Idling after warming up

-20 to 20% Same as SHORT FT #1

-20 to 20% Same as SHORT FT #2

• Value less than 1 (0.000 to

0.999) = Lean

• Stoichiometric air-fuel ratio = 1

• Value greater than 1 (1.001 to 1.999) = Rich

• Value less than 1 (0.000 to

0.999) = Lean

• Stoichiometric air-fuel ratio = 1

• Value greater than 1 (1.001 to 1.999) = Rich

--

*1

Overall fuel compensation carried out in long-term to compensate for continual deviation of short-term fuel trim from central value

• OL (Open Loop): Has not yet

• CL (Closed Loop): Using A/F

• OL DRIVE: Open loop due to

• OL FAULT: Open loop due to

• CL FAULT: Closed loop but A/

• OL (Open Loop): Has not yet

• CL (Closed Loop): Using A/F

• OL DRIVE: Open loop due to

• OL FAULT: Open loop due to

• CL FAULT: Closed loop but A/

Diagnostic Note

satisfied conditions to go closed loop

sensor as feedback for fuel control

driving conditions (fuel enrichment)

detected system fault

F sensor, which used for fuel control malfunctioning

satisfied conditions to go closed loop

sensor as feedback for fuel control

driving conditions (fuel enrichment)

detected system fault

F sensor, which used for fuel control, malfunctioning

-

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–63

Intelligent Tester Display

CAT TEMP B2S2

S O2S B1S2

S O2S B2S2

INI COOL TEMP

INI INTAKE TEMP

INJ VOL

STARTER SIG

PS SW

PS SIGNAL

CTP SW

A/C SIGNAL

PNP SW [NSW]

ELECT LOAD SIG

STOP LIGHT SW

+BM

+BM VOLTAGE

BATTERY VOLTAGE

ACTUATOR POWER

ATM PRESSURE

BATTERY CURRENT

BATTERY TEMP

ALT OUTPUT DUTY

ALT V NORMAL

ALT V ACT TST

FUEL PMP SP CTL

Measurement Item: Range

(Display)

Estimated catalyst temperature (bank 2 sensor 2): Min.: -40°C, Max.: 6,513.5°C

Sub heated oxygen sensor impedance (bank 1 sensor 2): Min.: 0 Ω, Max.: 21,247.68 Ω

Sub heated oxygen sensor impedance (bank 2 sensor 2): Min.: 0 Ω, Max.: 21,247.68 Ω

Engine coolant temperature at engine start: Min.: -40°C, Max.: 120°C

Intake air temperature at engine start: Min.: -40°C, Max.: 120°C

Injection volume (cylinder 1): Min.: 0 ml, Max.: 2.048 ml

Starter signal: ON or OFF

Power steering signal: ON or OFF

Power steering signal (history): ON or OFF

Closed throttle position switch: ON or OFF

A/C signal: ON or OFF

PNP switch status: ON or OFF

Electrical load signal: ON or OFF

Stop light switch: ON or OFF

Whether or not electric throttle control system power input: ON or OFF

+BM voltage: Min.: 0, Max.: 19.922

Battery voltage: Min.: 0 V, Max.: 65.535 V

Actuator power supply: ON or OFF

Atmospheric pressure: Min.: 0 kPa, Max.: 255 kPa

Battery current: Min.: -100 A, Max.: 100 A

Battery temperature: Min.: -45 °C, Max.: 156.4 °C

Generator output duty ratio: Min.: 0%, Max.: 100%

Request output voltage: Min.: 0 V, Max.: 20 V

Fuel pump speed control status: ON or OFF

Normal Condition

--

Close to ambient air temperature

Max.: 0.5 ml

ON: Cranking -

ON: Power steering operation ON: When steering wheel is first

turned after battery terminals connected

• ON: Throttle fully closed

• OFF: Throttle open ON: A/C ON -

ON: P or N position ON: Headlights or defogger

turned ON ON: Brake pedal depressed -

ON: Idling -

10 to 15 V: Idling ETCS service data

9 to 14 V: Idling -

ON: Idling ETCS service data Equivalent to atmospheric

pressure (absolute pressure)

--

- During charge control

9 to 14 V

- During alternator forced activation

Idling: ON Active Test support data

*1

Fuel volume injected over 10 injections

Signal status usually ON until battery terminals disconnected

Not during alternator forced activation

Diagnostic Note

-

ES

-

ES–64

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

Intelligent Tester Display

ACIS VSV

EVAP (Purge) VSV

FUEL PUMP / SPD

VVT CTRL B1

VVT CTRL B2

VACUUM PUMP

EVAP VENT VAL

FAN MOTOR

AICV VSV

TC/TE1

VVTL AIM ANGL#1

*2

VVT CHNG ANGL#1

VVT OCV DUTY B1

VVT EX HOLD B1

*2

VVT EX CHG ANG1

VVT EX OCV D B1

VVTL AIM ANGL #2

*2

VVT CHNG ANGL #2

VVT OCV DUTY B2

VVT EX HOLD B2

*2

VVT EX CHG ANG2

Measurement Item: Range

(Display)

VSV for Acoustic Control Induction System Status: ON or OFF

Purge VSV status: ON or OFF

Fuel pump status: ON or OFF

VVT control (bank 1) status: ON or OFF

VVT control (bank 2) status: ON or OFF

Normal Condition

-

- Active Test support data

*1

Diagnostic Note

ON: Open OFF: Closed

Key-off EVAP system leak detection pump status:

- Active Test support data

ON or OFF Key-off EVAP system vent valve

status:

- Active Test support data

ON or OFF Electric fan motor:

ON or OFF

ON: Electric fan motor operating Active Test support data

VSV for Air Intake Control System Status:

--

ON or OFF TC and CG (TE1) terminal of

DLC3:

- Active Test support data

ON or OFF VVT aim angle (bank 1 Intake

side):

--

Min.: 0%, Max.: 100%

*2

VVT change angle (bank 1 Intake side):

0 to 5°FR: Idling

Min.: 0°FR, Max.: 60°FR VVT OCV operation duty (bank 1

Intake side):

0 to 100%

Min.: 0%, Max.: 100%

Displacement angle during intrusive operation

Requested duty value for intrusive operation

VVT exhaust hold duty ratio learning value (bank 1 Exhaust side):

10 to 50%: Idling

Requested duty value for intrusive operation

Min.: 0%, Max.: 100%

*2

VVT change angle (bank 1 Exhaust side):

0 to 5° FR: Idling

Min.: 0° FR, Max.: 60° FR VVT OCV operation duty (bank 1

Exhaust side):

0 to 100%

Min.: 0%, Max.: 100%

Displacement angle during intrusive operation

Requested duty value for intrusive operation

VVT aim angle (bank 2 Intake side):

--

Min.: 0%, Max.: 100%

*2

VVT change angle (bank 2 Intake side):

0 to 5° FR: Idling

Min.: 0° FR, Max.: 60° FR VVT OCV operation duty (bank 2

Intake side):

0 to 100%

Min.: 0%, Max.: 100%

Displacement angle during intrusive operation

Requested duty value for intrusive operation

VVT exhaust hold duty ratio learning value (bank 2 Exhaust side):

10 to 50%: Idling

Requested duty value for intrusive operation

Min.: 0%, Max.: 100%

*2

VVT change angle (bank 2 Exhaust side):

0 to 5° FR: Idling

Min.: 0° FR, Max.: 60° FR

Displacement angle during intrusive operation

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–65

Intelligent Tester Display

VVT EX OCV D B2

FC IDL

FC TAU

IGNITION

CYL #1

CYL #2

CYL #3

CYL #4

CYL #5

CYL #6

CYL ALL

MISFIRE RPM

MISFIRE LOAD

MISFIRE MARGIN

#CODES

CHECK MODE

SPD TEST

MISFIRE TEST

OXS1 TEST

OXS2 TEST

A/F SSR TEST B1

A/F SSR TEST B2

MIL

MIL ON RUN DIST

*2

Measurement Item: Range

(Display)

VVT exhaust operation duty (bank 2 Exhaust side): Min.: 0%, Max.: 100%

Fuel cut idle: ON or OFF

Fuel cut TAU (Fuel cut with very light load): ON or OFF

Ignition counter: Min.: 0, Max.: 800

Misfire ratio of cylinder 1: Min.: 0, Max.: 255

Misfire ratio of cylinder 2: Min.: 0, Max.: 255

Misfire ratio of cylinder 3: Min.: 0, Max.: 255

Misfire ratio of cylinder 4: Min.: 0, Max.: 255

Misfire ratio of cylinder 5: Min.: 0, Max.: 255

Misfire ratio of cylinder 6: Min.: 0, Max.: 255

All cylinders misfire rate: Min.: 0, Max.: 255

Engine RPM for first misfire range: Min.: 0 rpm, Max.: 6,375 rpm

Engine load for first misfire range: Min.: 0 g/rev, Max.: 3.98 g/rev

Misfire monitoring: Min.: -100%, Max.: 99.22%

#Codes: Min.: 0, Max.: 255

Check mode: ON or OFF

Check mode result for vehicle speed sensor: COMPL or INCMPL

Check mode result for misfire monitor: COMPL or INCMPL

Check mode result for HO2 sensor (bank 1): COMPL or INCMPL

Check mode result for HO2 sensor (bank 2): COMPL or INCMPL

Check mode result for air-fuel ratio sensor (bank 1): COMPL or INCMPL

Check mode result for air-fuel ratio sensor (bank 2): COMPL or INCMPL

MIL status: ON or OFF

MIL ON run distance: Min.: 0 km, Max.: 65,535 km

Normal Condition

0 to 100%

ON: Fuel cut operation

ON: Fuel cut operating

0 to 800 -

0

0 to 35 -

0 rpm: Misfire 0 -

0 g/rev: Misfire 0 -

-100 to 99.22% Misfire detecting margin

- Number of detected DTCs

ON: Check mode ON (see page ES-49)

--

ON: MIL ON Distance driven after DTC

detected

*1

Requested duty value for intrusive operation

FC IDL = "ON" when throttle valve fully closed and engine speed over 2,800 rpm

Fuel cut being performed with very light load to prevent incomplete engine combustion

This item displayed only during idling

Diagnostic Note

-

ES

ES–66

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

Intelligent Tester Display

MIL ON RUN TIME

ENG RUN TIME

TIME DTC CLEAR

DIST DTC CLEAR

WU CYC DTC CLEAR OBD CERT OBD requirement OBD2 -

#CARB CODES Number of emission related DTCs - -

COMP MON

FUEL MON

MISFIRE MON

O2S (A/FS) HTR

O2S (A/FS) MON

EVAP MON

CAT MON

CCM ENA

CCM CMPL

FUEL ENA

FUEL CMPL

MISFIRE ENA

MISFIRE CMPL

EGR ENA

EGR CMPL

HTR ENA

Measurement Item: Range

(Display)

Running time from MIL ON: Min.: 0 minutes, Max.: 65,535 minutes

Engine run time: Min.: 0 seconds, Max.: 65,535 seconds

Time after DTC cleared: Min.: 0 minutes, Max.: 65,535 minutes

Distance after DTC cleared: Min.: 0 km, Max.: 65,535 km

Warm-up cycle after DTC cleared: Min.: 0, Max.: 255

Comprehensive component monitor: NOT AVL or AVAIL

Fuel system monitor: NOT AVL or AVAIL

Misfire monitor: NOT AVL or AVAIL

O2S (A/FS) heater monitor: NOT AVL or AVAIL

O2S (A/FS) heater monitor: COMPL or INCMPL

O2S (A/FS) monitor: NOT AVL or AVAIL

O2S (A/FS) monitor: COMPL or INCMPL

EVAP monitor: NOT AVL or AVAIL

EVAP monitor: COMPL or INCMPL

Catalyst monitor: NOT AVL or AVAIL

Catalyst monitor: COMPL or INCMPL

Comprehensive component monitor: UNABLE or ENABLE

Comprehensive component monitor: COMPL or INCMPL

Fuel system monitor: UNABLE or ENABLE

Fuel system monitor: COMPL or INCMPL

Misfire monitor: UNABLE or ENABLE

Misfire monitor: COMPL or INCMPL

EGR monitor: UNABLE or ENABLE

EGR monitor: COMPL or INCMPL

O2S (A/FS) heater monitor: UNABLE or ENABLE

Normal Condition

Running time after MIL ON -

Time after engine start -

Time after DTCs erased -

Distance driven after DTCs erased

-

--

*1

Number of warm-up cycles after DTC cleared

Diagnostic Note

-

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–67

Intelligent Tester Display

HTR CMPL

O2S (A/FS) ENA

O2S (A/FS) CMPL

ACRF ENA

ACRF CMPL

AIR ENA

AIR CMPL

EVAP ENA

EVAP CMPL

HCAT ENA

HCAT CMPL

CAT ENA

CAT CMPL

MODEL CODE Model code information -

ENGINE TYPE Engine type information -

CYLINDER NUMBER

TRANSMISSION Transmission type information -

DESTINATION Destination information -

MODEL YEAR

SYSTEM Engine system information -

Measurement Item: Range

(Display)

O2S (A/FS) heater monitor: COMPL or INCMPL

O2S (A/FS) monitor: UNABLE or ENABLE

O2S (A/FS) monitor: COMPL or INCMPL

A/C monitor: UNABLE or ENABLE

A/C monitor: COMPL or INCMPL

2nd Air monitor: UNABLE or ENABLE

2nd Air monitor: COMPL or INCMPL

EVAP monitor: UNABLE or ENABLE

EVAP monitor: COMPL or INCMPL

Heated catalyst monitor: UNABLE or ENABLE

Heated catalyst monitor: COMPL or INCMPL

Catalyst monitor: UNABLE or ENABLE

Catalyst monitor: COMPL or INCMPL

Cylinder number: Min.: 0, Max.: 255

Model year: Min.: 1900, Max.: 2155

Normal Condition

*1

--

-Identifying model code:

GSA3# Identifying engine type:

2GRFE

-

Identifying cylinder number: 6

Identifying transmission type: 5AT

Identifying destination: A (America)

Identifying model year: 200#

Identifying engine system: GASLIN (gasoline engine)

Diagnostic Note

ES

HINT:

• *1: If no idling conditions are specified, the transmission gear selector lever should be in the N or P position, and the A/C switch and all accessory switches should be OFF.

• *2: DA TA LIST values are displayed only when performing the following ACTIVE TESTs: VVT B1, VVT B2, VVT EX B1 and VVT EX B2. For other ACTIVE TESTs, the DATA LIST value will be 0.

ES

ES–68

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

2. ACTIVE TEST

HINT: Performing an ACTIVE TEST enables components including the relays, VSV (Vacuum Switching Valve) and actuators, to be operated without removing any parts. The ACTIVE TEST can be performed with an intelligent tester. Performing an ACTIVE TEST as the first step in troubleshooting is one method of shortening diagnostic time. DATA LIST can be displayed during ACTIVE TEST. (a) Connect the intelligent tester to the DLC3. (b) Turn the ignition switch on (IG). (c) Turn the tester on. (d) Enter the following menus: DIAGNOSIS /

ENHANCED OBD II / ACTIVE TEST.

(e) Perform the ACTIVE TEST by referring to the table

below.

Intelligent Tester Displays Test Details Control Ranges Diagnostic Note

• All injectors tested at the same time

• Perform test at less than

INJ VOL Change injection volume Between -12.5 and 24.8 %

A/F CONTROL Change injection volume

FUEL PMP SP CTL Fuel pump speed control

EVAP (PURGE) VSV Activate VSV for EVAP (Purge) ON/OFF EVAP VSV (ALONE) Activate EVAP VSV control ON/OFF -

VVT CTRL B1

VVT CTRL B2

A/C MAG CLUTCH Control the A/C magnet clutch ON/OFF FUEL PUMP / SPD

TC/TE1

FC IDL PROHBT Prohibit idling fuel cut control ON/OFF -

Turn on and off OCV (Oil Control Valve)

Activate fuel pump (C/OPN Relay)

Turn on and off TC and TE1 connection

Lower by 12.5 % or increase by

24.8 %

ON (low speed)/OFF (high speed)

ON/OFF

ON/OFF -

ON/OFF

3,000 rpm

• Injection volume can be changed in 1 % graduations within control range

• Perform test at less than 3,000 rpm

• A/F CONTROL enables to check and to graph A/F (Air Fuel Ratio) sensor and Heated Oxygen (HO2) sensor voltage outputs

• To conduct test, select following menu items: ACTIVE TEST / A/F CONTROL / USER DATA / AFS B1S1 and O2S B1S2, and press YES and ENTER followed by F4

Test is possible when following conditions are met:

• Ignition switch is on (IG)

• Engine is stopped

• Engine stalls or idles roughly when OCV turned ON

• Normal engine running or idling when OCV OFF

• Engine stalls or idles roughly when OCV turned ON

• Normal engine running or idling when OCV OFF

• ON: TC and TE1 connected

• OFF: TC and TE1 disconnected

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Intelligent Tester Displays Test Details Control Ranges Diagnostic Note

Test is possible when following

COOLING FAN Control Electric Cooling Fan ON/OFF

ACC CUT Active ACC cut relay ON/OFF

STARTER Starter ON/OFF -

ETCS OPEN SLOW Throttle actuator ON: Throttle valve opens slowly

ETCS CLOSE SLOW Throttle actuator ON: Throttle valve closes slowly Same as above ETCS OPEN FAST Throttle actuator ON: Throttle valve opens fast Same as above ETCS CLOSE FAST Throttle actuator ON: Throttle valve closes fast Same as above

FUEL CUT #1 Cylinder #1 injector fuel cut ON/OFF FUEL CUT #2 Cylinder #2 injector fuel cut ON/OFF Same as above

FUEL CUT #3 Cylinder #3 injector fuel cut ON/OFF Same as above FUEL CUT #4 Cylinder #4 injector fuel cut ON/OFF Same as above FUEL CUT #5 Cylinder #5 injector fuel cut ON/OFF Same as above FUEL CUT #6 Cylinder #6 injector fuel cut ON/OFF Same as above

COMPRESS CHECK

VVT B1 Control VVT (bank 1)

VVT B2 Control VVT (bank 2) Between -128 and 127% Same as above

VVT EX B1 Control VVT (bank 1)

VVT EX B2 Control VVT (bank 2) Between -128 and 127 % Same as above TARGET FUEL PRS Control the target fuel pressure Between -12.5 and 2 4.8 %

INJ TIMING #1 Control injection timing #1 Between -16 CA and 16 CA INJ TIMING #2 Control injection timing #2 Between -16 CA and 16 CA Same as above

INJ TIMING #3 Control injection timing #3 Between -16 CA and 16 CA Same as above INJ TIMING #4 Control injection timing #4 Between -16 CA and 16 CA Same as above INJ TIMING #5 Control injection timing #5 Between -16 CA and 16 CA Same as above INJ TIMING #6 Control injection timing #6 Between -16 CA and 16 CA Same as above VACUUM PUMP Vacuum pump ON/OFF VENT VALVE Vent valve ON/OFF -

Check the cylinder compression pressure

ON/OFF

-128 to 127 % This valve added to present OCV control duty 100 %: Maximum advance

-100 %: Maximum retard

-128 to 127 % This valve added to present OCV control duty 100 %: Maximum advance

-100 %: Maximum retard

conditions are met:

• Ignition switch is on (IG)

• Ignition is stopped Test is possible when following

conditions are met:

• Ignition switch is on (IG)

• Ignition is stopped

Test is possible when following conditions are met:

• Ignition switch is on (IG)

• Ignition is stopped

• Accelerator pedal is fully depressed (APP: 58 degrees or more)

Test is possible during vehicle stopping and engine idling.

Fuel injection and ignition stop in all cylinders.

Engine stalls or roughly idles when VVT actuator is operated by 100 %. Test is possible during idling.

-

Test is possible during vehicle stopping and engine idling.

ES–69

ES

ES–70

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

3. SYSTEM CHECK

HINT: Performing a SYSTEM CHECK enables the system, which consists of multiple actuators, to be operated without removing any parts. In addition, it can show whether or not any DTCs are set, and can detect potential malfunctions in the system. The SYSTEM CHECK can be performed with an intelligent tester. (a) Connect the intelligent tester to the DLC3. (b) Turn the ignition switch on (IG). (c) Turn the tester on. (d) Enter the following menus: DIAGNOSIS /

ENHANCED OBD II / SYSTEM CHECK.

(e) Perform the SYSTEM CHECK by referring to the

table below.

Intelligent Tester Display Test Detail Recommended Fuel

Temperature

EVAP SYS CHECK (AUTO OPERATION)

EVAP SYS CHECK (MANUAL OPERATION)

Perform 4 steps in order to operate EVAP key-off monitor automatically

35°C (95°F) or less

Diagnostic Note

• If no DTCs are in PENDING CODE after performing this test, system is functioning normally

• Refer to EVAP system

• Used to detect malfunctioning parts

• Refer to EVAP system

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

SFI SYSTEM:

DTC No. Detection Item Suspected Trouble

P0010 Camshaft Position

"A" Actuator Circuit (Bank 1)

P0011 Camshaft Position

"A" - Timing OverAdvanced or System Performance (Bank

1)

P0012 Camshaft Position

"A" - Timing OverRetarded (Bank 1)

P0013 Camshaft Position

"B" Actuator Circuit / Open (Bank 1)

P0014 Camshaft Position

"B" - Timing OverAdvanced or System Performance (Bank

1)

P0015 Camshaft Position

"B" - Timing OverRetarded (Bank 1)

P0016 Crankshaft Position -

Camshaft Position Correlation (Bank 1 Sensor A)

P0017 Crankshaft Position -

Camshaft Position Correlation (Bank 1 Sensor B)

P0018 Crankshaft Position -

Camshaft Position Correlation (Bank 2 Sensor A)

P0019 Crankshaft Position -

Camshaft Position Correlation (Bank 2 Sensor B)

1. Open or short in Oil Control Valve (OCV) for intake camshaft circuit

2. OCV for intake camshaft (bank 1)

3. ECM

1. Valve timing

2. OCV for intake camshaft

3. OCV filter

4. Intake camshaft timing gear assembly

5. ECM Same as DTC P0011 Comes on DTC stored ES-84

1. Open or short in Oil Control Valve (OCV) for exhaust camshaft circuit

2. OCV for exhaust camshaft (bank 1)

3. ECM

1. Valve timing

2. OCV for exhaust camshaft

3. OCV filter

4. Exhaust camshaft

5. ECM Same as DTC P0014 Comes on DTC stored ES-96

1. Mechanical system (Timing chain has jumped teeth or chain is stretched)

2. ECM Same as DTC P0016 Comes on DTC stored ES-104

Same as DTC P0016 Comes on DTC stored ES-104

ES–71

DIAGNOSTIC TROUBLE CODE CHART

HINT: The parameters listed in the chart may not conform exactly to those read during the DTC check due to the type of instrument or other factors. If a trouble code is displayed during the DTC check in the check mode, check the circuit for the code listed in the table below. For details of each code, refer to the "See page" column in the DTC chart.

MIL Memory See page

Area

Comes on DTC stored ES-79

ES

Comes on DTC stored ES-84

Comes on DTC stored ES-91

Comes on DTC stored ES-96

Comes on DTC stored ES-104

ES–72

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

DTC No. Detection Item Suspected Trouble

P0020 Camshaft Position

"A" Actuator Circuit (Bank 2)

P0021 Camshaft Position

"A" - Timing OverAdvanced or System Performance (Bank

2)

P0022 Camshaft Position

"A" - Timing OverRetarded (Bank 2)

P0023 Camshaft Position

"B" Actuator Circuit / Open (Bank 2)

P0024 Camshaft Position

"B" - Timing OverAdvanced or System Performance (Bank

2)

P0025 Camshaft Position

"B" - Timing OverRetarded (Bank 2)

P0031 Oxygen (A/F) Sensor

Heater Control Circuit Low (Bank 1 Sensor

1)

P0032 Oxygen (A/F) Sensor

Heater Control Circuit High (Bank 1 Sensor

1)

P0037 Oxygen Sensor

Heater Control Circuit Low (Bank 1 Sensor

2)

P0038 Oxygen Sensor

Heater Control Circuit High (Bank 1 Sensor

2)

Area

1. Open or short in Oil Control Valve (OCV) for intake camshaft circuit

2. OCV for intake camshaft (bank 2)

3. ECM Same as DTC P0011 Comes on DTC stored ES-84

Same as DTC P0011 Comes on DTC stored ES-84

1. Open or short in Oil Control Valve (OCV) for exhaust camshaft circuit

2. OCV for exhaust camshaft (bank 2)

3. ECM Same as DTC P0014 Comes on DTC stored ES-96

Same as DTC P0014 Comes on DTC stored ES-96

1. Open in Air-Fuel Ratio (A/F) sensor heater circuit

2. A/F sensor heater (bank 1 sensor 1)

3. A/F sensor heater relay

4. ECM

1. Short in A/F sensor heater circuit

2. A/F sensor heater (bank 1 sensor 1)

3. A/F sensor heater relay

4. ECM

1. Open in Heated Oxygen (HO2) sensor heater circuit

2. HO2 sensor heater (bank 1 sensor 2)

3. Engine room junction block (EFI relay)

4. ECM

1. Short in HO2 sensor heater circuit

2. HO2 sensor heater (bank 1 sensor 2)

3. Engine room junction block (EFI relay)

4. ECM

MIL Memory See page

Comes on DTC stored ES-79

Comes on DTC stored ES-91

Comes on DTC stored ES-107

Comes on DTC stored ES-115

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–73

DTC No. Detection Item Suspected Trouble

P0051 Oxygen (A/F) Sensor

Heater Control Circuit Low (Bank 2 Sensor

1)

P0052 Oxygen (A/F) Sensor

Heater Control Circuit High (Bank 2 Sensor

1)

P0057 Oxygen Sensor

Heater Control Circuit Low (Bank 2 Sensor

2)

P0058 Oxygen Sensor

Heater Control Circuit High (Bank 2 Sensor

2)

P0100 Mass or Volume Air

Flow Circuit

P0101 Mass Air Flow Circuit

Range / Performance Problem

P0102 Mass or Volume Air

Flow Circuit Low Input

P0103 Mass or Volume Air

Flow Circuit High Input

P0110 Intake Air

Temperature Circuit Malfunction

P0111 Intake Air

Temperature Sensor Gradient Too High

Area

1. Open in A/F sensor heater circuit

2. A/F sensor heater (bank 2 sensor 1)

3. A/F sensor heater relay

4. ECM

1. Short in A/F sensor heater circuit

2. A/F sensor heater (bank 2 sensor 1)

3. A/F sensor heater relay

4. ECM

1. Open in HO2 sensor heater circuit

2. HO2 sensor heater (bank 2 sensor 2)

3. Engine room junction block (EFI relay)

4. ECM

1. Short in HO2 sensor heater circuit

2. HO2 sensor heater (bank 2 sensor 2)

3. Engine room junction block (EFI relay)

4. ECM

1. Open or short in Mass Air Flow (MAF) meter circuit

2. MAF meter

3. ECM MAF meter Comes on DTC stored ES-133

1. Open in MAF meter circuit

2. Short in MAF meter circuit

3. MAF meter

4. ECM

1. Short in MAF meter circuit (+B circuit)

2. MAF meter

3. ECM

1. Open or short in Intake Air Temperature (IAT) sensor circuit

2. IAT sensor (built into Mass Air Flow [MAF] meter)

3. ECM MAF meter Comes on DTC stored ES-142

MIL Memory See page

Comes on DTC stored ES-107

Comes on DTC stored ES-115

ES

Comes on DTC stored ES-115

Comes on DTC stored ES-125

Comes on DTC stored ES-136

ES–74

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

DTC No. Detection Item Suspected Trouble

P0112 Intake Air

Temperature Circuit Low Input

P0113 Intake Air

Temperature Circuit High Input

P0115 Engine Coolant

Temperature Circuit Malfunction

P0116 Engine Coolant

Temperature Circuit Range / Performance Problem

P0117 Engine Coolant

Temperature Circuit Low Input

P0118 Engine Coolant

Temperature Circuit High Input

P0120 Throttle / Pedal

Position Sensor / Switch "A" Circuit Malfunction

P0121 Throttle / Pedal

Position Sensor / Switch "A" Circuit Range / Performance Problem

P0122 Throttle / Pedal

Position Sensor / Switch "A" Circuit Low Input

P0123 Throttle / Pedal

Position Sensor / Switch "A" Circuit High Input

P0125 Insufficient Coolant

Temperature for Closed Loop Fuel Control

P0128 Coolant Thermostat

(Coolant Temperature Below Thermostat Regulating Temperature)

Area

1. Short in IAT sensor circuit

2. IAT sensor (built into MAF meter)

3. ECM

1. Open in IAT sensor circuit

2. IAT sensor (built into MAF meter)

3. ECM

1. Open or short in Engine Coolant Temperature (ECT) sensor circuit

2. ECT sensor

3. ECM

1. Thermostat

2. ECT sensor

1. Short in ECT sensor circuit

2. ECT sensor

3. ECM

1. Open in ECT sensor circuit

2. ECT sensor

3. ECM

1. Throttle Position (TP) sensor (built into throttle body)

2. ECM TP sensor (built into

throttle body)

1. TP sensor (built into throttle body)

2. Short in VTA1 circuit

3. Open in VC circuit

4. ECM

1. TP sensor (built into throttle body)

2. Open in VTA1 circuit

3. Open in E2 circuit

4. Short between VC and VTA1 circuits

5. ECM

1. Cooling system

2. ECT sensor

3. Thermostat

1. Thermostat

2. Cooling system

3. ECT sensor

4. ECM

MIL Memory See page

Comes on DTC stored ES-136

Comes on DTC stored ES-145

Comes on DTC stored ES-151

Comes on DTC stored ES-145

Comes on DTC stored ES-154

Comes on DTC stored ES-161

Comes on DTC stored ES-154

Comes on DTC stored ES-165

Comes on DTC stored ES-168

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–75

DTC No. Detection Item Suspected Trouble

P0136 Oxygen Sensor

Circuit Malfunction (Bank 1 Sensor 2)

P0137 Oxygen Sensor

Circuit Low Voltage (Bank 1 Sensor 2)

P0138 Oxygen Sensor

Circuit High Voltage (Bank 1 Sensor 2)

P0141 Oxygen Sensor

Heater Circuit Malfunction (Bank 1 Sensor 2)

P0156 Oxygen Sensor

Circuit Malfunction (Bank 2 Sensor 2)

P0157 Oxygen Sensor

Circuit Low Voltage (Bank 2 Sensor 2)

Area

1. Open or short in HO2 sensor (bank 1 sensor 2) circuit

2. HO2 sensor (bank 1 sensor 2)

3. HO2 sensor heater (bank 1 sensor 2)

4. A/F sensor (bank 1 sensor 1)

5. Engine room junction block (EFI relay)

6. Gas leakage from exhaust system

1. Open in HO2 sensor (bank 1 sensor 2) circuit

2. HO2 sensor (bank 1 sensor 2)

3. HO2 sensor heater (bank 1 sensor 2)

4. Engine room junction block (EFI relay)

5. Gas leakage from exhaust system

1. Short in HO2 sensor (bank 1 sensor 2) circuit

2. HO2 sensor (bank 1 sensor 2)

3. ECM internal circuit malfunction

1. HO2 sensor

2. ECM

1. Open or short in HO2 sensor (bank 2 sensor 2) circuit

2. HO2 sensor (bank 2 sensor 2)

3. HO2 sensor heater (bank 2 sensor 2)

4. A/F sensor (bank 2 sensor 1)

5. Engine room junction block (EFI relay)

6. Gas leakage from exhaust system

1. Open in HO2 sensor (bank 2 sensor 2) circuit

2. HO2 sensor (bank 2 sensor 2)

3. HO2 sensor heater (bank 2 sensor 2)

4. Engine room junction block (EFI relay)

5. Gas leakage from exhaust system

MIL Memory See page

Comes on DTC stored ES-171

ES

Comes on DTC stored ES-171

Comes on DTC stored ES-115

Comes on DTC stored ES-171

ES–76

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

DTC No. Detection Item Suspected Trouble

P0158 Oxygen Sensor

Circuit High Voltage (Bank 2 Sensor 2)

P0161 Oxygen Sensor

Heater Circuit Malfunction (Bank 2 Sensor 2)

P0171 System Too Lean

(Bank 1)

P0172 System Too Rich

(Bank 1)

Area

1. Short in HO2 sensor (bank 2 sensor 2) circuit

2. HO2 sensor (bank 2 sensor 2)

3. ECM internal circuit malfunction

1. HO2 sensor

2. ECM

1. Air induction system

2. Injector blockage

3. MAF meter

4. ECT sensor

5. Fuel pressure

6. Gas leakage from exhaust system

7. Open or short in A/ F sensor (bank 1 sensor 1) circuit

8. A/F sensor (bank 1 sensor 1)

9. A/F sensor heater (bank 1 sensor 1)

10. A/F sensor heater relay

11. A/F sensor heater and A/F sensor heater relay circuits

12. PCV hose connections

13. PCV valve and hose

14. ECM

1. Injector leakage or blockage

2. MAF meter

3. ECT sensor

4. Ignition system

5. Fuel pressure

6. Gas leakage from exhaust system

7. Open or short in A/ F sensor (bank 1 sensor 1) circuit

8. A/F sensor (bank 1 sensor 1)

9. A/F sensor heater (bank 1 sensor 1)

10. A/F sensor heater relay

11. A/F sensor heater and A/F sensor heater relay circuits

12. ECM

MIL Memory See page

Comes on DTC stored ES-171

Comes on DTC stored ES-115

Comes on DTC stored ES-191

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–77

DTC No. Detection Item Suspected Trouble

P0174 System Too Lean

(Bank 2)

P0175 System Too Rich

(Bank 2)

P0220 Throttle / Pedal

Position Sensor / Switch "B" Circuit

P0222 Throttle / Pedal

Position Sensor / Switch "B" Circuit Low Input

P0223 Throttle / Pedal

Position Sensor / Switch "B" Circuit High Input

Area

1. Air induction system

2. Injector blockage

3. MAF meter

4. ECT sensor

5. Fuel pressure

6. Gas leakage from exhaust system

7. Open or short in A/ F sensor (bank 2 sensor 1) circuit

8. A/F sensor (bank 2 sensor 1)

9. A/F sensor heater (bank 2 sensor 1)

10. A/F sensor heater relay

11. A/F sensor heater and A/F sensor heater relay circuits

12. PCV hose connections

13. PCV valve and hose

14. ECM

1. Injector leakage or blockage

2. MAF meter

3. ECT sensor

4. Ignition system

5. Fuel pressure

6. Gas leakage from exhaust system

7. Open or short in A/ F sensor (bank 2 sensor 1) circuit

8. A/F sensor (bank 2 sensor 1)

9. A/F sensor heater (bank 2 sensor 1)

10. A/F sensor heater relay

11. A/F sensor heater and A/F sensor heater relay circuits

12. ECM

1. TP sensor (built into throttle body)

2. ECM

1. TP sensor (built into throttle body)

2. Short in VTA2 circuit

3. Open in VC circuit

4. ECM

1. TP sensor (built into throttle body)

2. Open in VTA2 circuit

3. Open in E2 circuit

4. Short between VC and VTA2 circuits

5. ECM

MIL Memory See page

Comes on DTC stored ES-191

ES

Comes on DTC stored ES-191

Comes on DTC stored ES-154

ES–78

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

DTC No. Detection Item Suspected Trouble

P0300 Random / Multiple

Cylinder Misfire Detected

P0301 Cylinder 1 Misfire

Detected

P0302 Cylinder 2 Misfire

Detected

P0303 Cylinder 3 Misfire

Detected

P0304 Cylinder 4 Misfire

Detected

P0305 Cylinder 5 Misfire

Detected

P0306 Cylinder 6 Misfire

Detected

P0327 Knock Sensor 1

Circuit Low Input (Bank 1 or Single Sensor)

P0328 Knock Sensor 1

Circuit High Input (Bank 1 or Single Sensor)

P0332 Knock Sensor 2

Circuit Low Input (Bank 2)

P0333 Knock Sensor 2

Circuit High Input (Bank 2)

P0335 Crankshaft Position

Sensor "A" Circuit

P0339 Crankshaft Position

Sensor "A" Circuit Intermittent

Area

1. Open or short in engine wire harness

2. Connector connections

3. Vacuum hose connection

4. Ignition system

5. Injector

6. Fuel pressure

7. Mass Air Flow (MAF) meter

8. Engine Coolant Temperature (ECT) sensor

9. Compression pressure

10. Valve clearance

11. Valve timing

12. PCV valve and hose

13. PCV hose connections

14. Air induction system

15. ECM Same as DTC P0300 Comes on or flashes DTC stored ES-204

Same as DTC P0300 Comes on or flashes DTC stored ES-204

1. Short in knock sensor 1 circuit

2. Knock sensor 1

3. ECM

1. Open in knock sensor 1 circuit

2. Knock sensor 1

3. ECM

1. Short in knock sensor 2 circuit

2. Knock sensor 2

3. ECM

1. Open in knock sensor 2 circuit

2. Knock sensor 2

3. ECM

1. Open or short in Crankshaft Position Sensor (CKP) circuit

2. CKP sensor

3. Sensor plate (CKP sensor plate)

4. ECM Same as DTC P0335 Does not come on DTC stored ES-222

MIL Memory See page

Comes on or flashes DTC stored ES-204

Comes on DTC stored ES-216

Comes on DTC stored ES-222

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–79

DTC No. Detection Item Suspected Trouble

P0340 Camshaft Position

Sensor Circuit Malfunction

P0342 Camshaft Position

Sensor "A" Circuit Low Input (Bank 1 or Single Sensor)

P0343 Camshaft Position

Sensor "A" Circuit High Input (Bank 1 or Single Sensor)

P0345 Camshaft Position

Sensor "A" Circuit (Bank 2)

P0347 Camshaft Position

Sensor "A" Circuit Low Input (Bank 2)

P0348 Camshaft Position

Sensor "A" Circuit High Input (Bank 2)

P0351 Ignition Coil "A"

Primary / Secondary Circuit

P0352 Ignition Coil "B"

Primary / Secondary Circuit

P0353 Ignition Coil "C"

Primary / Secondary Circuit

P0354 Ignition Coil "D"

Primary / Secondary Circuit

P0355 Ignition Coil "E"

Primary / Secondary Circuit

P0356 Ignition Coil "F"

Primary / Secondary Circuit

P0365 Camshaft Position

Sensor "B" Circuit (Bank 1)

Area

1. Open or short in VVT sensor for intake camshaft circuit

2. VVT sensor for intake camshaft

3. Camshaft timing gear for intake camshaft

4. Jumped tooth of timing chain for intake camshaft

5. ECM Same as DTC P0340 Comes on DTC stored ES-228

Same as DTC P0340 Comes on DTC stored ES-228

1. Ignition system

2. Open or short in IGF1 or IGT circuit (1 to 6) between ignition coil and ECM

3. No. 1 to No. 6 ignition coils

4. ECM Same as DTC P0351 Comes on DTC stored ES-234

Same as DTC P0351 Comes on DTC stored ES-234

1. Open or short in VVT sensor for exhaust camshaft circuit

2. VVT sensor for exhaust camshaft

3. Exhaust camshaft

4. Jumped tooth of timing chain

5. ECM

MIL Memory See page

Comes on DTC stored ES-228

ES

Comes on DTC stored ES-234

Comes on DTC stored ES-243

ES–80

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

DTC No. Detection Item Suspected Trouble

P0367 Camshaft Position

Sensor "B" Circuit Low Input (Bank 1)

P0368 Camshaft Position

Sensor "B" Circuit High Input (Bank 1)

P0390 Camshaft Position

Sensor "B" Circuit (Bank 2)

P0392 Camshaft Position

Sensor "B" Circuit Low Input (Bank 2)

P0393 Camshaft Position

Sensor "B" Circuit High Input (Bank 2)

P0420 Catalyst System

Efficiency Below Threshold (Bank 1)

Area

1. Open or short in VVT sensor for exhaust camshaft circuit

2. VVT sensor for exhaust camshaft

3. Exhaust camshaft

4. Jumped tooth of timing chain

5. ECM

1. Open or short in VVT sensor for exhaust camshaft circuit

2. VVT sensor for exhaust camshaft

3. Exhaust camshaft

4. Jumped tooth of timing chain

5. ECM

1. Open or short in VVT sensor for exhaust camshaft circuit

2. VVT sensor for exhaust camshaft

3. Exhaust camshaft

4. Jumped tooth of timing chain

5. ECM

1. Open or short in VVT sensor for exhaust camshaft circuit

2. VVT sensor for exhaust camshaft

3. Exhaust camshaft

4. Jumped tooth of timing chain

5. ECM

1. Open or short in VVT sensor for exhaust camshaft circuit

2. VVT sensor for exhaust camshaft

3. Exhaust camshaft

4. Jumped tooth of timing chain

5. ECM

1. Gas leakage from exhaust system

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

3. HO2 sensor (bank 1 sensor 2)

4. Exhaust manifold (Three-Way Catalytic Converter [TWC])

MIL Memory See page

Comes on DTC stored ES-243

Comes on DTC stored ES-249

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–81

DTC No. Detection Item Suspected Trouble

P0430 Catalyst System

Efficiency Below Threshold (Bank 2)

P043E Evaporative Emission

System Reference Orifice Clog Up

P043F Evaporative Emission

System Reference Orifice High Flow

P0441 Evaporative Emission

Control System Incorrect Purge Flow

P0450 Evaporative Emission

Control System Pressure Sensor / Switch

P0451 Evaporative Emission

Control System Pressure Sensor Range / Performance

P0452 Evaporative Emission

Control System Pressure Sensor / Switch Low Input

P0453 Evaporative Emission

Control System Pressure Sensor / Switch High Input

Area

1. Gas leakage from exhaust system

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

3. HO2 sensor (bank 2 sensor 2)

4. Exhaust manifold (Three-Way Catalytic Converter [TWC])

1. Pump module

2. Connector / wire harness (Pump module - ECM)

3. ECM

1. Pump module

2. Connector / wire harness (Pump module - ECM)

3. ECM

1. EVAP VSV

2. Connector / wire harness (EVAP VSV ECM)

3. ECM

4. Pump module

5. Leakage from EVAP system

6. Leakage from EVAP line (EVAP VSV - Intake manifold)

1. Pump module (including pressure sensor)

2. ECM

1. Pump module (including pressure sensor)

2. Connector / wire harness (between pump module and ECM)

3. ECM

1. Pump module (including pressure sensor)

2. Connector / wire harness (between pump module and ECM)

3. ECM

1. Pump module (include pressure sensor)

2. Connector / wire harness (between pump module and ECM)

3. ECM

MIL Memory See page

Comes on DTC stored ES-249

Comes on DTC stored ES-255

ES

Comes on DTC stored ES-260

Comes on DTC stored ES-267

ES–82

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

DTC No. Detection Item Suspected Trouble

P0455 Evaporative Emission

Control System Leak Detected (Gross Leak)

P0456 Evaporative Emission

Control System Leak Detected (Very Small Leak)

P0500 Vehicle Speed

Sensor "A"

P0504 Brake Switch "A" / "B"

Correlation

P0505 Idle Control System

Malfunction

P050A Cold Start Idle Air

Control System Performance

P050B Cold Start Ignition

Timing Performance

P0560 System Voltage 1. Open in back-up

P0604 Internal Control

Module Random Access Memory (RAM) Error

P0606 ECM / PCM

Processor

Area

1. Fuel tank cap (loose)

2. Leakage from EVAP line (Canister Fuel tank)

3. Leakage from EVAP line (EVAP VSV - Canister)

4. Pump module

5. Leakage from fuel tank

6. Leakage from canister

Same as DTC P0455 Comes on DTC stored ES-274

1. Vehicle speed sensor

2. Vehicle speed sensor signal circuit

3. Combination meter

4. ECM

5. Skid control ECU

1. Short in stop light switch signal circuit

2. Stop light switch

3. ECM

1. ETCS (Electronic Throttle Control System)

2. Air induction system

3. PCV hose connection

4. ECM

1. Throttle body assembly

2. MAF meter

3. Air induction system

4. PCV hose connections

5. VVT system

6. Air cleaner filter element

7. ECM Same as DTC P050A Comes on DTC stored ES-291

power source circuit

2. ECM ECM Comes on DTC stored ES-302

ECM Comes on (except

MIL Memory See page

Comes on DTC stored ES-274

Comes on DTC stored ES-279

Does not come on DTC stored ES-284

Comes on DTC stored ES-288

Comes on DTC stored ES-291

Comes on DTC stored ES-297

DTC stored ES-302 when there is a malfunction in the ECM internal circuit)

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–83

DTC No. Detection Item Suspected Trouble

P0607 Control Module

Performance

P0617 Starter Relay Circuit

High

P0630 VIN not Programmed

or Mismatch - ECM / PCM

P0657 Actuator Supply

Voltage Circuit / Open

P0705 Transmission Range

Sensor Circuit Malfunction (PRNDL Input)

P0724 Brake Switch "B"

Circuit High

P2102 Throttle Actuator

Control Motor Circuit Low

P2103 Throttle Actuator

Control Motor Circuit High

P2111 Throttle Actuator

Control System Stuck Open

P2112 Throttle Actuator

Control System Stuck Closed

P2118 Throttle Actuator

Control Motor Current Range / Performance

P2119 Throttle Actuator

Control Throttle Body Range / Performance

P2120 Throttle / Pedal

Position Sensor / Switch "D" Circuit

P2121 Throttle / Pedal

Position Sensor / Switch "D" Circuit Range / Performance

Area

ECM Comes on (except

1. Park / Neutral Position (PNP) switch

2. Starter relay circuit

3. Cranking holding function circuit

4. Ignition switch

5. ECM ECM Comes on DTC stored ES-309

ECM Comes on DTC stored ES-302

1. Short in park / neutral position switch circuit

2. Park / neutral position switch

3. ECM

1. Short in stop light switch signal circuit

2. Stop light switch

3. ECM

1. Open in throttle actuator circuit

2. Throttle actuator

3. ECM

1. Short in throttle actuator circuit

2. Throttle actuator

3. Throttle valve

4. Throttle body assembly

5. ECM

1. Throttle actuator

2. Throttle body

3. Throttle valve Same as DTC P2111 Comes on DTC stored ES-324

1. Open in ETCS power source circuit

2. ETCS fuse

3. ECM

1. ETCS

2. ECM

1. Accelerator Pedal Position (APP) sensor

2. ECM

1. Accelerator Pedal Position (APP) sensor

2. ECM

MIL Memory See page

DTC stored ES-302 when there is a malfunction in the cruise control switch circuit)

Comes on DTC stored ES-304

ES

Comes on DTC stored ES-311

Comes on DTC stored ES-284

Comes on DTC stored ES-320

Comes on DTC stored ES-324

Comes on DTC stored ES-327

Comes on DTC stored ES-331

Comes on DTC stored ES-334

Comes on DTC stored ES-341

ES–84

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

DTC No. Detection Item Suspected Trouble

P2122 Throttle / Pedal

Position Sensor / Switch "D" Circuit Low Input

P2123 Throttle / Pedal

Position Sensor / Switch "D" Circuit High Input

P2125 Throttle / Pedal

Position Sensor / Switch "E" Circuit

P2127 Throttle / Pedal

Position Sensor / Switch "E" Circuit Low Input

P2128 Throttle / Pedal

Position Sensor / Switch "E" Circuit High Input

P2135 Throttle / Pedal

Position Sensor / Switch "A" / "B" Voltage Correlation

P2138 Throttle / Pedal

Position Sensor / Switch "D" / "E" Voltage Correlation

P2195 Oxygen (A/F) Sensor

Signal Stuck Lean (Bank 1 Sensor 1)

P2196 Oxygen (A/F) Sensor

Signal Stuck Rich (Bank 1 Sensor 1)

Area

1. Accelerator Pedal Position (APP) sensor

2. Open in VCP1 circuit

3. Open or ground short in VPA circuit

4. ECM

1. Accelerator Pedal Position (APP) sensor

2. Open in EPA circuit

3. ECM

1. Accelerator Pedal Position (APP) sensor

2. ECM

1. Accelerator Pedal Position (APP) sensor

2. Open in VCP2 circuit

3. Open or ground short in VPA2 circuit

4. ECM

1. Accelerator Pedal Position (APP) sensor

2. Open in EPA2 circuit

3. ECM

1. Short between VTA1 and VTA2 circuits

2. TP sensor (built into throttle body)

3. ECM

1. Short between VPA and VPA2 circuits

2. APP sensor

3. ECM

1. Open or short in A/ F sensor (bank 1 sensor 1) circuit

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

3. A/F sensor heater (bank 1 sensor 1)

4. A/F sensor heater relay

5. A/F sensor heater and relay circuits

6. Air induction system

7. Fuel pressure

8. Injector

9. ECM Same as DTC P2195 Comes on DTC stored ES-345

MIL Memory See page

Comes on DTC stored ES-334

Comes on DTC stored ES-154

Comes on DTC stored ES-334

Comes on DTC stored ES-345

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–85

DTC No. Detection Item Suspected Trouble

P2197 Oxygen (A/F) Sensor

Signal Stuck Lean (Bank 2 Sensor 1)

P2198 Oxygen (A/F) Sensor

Signal Stuck Rich (Bank 2 Sensor 1)

P2238 Oxygen (A/F) Sensor

Pumping Current Circuit Low (Bank 1 Sensor 1)

P2239 Oxygen (A/F) Sensor

Pumping Current Circuit High (Bank 1 Sensor 1)

P2241 Oxygen (A/F) Sensor

Pumping Current Circuit Low (Bank 2 Sensor 1)

P2242 Oxygen (A/F) Sensor

Pumping Current Circuit High (Bank 2 Sensor 1)

P2252 Oxygen (A/F) Sensor

Reference Ground Circuit Low (Bank 1 Sensor 1)

P2253 Oxygen (A/F) Sensor

Reference Ground Circuit High (Bank 1 Sensor 1)

P2255 Oxygen (A/F) Sensor

Reference Ground Circuit Low (Bank 2 Sensor 1)

Area

1. Open or short in A/ F sensor (bank 2 sensor 1) circuit

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

3. A/F sensor heater (bank 2 sensor 1)

4. A/F sensor heater relay

5. A/F sensor heater and relay circuits

6. Air induction system

7. Fuel pressure

8. Injector

9. ECM Same as DTC P2197 Comes on DTC stored ES-345

1. Open or short in A/ F sensor (bank 1 sensor 1) circuit

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

3. A/F sensor heater (bank 1 sensor 1)

4. A/F sensor heater relay

5. A/F sensor heater and relay circuits

6. ECM Same as DTC P2238 Comes on DTC stored ES-364

1. Open or short in A/ F sensor (bank 2 sensor 1) circuit

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

3. A/F sensor heater (bank 2 sensor 1)

4. A/F sensor heater relay

5. A/F sensor heater and relay circuits

6. ECM Same as DTC P2241 Comes on DTC stored ES-364

Same as DTC P2238 Comes on DTC stored ES-364

Same as DTC P2241 Comes on DTC stored ES-364

MIL Memory See page

Comes on DTC stored ES-345

ES

Comes on DTC stored ES-364

ES–86

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

DTC No. Detection Item Suspected Trouble

P2256 Oxygen (A/F) Sensor

Reference Ground Circuit High (Bank 2 Sensor 1)

P2401 Evaporative Emission

System Leak Detection Pump Control Circuit Low

P2402 Evaporative Emission

System Leak Detection Pump Control Circuit High

P2419 Evaporative Emission

System Switching Valve Control Circuit Low

P2420 Evaporative Emission

System Switching Valve Control Circuit High

P2610 ECM / PCM Internal

Engine Off Timer Performance

P2A00 A/F Sensor Circuit

Slow Response (Bank 1 Sensor 1)

P2A03 A/F Sensor Circuit

Slow Response (Bank 2 Sensor 1)

U0101 Lost Communication

with TCM

Area

Same as DTC P2241 Comes on DTC stored ES-364

1. Pump module

2. Connector / wire harness (Pump module - ECM)

3. ECM

1. Pump module

2. Connector / wire harness (Pump module - ECM)

3. ECM

1. Pump module

2. Connector / wire harness (Pump module - ECM)

3. ECM

1. Pump module (0.02 inch orifice, vacuum pump, vent valve) EVAP system monitor

2. Connector / wire harness (Pump module ECM)

3. ECM ECM Comes on DTC stored ES-377

1. Open or short in A/ F sensor (bank 1 sensor 1) circuit

2. A/F sensor (bank1 sensor 1)

3. ECM

1. Open or short in A/ F sensor (bank 2 sensor 1) circuit

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

3. ECM

1. Open or short in TCM and ECM circuit

2. TCM

3. ECM

MIL Memory See page

Comes on DTC stored ES-255

Comes on DTC stored ES-373

Comes on DTC stored ES-380

Comes on DTC stored ES-389

*1: This DTC is related to the A/F sensor, although the caption in the "Detection Item" column refers to the heated oxygen sensor. *2: This DTC indicates a malfunction related to the primary circuit.

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–87

DTC P0010

Camshaft Position "A" Actuator Circuit (Bank

1) Camshaft Position "A" Actuator Circuit (Bank

DTC P0020

2)

DESCRIPTION

The Variable Valve Timing (VVT) system includes the ECM, Oil Control Valve (OCV) and VVT controller. The ECM sends a target duty-cycle control signal to the OCV. This control signal regulates the oil pressure supplied to the VVT controller. Camshaft timing control is performed according to engine operating conditions such as intake air volume, throttle valve position and engine coolant temperature. The ECM controls the OCV, based on the signals transmitted by several sensors. The VVT controller regulates the intake camshaft angle using oil pressure through the OCV. As a result, the relative positions of the camshaft and crankshaft are optimized, the engine torque and fuel economy improves, and the exhaust emissions decrease under overall driving conditions. The ECM detects the actual intake valve timing using signals from the camshaft and crankshaft position sensors, and performs feedback control. This is how the target intake valve timing is verified by the ECM.

ECM

ES

Crankshaft Position Sensor

MAF Meter

Throttle Position Sensor

ECT Sensor

Vehicle Speed Signal

Camshaft Position Sensor

DTC No. DTC Detection Condition Trouble Area

Open or short in OCV for intake camshaft (bank 1)

P0010

P0020

circuit (1 trip detection logic)

Open or short in OCV for intake camshaft (bank 2) circuit (1 trip detection logic)

Target Valve Timing

Feedback

Correction

Actual Valve Timing

• Open or short in OCV for intake camshaft (bank 1) circuit

• OCV for intake camshaft (bank 1)

•ECM

• Open or short in OCV for intake camshaft (bank 2) circuit

• OCV for intake camshaft (bank 2)

•ECM

Duty Control

Camshaft Timing Oil Control Valve (OCV)

A103843E02

ES–88

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

MONITOR DESCRIPTION

After the ECM sends the "target" duty-cycle signal to the OCV, the ECM monitors the OCV current to establish an "actual" duty-cycle. The ECM detects a malfunction and sets a DTC when the actual dutycycle ratio varies from the target duty-cycle ratio.

MONITOR STRATEGY

ES

Related DTCs Required sensors / components (Main) VVT OCV (Variable Valve Timing oil control valve)

Required sensors / components (Sub) Frequency of operation Continuous Duration 1 second MIL operation Immediately Sequence of operation None

P0010: VVT OCV (bank 1) open/short P0020: VVT OCV (bank 2) open/short

TYPICAL ENABLING CONDITIONS

Monitor will run whenever these DTCs are not present None All of the following conditions are met: Starter OFF Engine switch ON Time after turning ignition switch off to on (IG) 0.5 seconds or more

TYPICAL MALFUNCTION THRESHOLDS

One of the following conditions is met: Condition A, B or C A. All of the following conditions are met: Battery voltage 11 to 13 V Target duty ratio Less than 70 % Output signal duty ratio 100 % B. All of the following conditions are met: Battery voltage 13 V or more Target duty ratio Less than 80 % Output signal duty ratio 100 % C. All of the following conditions are met: Current cut status Not cut Output signal duty ratio 3 % or less

COMPONENT OPERATING RANGE

VVT OCV duty ratio More than 3 %, and Less than 100 %

WIRING DIAGRAM

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–89

C43 OCV for Intake Camshaft (Bank 1)

1

2

C47 OCV for Intake Camshaft (Bank 2)

1

2

58

C55

57

C55

52

C55

51

C55

ECM

OC1+

OC1-

ES

OC2+

OC2-

A133849E01

INSPECTION PROCEDURE

HINT:

• If DTC P0010 is displayed, check the intake camshaft circuit for the right bank VVT system.

• Bank 1 refers to the bank that includes cylinder No. 1.

• If DTC P0020 is displayed, check the intake camshaft circuit for the left bank VVT system.

• Bank 2 refers to the bank that does not include cylinder No. 1.

• Read freeze frame data using the intelligent tester. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction (See page ES-45).

PERFORM ACTIVE TEST BY CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY

1

(OCV)

(a) Connect the intelligent tester to the DLC3. (b) Start the engine and turn the tester on. (c) Warm up the engine. (d) On the tester, enter the following menus: DIAGNOSIS /

ENHANCED OBD II / ACTIVE TEST / VVT CTRL B1 or VVT CTRL B2.

(e) Check the engine speed while operating the Oil Control

Valve (OCV) using the tester.

ES–90

OK

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

Tester Operation Specified Condition

OCV OFF Normal engine speed

OCV ON Engine idles roughly or stalls (soon after OCV switched from OFF to ON)

ES

OK

CHECK FOR INTERMITTENT PROBLEMS (See page ES-33)

NG

INSPECT CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY

2

(a) Disconnect the C43 or C47 OCV connector. (b) Measure the resistance between the terminals of the

OCV.

Standard resistance

Tester Connection Cond ition Specified Condition

1 - 2 20°C (68°F) 6.9 to 7.9 Ω

(c) Reconnect the OCV connector.

A095415E03

OK

REPLACE CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY (See page ES-

481)

NG

CHECK HARNESS AND CONNECTOR (OCV - ECM)

3

Wire Harness Side Front View:

OCV Connector

C43

C47

OC1-

OC2-

ECM Connector

OC1+

OC2+

C55

A106380E13

(a) Disconnect the C43 or C47 OCV connector. (b) Disconnect the C55 ECM connector. (c) Measure the resistance between the terminals.

Standard resistance (Check for open)

Tester Connection Specified Condition

OC1+ (C55-58) - C43-1 Below 1 Ω

OC1- (C55-57) - C43-2 Below 1 Ω

OC2+ (C55-52) - C47-1 Below 1 Ω

OC2- (C55-51) - C47-2 Below 1 Ω

Standard resistance (Check for short)

Tester Connection Specified Condition OC1+ (C55-58) or C43-1 - Body ground 10 kΩ or higher OC1- (C55-57) or C43-2 - Body ground 10 kΩ or higher OC2+ (C55-52) or C47-1 - Body ground 10 kΩ or higher OC2- (C55-51) or C47-2 - Body ground 10 kΩ or higher

(d) Reconnect the OCV connector. (e) Reconnect the ECM connector.

NG

REPAIR OR REPLACE HARNESS OR CONNECTOR

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

OK

REPLACE ECM (See page ES-518)

ES–91

ES

ES–92

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES

DTC P0011

Camshaft Position "A" - T iming Over-Advanced or System Performance (Bank 1)

Camshaft Position "A" - Timing Over-Retarded

DTC P0012

(Bank 1) Camshaft Position "A" - T iming Over-Advanced

DTC P0021

or System Performance (Bank 2) Camshaft Position "A" - Timing Over-Retarded

DTC P0022

(Bank 2)

DESCRIPTION

The Variable Valve Timing (VVT) system includes the ECM, Oil Control Valve (OCV) and VVT controller. The ECM sends a target duty-cycle control signal to the OCV. This control signal regulates the oil pressure supplied to the VVT controller. Camshaft timing control is performed according to engine operating conditions such as intake air volume, throttle valve position and engine coolant temperature. The ECM controls the OCV, based on the signals transmitted by several sensors. The VVT controller regulates the intake camshaft angle using oil pressure through the OCV. As a result, the relative positions of the camshaft and crankshaft are optimized, the engine torque and fuel economy improve, and the exhaust emissions decrease under overall driving conditions. The ECM detects the actual intake valve timing using signals from the camshaft and crankshaft position sensors, and performs feedback control. This is how the target intake valve timing is verified by the ECM.

DTC No. DTC Detection Condition Trouble Area

Advanced cam timing: With warm engine and engine speed of between 500

P0011

P0021

P0012 P0022

rpm and 4,000 rpm, all conditions (1), (2) and (3) are met (1 trip detection logic):

1. Difference between target and actual intake valve timing is more than 5°CA (Crankshaft Angle) for 4.5 seconds

2. Current intake valve timing is fixed (timing changes less than 5°CA in 5 seconds)

3. Variations in VVT controller timing is more than 19°CA of maximum delayed timing (advance)

Retarded cam timing: With warm engine and engine speed of between 500 rpm and 4,000 rpm, all conditions (1), (2) and (3) are met (2 trip detection logic):

1. Difference between target and actual intake valve timing is more than 5°CA (Crankshaft Angle) for 4.5 seconds

2. Current intake valve timing is fixed (timing changes less than 5°CA in 5 seconds)

3. Variations in VVT controller timing is 19°CA or less of maximum delayed timing (retarded)

• Valve timing

• Oil Control valve (OCV) for intake camshaft (bank

1)

• OCV filter (bank 1)

• Intake camshaft (bank 1) timing gear assembly

•ECM

• Valve timing

• OCV for intake camshaft (bank 2)

• OCV filter (bank 2)

• Intake camshaft (bank 2) timing gear assembly

•ECM

MONITOR DESCRIPTION

1. The ECM optimizes the intake valve timing using the VVT (Variable V alve T iming) system to control the intake camshaft. The VVT system includes the ECM, the Oil Control Valve (OCV) and the VVT controller.

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–93

2. The ECM sends a target duty-cycle control signal to the OCV. This control signal regulates the oil pressure supplied to the VVT controller. The VVT controller can advance or retard the intake camshaft. If the difference between the target and actual intake valve timing is large, and changes in the actual intake valve timing are small, the ECM interprets this as the VVT controller stuck malfunction and sets a DTC.

Example: A DTC will be set when the following conditions 1), 2) and 3) are met:

1) The difference between the target and actual intake valve timings is more than 5° CA (Crankshaft Angle) and the condition continues for more than 4.5 seconds.

2) It takes 5 seconds or more to change the valve timing by 5° CA.

3) After above conditions 1) and 2) are met, the OCV is forcibly activated 63 times or more.

3. DTCs P0011 and P0021 (Advanced Cam Timing) are detected with 1 trip detection logic.

4. DTCs P0012 and P0022 (Retarded Cam Timing) are detected with 2 trip detection logic. These DTCs indicate that the VVT controller cannot operate properly due to OCV malfunctions or the presence of foreign objects in the OCV.

5. The monitor will not run unless the following conditions are met: (a)The engine is warm (the engine coolant temperature is 75°C (167°F) or more). (b)The vehicle has been driven at more than 40 mph (64 km/h) for 3 minutes. (c)The engine has idled for 3 minutes.

MONITOR STRATEGY

ES

P0011: Advanced camshaft timing (bank 1)

Related DTCs

Required sensors / components (Main) VVT OCV and VVT Actuator Required sensors / components (Sub) Frequency of operation Once per drive cycle

Duration Within 10 seconds

MIL operation

Sequence of operation None

P0012: Retard camshaft timing (bank 1) P0021: Advanced camshaft timing (bank 2) P0022: Retard camshaft timing (bank 2)

Crankshaft position sensor, camshaft position sensor and Engine coolant temperature sensor

Advanced camshaft timing (bank 1): Immediately Advanced camshaft timing (bank 2): Immediately Retard camshaft timing (bank 1): 2 driving cycles Retard camshaft timing (bank 2): 2 driving cycles

TYPICAL ENABLING CONDITIONS

P0100 - P0103 (MAF sensor) P0115 - P0118 (ECT sensor)

Monitor runs whenever following DTCs are not present

Battery voltage 11 V or more Engine 500 to 4,000 rpm ECT 75 to 100°C (167 to 212°F)

P0125 (Insufficient ECT for closed loop) P0335 (CKP sensor) P0340, P0341 (CMP sensor) P0351 - P0358 (ignitor)

TYPICAL MALFUNCTION THRESHOLDS

Advanced camshaft timing:

Difference between actual valve timing and target valve timing More than 5°CA Valve timing No change in advanced valve timing

Retard camshaft timing:

Difference between actual valve timing and target valve timing More than 5°CA

ES–94

Valve timing No change in retarded valve timing

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

WIRING DIAGRAM

Refer to DTC P0010 (See page ES-81).

INSPECTION PROCEDURE

HINT:

ES

Abnormal bank

Bank 1 P0011 P0012 Bank 2 P0021 P0022

(Valve timing is out of specified range)

Advanced timing over

(Valve timing is out of specified range)

Retarded timing over

• If DTC P001 1 or P0012 is displayed, check the rig ht bank VVT system for intake camshaf t circuit (bank

1).

• Bank 1 refers to the bank that includes cylinder No. 1.

• If DTC P0021 or P0022 is displayed, check the intake camshaft circuit for the left bank VVT system (bank 2).

• Bank 2 refers to the bank that does not include cylinder No. 1.

• Read freeze frame data using an intelligent tester. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction (See page ES-45).

CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P0011, P0012, P0021 OR

1

P0022)

(a) Connect the intelligent tester to the DLC3. (b) Turn the ignition switch on (IG) and turn the tester on. (c) Enter the following menus: DIAGNOSIS / ENHANCED

OBD II / DTC INFO / CURRENT CODES.

(d) Read the DTCs.

Result

Display (DTC Output) Proceed to

P0011, P0012, P0021 or P0022 A

P0011, P0012, P0021 or P0022 and other DTCs B

HINT: If any DTCs other than P0011, P0012, P0021 or P0022 are output, troubleshoot those DTCs first.

B

GO TO DTC CHART (See page ES-63)

A

PERFORM ACTIVE TEST BY INTELLIGENT TESTER (OPERATE OCV)

2

(a) Connect the intelligent tester to the DLC3. (b) Start the engine and turn the tester on. (c) Warm up the engine. (d) Enter the following menus: DIAGNOSIS / ENHANCED

OBD II / ACTIVE TEST / VVT CTRL B1 or VVT CTRL B2.

OK

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

(e) Check the engine speed while operating the Oil Control

Valve (OCV) using the tester.

Tester Operation Specified Condition

OCV OFF Normal engine speed

OCV ON Engine idles roughly or stalls (soon after OCV switched from OFF to ON)

ES–95

OK

3

OK

END

NG

CHECK WHETHER DTC OUTPUT RECURS (DTC P0011, P0012, P0021 OR P0022)

(a) Connect the intelligent tester to the DLC3. (b) Turn the ignition switch on (IG) and turn the tester on. (c) Clear the DTCs. (d) Start the engine and warm it up. (e) Switch the ECM from normal mode to check mode using

the tester. (f) Drive the vehicle for more than 10 minutes. (g) Read the DTCs using the tester.

OK:

NG

Go to step 4

No DTC output.

Go to step 4

ES

ES–96

4

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

CHECK VALVE TIMING (CHECK FOR LOOSE AND JUMPED TEETH ON TIMING CHAIN)

(a) Remove the cylinder head covers RH and LH. (b) Turn the crankshaft pulley, and align its groove with the

timing mark "0" of the timing chain cover.

(c) Check that the timing marks of the camshaft timing gears

Timing Mark

are aligned with the timing marks of the bearing cap as shown in the illustration. If not, turn the crankshaft 1 revolution (360°), then align the marks as above.

OK:

Timing marks on camshaf t timing gears are aligned as shown in the illustration.

Timing Mark

(d) Reinstall the cylinder head cover.

OK

Timing Mark

A135015E01

NG

ADJUST VALVE TIMING

INSPECT CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY (OCV)

5

Valve Moves

A097066E01

(a) Remove the OCV. (b) Measure the resistance between the terminals of the

OCV.

Standard resistance

Tester Connection Condition Specified Condition 1 - 2 20°C (68°F) 6.9 to 7.9 Ω

(c) Apply positive battery voltage to terminal 1 and negative

battery voltage to terminal 2. Check the valve operation.

OK:

Valve moves quickly.

(d) Reinstall the OCV.

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–97

OK

6

RH Bank:

LH Bank:

NG

INSPECT OIL CONTROL VALVE FILTER AND PIPE

(a) Remove the oil pipe No. 1 or No. 2. (b) Remove the oil control valve filter. (c) Check that the filter and pipe are not clogged.

OK:

NG

REPLACE CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY (See page ES-

481)

The filter and pipe are not clogged.

CLEAN OIL CONTROL VALVE FILTER AND PIPE

ES

OK

7

G042497E01

REPLACE CAMSHAFT TIMING GEAR ASSEMBLY

CHECK WHETHER DTC OUTPUT RECURS

(a) Connect the intelligent tester to the DLC3. (b) Turn the ignition switch on (IG) and turn the tester on. (c) Clear the DTCs. (d) Start the engine and warm it up. (e) Switch the ECM from normal mode to check mode using

the tester. (f) Driver the vehicle for more than 10 minutes. (g) Read the output DTCs using the intelligent tester.

OK:

No DTC output.

ES–98

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

HINT: DTC P0011, P0012, P0021 or P0022 is output when foreign objects in engine oil are caught in some parts of the system. These codes will stay output even if the system returns to normal after a short time. These foreign objects are then captured by the oil filter, thus eliminating the source of the problem.

ES

NG

REPLACE ECM (See page ES-518)

OK

SYSTEM IS OK

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

ES–99

DTC P0013

Camshaft Position "B" Actuator Circuit / Open (Bank 1)

Camshaft Position "B" Actuator Circuit / Open

DTC P0023

(Bank 2)

DESCRIPTION

The Variable Valve Timing (VVT) system includes the ECM, OCV and VVT controller. The ECM sends a target duty-cycle control signal to the OCV. This control signal regulates the oil pressure supplied to the VVT controller . Camshaft timing control is performed according to engine operating conditions such as the intake air volume, throttle valve position and engine coolant temperature. The ECM controls the OCV, based on the signals transmitted by several sensors. The VVT controller regulates the exhaust camshaft angle using oil pressure through the OCV. As a result, the relative positions of the camshaft and crankshaft are optimized, the engine torque and fuel economy improve, and the exhaust emissions decrease under overall driving conditions. The ECM detects the actual exhaust valve timing using signals from the camshaft and crankshaft position sensors, and performs fee dback control. This is how the t arget intake valve timing is verified by the ECM.

ECM

ES

Crankshaft Position Sensor

MAF Meter

Throttle Position Sensor

ECT Sensor

Vehicle Speed Signal

Camshaft Position Sensor

DTC No. DTC Detection Condition Trouble Area

Open or short in OCV for exhaust camshaft (bank 1)

P0013

P0023

circuit (1 trip detection logic)

Open or short in OCV for exhaust camshaft (bank 2) circuit (1 trip detection logic)

Target Valve Timing

Feedback

Correction

Actual Valve Timing

• Open or short in OCV for exhaust camshaft (bank

1) circuit

• OCV for exhaust camshaft (bank 1)

•ECM

• Open or short in OCV for exhaust camshaft (bank

2) circuit

• OCV for exhaust camshaft (bank 2)

•ECM

Duty Control

Camshaft Timing Oil Control Valve (OCV)

A103843E02

ES–100

2GR-FE ENGINE CONTROL SYSTEM – SFI SYSTEM

MONITOR DESCRIPTION

The ECM optimizes the valve timing using the VVT system to control the exhaust camshaft. The VVT system includes the ECM, the OCV and the VVT controller. The ECM sends a target duty-cycle control signal to the OCV. This control signal regulates the oil pressure supplied to the VVT controller. The VVT controller can advance or retard the exhaust camshaft. After the ECM sends the target duty-cycle signal to the OCV, the ECM monitors the OCV current to establish an actual duty-cycle. The ECM determines the existence of a malfunction and sets the DTC when the actual duty-cycle ratio varies from the target duty-cycle ratio.

MONITOR STRATEGY

ES

Related DTCs Required sensors / components (Main) VVT OCV (Variable Valve Timing oil control valve)

Required sensors / components (Sub) Frequency of operation Continuous Duration 1 second MIL operation Immediate Sequence of operation None

P0013: VVT OCV (bank 1) open/short P0023: VVT OCV (bank 2) open/short

TYPICAL ENABLING CONDITIONS

Monitor runs whenever following DTCs are not present None All of the following conditions are met: Starter OFF Engine switch ON Time after engine switch off to on 0.5 seconds or more

TYPICAL MALFUNCTION THRESHOLDS

One of the following conditions is met: Condition A, B or C A. All of the following conditions are met: Battery voltage 11 to 13 V Target duty ratio Less than 70% Output signal duty ratio 100 % B. All of the following conditions are met: Battery voltage 13 V or more Target duty ratio Less than 80% Output duty ratio 100 % C. All of the following conditions are met: Current cut status Not cut Output signal duty ratio 3% or less

COMPONENT OPERATING RANGE

VVT duty ratio More than 3, and less than 100 %

Toyota Camry 2007-2009 Service Manual - 2GR-FE_Engine_Control_System

Specifications and Main Features

Frequently Asked Questions

User Manual