1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–1 SFI SYSTEM PRECAUTION 1. PRECAUTIONS FOR HIGH-VOLTAGE CIRCUIT INSPECTION AND SERVICE (a) Technicians to be engaged in inspection and service on high-voltage components and systems should receive special training. (b) All the high-voltage wire harness connectors are colored orange: the HV battery and other highvoltage components and identified by the "High Voltage" caution labels. Do not touch these connectors and components before removing the service plug. Remove the service plug prior to touching these connectors and components. (c) Before inspecting or servicing the high-voltage components/systems, be sure to take safe precautions such as wearing insulated gloves and removing the service plug to prevent electric shock or electrocution. Store the removed service plug in your pocket to prevent other technicians from reinstalling it while you are serving high-voltage components/systems. (d) After removing the service plug, wait at least for 5 minutes before touching any of the high-voltage connectors and terminals. HINT: At least 5 minutes is required to discharge electricity from the high-voltage condenser inside the inverter. A083545 A086958 (e) Before wearing insulted gloves, make sure that they are not rupture, torn or damaged in any other way. Do not wear wet insulated gloves. (f) When servicing, be careful not to drop metallic materials like a mechanical pencil or tools etc. Causing a short circuit may result. (g) Wear the insulated gloves before touching a bare high-voltage terminal. Verify that electricity has discharged from the terminal (approximately 0 V) using an electrical tester. ES ES–2 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (h) After disconnecting or exposing a high-voltage connector or terminal, insulate it immediately using insulation tape. (i) The screw of a high-voltage terminal should be tightened firmly to the specified torque. Either insufficient or excessive tightening torque can cause HV system failure. (j) Call other technicians' attention to prevent accidents during working on the high-voltage components/ systems by posting a sign to notify them (see page IN-5). (k) Prior to reinstalling the service plug, again, verify whether or not any parts or tools have been left behind, and check if high-voltage terminal screws have been securely tightened as well as the connectors have been properly reconnected. A086959 ES 2. PRECAUTIONS TO BE OBSERVED WHEN INSPECTING OR SERVICING ENGINE COMPARTMENT The PRIUS automatically turns the engine ON and OFF when the power switch is ON (READY lamp on the instrument panel is being illuminated). Turn the HV main system OFF before serving inside the engine compartment. 3. INSPECTION HINT: When the A/C compressor operation is not required, the engine is warmed up, and the battery is charged properly, the PRIUS automatically stops the engine while the vehicle is at rest. In the case of a continuous engine operation is needed for performing engine maintenance, activate inspection mode. Inspection mode enables the engine to run continuously. A082796 A082839 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM A082837 4. ES–3 Activating inspection mode (not using the intelligent tester) Perform the following steps from (1) through (4) in 60 seconds. (1) Turn the power switch ON (IG). (2) Fully repress the accelerator pedal twice with the transmission in the P position. (3) Fully depress the accelerator pedal twice with the transmission in the N position. (4) Fully depress the accelerator pedal twice with the transmission in the P position. (5) Check that the HV system warning lamp flashes on the multi-information display. (6) Start the engine by pushing the power switch, depressing the brake pedal. Activate inspection mode (Using the intelligent tester) (1) Connect the intelligent tester to the DLC3. (2) Turn the power switch ON (IG). (3) Turn the intelligent tester ON. (4) Enter the following menus: DIAGNOSIS / OBD / MOBD / HV ECU / ACTIVE TEST / INSPECTION MODE / ON. (5) Check that the HV system warning flashes on the multi-information display and the master warning lamp is illuminated in the combination meter. (6) Start the engine by pushing the power switch, depressing the brake pedal. Deactivating inspection mode (1) Turn the power switch OFF. The HV main system turns off simultaneously. NOTICE: • The idling speed in inspection mode is approximately 1,000 rpm. The engine speed increases to 1,500 rpm if the accelerator pedal is depressed by less than 60%. If the accelerator pedal is depressed by more than 60%, the engine speed increases to 2,500 rpm. • If a DTC us set during inspection mode, the master warning lamp and the error warming lamp illuminate on the multi-information display. • When the master warning lamp illuminates during inspection mode, deactivate inspection mode, and check a DTC(s). • Driving the vehicle without deactivating inspection mode may damage the transaxle. FOR USING FOR OBD II SCAN TOOL OR INTELLIGENT TESTER CAUTION: Observe the following items for safety reasons: • Read its instruction books before using the scan tool or the tester. • Prevent the tester cable from being caught on the pedals, shift lever and steering wheel when driving the tester connected to the vehicle. ES ES–4 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 5. • When driving the vehicle for testing purposes using the scan tool or the tester, two persons are required. One is for driving the vehicle, and the other operates the tester. INITIALIZATION NOTICE: When disconnecting the negative (-) battery cable, initialize the following systems after the terminal is reconnected. System Name See page Power Window Control System IN-32 ES 6. HINT: Initialization can not be completed by only removing the battery. NOTICES FOR HYBRID SYSTEM ACTIVATION • When the warning lamp is illuminated or the battery has been disconnected and reconnected, pressing the switch may not start the system on the first try. If so, press the power switch again. • With the power switch's power mode changed to ON (IG), disconnect the battery. If the key is not in the key slot during connection, DTC B2779 may be output. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–5 DEFINITION OF TERMS Terms Definitions Monitor description Description of what the ECM monitors and how it detects malfunctions (monitoring purpose and its details). Related DTCs A group of diagnostic trouble codes that are output by ECM based on 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 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 ECM only performs checks for that malfunction once during single driving cycle. "Continuous" means ECM performs checks for that malfunction 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 malfunction detected. "Immediate" means ECM illuminates MIL as soon as malfunction detected. "2 driving cycle" means ECM illuminates MIL if same malfunction detected second time during next sequential driving cycle. ES ES–6 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM PARTS LOCATION PRESSURE SWITCHING VALVE FUEL TANK PRESSURE SENSOR TRAP CANISTER WITH PUMP MODULE COMBINATION METER ES ENGINE ROOM NO. 2 RELAY BLOCK - CHS W/P RELAY CANISTER FILTER ECM PURGE VSV CANISTER FUEL TANK WATER VALVE COOLANT HEAT STORAGE TANK AND WATER PUMP DRIVER SIDE JUNCTION BLOCK - IGN FUSE DLC3 ENGINE ROOM NO. 1 RELAY BLOCK - C/OPN RELAY (INTEGRATION RELAY) - EFI RELAY (INTEGRATION RELAY) - IG2 RELAY (INTEGRATION RELAY) - AM2 FUSE - EFI FUSE A127726E01 ES–7 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MASS AIR FLOW METER CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY ES IGNITION COIL HEATED OXYGEN SENSOR AIR FUEL RATIO SENSOR ENGINE COOLANT TEMPERATURE SENSOR THROTTLE BODY CAMSHAFT POSITION SENSOR KNOCK SENSOR FUEL INJECTOR CRANKSHAFT POSITION SENSOR A127727E01 ES–8 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM SYSTEM DIAGRAM ECM Injector Crankshaft Position Sensor NE+ G2 Camshaft Position Sensor NEVC ES Throttle VTA Position Sensor #10 Injector #20 IG2 Injector #30 Injector #40 Ignition Coil (#1) IGT1 IGF VTA2 IGT2 Ignition Coil (#2) IGT3 Ignition Coil (#3) E2 IGT4 Ignition Coil (#4) THA OCV+ ECT Sensor THW Vapor Pressure Sensor PTNK Mass Air Flow Meter +B VG EVG Heated Oxygen Sensor Oil Control Valve OCV- HT1B A1A+ A/F Sensor +B A1A- +B Fuel Pump OX1B +B C/OPN FC EVP1 TBP HA1A Purge VSV Pressure Switching Valve Knock Sensor TAM KNK1 EKNK Oil Pressure Switch MOPS E2 Outside Air Temperature Sensor W MIL IG2 A129017E01 ES–9 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ECM Throttle Control Motor ETCS EFI EFI M +BM M+ BATT M- +B GE01 MREL NEO ES HV ECU GO DC/DC OBD DLC3 TC CAN Communication CANH CANL CHS Tank Outlet Temperature Sensor THW2 P/I E2 IG2 AM2 CHS W/P IGN +B IGSW Water Pump WPL Water Valve MAIN Power Source ECU WSL1 WSL2 (Control Motor and Valve Position Sensor ) WBAD FAN VC E2 Fan Relay Canister Pump Module ME01 E01 E02 E03 VPMP MPMP E04 E1 +B PPMP VC E2 A129018E01 ES–10 ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ECM HV ECU Body ECU Transponder Key ECU Skid Control ECU Power Steering ECU Combination Meter ECU Certification Key ECU Steering Sensor Yaw Rate Sensor Air Conditioner Amplifier ECU Battery ECU Gateway ECU BEAN CAN DLC3 EMV AVC LAN A129019E01 COMMUNICATIONS The ECM communicates with the following ECM and ECUs using the signals listed below. The following table explains receiving and sending signals by ECM or ECU. Transmit To Receive From Signal Communication Line HV ECU ECM • • • • • Inspection mode signal MIL illumination requirement Shift position information Ready state Starter ON CAN ECM HV ECU • • • • • Ambient temperature Intake air temperature Radiator fan drive Engine warm-up requirement Engine rpm CAN ECM Battery ECU • Engine rpm CAN ECM Power Steering ECU • Inspection mode CAN ECM Skid Control ECU • Inspection mode CAN ECM Body ECU • • Inspection mode Engine rpm BEAN, CAN Combination Meter ECU ECM • Fuel level BEAN, CAN ECM Combination Meter ECM • • • • • Engine coolant temperature Engine rpm Injection volume Inspection mode Engine oil pressure switch BEAN, CAN ES–11 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Transmit To Receive From Signal Communication Line ECM Air Conditioner Amplifier ECU • • • • BEAN, CAN Engine coolant temperature Engine rpm Ambient temperature Coolant heat storage water valve close ECM Certification ECU • Engine rpm BEAN, CAN ECM EMV • • • Engine coolant temperature Inspection mode Engine oil pressure switch ACV LAN, CAN ES ES–12 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM HOW TO PROCEED WITH TROUBLESHOOTING HINT: *: Use the intelligent tester. 1 VEHICLE BROUGHT TO WORKSHOP NEXT ES 2 CUSTOMER PROBLEM ANALYSIS NEXT 3 CONNECT INTELLIGENT TESTER TO DLC3* HINT: If the display indicates a communication fault in the tester, inspect DLC3. NEXT 4 CHECK DTC AND FREEZE FRAME DATA* HINT: Record or print DTCs and freeze frame data, if needed. NEXT 5 CLEAR DTC AND FREEZE FRAME DATA* NEXT 6 VISUAL INSPECTION NEXT 7 NEXT SETTING CHECK MODE DIAGNOSIS* 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 8 ES–13 PROBLEM SYMPTOM CONFIRMATION If the engine does not start, first perform the "CHECK DTC" procedures and "CONDUCT BASIC INSPECTION" procedures below. Malfunction does not occur A Malfunction occurs B B GO TO STEP 10 A 9 ES SYMPTOM SIMULATION NEXT 10 DTC CHECK* Malfunction code A No code B B GO TO STEP 12 A 11 DTC CHART NEXT GO TO STEP 14 12 BASIC INSPECTION Wrong parts not confirmed A Wrong parts confirmed B B GO TO STEP 17 A 13 PERFORM SYMPTOMS TABLE Wrong circuit confirmed A Wrong parts confirmed B ES–14 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM B GO TO STEP 17 A 14 CHECK ECM POWER SOURCE CIRCUIT NEXT 15 CIRCUIT INSPECTION ES Malfunction not confirmed A Malfunction confirmed B B A 16 CHECK FOR INTERMITTENT PROBLEMS NEXT GO TO STEP 18 17 PARTS INSPECTION NEXT 18 IDENTIFICATION OF PROBLEM NEXT 19 ADJUSTMENT AND/OR REPAIR NEXT 20 NEXT END CONFIRMATION TEST GO TO STEP 18 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–15 CHECK FOR INTERMITTENT PROBLEMS HINT: Inspect the vehicle's ECM using check mode. Intermittent problems are easier to detect with the 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 (see page ES-29). 2. Switch the ECM from normal mode to check mode using the intelligent tester (see page ES-32). 3. Perform a simulation test (see page IN-36 ). 4. Check and wiggle the harness(es), connector(s) and terminal(s) (see page IN-45). 5. Wiggle the harness(s) and connector(s) (see page IN-45). ES ES–16 1NZ-FXE 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 engine troubleshooting. 1 CHECK BATTERY VOLTAGE NOTICE: Perform this check with the engine stopped and power switch OFF. ES NG Result Proceed to 11 V or more OK Below 11 V NG CHARGE OR REPLACE BATTERY OK 2 CHECK WHETHER ENGINE WILL CRANK NG PROCEED TO PROBLEM SYMPTOMS TABLE OK 3 CHECK WHETHER ENGINE STARTS NG GO TO STEP 6 OK 4 CHECK AIR FILTER (a) Visually check that the air filter is not excessively contaminated with dirt or oil. NG REPLACE AIR FILTER NG PROCEED TO PROBLEM SYMPTOMS TABLE OK 5 CHECK IDLING SPEED 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–17 OK PROCEED TO PROBLEM SYMPTOMS TABLE 6 CHECK FUEL PRESSURE NG PROCEED TO TROUBLESHOOTING OK 7 ES CHECK FOR SPARK NG OK PROCEED TO PROBLEM SYMPTOMS TABLE PROCEED TO TROUBLESHOOTING ES–18 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECKING MONITOR STATUS ES 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 instruction to view the monitor status. Although this instruction references the Lexus/Toyota diagnostic tester, 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 (a) Connect the intelligent tester to the DLC3. (b) Turn the power switch and intelligent tester ON. (c) Clear the DTCs (see page ES-29). (d) Run the vehicle in accordance with the applicable drive pattern described in READINESS MONITOR DRIVE PATTERN (see page ES-17). DO NOT turn the power switch OFF. NOTICE: The test results will be lost if the power switch is turned OFF. 2. ACCESS MONITOR RESULT (a) Select from the intelligent tester menus: DIAGNOSIS / ENHANCED OBD II / MONITOR INFO and MONITOR RESULT. The monitor status appears after the component name. • INCMPL: 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. 3. CHECK COMPONENT STATUS (a) Compare the test value with the minimum test limit (MIN LIMIT) and maximum test limit (MAX LIMIT). ES–19 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4. (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 limits, the component will malfunction in near future. HINT: The monitor result might on rare occasions be PASS even if the malfunction indicator lamp (MIL) is illuminated. This indicates the system malfunctioned on a previous driving cycle. This might be caused by an intermittent problem. MONITOR RESULT INFORMATION If you use a generic scan tool, multiply the test value by the scaling value listed below. A/F Sensor Bank Sensor 1 Monitor ID Test ID Scaling Unit Description $01 $8E Multiply by 0.0003 No dimension A/F sensor deterioration level HO2S Bank 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 0.0003 g Maximum oxygen storage capacity Monitor ID Test ID Scaling Unit Description $21 $A9 Multiply by 0.0003 No dimension Oxygen storage capacity of catalyst bank 1 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) Catalyst - Bank 1 EVAP ES ES–20 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Monitor ID Test ID Scaling Unit Description $3D $D7 Multiply by 0.001 kPa Test value for purge flow insufficient (P0441) Misfire ES Monitor ID Test ID Scaling Unit Description $A1 $0B Multiply by 1 Time Exponential Weighted Moving Average (EWMA) misfire for all cylinders: Misfire counts for last ten driving cycles - Total $A1 $0C Multiply by 1 Time Misfire rate for all cylinders: Misfire counts for last/current driving cycle - Total $A2 $0B Multiply by 1 Time EWMA misfire for cylinder 1: Misfire counts for last ten driving cycles - Total $A2 $0C Multiply by 1 Time Misfire rate for cylinder 1: Misfire counts for last/ current driving cycle Total $A2 $0C Multiply by 1 Time Misfire rate for cylinder 1: Misfire counts for last/ current driving cycle Total $A3 $0C Multiply by 1 Time Misfire rate for cylinder 2: Misfire counts for last/ current driving cycle Total $A4 $0B Multiply by 1 Time EWMA misfire for cylinder 3: Misfire counts for last ten driving cycles - Total $A4 $0C Multiply by 1 Time Misfire rate for cylinder 3: Misfire counts for last/ current driving cycle Total $A5 $0B Multiply by 1 Time EWMA misfire for cylinder 4: Misfire counts for last ten driving cycles - Total $A5 $0C Multiply by 1 Time Misfire rate for cylinder 4: Misfire counts for last/ current driving cycle Total 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–21 READINESS MONITOR DRIVE PATTERN 1. PURPOSE OF THE READINESS TESTS • The On-Board Diagnostic (OBD II) system is designed to monitor the performance of emissionrelated components, and report any detected abnormalities with Diagnostic Trouble Codes (DTCs). Since various components need to be monitored during 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. From the "Enhanced OBD II Menu", select "Monitor Status" to view the readiness monitor status. • A generic OBD II scan tool can also be used to view the readiness monitor status. • When the readiness monitor status reads "completer", the necessary conditions have been met for running performance tests for that readiness monitor. HINT: Many state inspection and Maintenance (IM) programs require a vehicle's readiness monitor status to show "complete". • The Readiness Monitor will be reset to "incomplete" if: – The ECM has lost battery power or a fuse has blown. – DTCs have been cleared. – The conditions for running the Readiness Monitor have been met. • If the readiness monitor status shows "incomplete", follow the appropriate readiness monitor drive pattern to change the status to "complete". CAUTION: Strictly observe of posted speed limits, traffic laws, and road condition when performing these drive patterns. NOTICE: The following drive patterns are the fastest method of completing all the requirements necessary for making the readiness monitor status read "complete". If forced to momentarily stop a drive pattern due to traffic or other factors, the drive pattern can be resumed. Upon completion of the drive pattern, in most cases, the readiness monitor status will change to "complete". Sudden changes in vehicle loads and speeds, such as driving up and down hills and / or sudden acceleration, hinder readiness monitor completion. ES ES–22 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 2. CATALYST MONITOR (A/F SENSOR TYPE) 88 km/h (55 mph) 70 km/h (44 mph) ES Idling Power Switch OFF Warm up time (idle speed) 4 minutes 16 minutes A082401E08 (a) Preconditions The monitor will not run unless: • MIL is OFF. • Engine Coolant Temperature (ECT) is 80°C (176°F) or greater. • Intake Air Temperature (IAT) is -10°C (14°F) or greater. NOTICE: To complete the readiness test in cold ambient conditions (less than -10°C [14°F]), turn the power switch OFF and then turn it ON again. Perform the drive pattern a second time. (b) Drive Pattern (1) Connect the intelligent tester or OBD II scan tool to DLC3 to check readiness monitor status and preconditions. (2) Put the engine in inspection mode (see page ES-1). (3) Start the engine and warm it up. (4) Drive the vehicle at 70 to 88 km/h (44 to 55 mph) for approximately 4 minutes (the engine must be run during monitoring). NOTICE: Drive with smooth throttle operation and avoid sudden acceleration. If IAT was less than 10°C (50°F) when the engine was started, drive the vehicle at 70 to 88 km/h (44 to 55 mph) for additional 4 minutes. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–23 (5) Drive the vehicle allowing speed to fluctuate between 70 to 88 km/h (44 to 55 mph) for about 16 minutes. NOTICE: Drive with smooth throttle operation and avoid sudden closure of the throttle valve. (6) Check the status of the readiness monitor on the scan tool display. If readiness monitor status did not switch to complete, verify that the preconditions are met, turn the power switch OFF, and then repeat steps (4) and (5). 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 4.4 to 35°C (40 to 95°F). – The intake air temperature is 4.4 to 35°C (40 to 95°F). – Vehicle was driven in an urban area (or on a freeway) for 10 minutes or more. (b) Monitor Conditions (1) Turn the power 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. (c) Monitor Status (1) Connect the intelligent tester to the DLC3. (2) Turn the power switch ON (IG) and turn the tester ON. (3) Check the Readiness Monitor status displayed on the tester. 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. ES ES–24 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4. OXYGEN / AIR FUEL RATIO SENSOR MONITOR (FRONT A/F SENSOR AND REAR O2S SYSTEM) 88 km/h (55 mph) (under 3,200 rpm) 70 km/h (44 mph) (over 1,100 rpm) Warm up time ES Idling Power Switch OFF (Idle speed) 5 to 10 minutes A092806E04 (a) Preconditions The monitor will not run unless: MIL is OFF (b) Drive Pattern (1) Connect the intelligent tester or OBD II scan tool to DLC3 to check monitor status and preconditions. (2) Put the engine in inspection mode. (3) Start the engine and allow it to idle for 2 minutes. (4) Deactivate the inspection mode and drive the vehicle at 70 to 88 km/h (44 to 55 mph) or more for 5 to 10 minutes. (5) Check the readiness monitor status. If the readiness monitor status did not switch to "complete", check the preconditions, turn the power switch OFF, and then repeat steps (1) to (4). NOTICE: Do not drive the vehicle without deactivating inspection mode, otherwise damaging the transaxle may result. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 5. ES–25 OXYGEN / A/F SENSOR HEATER MONITOR 40 km/h (25 mph) ES Idling Power Switch OFF Over 500 seconds Over 2 minutes A078886E18 (a) Preconditions The monitor will not run unless: MIL is OFF. (b) Drive Pattern (1) Connect the intelligent tester or OBD II scan tool to DLC3 to check monitor status and preconditions. (2) Put the engine in inspection mode. (3) Start the engine and allow it to idle for 500 seconds or more. (4) Deactivate the inspection mode and drive the vehicle at 40 km/h (25 mph) or more at least for 2 minutes. (5) Check the readiness monitor status. If the readiness monitor status did not change to "complete", check the preconditions, turn the power switch OFF, and repeat steps (2) and (3). NOTICE: Do not drive the vehicle without deactivating inspection mode, otherwise damaging the transaxle may result. ES–26 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM PROBLEM SYMPTOMS TABLE When the malfunction is not confirmed in the diagnostic trouble code check and the problem still can not be confirmed in the basic inspection, use this table and troubleshoot according to the priority order given below. Symptom Engine does not crank (Does not start) ES No initial combustion (Does not start) No complete combustion (Does not start) Engine cranks normally but difficult to start Difficult to start with cold engine Difficult to start with hot engine High engine idle speed (Poor idling) Low engine idle speed (Poor idling) Rough idling (Poor idling) Hunting (Poor idling) Suspected area See page 1. No. 1 Motor generator - 2. Hybrid control system HV-20 3. Immobiliser EI-5 4. Smart key system ST-66 1. ECM power source circuit ES-412 2. Fuel pump control circuit ES-423 3. Spark plug IG-5 4. Immobiliser system EI-5 5. Injector FU-15 6. ECM ES-24 7. Crankshaft position sensor circuit ES-159 8. VC output circuit ES-418 1. Fuel pump control circuit ES-423 2. Spark plug IG-5 3. Immobiliser system EI-5 4. Injector FU-15 5. Crankshaft position sensor circuit ES-159 1. Fuel pump control circuit ES-423 2. Compression EM-1 3. Spark plug IG-5 4. Injector FU-15 5. Crankshaft position sensor circuit ES-159 1. Fuel pump control circuit ES-423 2. Spark plug IG-5 3. Injector FU-15 4. Crankshaft position sensor circuit ES-159 1. Fuel pump control circuit ES-423 2. Spark plug IG-5 3. Injector FU-15 4. Crankshaft position sensor circuit ES-159 1. ECM power source circuit ES-412 2. Electronic throttle control system ES-329 1. Fuel pump control circuit ES-423 2. Electronic throttle control system ES-329 3. Injector FU-15 1. Compression EM-1 2. Electronic throttle control system ES-329 3. Injector FU-15 4. Fuel pump control circuit ES-423 5. Spark plug IG-5 1. ECM power source circuit ES-412 2. Electronic throttle control system ES-329 3. Fuel pump control circuit ES-423 ES–27 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Symptom Hesitation/Poor acceleration (Poor driveability) Surging (Poor driveability) Engine stalls soon after starting Unable to refuel/Difficult to refuel Suspected area See page 1. Fuel pump control circuit ES-423 2. Injector FU-15 3. Spark plug IG-5 4. HV transaxle - 1. Fuel pump control circuit ES-423 2. Spark plug IG-5 3. Injector FU-15 1. Fuel pump control circuit ES-423 2. Electronic throttle control system ES-329 3. Immobiliser EI-5 4. Crankshaft position sensor circuit ES-159 1. ORVR system - ES ES–28 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM TERMINALS OF ECM E4 E5 E7 E6 ES A066714E38 Each ECM terminal's standard voltage is shown in the table below. In the table, first follow the information under "Condition". Look under "Symbols (Terminals No.)" for the terminals to be inspected. The standard voltage between the terminals is shown under "STD voltage". Use the illustration above as a reference for the ECM terminals. Symbols (Terminal No.) Wiring Color Terminal Description Condition STD Voltage (V) BATT (E7-6) - E1 (E5-28) R - BR Battery Always 9 to 14 +B (E7-4) - E1 (E5-28) B - BR Power source of ECM Power switch ON (IG) 9 to 14 +BM (E7-5) - E1 (E5-28) GR - BR Power source of ETCS Always 9 to 14 IGSW (E6-9) - E1 (E5-28) O - BR Power switch signal Power switch ON (IG) 9 to 14 MREL (E7-7) - E1 (E5-28) G - BR Main relay control signal Power switch ON (IG) 9 to 14 VC (E4-18) - E2 (E4-28) R - BR Power source of sensor (a specific voltage) Power switch ON (IG) 4.5 to 5.5 NE+ (E4-33) - NE- (E4-34) R - G Crankshaft position sensor Idling (during inspection mode) Purge generation (See page ES-159) G2 (E4-26) - NE- (E4-34) R-G Camshaft position sensor Idling (during inspection mode) Purge generation (See page ES-159) VTA (E4-32) - E2 (E4-28) P - BR Throttle position sensor Power switch ON (IG), Throttle valve fully closed 0.5 to 1.2 VTA (E4-32) - E2 (E4-28) P - BR Throttle position sensor HV system ON, During active test to open throttle valve (see page ES-33) 3.2 to 4.8 VTA2 (E4-31) - E2 (E4-28) L - BR Throttle position sensor Power switch ON (IG), Accelerator pedal released 2.0 to 2.9 VTA2 (E4-31) - E2 (E4-28) L - BR Throttle position sensor HV system ON, During active test to open throttle valve (see page ES-33) 4.6 to 5.5 VG (E5-33) - EVG (E5-32) G-R Mass air flow meter Idling (during inspection mode), A/C switch OFF 1.0 to 1.5 THA (E4-20) - E2 (E4-28) W - BR Intake air temperature sensor Idling (during inspection mode), Intake air temperature at 20°C (68°F) 0.5 to 3.4 ES–29 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Symbols (Terminal No.) Wiring Color Terminal Description Condition STD Voltage (V) THW (E4-19) - E2 (E4-28) W - BR Engine coolant temperature sensor Idling (during inspection mode), Engine coolant temperature at 80°C (176°F) 0.2 to 1.0 #10 (E4-2) - E01 (E4-7) Y - BR Injector Power switch ON (IG) 9 to 14 #20 (E4-3) - E01 (E4-7) B - BR Injector Power switch ON (IG) 9 to 14 #30 (E4-4) - E01 (E4-7) L - BR Injector Power switch ON (IG) 9 to 14 #40 (E4-5) - E01 (E4-7) R - BR Injector Power switch ON (IG) 9 to 14 IGT1 (E4-8) - E1 (E5-28) Y - BR Ignition coil No. 1 (#1) (Ignition signal) Idling (during inspection mode) Pulse generation (See page ES-167) IGT2 (E4-9) - E1 (E5-28) W - BR Ignition coil No. 1 (#2) Ignition signal) Idling (during inspection mode) Pulse generation (See page ES-167) IGT3 (E4-10) - E1 (E5-28) G - BR Ignition coil No. 1 (#3) Ignition signal) Idling (during inspection mode) Pulse generation (See page ES-167) IGT4 (E4-11) - E1 (E5-28) Y - BR Ignition coil No. 1 (#4) Ignition signal) Idling (during inspection mode) Pulse generation (See page ES-159) KNK1 (E5-1) - EKNK (E52) B-W Knock sensor Idling (during inspection mode) Pulse generation (See page ES-154) IGF (E4-23) - E1 (E5-28) B - BR Ignition confirmation signal Idling (inspection mode) Pulse generation (See page ES-167) A1A+ (E5-23) - E1 (E5-28) G - BR A/F sensor Power switch ON (IG) 3.0 to 3.6 A1A- (E5-22) - E1 (E5-28) R - BR A/F sensor Power switch ON (IG) 2.7 to 3.3 OX1B (E6-22) - E2 (E428) Y - BR Heated oxygen sensor Maintain engine speed at 2,500 rpm for 2 minutes after warming up Pulse generation HA1A (E5-7) - E04 (E4-1) Y - BR A/F sensor heater Idling (during inspection mode) Below 3.0 HA1A (E5-7) - E04 (E4-1) Y - BR A/F sensor heater Power switch ON (IG) 9 to 14 HT1B (E6-6) - E03 (E6-7) G - BR Heated oxygen sensor heater Idling (during inspection mode) Below 3.0 HT1B (E6-6) - E03 (E6-7) G - BR Heated oxygen sensor heater Power switch ON (IG) 9 to 14 PTNK (E7-34) - E2 (E428) Y - BR Vapor pressure sensor Power switch ON (IG) 2.9 to 3.7 PTNK (E7-34) - E2 (E428) Y - BR Vapor pressure sensor Apply vacuum 4.0 kPa Below 0.5 EVP1 (E5-14) - E1 (E5-28) R - BR EVAP VSV Power switch ON (IG) 9 to 14 TBP (E7-18) - E1 (E5-28) R - BR Tank bypass VSV Power switch ON (IG) 9 to 14 M+ (E5-6) - E1 (E5-28) L - BR Throttle actuator control motor Idling (during inspection mode) Pulse generation M- (E5-5) - E1 (E5-28) P - BR Throttle actuator control motor Idling (during inspection mode) Pulse generation OCV+ (E4-15) - OCV- (E414) Y-W Camshaft timing oil control Power switch ON (IG) Pulse generation (See page ES-55) TAM (E7-21) - E2 (E4-28) W - BR Outside air temperature sensor Ambient air temperature 40 to 140°C (-40 to 284°F) 0.8 to 1.3 MOPS (E5-15) - E1 (E528) Y - BR Engine oil pressure Power switch ON (IG), not engine running 9 to 14 WBAD (E7-20) - E1 (E528) R - BR Water valve position signal Power switch ON (IG) 0.3 to 4.7 THW2 (E7-33) - E2 (E428) W - BR Coolant heat storage tank outlet temperature sensor Power switch ON (IG), Coolant temperature at 80°C (176°F) 0.2 to 1.0 WSL1 (E7-24) - WSL2 (E7-23) Y-V Water valve motor Changing valve position Pulse generation WPL (E7-15) - E1 (E5-28) V - BR CHS water pump Pre-heat mode 0 to 2 ES ES–30 ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Symbols (Terminal No.) Wiring Color Terminal Description Condition STD Voltage (V) FAN (E7-8) - E1 (E5-28) LG - BR Cooling fan relay Power switch ON (IG), Engine coolant temperature less than 94.5°C (202°F) 9 to 14 W (E6-18) - E1 (E5-28) LG - BR MIL Idling (during inspection mode) 9 to 14 W (E6-18) - E1 (E5-28) LG - BR MIL Power switch ON (IG) Below 3.0 FC (E6-10) - E1 (E5-28) G - BR Fuel pump control Power switch ON (IG) 9 to 14 FC (E6-10) - E1 (E5-28) G - BR Fuel pump control Power switch ON (IG) Below 3.0 TC (E6-14) - E1 (E5-28) P - BR Terminal TC of DLC3 Power switch ON (IG) 9 to 14 NEO (E7-1) - E1 (E5-28) LG - BR Revolution signal Idling (during inspection mode) Pulse generation GO (E7-2) - E1 (E5-28) Y - BR Revolution signal Idling (during inspection mode) Pulse generation CANH (E6-31) - E1 (E528) B - BR CAN communication line Power switch ON (IG) Pulse generation CANL (E6-30) - E1 (E528) W - BR CAN communication line Power switch ON (IG) Pulse generation VPMP (E7-26) - E1 (E528) V - BR Vent valve (built into pump module) Power switch ON (IG) 9 to 14 MPMP (E7-13) - E1 (E528) P - BR Vacuum pump (built into pump module) Vacuum pump OFF 0 to 3 MPMP (E7-13) - E1 (E528) P - BR Vacuum pump (built into pump module) Vacuum pump ON 9 to 14 PPMP (E7-30) - E1 (E528) L - BR Pressure sensor (built into pump module) Power switch ON (IG) 3 to 3.6 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–31 DIAGNOSIS SYSTEM 1. FI00534 Intelligent Tester DLC3 CAN VIM A082795E01 2. 3. DESCRIPTION When troubleshooting On-Board Diagnostics (OBD II) vehicles, the intelligent tester (complying with SAE J1987) must be connected to the Data Link Connector 3 (DLC3) of the vehicle. Various data in the vehicle's Engine Control Module (ECM) can then be read. OBD II regulations require that the vehicle's on-board computer illuminates the Malfunction Indicator Lamp (MIL) on the instrument panel when the computer detects a malfunction in: (a)The emission control systems components (b)The power train control components (which affect vehicle emissions) (c) The computer itself In addition, the applicable Diagnostic Trouble Codes (DTCs) prescribed by SAE J2012 are recorded in the ECM memory. If the malfunction does not reoccur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check the DTCs, connect the intelligent tester to the DLC3. The tester displays DTCs, freeze frame data, and a variety of 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, the Controller Area Network (CAN) communication is used in this system. It minimizes the gap between technician skills and vehicle technology. CAN is a network which uses a pair of data transmission lines that span multiple ECUs and sensors. It allows high speed communication between the systems and simplifies the wire harness connections. The CAN Vehicle Interface Module (CAN VIM) must be connected with the intelligent tester to display any information from the ECM. The intelligent tester and ECM uses CAN communication signals to communicate. Connect the CAN VIM between the intelligent tester and DLC3. 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). 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). ES ES–32 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4. FREEZE FRAME DATA Freeze frame data records the engine conditions (fuel system, calculated engine load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. Priorities for troubleshooting: If troubleshooting priorities for multiple DTCs are given in the applicable DTC chart, these priorities should be followed. If no instructions are given, perform troubleshooting for those DTCs according to the following priorities. (a)DTCs other than fuel trim malfunction (DTCs P0171 and P0172) and misfire (P0300 to P0304). (b)Fuel trim malfunction (DTCs P0171 and P0172). (c) Misfire (DTCs P0300 to P0304). 5. DATA LINK CONNECTOR 3 (DLC3) The vehicle's ECM uses the ISO 15765-4 for communication protocol. The terminal arrangement of the DLC3 complies with SAE J1962 and matches the ISO 15765-4 format. ES DLC3 1 2 3 4 5 6 7 8 9 10 1112131415 16 A082779E98 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 positive Body ground 9 to 14 V Always CANH 6 CAN "High" line CANL 54 to 69 Ω Power switch OFF CANH 6 CAN "High" line Battery positive 1 MΩ or higher Power switch OFF CANH 6 CAN "High" line CG 1 kΩ or higher Power switch OFF CANL 14 CAN "Low" line Battery positive 1 MΩ or higher Power switch OFF CANL 14 CAN "Low" line CG 1 kΩ or higher Power switch OFF If the result is not as specified, the DLC3 may have a malfunction. Repair or replace the harness and connector. HINT: When you use the intelligent tester or OBD scan tool, first connect its cable to the DLC3. Next, turn ON the main power of the PRIUS by pushing the power switch ON (IG). Finally turn the tester or the scan tool ON. If the screen displays UNABLE TO CONNECT TO VEHICLE, a problem exists in the vehicle side or the tester side. If communication is normal when the tester is connected to another vehicle, inspect the DLC3 of the original vehicle. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–33 If communication is still not possible when the tester is connected to another vehicle, the problem may be in the tester itself. Consult the Service Department listed in the tester's instruction manual. 6. BATTERY VOLTAGE Battery Voltage: 11 to 14 V If the voltage is below 11 V, recharge or replace the battery before proceeding. 7. MIL (Malfunction Indicator Lamp) (a) The MIL is illuminated when the power switch is first turned ON (the engine is not running). (b) When the HV main system is activated (READY ON), the MIL should turn off. If the MIL illuminates gain, the diagnosis system has detected malfunction or abnormality in the system. HINT: If the MIL is not illuminated when the power switch is first turned ON (IG), check the MIL circuit (see page ES-428 ). 8. ALL READINESS For the vehicle, using the intelligent tester allows readiness codes corresponding to all DTCs to be read. When diagnosis (normal or malfunctioning) has been completed, readiness codes are set. Enter the following menus on the intelligent tester: ENHANCED OBD II / MONITOR STATUS. ES ES–34 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC CHECK / CLEAR NOTICE: • If no DTC appears in normal mode: On the OBD II or intelligent tester, check the pending fault code using the Continuous Test Results function (Mode 7 for SAE J1979). • When the diagnosis system is changed from 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 the intelligent tester. The intelligent tester can display 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, malfunctions detected on only 1 occasion are stored as pending DTCs. ES 1. Intelligent Tester DLC3 CAN VIM A082795E01 CHECK DTC (Using Intelligent Tester) (a) Connect the intelligent tester to the DLC3. (b) Turn the power switch ON (IG) and turn the tester ON. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (d) Check the DTC(s) and freeze frame data, and then write them down. (e) Check the details of the DTC(s) (see page ES-42). NOTICE: Turn the HV main system OFF (IG OFF) after the symptom is simulated once. Then repeat the simulation process again. When the problem has been simulated again, the MIL illuminates and the DTCs are recorded in the ECM. 2. CLEAR DTC (Using Intelligent Tester) (a) Connect the intelligent tester to the DLC3. (b) Turn the power switch ON (IG) and turn the tester ON. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CLEAR CODES. (d) Press the YES button. NOTICE: Clearing the DTCs will also clear the freeze frame data, detailed information and operation history data. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–35 3. CLEAR DTC (Without Using Intelligent Tester) (a) Remove the EFI and ETCS fuses from the engine room relay block from more than 60 seconds, or disconnecting the battery cable for more than 60 seconds. NOTICE: When disconnecting the battery cable, perform the "INITIALIZE" procedure (see page IN-32). ETCS Fuse EFI Fuse A082798E03 ES ES–36 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM FREEZE FRAME DATA DESCRIPTION The freeze frame data records the engine condition (fuel system, calculated load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when malfunction is detected. When troubleshooting, it can help determine if the vehicle was running or stopped, the engine was warmed up or not, the air-fuel ratio was LEAN or RICH and other data. at the time of the malfunction occurred. HINT: If it is impossible to replicate the problem even though a DTC is detected, confirm the freeze frame data. ES List of freeze frame data LABEL (Intelligent Tester Display) Measure Item/Range Diagnostic Note CALC LOAD Calculate load Calculated load by ECM COOLANT TEMP Engine coolant temperature If the value is -40°C, sensor circuit is open If the value is 140°C, sensor circuit is shorted SHORT FT #1 Short-term fuel trim Short-term fuel compensation used to maintain the air-fuel ratio at stoichiometric airfuel ratio LONG FT #1 Long-term fuel trim Overall fuel compensation carried out in longterm to compensate a continual deviation of the short-term fuel trim from the central valve ENGINE SPD Engine speed - VEHICLE SPD Vehicle speed Speed indicated on speedometer IGN ADVANCE Ignition advance - INTAKE AIR Intake air temperature If the value is -40°C, sensor circuit is open If the value is 140°C, sensor circuit is shorted MAF Mass air flow volume If the value is approximately 0.0 g/sec.: • Mass air flow meter power source circuit • VG circuit open or short If the value is 160.0 g/sec. or more: • E2G circuit open THROTTLE POS Throttle position O2S B1 S2 Heated oxygen sensor output Performing the INJ VOL or A/F CONTROL function of the ACTIVE TEST enables the technician to check voltage output of the sensor O2FT B1 S2 Fuel trim at heated oxygen sensor Same as SHORT FT #1 ENG RUN TIME Accumulated engine running time - AF FT B1 S1 Fuel trim at A/F sensor - AFS B1 S1 A/F sensor output Performing the INJ VOL or A/F CONTROL function of the ACTIVE TEST enables the technician to check voltage output of the sensor EVAP PURGE VSV EVAP purge VSV duty ratio - Read the value with the power switch ON (Do not start engine) DIST DTC CLEAR Accumulated distance from DTC cleared - CAT TEMP B1 S1 Catalyst temperature - CAT TEMP B1 S2 Catalyst temperature - BATTERY VOLTAGE Battery voltage - AIR-FUEL RATIO Air-fuel ratio - THROTTLE POS Throttle sensor positioning Read the value with the power switch ON (Do not start engine) AMBIENT TEMP Ambient air temperature If the value is -40°C, sensor circuit is open If the value is 140°C, sensor circuit is shorted 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM LABEL (Intelligent Tester Display) Measure Item/Range Diagnostic Note THROTTLE POS #2 Throttle sensor positioning #2 - THROTTLE MOT Throttle motor - TIME DTC CLEAR Cumulative time after DTC cleared - KNOCK CRRT VAL Correction learning value of knocking - ES–37 KNOCK FB VAL Feedback value of knocking - PURGE DENSITY Learning value of purge density - EVAP PURGE FLOW Purge flow - FC IDL Idle fuel cut ON: when throttle valve fully closed and engine speed is over 1,500 rpm FC TAU FC TAU The fuel cut is being performed under very light load to prevent the engine combustion from becoming incomplete VVTL AIM ANGL #1 VVT aim angle - VVT CHNG ANGL #1 VVT change angle - VVT OCV DUTY B1 VVT OCV operation duty - INI COOL TEMP Initial engine coolant temperature - INI INTAKE TEMP Initial intake air temperature - INJ VOL Injection volume - INJECTOR Injector - TOTAL FT #1 Total fuel trim - MISFIRE RPM Misfire RPM - MISFIRE LOAD Misfire load - CYL #1 Cylinder #1 misfire rate Displayed in only idling CYL #2 Cylinder #2 misfire rate Displayed in only idling CYL #3 Cylinder #3 misfire rate Displayed in only idling CYL #4 Cylinder #4 misfire rate Displayed in only idling CYL ALL All cylinder misfire rate Displayed in only idling IGNITION Ignition - MISFIRE MARGIN Misfire monitoring - ENG OIL PRES SW Engine oil pressure switch signal Always ON while engine is running ES ES–38 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK MODE PROCEDURE HINT: Intelligent tester only: Compared to normal mode, check mode has more sensing ability to detect malfunction. Furthermore, the same diagnostic items which are detected in normal mode can also be detected in check mode. 1. Intelligent Tester ES DLC3 CAN VIM CHECK MODE PROCEDURE (Using Intelligent Tester) (a) Check the initial conditions. (1) Battery positive voltage 11 V or more (2) Throttle valve fully closed (3) Shift position in the P or N (4) A/C switched OFF (b) Connect the intelligent tester to the DLC3. (c) Turn the power switch ON (IG). A082795E01 0.13 seconds ON OFF 0.13 seconds A076900E04 (d) Change the ECM to check mode using the intelligent tester. Make sure the MIL flashes as shown in the illustration. NOTICE: All DTCs and freeze frame data recorded will be erased if: 1) the intelligent tester is used to change the ECM from normal mode to check mode or vice-versa, or 2) during check mode, the power switch is switched from ON (IG) to ON (ACC) or OFF. (e) Start the HV main system (READY ON). The MIL should turn off after the system starts. (f) Simulate the condition of the malfunction described by the customer. (g) After simulating the malfunction conditions, check DTCs, freeze frame data and other data using the tester. (h) After checking DTCs, inspect applicable circuits. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–39 FAIL-SAFE CHART If any of the following codes are recorded, the ECM enters fail-safe mode. DTC No. Fail-safe Operation Fail-safe Deactivation Conditions P0031 P0032 P0037 P0038 Heater is turned OFF Power switch OFF P0100 P0102 P0103 Ignition timing is calculated from engine speed and throttle angle "Pass" condition detected P0110 P0112 P0113 Intake air temperature is fixed at 20°C (68°F) "Pass" condition detected P0115 P0117 P0118 Engine coolant temperature is fixed at 80°C (176°F) "Pass" condition detected P0120 P0122 P0123 Fuel cut intermittently and drive on motor mode Power switch OFF P0121 Fuel cut intermittently and drive on motor mode Power switch OFF P0325 Maximum ignition timing retardation Power switch OFF P0351 P0352 P0353 P0354 Fuel cut and drive on motor mode Power switch OFF P0657 VTA is fixed at about 16% and fuel cut intermittently and drive on motor mode Power switch OFF P1115 P1117 P1118 Engine coolant temperature is fixed at 80°C (176°F) "Pass" condition detected P1120 P1122 P1123 Water valve position is fixed at position when DTC is detected "Pass" condition detected P2102 P2103 VTA is fixed at about 16% and fuel cut intermittently Power switch OFF P2119 VTA is fixed at about 16% and fuel cut intermittently "Pass" condition detected and power switch OFF P3190 P3191 P3193 Drive on motor mode Power switch OFF ES ES–40 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DATA LIST / ACTIVE TEST 1. ES DATA LIST HINT: Using the intelligent tester DATA LIST allows switch, sensor, actuator and other item values to be read without removing any parts. Reading DATA LIST early in troubleshooting is one way to shorten labor time. NOTICE: In the table below, the values listed under "Normal Condition" are reference values. Do not depend solely on these reference values when deciding whether a part is faulty or not. (a) Turn the power switch ON (READY) and warm up the engine. (b) Turn the power switch OFF. (c) Connect the intelligent tester to the DLC3. (d) Turn the power switch ON (IG). (e) Turn the intelligent tester ON. (f) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST. (g) According to the display on the tester, read items in DATA LIST. Intelligent tester Display Measurement Item/Range (Display) Normal Condition* Diagnostic Note INJECTOR Injection period of the No. 1 cylinder/ Min.: 0 ms, Max.: 32.64 ms Idling: 1 to 3 ms (Inspection mode) - IGN ADVANCE Ignition timing advance for No. 1 cylinder/ Min.: -64 deg., Max.: 63.5 deg. Idling: BTDC 7 to 15° (Inspection mode) - CALC LOAD Calculated load by ECM/ Min.: 0%, Max.: 100% • - • Idling: 10 to 20% (Inspection mode) Running without load (1,500 rpm): 10 to 20% VEHICLE LOAD Vehicle load: Min.: 0 %, Max.: 25,700 % Actual vehicle load - MAF Air flow rate from MAF meter/ Min.: 0 g/sec., Max.: 655.35 g/ sec. Idling: 3 to 7 g/sec. (1,500 rpm) If the value is approximately 0.0 g/sec.: • Mass air flow meter power source circuit open • VG circuit open or short If the value is 160.0 g/sec. or more: • E2G circuit open ENGINE SPD Engine speed/ Min.: 0 rpm, Max.: 16,383 rpm Idling 1,000 rpm (when putting the engine in inspection mode) - VEHICLE SPD Vehicle speed/ Min.: 0 km/h, Max.: 255 km/h Actual vehicle speed Speed indicated on speedometer COOLANT TEMP Engine coolant temperature/ Min.: -40°C, Max.: 140°C After warming up: 80 to 100°C (176 to 212°F) • • INTAKE AIR Intake air temperature/ Min.: -40°C, Max.: 140°C Equivalent to ambient air temperature • • AIR-FUEL RATIO Air-fuel ratio: Min.: 0, Max.: 1.999 During idling: 1,500 rpm 0.8 to 1.2 - If the value is -40°C (-40°F): sensor circuit is open If the value is 140°C (284°F): sensor circuit is shorted If the value is -40°C (-40°F): sensor circuit is open If the value is 140°C (284°F): sensor circuit is shorted ES–41 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Intelligent tester Display Measurement Item/Range (Display) Normal Condition* Diagnostic Note AMBIENT TEMP Ambient air temperature/ Min.: -40°C, Max.: 215°C Equivalent to ambient air temperature • • If the value is -40°C: sensor circuit is open If the value is 215°C: sensor circuit is shorted PURGE DENSITY Learning value of purge density/ Min.: -50, Max.: 350 -40 to 0% Idling (Inspection mode) Service data EVAP PURGE FLOW Purge flow/ Min.: 0%, Max.: 102.4% Idling: 0 to 100% - EVAP PURGE VSV EVAP (Purge) VSV control duty/ Min.: 0%, Max.: 100% 0 to 100% During idling: 1,500 rpm Order signal from ECM VAPOR PRES TANK Vapor pressure/ Min.: -4.125 kPa, Max.: 2.125 kPa Fuel tank cap removed: 0 kPa Pressure inside fuel tank is monitored by the vapor pressure sensor VAPOR PRES PUMP Vapor pressure: Min.: 33.853 kPa, Max.: 125.596 kPa Approximately 100 kPa: Power switch ON (IG) EVAP system pressure monitored by canister pressure sensor VAPOR PRES CALC Vapor pressure (calculated): Min.: -5.632 kPa, Max.: 715.264 kPa Approximately 100 kPa: Power switch ON (IG) EVAP system pressure monitored by canister pressure sensor KNOCK CRRT VAL Correction learning value of knocking/ Min.: -64 CA, Max.: 1,984 CA 0 to 22°CA Driving: 70 km/h (44 mph) Service data KNOCK FB VAL Feedback value of knocking/ Min.: -64 CA, Max.: 1,984 CA -22 to 0°CA Driving: 70 km/h (44 mph) Service data CLUTCH Clutch current: Min.: 0 A, Max.: 2.49 A - - ETCS MAG CLUTCH Electromagnetic Clutch: ON or OFF - - ACCEL IDL POS Whether or not accelerator pedal position sensor is detecting idle/ ON or OFF Idling: ON (inspection mode) - THRTL LEARN VAL Throttle valve fully closed (learned value) Min.: 0 V, Max.: 5 V 0.4 to 0.8 V - FAIL #1 Whether or not fail safe function is executed/ ON or OFF ETCS has failed: ON - FAIL #2 Whether or not fail safe function is executed/ ON or OFF ETCS has failed: ON - ST1 Starter signal/ ON or OFF Cranking: ON - SYS GUARD JUDGE System guard/ ON or OFF - ETCS service data OPN MALFUNCTION Open side malfunction/ ON or OFF - ETCS service data THROTTLE POS Absolute throttle position sensor/ Min.: 0%, Max.: 100% • • Throttle fully closed: 10 to 24% Throttle fully open: 64 to 96% Read the value with intrusive operation (active test) THROTTL IDL POS Whether or not throttle position sensor is detecting idle/ ON or OFF Idling: ON (inspection mode) - THRTL REQ POS Throttle requirement position/ Min.: 0 V, Max.: 5 V Idling: 0.5 to 1.0 V (Inspection mode) - THROTTLE POS Throttle sensor positioning/ Min.: 0%, Max.: 100% Idling 10 to 18% (Inspection mode) Calculated value based on VTA1 THROTTLE POS #2 Throttle sensor positioning #2/ Min.: 0%, Max.: 100% - Calculated value based on VTA2 THROTTLE POS #1 Throttle position sensor No. 1 output voltage/ Min.: 0 V, Max.: 4.98 V - ETCS service data ES ES–42 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Intelligent tester Display Measurement Item/Range (Display) Normal Condition* Diagnostic Note THROTTLE POS #2 Throttle position sensor No.2 output voltage/ Min.: 0 V, Max.: 4.98 V - ETCS service data THROTTLE POS #1 Throttle position No. 1/ Min.: 0 V, Max.: 5 V • • THROTTLE POS #2 Throttle position No. 2/ Min.: 0 V, Max.: 5 V • • ES Throttle fully closed: 0.5 to 1.2 V Throttle fully opened : 3.2 to 4.8 V - Throttle fully closed: 2.0 to 2.9 V Throttle fully open: 4.6 to 5.5 V Read the value with intrusive operation (active test) THRTL COMND VAL Throttle position command value/ Min.: 0 V, Max.: 4.98 V 0.5 to 4.8 V ETCS service data THROTTLE SSR #1 Throttle sensor opener position No. 1/ Min.: 0 V, Max.: 4.98 V 0.6 to 0.9 V ETCS service data THROTTLE SSR #2 Throttle sensor opener position No. 2/ Min.: 0 V, Max.: 4.98 V 2.2 to 2.6 V ETCS service data THRTL SSR #1 AD Throttle sensor opener position No.1 (AD)/ Min.: 0 V, Max.: 4.98 V 0.6 to 0.9 V ETCS service data THROTTLE MOT Whether or not throttle motor control is permitted/ ON or OFF Idling: ON (Inspection mode) Read the value with the power switch ON (Do not start engine) THROTTLE MOT Throttle motor current Min.: 0 A, Max.: 80 A Idling: 0 to 3.0 A (Inspection mode) - THROTTLE MOT Throttle motor Min.: 0%, Max.: 100% Idling: 0.5 to 40% (Inspection mode) - THROTTLE MOT Throttle motor current Min.: 0 A, Max.: 19.92 A Idling: 0 to 3.0 A - THROTL OPN DUTY Throttle motor opening duty ratio/ Min.: 0%, Max.: 100% During idling: 0 to 40% When accelerator pedal is depressed, duty ratio is increased THROTL CLS DUTY Throttle motor closed duty ratio/ Min.: 0%, Max.: 100% During idling: 0 to 40% When accelerator pedal is released quickly, duty ratio is increased THRTL MOT (OPN) Throttle motor duty ratio (open)/ Min.: 0%, Max.: 100% - ETCS service data THRTL MOT (CLS) Throttle motor duty ratio (close)/ Min.: 0%, Max.: 100% - ETCS service data O2S B1 S2 Heated oxygen sensor output voltage for bank 1 sensor 2/ Min.: 0 V, Max.: 1.275 V Driving: 70 km/h (44 mph) 0.1 to 0.9 V Performing the INJ VOL or A/F CONTROL function of the ACTIVE TEST enables the technician to check voltage output of the sensor AFS B1 S1 A/F sensor output voltage for bank 1 sensor 1/ Min.: 0 V, Max.: 7.999 V Idling 2.8 to 3.8 V (Inspection mode) Performing the INJ VOL or A/F CONTROL function of the ACTIVE TEST enables the technician to check voltage output of the sensor TOTAL FT #1 Total fuel trim of bank 1: Average value for fuel trim system of bank 1/ Min.: -0.5, Max.: 0.496 Idling: -0.2 to 0.2 (Inspection mode) - SHORT FT #1 Short-term fuel trim of bank 1/ Min.: -100%, Max.: 99.2% 0 +- 20% This item is the short-term fuel compensation used to maintain the air-fuel ratio at stoichiometric air-fuel ratio ES–43 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Intelligent tester Display Measurement Item/Range (Display) Normal Condition* Diagnostic Note LONG FT #1 Long-term fuel trim of bank 1/ Min.: -100%, Max.: 99.2% 0 +- 20% This item is the overall fuel compensation carried out in longterm to compensate a continual deviation of the short-term fuel trim from the central value FUEL SYS #1 Fuel system status (Bank1) / OL or CL or OL DRIVE or OL FAULT or CL FAULT Idling after warming up: CL (Inspection mode) • • • • • 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 is used for fuel control is malfunctioning O2FT B1 S2 Short-term fuel trim associated with the bank 1 sensor 2/ Min.: -100%, Max.: 99.2% 0 +- 20% Same as SHORT FT #1 AF FT B1 S1 Short-term fuel trim associated with the bank 1 sensor 1/ Min.: 0, Max.: 1.999 • - • • 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 CAT TEMP B1S1 Catalyst temperature (Bank 1, Sensor 1)/ Min.: -40°C, Max.: 6,513.5°C - - CAT TEMP B1S2 Catalyst temperature (Bank 1, Sensor 2)/ Min.: -40°C, Max.: 6,513.5°C - - S O2S B1S2 Sub O2S Impedance B1S2: Min.:0 Ω, Max.:21247.68 Ω 5 to 15,000 Ω - INI COOL TEMP Initial engine coolant temperature/ Min.: -40°C, Max.: 120°C Close to ambient air temperature Service data INI INTAKE TEMP Initial intake air temperature/ Min.: -40°C, Max.: 120°C Close to ambient air temperature Service data INJ VOL Injection volume (cylinder 1)/ Min.: 0 ml, Max.: 2.048 ml 0 to 0.5 ml Quantity of fuel injection volume for 10 times CTP SW Closed Throttle Position Switch: ON or OFF • • ON: Throttle fully closed OFF: Throttle open - ENG OIL PRES SW Engine oil pressure switch signal/ 0: OFF / 1: ON Indicating ON while engine is running - +BM Whether or not electric throttle control system power is inputted/ ON or OFF Idling: ON (inspection mode) - +BM VOLTAGE +BM voltage/ Min.: 0, Max.: 19.92 Idling: 10 to 15 V ETCS service data BATTERY VOLTAGE Battery voltage/ Min.: 0 V, Max.: 65.535 V Idling: 9 to 14 V (Inspection mode) - ACTUATOR POWER Actuator power supply/ ON or OFF Idling ON (Inspection mode) ETCS service data EVAP (Purge) VSV VSV status for EVAP control/ ON or OFF VSV operating: ON VSV for EVAP is controlled by the ECM (ground side duty control) FUEL PUMP / SPD Fuel pump/speed status/ ON or OFF Idling: ON (Inspection mode) - ES ES–44 ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Intelligent tester Display Measurement Item/Range (Display) Normal Condition* Diagnostic Note VVT CTRL B1 VVT control status/ ON or OFF - Support for VVT active test VACUUM PUMP Key-off EVAP system leak detection pump status: ON or OFF - Active Test support data EVAP VENT VAL Key-off EVAP system vent valve status: ON or OFF - Active Test support data FAN MOTOR Electric fan motor: ON or OFF - Support for fan motor active test TANK BYPASS VSV Tank bypass VSV: ON or OFF - Support for tank bypass VSV active test TC/TE1 TC and TE1 terminal of DLC3: ON or OFF - - VVTL AIM ANGL #1 VVT aim angle (bank 1): Min.: 0%, Max.: 100% Idling: 0% VVT duty signal value during intrusive operation VVT CHNG ANGL #1 VVT change angle: Min.: 0°FR, Max.: 60°FR Idling: 0 to 5 °FR Displacement angle during intrusive operation VVT OCV DUTY B1 VVT OCV operation duty: Min.: 0%, Max.:100% Idling: 0% Requested duty value for intrusive operation FC IDL Fuel cut idle: ON or OFF Fuel cut operation: ON FC IDL = "ON" when throttle valve fully closed and engine speed is over 2,800 rpm FC TAU Fuel cut TAU: Fuel cut during very light load: ON or OFF Fuel cut operating: ON The fuel cut is being performed under very light load to prevent the engine combustion from becoming incomplete IGNITION Ignition counter: Min.: 0, Max.: 800 0 to 800 - CYL #1, #2, #3, #4 Misfire ratio of the cylinder 1 to 4: Min.: 0, Max.: 255 0% This item is displayed in only idling CYL ALL All cylinders misfire rate: Min.: 0, Max.: 255 0 to 35 - MISFIRE RPM Engine RPM for first misfire range: Min.: 0 rpm, Max.: 6,375 rpm Misfire 0: 0 rpm - MISFIRE LOAD Engine load for first misfire range: Min.: 0 g/rev, Max.: 3.98 g/rev Misfire 0: 0 g/rev - MISFIRE MARGIN Misfire monitoring: MIn.: -100%, Max.: 99.22% -100 to 99.2% Misfire detecting margin #CODES #Codes: Min.: 0, Max.: 255 - Number of detected DTCs CHECK MODE Check mode: ON or OFF Check mode ON: ON (see page ES-32) MISFIRE TEST Check mode result for misfire monitor: COMPL or INCMPL - - OXS1 TEST Check mode result for HO2 sensor: COMPL or INCMPL - - A/F SSR TEST B1 Check mode result for air-fuel ratio sensor: COMPL or INCMPL - - MIL MIL status: ON or OFF MIL ON: ON - MIL ON RUN DIST MIL ON Run Distance: Min.: 0 second, Max.: 65,535 seconds Distance after DTC is detected - ES–45 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Intelligent tester Display Measurement Item/Range (Display) Normal Condition* Diagnostic Note MIL ON RUN TIME Running time from MIL ON: Min.: 0 minute, Max.: 65,535 minutes Equivalent to running time after MIL was ON - ENG RUN TIME Engine run time: Min.: 0 second, Max.: 65,535 seconds Time after engine start Service data TIME DTC CLEAR Time after DTC cleared: Min.: 0 minute, Max.: 65,535 minutes Equivalent to time after DTCs were erased - DIST DTC CLEAR Distance after DTC cleared: Min.: 0 km/h, Max.: 65535 km/h Equivalent to drive distance after DTCs were erased - WU CYC DTC CLEAR Warm-up cycle after DTC cleared: Min.: 0, Max.: 255 - Number of warm-up cycles after DTC is cleared OBD CERT OBD requirement OBD2 - #CARB CODES Emission related DTCs - Number of emission related DTCs COMP MON Comprehensive component monitor: NOT AVL or AVAIL - - FUEL MON Fuel system monitor: NOT AVL or AVAIL - - MISFIRE MON Misfire monitor: NOT AVL or AVAIL - - O2S (A/FS) MON O2S (A/FS ) heater monitor: NOT AVL or AVAIL - - O2S (A/FS) MON O2S (A/FS ) heater monitor: COMPL or INCMPL - - EVAP MON EVAP monitor: NOT AVL or AVAIL - - EVAP MON EVAP monitor: COMPL or INCMPL - - CAT MON Catalyst monitor: NOT AVL or AVAIL - - CAT MON Catalyst monitor: COMPL or INCMPL - - CCM ENA Comprehensive component monitor: UNABLE or ENABLE - - CCM CMPL Comprehensive component monitor: COMPL or INCMPL - - FUEL ENA Fuel system monitor: UNABLE or ENABLE - - FUEL CMPL Fuel system monitor: COMPL or INCMPL - - MISFIRE ENA Misfire monitor: UNABLE or ENABLE - - MISFIRE CMPL Misfire monitor: COMPL or INCMPL - - EGR ENA EGR Monitor: UNABLE or ENABLE - - EGR CMPL EGR Monitor: COMPL or INCMPL - - HTR ENA O2S (A/FS ) heater monitor: UNABLE or ENABLE - - ES ES–46 ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Intelligent tester Display Measurement Item/Range (Display) Normal Condition* Diagnostic Note HTR CMPL O2S (A/FS ) heater monitor: COMPL or INCMPL - - O2S (A/FS) ENA O2S (A/FS ) monitor: UNABLE or ENABLE - - O2S (A/FS) CMPL O2S (A/FS ) monitor: COMPL or INCMPL - - ACRF ENA A/C Monitor: UNABLE or ENABLE - - ACRF CMPL A/C Monitor: COMPL or INCMPL - - AIR ENA 2nd Air Monitor: UNABLE or ENABLE - - AIR CMPL 2nd Air Monitor: COMPL or INCMPL - - EVAP ENA EVAP monitor: UNABLE or ENABLE - - EVAP CMPL EVAP monitor: COMPL or INCMPL - - HCAT ENA Heated Catalyst Monitor: UNABLE or ENABLE - - HCAT CMPL Heated Catalyst Monitor: COMPL or INCMPL - - CAT ENA Catalyst monitor: UNABLE or ENABLE - - CAT CMPL Catalyst monitor: COMPL or INCMPL - - CYLINDER NUMBER Cylinder number: Min.: 0, Max.: 255 - Identifying the cylinder number MODEL YEAR Model year: Min.: 0, Max.: 255 - Identifying the model year REQ ENG TRQ Requested engine torque: Min.: 0 kW, Max.: 16383.75 kW 0 to 57 kW Flag information for hybrid vehicle HV TRGT ENG SPD HV target engine speed: Min.: 0 rpm, Max.: 6375 rpm 0 to 5000 rpm Flag information for hybrid vehicle ACT ENGINE TRQ Actual engine torque: Min.: -128 Nm, Max.: 127 Nm -128 to 127 Nm Flag information for hybrid vehicle EST ENGINE TRQ Estimated engine torque: Min.: 0 Nm, Max.: 510 Nm 0 to 120 Nm Flag information for hybrid vehicle ENG RUN TIME Engine run time: Min.: 0 second, Max.: 255 seconds 0 to 255 seconds Flag information for hybrid vehicle ENGINE RUN TIME Request engine run time: Min.: 0 second, Max.: 25.5 seconds 0 to 25.5 seconds Flag information for hybrid vehicle IGNITION TIME Judgment time for ignition of engine: Min.: 0 second, Max.: 25.5 seconds 0 to 25.5 seconds Flag information for hybrid vehicle OUTPUT TIME Judgment time for engine output: Min.: 0 second, Max.: 25.5 seconds 0 to 25.5 seconds Flag information for hybrid vehicle EST PORT TEMP Estimated intake port temperature: Min.: -40°C, Max.: 215°C 80 to 100°C Flag information for hybrid vehicle FUEL LEVEL Fuel level: EMPTY or NOT EMP - Flag information for hybrid vehicle ISC LEARNING ISC Learning: COMPL or INCMPL - - ES–47 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Intelligent tester Display Measurement Item/Range (Display) Normal Condition* Diagnostic Note FUEL CUT Fuel cut for engine stop request: OFF or ON - Flag information for hybrid vehicle INDPNDNT OPR Engine independently operation: NOT OPR or OPERATE - Flag information for hybrid vehicle RACING Rev-up operation: NOT OPR or OPERATE - Flag information for hybrid vehicle WARM UP Request warm-up: NOT REQ or REQUEST - Flag information for hybrid vehicle INDPNDNT CNTRL Engine independently control operation: NOT OPR or OPERATE - Flag information for hybrid vehicle TANK WATER TEMP CHS tank outlet temperature sensor output: Max: 215°C, Min: -40°C - • WATER FLW VLV Water valve position signal: Max: 4.98 V, Min: 0 V 0.45 to 4.6 V Voltage varies based on valve position ISC LEARN VAL ISC learning value: Max: 19.92 L/s, Min: 0 L/s - Flag information for hybrid vehicle DIRECT VAL 1 Direction Val Heat Storage 3 way valve (ctrl side): Max: 5 V, Min: 0 V 2.5 to 4.5 V - DIRECT VAL 2 Direction Val Heat Storage 3 way valve (OBD side): Max: 5 V, Min: 0 V 2.5 to 4.5 V - • MODEL CODE Identifying model code NHW20# - ENGINE TYPE Identifying engine type 1NZFXE - CYLINDER NUMBER Identifying cylinder number: Min.: 0, Max.: 255 4 - MODEL YEAR Identifying model year: Min.: 1900, Max.: 2155 200# - SYSTEM Identifying engine system HV - If the value is -40°C: sensor circuit is open If the value is 215°C: sensor circuit is shorted HINT: *: If no condition is specifically stated for "ldling", it means the transaxle position is in the N or P, the A/C switch is OFF and all accessory switches are OFF. 2. ACTIVE TEST HINT: Performing ACTIVE TEST using the intelligent tester or the OBD II scan tool allows the relay, VSV, actuator and so on to operate without parts removal. Performing ACTIVE TEST as a first step of troubleshooting is one method to shorten diagnostic time. It is possible to display DATA LIST during ACTIVE TEST. (a) Turn the power switch ON (READY) and warm up the engine. (b) Turn the power switch OFF. (c) Connect the intelligent tester to the DLC3. (d) Turn the power switch ON (IG). (e) Turn the intelligent tester ON. (f) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST. (g) According to the display on the tester, perform items in ACTIVE TEST. ES ES–48 ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Intelligent Tester Display Test Details Diagnostic Note INJ VOL [Test Details] Control the injection volume Min.: -12.5%, Max.: 24.8% [Vehicle Condition] Engine speed: 3,000 rpm or less • • A/F CONTROL [Test Details] Control the injection volume -12.5 or 24.8% (Change the injection volume 12.5 % or 25%) [Vehicle Condition] Engine speed: 3,000 rpm or less The following A/F CONTROL procedure enables the technician to check and graph the voltage outputs of both the A/F sensor and heated oxygen sensor To display the graph, enter ACTIVE TEST / A/ F CONTROL / USER DATA, then select "AFS B1S1 and O2S B1S2" or "AFS B2S1 and O2S B2S2" by pressing "YES" button and followed by "ENTER" button and then pressing "F4" button EVAP VSV (ALONE) [Test Details] Activate the VSV for EVAP control ON or OFF (See page ES-207) TANK BYPASS VSV [Test Details] Activate the VSV for tank bypass ON or OFF (See page ES-231) VVT CTRL B1 [Test Details] Activate the VVT system (Bank 1) ON or OFF • ON: Rough idle or engine stall • OFF: Normal engine speed (See page ES-55) FUEL PUMP / SPD [Test Details] Control the fuel pump ON or OFF - TC/TE1 [Test Details] Connect the TC and TE1 ON or OFF - FC IDL PROHBT [Test Details] Control the idle fuel cut prohibit ON or OFF - COOLING FAN [Test Details] Control the electric cooling fan ON or OFF - ETCS OPEN/CLOSE SLOW [Test Details] Control the ETCS opening/closing slow speed ON or OFF Throttle valve intrusive operation ETCS OPEN/CLOSE FAST [Test Details] Control the ETCS opening/closing fast speed ON or OFF Throttle valve intrusive operation FUEL CUT #1 [Test Details] Control the cylinder #1 fuel cut ON or OFF (Inspection mode) Cylinder No. 1 fuel cut for power balance FUEL CUT #2 [Test Details] Control the cylinder #2 fuel cut ON or OFF (Inspection mode) Cylinder No. 2 fuel cut for power balance FUEL CUT #3 [Test Details] Control the cylinder #3 fuel cut ON or OFF (Inspection mode) Cylinder No. 3 fuel cut for power balance FUEL CUT #4 [Test Details] Control the cylinder #4 fuel cut ON or OFF (Inspection mode) Cylinder No. 4 fuel cut for power balance VVT B1 [Test Details] Control the VVT (bank 1) Min.: -128%, Max.: 127% - WATER PUMP [Test Details] Activate the water pump ON or OFF Coolant heat storage water pump All injectors are tested at once Injection volume is gradually changed between -12 and 25% 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–49 Intelligent Tester Display Test Details Diagnostic Note WATER FLW VLV1 [Test Details] Activate the water valve ON or OFF Unused WATER FLW VLV2 [Test Details] Activate the water valve ON or OFF Unused WATER FLW VLV3 [Test Details] Activate the water valve ON or OFF Water valve intrusive valve operation (position when engine is in pre-heat mode) (See page ES-304) WATER FLW VLV4 [Test Details] Activate the water valve ON or OFF Water valve intrusive valve operation (position when hot coolant recovering) (See page ES-304) WATER FLW VLV5 [Test Details] Activate the water valve ON or OFF Water valve intrusive valve operation (position when engine is in normal operation) (See page ES-304) VACUUM PUMP [Test Details] Activate the leak detection pump ON or OFF - VENT VALVE [Test Details] Activate the vent valve ON or OFF - ES ES–50 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DIAGNOSTIC TROUBLE CODE CHART HINT: Parameters listed in the chart may be different than your readings depending on the type of instrument and other factors. If any DTCs are displayed during a check mode DTC check, check the circuit for the DTCs listed in the table below. For details of each DTC, refer to the page indicated. DTC No. Detection Item Trouble Area P0010 Camshaft Position "A" Actuator Circuit (Bank 1) - Open or short in oil control valve circuit - Oil control valve - ECM Come on DTC Stored ES-55 P0011 Camshaft Position "A" - Timing OverAdvanced or System Performance (Bank 1) - Valve timing - Oil control valve - Camshaft timing gear assembly - ECM Come on DTC Stored ES-59 P0012 Camshaft Position "A" - Timing OverRetarded (Bank 1) - Same as DTC P0011 Come on DTC Stored ES-59 P0016 Crankshaft Position Camshaft Position Correlation (Bank 1 Sensor A) - Mechanical system (timing chain has jumped a tooth, chain stretched) - ECM Come on DTC Stored ES-63 P0031 Oxygen (A/F) Sensor Heater Control Circuit Low (Bank 1 Sensor 1) - Open or short in heater circuit of A/F sensor - A/F sensor heater - EFI M relay (Integration relay) - ECM Come on DTC Stored ES-65 P0032 Oxygen (A/F) Sensor Heater Control Circuit High (Bank 1 Sensor 1) - Short in heater circuit of A/F sensor - A/F sensor heater - EFI M relay (Integration relay) - ECM Come on DTC Stored ES-65 P0037 Oxygen Sensor Heater Control Circuit Low (Bank 1 Sensor 2) - Open or short in heater circuit of the heated oxygen sensor - Heated oxygen sensor heater - EFI M relay (integration relay) - ECM Come on DTC Stored ES-70 P0038 Oxygen Sensor Heater Control Circuit High (Bank 1 Sensor 2) - Short in heater circuit of the heated oxygen sensor - Heated oxygen sensor heater - EFI M relay (integration relay) - ECM Come on DTC Stored ES-70 P0100 Mass or Volume Air Flow Circuit - Open or short in mass air flow meter circuit - Mass air flow meter - ECM Come on DTC Stored ES-76 ES MIL Memory See page 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MIL Memory ES–51 DTC No. Detection Item Trouble Area P0101 Mass Air Flow Circuit Range / Performance Problem - Mass air flow meter Come on DTC Stored See page ES-83 P0102 Mass or Volume Air Flow Circuit Low Input - Open in mass air flow meter circuit - Mass air flow meter - ECM Come on DTC Stored ES-76 P0103 Mass or Volume Air Flow Circuit High Input - Short in mass air flow meter circuit - Mass air flow meter - ECM Come on DTC Stored ES-76 P0110 Intake Air Temperature Circuit - Open or short in intake air temperature sensor circuit - Intake air temperature sensor (built in mass air flow meter) - ECM Come on DTC Stored ES-85 ES P0112 Intake Air Temperature Circuit Low Input - Short in intake air temperature sensor circuit - Intake air temperature sensor (built in mass air flow meter) - ECM Come on DTC Stored ES-85 P0113 Intake Air Temperature Circuit High Input - Open in intake air temperature sensor circuit - Intake air temperature sensor (built in mass air flow meter) - ECM Come on DTC Stored ES-85 P0115 Engine Coolant Temperature Circuit - Open or short in engine coolant temperature sensor circuit - Engine coolant temperature sensor - ECM Come on DTC Stored ES-91 P0116 Engine Coolant Temperature Circuit Range / Performance Problem - Engine coolant temperature sensor Come on DTC Stored ES-97 P0117 Engine Coolant Temperature Circuit Low Input - Short in engine coolant temperature sensor circuit - Engine coolant temperature sensor - ECM Come on DTC Stored ES-91 P0118 Engine Coolant Temperature Circuit High Input - Open in engine coolant temperature sensor circuit - Engine coolant temperature sensor - ECM Come on DTC Stored ES-91 ES–52 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC No. Detection Item Trouble Area P0120 Throttle Pedal Position Sensor / Switch "A" Circuit Malfunction - Open or short in throttle position sensor circuit - Throttle position sensor (built in throttle body) - ECM Come on DTC Stored ES-100 P0121 Throttle / Pedal Position Sensor / Switch "A" Circuit Range / Performance Problem - Throttle position sensor (built in throttle body) Come on DTC Stored ES-107 P0122 Throttle / Pedal Position Sensor / Switch "A" Circuit Low Input - Throttle position sensor - Open in VTA1 circuit - Open in VC circuit (when the VC circuit is open, DTCs P0222 and P2135 are also output simultaneously) - ECM Come on DTC Stored ES-100 P0123 Throttle / Pedal Position Sensor / Switch "A" Circuit High Input - Throttle position sensor (built in throttle body) - Open in VTA circuit - Open in E2 circuit - VC and VTA circuits are short-circuited - ECM Come on DTC Stored ES-100 P0125 Insufficient Coolant Temperature for Closed Loop Fuel Control - Cooling system - Engine coolant temperature sensor - Thermostat Come on DTC Stored ES-109 P0128 Coolant Thermostat (Coolant Temperature Below Thermostat Regulating Temperature) - Thermostat - Cooling system - Engine coolant temperature sensor - ECM Come on DTC Stored ES-112 P0136 Oxygen Sensor Circuit Malfunction (Bank 1 Sensor 2) - Heated oxygen sensor (bank 1 sensor 2) circuit - Heated oxygen sensor (bank 1 sensor 2) - Heated oxygen sensor heater (bank 1 sensor 2) - A/F sensor (bank 1 sensor 1) - A/F sensor heater Come on DTC Stored ES-115 P0137 Oxygen Sensor Circuit Low Voltage (Bank 1 Sensor 2) - Heated oxygen sensor (bank 1 sensor 2) circuit - Heated oxygen sensor (bank 1 sensor 2) - Heated oxygen sensor heater (bank 1 sensor 2) - A/F sensor (bank 1 sensor 1) - A/F sensor heater Come on DTC Stored ES-115 ES MIL Memory See page 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MIL Memory ES–53 DTC No. Detection Item Trouble Area P0138 Oxygen Sensor Circuit High Voltage (Bank 1 Sensor 2) - Heated oxygen sensor (bank 1 sensor 2) circuit - Heated oxygen sensor (bank 1 sensor 2) - Heated oxygen sensor heater (bank 1 sensor 2) - A/F sensor (bank 1 sensor 1) - A/F sensor heater Come on DTC Stored See page ES-115 P0171 System Too Lean (Fuel Trim) - Air induction system - Injector has blockage - Mass air flow meter - Engine coolant temperature sensor - Fuel pressure - Gas leakage in exhaust system - Open or short in A/F sensor (bank 1 sensor 1) circuit - A/F sensor (bank 1 sensor 1) - A/F sensor heater (bank 1 sensor 1) - EFI M relay (integration relay) - PCV valve and hose - PCV hose connection - ECM Come on DTC Stored ES-128 ES P0172 System Too Rich (Bank 1) - Injector has leakage or blockage - Mass air flow meter - Engine coolant temperature sensor - Ignition system - Fuel pressure - Gas leakage in exhaust system - Open or short in A/F sensor (bank 1 sensor 1) circuit - A/F sensor (bank 1 sensor 1) - A/F sensor heater (bank 1 sensor 1) - EFI M relay (integration relay) - ECM Come on DTC Stored ES-128 P0220 Throttle / Pedal Position Sensor / Switch "B" Circuit - Open or short in throttle position sensor circuit - Throttle position sensor - ECM Come on DTC Stored ES-100 ES–54 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC No. Detection Item P0222 Throttle / Pedal Position Sensor / Switch "B" Circuit Low Input - Throttle position sensor - Open in VTA2 circuit - Open in VC circuit (when the VC circuit is open, DTCs P0122 and P2135 are also output simultaneously) Come on DTC Stored ES-100 P0223 Throttle / Pedal Position Sensor / Switch "B" Circuit High Input - Throttle position sensor Come on DTC Stored ES-100 P0300 Random / Multiple Cylinder Misfire Detected - Open or short in engine wire harness - Connector connection - Vacuum hose connection - Ignition system - Injector - Fuel pressure - Mass air flow meter - Engine coolant temperature sensor - Compression pressure - Valve clearance - Valve timing - PCV hose connection - PCV hose - ECM Comes on/Blink DTC Stored ES-141 P0301 Cylinder 1 Misfire Detected - Same as DTC P0300 Comes on/Blink DTC Stored ES-141 P0302 Cylinder 2 Misfire Detected - Same as DTC P0300 Comes on/Blink DTC Stored ES-141 P0303 Cylinder 3 Misfire Detected - Same as DTC P0300 Comes on/Blink DTC Stored ES-141 P0304 Cylinder 4 Misfire Detected - Same as DTC P0300 Comes on/Blink DTC Stored ES-141 P0325 Knock Sensor 1 Circuit - Open or short in knock sensor circuit - Knock sensor (looseness) - ECM Come on DTC Stored ES-154 P0327 Knock Sensor 1 Circuit Low Input (Bank 1 or Single Sensor) - Short in knock sensor circuit - Knock sensor - ECM Come on DTC Stored ES-154 P0328 Knock Sensor 1 Circuit High Input (Bank 1 or Single Sensor) - Open in knock sensor circuit - Knock sensor - ECM Come on DTC Stored ES-154 P0335 Crankshaft Position Sensor "A" Circuit - Open or short in crankshaft position sensor circuit - Crankshaft position sensor - Signal plate (crankshaft) - ECM Come on DTC Stored ES-159 ES Trouble Area MIL Memory See page 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Trouble Area MIL Memory ES–55 DTC No. Detection Item P0340 Camshaft Position Sensor Circuit Malfunction - Open or short in camshaft position sensor circuit - Camshaft position sensor - Camshaft timing pulley - Timing chain has jumped a tooth - ECM Come on DTC Stored See page ES-163 P0341 Camshaft Position Sensor "A" Circuit Range / Performance (Bank 1 or Single Sensor) - Same as DTC P0340 Come on DTC Stored ES-163 P0351 Ignition Coil "A" Primary / Secondary Circuit - Ignition system - Open or short in IGF or IGT1 circuit between ignition coil with igniter and ECM - No.1 ignition coil with igniter - ECM Come on DTC Stored ES-167 P0352 Ignition Coil "B" Primary / Secondary Circuit - Ignition system - Open or short in IGF or IGT2 circuit between ignition coil with igniter and ECM - No.2 ignition coil with igniter - ECM Come on DTC Stored ES-167 P0353 Ignition Coil "C" Primary / Secondary Circuit - Ignition system - Open or short in IGF or IGT3 circuit between ignition coil with igniter and ECM - No.3 ignition coil with igniter - ECM Come on DTC Stored ES-167 P0354 Ignition Coil "D" Primary / Secondary Circuit - Ignition system - Open or short in IGF or IGT4 circuit between ignition coil with igniter and ECM - No.4 ignition coil with igniter - ECM Come on DTC Stored ES-167 P0420 Catalyst System Efficiency Below Threshold (Bank 1) - Gas leakage in exhaust system - A/F sensor (bank 1 sensor 1) - Heated oxygen sensor (bank 1 sensor 2) - Three-way catalytic converter (exhaust manifold) Come on DTC Stored ES-177 ES ES–56 ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC No. Detection Item Trouble Area P043E Evaporative Emission System Reference Orifice Clog Up - Canister pump module (Reference orifice, leak detection pump, vent valve) - Connector/wire harness (Canister pump module - ECM) - EVAP system hose (pipe from air inlet port to canister pump module, canister filter, fuel tank vent hose) - ECM Come on MIL DTC Stored Memory See page ES-184 P043F Evaporative Emission System Reference Orifice High Flow - Same as DTC P043E Come on DTC Stored ES-184 P0441 Evaporative Emission Control System Incorrect Purge Flow - Purge VSV - Connector/wire harness (Purge VSV - ECM) - Canister pump module - Leakage from EVAP system - Leakage from EVAP line (Purge VSV Intake manifold) - ECM Come on DTC Stored ES-207 P0446 Evaporative Emission Control System Vent Control Circuit - Pressure swithing valve - EVAP line (Pressure switching valve - Fuel tank) - ECM Come on DTC Stored ES-231 P0450 Evaporative Emission Control System Pressure Sensor Malfunction - Canister pump module - EVAP system hose (pipe from air inlet port to canister pump module, canister filter, fuel tank vent hose) - Connector/wire harness (Canister pump module - ECM) - ECM Come on DTC Stored ES-245 P0451 Evaporative Emission Control System Pressure Sensor Range / Performance - Canister pump module - EVAP system hose (pipe from air inlet port to canister pump module, canister filter, fuel tank vent hose) - ECM Come on DTC Stored ES-245 P0452 Evaporative Emission Control System Pressure Sensor / Switch Low Input - Same as DTC P0450 Come on DTC Stored ES-245 P0453 Evaporative Emission Control System Pressure Sensor / Switch High Input - Same as DTC P0450 Come on DTC Stored ES-245 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MIL Memory ES–57 DTC No. Detection Item Trouble Area P0455 Evaporative Emission Control System Leak Detected (Gross Leak) - Fuel cap (loose) - Leakage from EVAP line (Canister - Fuel tank) - Leakage from EVAP line (Purge VSV Canister) - Canister pump module - Leakage from fuel tank - Leakage from canister Come on DTC Stored See page ES-259 P0456 Evaporative Emission Control System Leak Detected (Very Small Leak) - Same as DTC P0455 Come on DTC Stored ES-259 P0505 Idle Control System Malfunction - Open or short in idle speed control (ISC) valve circuit - Idle speed control (ISC) valve has stuck closed - ECM - Air induction system - PCV valve and hose Come on DTC Stored ES-282 P0560 System Voltage - Open in back up power source circuit - ECM Come on DTC Stored ES-285 P0604 Internal Control Module Random Access Memory (RAM) Error - ECM Come on DTC Stored ES-289 P0606 ECM / PCM Processor - ECM Come on - ES-289 P0607 Control Module Performance - ECM Come on DTC Stored ES-289 P0657 Actuator Supply Voltage Circuit / Open - ECM Come on DTC Stored ES-289 P1115 Coolant Temperature Sensor Circuit for Coolant Heat Storage System - Coolant heat storage tank outlet temperature sensor - Open or short in temperature sensor circuit - ECM Come on DTC Stored ES-291 P1116 Coolant Temperature Sensor Circuit Stack for Coolant Heat Storage - Coolant heat storage tank outlet temperature sensor - Cooling system (clogging) Come on DTC Stored ES-296 P1117 Coolant Temperature Sensor Circuit Low for Coolant Heat Storage - Coolant heat storage tank outlet temperature sensor - Short in temperature sensor circuit - ECM Come on DTC Stored ES-291 ES ES–58 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC No. Detection Item Trouble Area P1118 Coolant Temperature Sensor Circuit High for Coolant Heat Storage - Coolant heat storage tank outlet temperature sensor - Open in temperature sensor circuit - ECM Come on DTC Stored ES-291 P1120 Coolant Flow Control Valve Position Sensor Circuit - Open or short in water valve position sensor circuit - Water valve (coolant flow control valve) - ECM Come on DTC Stored ES-298 P1121 Coolant Flow Control Valve Position Sensor Circuit Stuck - Water valve (coolant flow control valve) - Cooling system (clogging) Come on DTC Stored ES-304 P1122 Coolant Flow Control Valve Position Sensor Circuit Low - Water valve (coolant flow control valve) - Short in WBAD (valve position signal) circuit - Open in VC circuit - ECM Come on DTC Stored ES-298 P1123 Coolant Flow Control Valve Position Sensor Circuit High - Water valve (coolant flow control valve) - Open in E2 circuit - VC and WBAD circuits are shortcircuited - Open in WBAD circuit - ECM Come on DTC Stored ES-298 P1150 Coolant Path Clog of Coolant Heat Storage System - Coolant heat storage tank outlet temperature sensor - Water valve (coolant flow control valve) - Cooling system (clogging) - Heat storage tank - ECM Come on DTC Stored ES-308 P1151 Coolant Heat Storage Tank - Heat storage tank Come on DTC Stored ES-312 P1450 Fuel Tank Pressure Sensor - Fuel tank pressure sensor - Connector/wire harness (Fuel tank pressure sensor ECM) - ECM Come on DTC Stored ES-315 P1451 Fuel Tank Pressure Sensor Range/ Performance - Fuel tank pressure sensor - ECM Come on DTC Stored ES-315 P1452 Fuel Tank Pressure Sensor Low Input - Fuel tank pressure sensor - Connector/wire harness (Fuel tank pressure sensor ECM) - ECM Come on DTC Stored ES-315 ES MIL Memory See page 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MIL Memory ES–59 DTC No. Detection Item Trouble Area P1453 Fuel Tank Pressure Sensor High Input - Fuel tank pressure sensor - Connector/wire harness (Fuel tank pressure sensor ECM) - ECM Come on DTC Stored See page ES-315 P1455 Vapor Reducing Fuel Tank System Malfunction - Fuel Tank Come on DTC Stored ES-327 P2102 Throttle Actuator Control Motor Circuit Low - Open or short in throttle control motor circuit - Throttle control motor - ECM Come on DTC Stored ES-329 ES P2103 Throttle Actuator Control Motor Circuit High - Short in throttle control motor circuit - Throttle control motor - Throttle valve - Throttle body assembly - ECM Come on DTC Stored ES-329 P2111 Throttle Actuator Control System Stuck Open - Throttle control motor circuit - Throttle control motor - Throttle body - Throttle valve Come on DTC Stored ES-333 P2112 Throttle Actuator Control System Stuck Closed - Throttle control motor circuit - Throttle control motor - Throttle body - Throttle valve Come on DTC Stored ES-333 P2118 Throttle Actuator Control Motor Current Range / Performance - Open in ETCS power source circuit - ETCS fuse - ECM Come on DTC Stored ES-336 P2119 Throttle Actuator Control Throttle Body Range / Performance - Electric throttle control system - ECM Come on DTC Stored ES-341 P2135 Throttle / Pedal Position Sensor / Switch "A" / "B" Voltage Correlation - VTA and VTA2 circuits are shortcircuited - Open in VC circuit - Throttle position sensor Come on DTC Stored ES-100 P2195 Oxygen (A/F) Sensor Signal Stuck Lean (Bank 1 Sensor 1) - Open or short in A/F sensor (bank 1 sensor 1) circuit - A/F sensor (bank 1 sensor 1) - A/F sensor heater - Integration relay - A/F sensor heater and relay circuit - Air induction system - Fuel pressure - Injector - PCV hose connection - ECM Come on DTC Stored ES-344 ES–60 ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC No. Detection Item P2196 Oxygen (A/F) Sensor Signal Stuck Rich (Bank 1 Sensor 1) - Same as DTC P2195 Trouble Area Come on MIL DTC Stored Memory See page ES-344 P2238 Oxygen (A/F) Sensor Pumping Current Circuit Low (Bank 1 Sensor 1) - Open or short in A/F sensor (bank 1 sensor 1) - A/F sensor (bank 1 sensor 1) - A/F sensor heater - EFI M relay (integration relay) - A/F sensor heater and relay circuit - ECM Come on DTC Stored ES-357 P2239 Oxygen (A/F) Sensor Pumping Current Circuit High (Bank 1 Sensor 1) - Same as DTC P2238 Come on DTC Stored ES-357 P2252 Oxygen (A/F) Sensor Reference Ground Circuit Low (Bank 1 Sensor 1) - Same as DTC P2238 Come on DTC Stored ES-357 P2253 Oxygen (A/F) Sensor Reference Ground Circuit High (Bank 1 Sensor 1) - Same as DTC P2238 Come on DTC Stored ES-357 P2401 Evaporative Emission Leak Detection Pump Stuck OFF - Same as DTC P043E Come on DTC Stored ES-184 P2402 Evaporative Emission Leak Detection Pump Stuck ON - Same as DTC P043E Come on DTC Stored ES-184 P2419 Evaporative Emission Pressure Switching Valve Stuck ON - Same as DTC P043E Come on DTC Stored ES-184 P2420 Evaporative Emission Pressure Switching Valve Stuck OFF - Pump module (0.02 inch orifice, vacuum pump, vent valve) - Connector / wire harness (Pump module - ECM) - ECM Come on DTC Stored ES-363 P2601 Coolant Pump Control Circuit Range / Performance - CHS water pump - CHS water pump relay - Open or short in CHS water pump circuit - ECM Come on DTC Stored ES-384 P2610 ECM / PCM Internal Engine Off Timer Performance - ECM Come on DTC Stored ES-390 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Trouble Area MIL Memory ES–61 DTC No. Detection Item P2A00 A/F Sensor Circuit Slow Response (Bank 1 Sensor 1) - Open or short in A/F sensor (bank 1 sensor 1) circuit - A/F sensor (bank 1 sensor 1) - A/F sensor heater - EFI M relay (integration relay) - A/F sensor heater and relay circuit - Air induction system - Fuel pressure - Injector - PCV hose connection - ECM Come on DTC Stored See page ES-392 P3190 Poor Engine Power - Air induction system - Throttle body - Fuel pressure - Engine - Air flow meter - Lack of fuel - Engine coolant temperature sensor - Crankshaft position sensor - Camshaft position sensor - ECM Come on DTC Stored ES-403 P3191 Engine dose not Start - Air induction system - Throttle body - Fuel pressure - Engine - Air flow meter - Lack of fuel - Engine coolant temperature sensor - Crankshaft position sensor - Camshaft position sensor - ECM Come on DTC Stored ES-403 P3193 Fuel Run Out - Lack of fuel - ECM Come on DTC Stored ES-403 U0293 Lost Communication with HV ECU - Wire harness - HV ECU - ECM Come on DTC Stored ES-410 ES ES–62 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0010 Camshaft Position "A" Actuator Circuit (Bank 1) DESCRIPTION ES The Variable Valve Timing (VVT) system includes the ECM, the Oil Control Valve (OCV) and the VVT controller. The ECM sends a target "duty-cycle" control signal to the OCV. This control signal, applied to the OCV, regulates the oil pressure supplied to the VVT controller. Camshaft timing control is performed based on engine operation condition such as intake air volume, throttle position and engine coolant temperature. The ECM controls the OCV based on the signals from several sensors. The VVT controller regulates the intake camshaft angle using oil pressure through the OCV. As result, the relative position between the camshaft and the crankshaft is optimized, the engine torque and fuel economy improve, and exhaust emissions decrease. The ECM detects the actual valve timing using signals from the camshaft position sensor and the crankshaft position sensor. The ECM performs feedback control and verifies target valve timing. ECM Crankshaft Position Sensor MAF Meter Duty Control Target Valve Timing Throttle Position Sensor Feedback Camshaft Timing Oil Control Valve (OCV) ECT Sensor Correction Vehicle Speed Signal Actual Valve Timing Camshaft Position Sensor A103843E02 DTC No. DTC Detection Condition Trouble Area P0010 Open or short in oil control valve circuit • • • Open or short in oil control valve circuit Oil control valve ECM 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 malfunction and sets a DTC when the actual duty-cycle ratio varies from the target duty-cycle ratio. ES–63 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MONITOR STRATEGY Related DTCs P0010: VVT oil control valve range check Required sensors/components OCV Frequency of operation Continuous Duration 1 second MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Battery voltage 11 to 13 V Target duty ratio Less than 70% Current cut status Not cut ES TYPICAL MALFUNCTION THRESHOLDS Output signal duty for OCV Output duty is 3% or less despite the ECM supplying the current to the OCV or Output duty is 100% COMPONENT OPERATING RANGE Output signal duty for OCV More than 3% and less than 100% WIRING DIAGRAM Camshaft Timing Oil Control Valve ECM OCV+ OCV- A112564E03 INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. ES–64 1 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM PERFORM ACTIVE TEST BY INTELLIGENT TESTER (OPERATE OCV) (a) (b) (c) (d) (e) (f) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Put the engine in inspection mode (see page ES-1). Start the engine and warm it up. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VVT CTRL B1. (g) Using the intelligent tester, operate the OCV and check the engine speed. OK ES Tester Operation Specified Condition OCV is OFF Normal engine speed OCV is ON Rough idle or engine stall NOTICE: Do not drive the vehicle without deactivating inspection mode, otherwise damaging the transaxle may result. OK CHECK FOR INTERMITTENT PROBLEMS NG 2 INSPECT CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY (OCV) OK: OCV has no contamination and moves smoothly. NG REPLACE CAMSHAFT TIMING CONTROL VALVE ASSEMBLY OK 3 CHECK HARNESS AND CONNECTOR (CAMSHAFT TIMING OIL CONTROL VALVE (OCV) ECM) (a) Disconnect the C2 camshaft timing oil control valve connector. Wire Harness Side Camshaft Timing Oil Control Valve Connector C2 Front View A054386E10 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (b) Disconnect the E4 ECM connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E4 Tester Connection OCV+ ES–65 OCVECM Connector Specified Condition C2-1 - E4-15 (OCV+) Below 1 Ω C2-2 - E4-14 (OCV-) Below 1 Ω Standard resistance (Check for short) A065743E67 Tester Connection Specified Condition C2-1 or E4-15 (OCV+) - Body ground 10 kΩ or higher C2-2 or E4-14 (OCV-) - Body ground 10 kΩ or higher (d) Reconnect the camshaft timing oil control valve connector. (e) Reconnect the ECM connector. NG OK REPLACE ECM REPAIR OR REPLACE HARNESS AND CONNECTOR ES ES–66 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0011 Camshaft Position "A" - Timing Over-Advanced or System Performance (Bank 1) DTC P0012 Camshaft Position "A" - Timing Over-Retarded (Bank 1) DESCRIPTION Refer to DTC P0010 (see page ES-55). DTC No. DTC Detection Condition Trouble Area P0011 Valve timing is not adjusted in valve timing advance range (1 trip detection logic) • • • Camshaft timing gear assembly Oil control valve Valve timing P0012 Valve timing is not adjusted in valve timing retard range (2 trip detection logic) • • • Camshaft timing gear assembly Oil control valve Valve timing ES MONITOR DESCRIPTION To monitor the VVT components, the ECM (PCM) measures the valve timing that is calculated by the camshaft position and crankshaft position. The valve timing is usually adjusted in accordance with the driving condition. If the valve timing variation is less than the malfunction criterion, the ECM illuminates the MIL and set a DTC. P0011 is set when the valve timing is in the valve timing advance range. P0012 is set when the valve timing is in valve timing retard range. MONITOR STRATEGY Related DTCs P0011: VVT system advance (bank) P0012: VVT system retard (bank 1) Required sensors/components Main sensors: Camshaft timing gear assembly Oil control valve Related sensors: Camshaft position sensor Engine coolant temperature sensor Crankshaft position sensor Frequency of operation Once per driving cycle Duration 10 seconds MIL operation P0011: Immediately P0012: 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present P0100 - P0103 (MAF meter) P0115 - P0118 (ECT sensor) P0125 (Insufficient ECT for closed loop) P0335 (CKP sensor) P0340, P0341 (CMP sensor) P0351-P0354 (Igniter) Battery voltage 11 V or more Engine speed 900 to 5,000 rpm Engine coolant temperature 75 to 100°C(167 to 212°F) 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–67 TYPICAL MALFUNCTION THRESHOLDS Following conditions are met: 1 and 2 1. Deviation of valve timing (Target valve timing - Actual valve timing) More than 5°CA 2. Response of valve timing No change WIRING DIAGRAM Refer to DTC P0010 (see page ES-56). INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK VALVE TIMING (CHECK FOR LOOSE AND A JUMPED TOOTH OF TIMING CHAIN) OK: The match marks of crankshaft pulley and camshaft pulley are aligning. NG ADJUST VALVE TIMING OK 2 PERFORM ACTIVE TEST BY INTELLIGENT TESTER (OPERATE OCV) (a) (b) (c) (d) (e) (f) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Put the engine in inspection mode (see page ES-1). Start the engine and warm it up. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VVT CTRL B1. (g) Using the intelligent tester, operate the OCV and check the engine speed. OK Tester Operation Specified Condition OCV is OFF Normal engine speed OCV is ON Rough idle or engine stall NOTICE: Do not drive the vehicle without deactivating inspection mode, otherwise damaging the transaxle may result. NG OK Go to step 5 ES ES–68 3 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK IF DTC OUTPUT RECURS (a) Clear the DTCs (see page ES-29). (b) Start the HV main system and warm the engine up. (c) Drive the vehicle with the shift position in B at vehicle speed of more than 44 mph (70 km/h) approximately for 10 minutes or more. (d) Read output DTCs using the intelligent tester. OK: No DTC output. HINT: *: DTC P0011 or P0012 is output when a foreign object in engine oil is caught in some part of the system. These codes will stay registered even if the system returns to normal after a short time. Foreign objects are filtered out by the oil filter. ES OK VVT SYSTEM OK* NG 4 INSPECT OIL CONTROL VALVE FILTER Bolt Oil Control Valve Filter A091578E01 (a) Remove the air cleaner inlet, bolt and oil control valve filter. (b) Check for blockages in the oil control valve filter. (c) Reinstall the filter, bolt and air cleaner inlet. NOTICE: If necessary, clean the filter. OK: The filter has not clogged. NG REPLACE OIL CONTROL VALVE FILTER OK 5 INSPECT CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY (OCV) OK: OCV has no contamination and moves smoothly. NG REPLACE CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY OK 6 NEXT REPLACE CAMSHAFT TIMING GEAR ASSEMBLY 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 7 ES–69 CHECK IF DTC OUTPUT RECURS (a) Clear the DTCs (see page ES-29). (b) Start the HV system, and warm the engine up. (c) Drive the vehicle with the shift position in B at vehicle speed of more than 70 km/h (44 mph) approximately for 10 minutes or more. (d) Read output DTCs using the intelligent tester. OK: No DTC output. NG OK END REPLACE ECM ES ES–70 DTC 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P0016 Crankshaft Position - Camshaft Position Correlation (Bank 1 Sensor A) DESCRIPTION Refer to DTC P0335 (see page ES-159). DTC No. DTC Detection Condition Trouble Area P0016 Deviation in crankshaft position sensor signal and VVT sensor signal (2 trip detection logic) • • Mechanical system (timing chain has jumped a tooth, chain stretched) ECM MONITOR DESCRIPTION ES The ECM optimizes the valve timing using the Variable Valve Timing (VVT) system to control the intake valve camshaft. The VVT system includes the ECM, the Oil Control Valve (OCV) and the VVT controller. The ECM sends a target "duty-cycle" control signal to the OCV. This control signal, applied to the OCV, regulates the oil pressure supplied to the VVT controller. The VVT controller can advance or retard the intake valve camshaft. The ECM calibrates the valve timing of the VVT system by setting the camshaft to the maximum retard angle when the engine speed is idling. The ECM closes the OCV to retard the cam. The ECM stores this valve as "VVT learned value" (when the difference between the target valve timing and the actual valve timing is 5 degrees or less, the ECM stores this in its memory). If the learned value meets both of the following conditions ("a" and "b"), the ECM interprets this as a defect in the VVT system and sets a DTC. (a) VVT learning value is less than 30°CA (CA: Crankshaft Angle), or more than 46°CA. (b) Above condition continues for more than 18 second. MONITOR STRATEGY Related DTCs P0016: Deviation in crankshaft position sensor signal and VVT sensor signal Required sensors/components Crankshaft position sensor, camshaft position sensor Frequency of operation Once per driving cycle Duration 60 seconds MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present P0011 (VVT System 1 - Advance) P0012 (VVT System 1 - Retard) P0115 - P0118 (ECT sensor) Engine speed 900 to 5,000 rpm Valve timing Maximum valve timing retard TYPICAL MALFUNCTION THRESHOLDS Either of the following conditions is met: (a) or (b) (a) VVT learned value Less than 30°CA (b) VVT learned value More than 46°CA WIRING DIAGRAM Refer to DTC P0335 (see page ES-160). 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–71 INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK VALVE TIMING (CHECK FOR LOOSE AND A JUMPED TOOTH OF TIMING CHAIN) OK: The match marks of crankshaft pulley and camshaft pulley are aligning. NG OK REPLACE ECM ADJUST VALVE TIMING (REPAIR OR REPLACE TIMING CHAIN) ES ES–72 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0031 Oxygen (A/F) Sensor Heater Control Circuit Low (Bank 1 Sensor 1) DTC P0032 Oxygen (A/F) Sensor Heater Control Circuit High (Bank 1 Sensor 1) DESCRIPTION ES Refer to DTC P2195 (see page ES-344). HINT: • Although each DTC title says "oxygen sensor," these DTCs are related to the air-fuel ratio sensor (A/F sensor). • The ECM provides a pulse width modulated control circuit to adjust current through the heater. The A/F sensor heater circuit uses a relay on the +B side of the circuit. Reference (Bank 1 Sensor 1 System Diagram) From Battery EFI EFI M ECM A/F Sensor +B HT AF- AF+ HA1A Heater A1A+ Sensor A1A- Duty Control MREL B062793E17 DTC No. DTC Detection Condition Trouble Area P0031 Heater current is less than 0.8 A when the heater operates (1 trip detection logic) • • • • Open or short in heater circuit of A/F sensor A/F sensor heater EFI M relay (integration relay) ECM Heater current exceeds 10 A when the heater operates (1 trip detection logic) • • • • Short in heater circuit of A/F sensor A/F sensor heater EFI M relay (integration relay) ECM P0032 HINT: • Sensor 1 refers to the sensor mounted before the TWC and is located near the engine assembly. • Sensor 2 refers to the sensor mounted after the TWC and is located far from the engine assembly. MONITOR DESCRIPTION The ECM uses the Air-Fuel Ratio (A/F) sensor information to regulate the air-fuel ratio close to the stoichiometric ratio. This maximizes the catalytic converter's ability to purify exhaust gases. The sensor detects oxygen levels in the exhaust gas and sends this signal to the ECM. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–73 The inner surface of the sensor element is exposed to outside air. The outer surface of the sensor element is exposed to the exhaust gas. The sensor element is made of platinum coated zirconia and includes an integrated heating element. The zirconia element generates a small voltage when there is a large difference between the oxygen concentrations of the exhaust and the outside air. The platinum coating amplifies the voltage generation. When heated, the sensor becomes very efficient. If the temperature of the exhaust is low, the sensor will not generate useful voltage signals without supplemental heating. The ECM regulates the supplemental heating using a duty-cycle approach to regulate the average current in the heater element. If the heater current is out of the normal range, the sensor output signals will be inaccurate and the ECM can not regulate the air-fuel ratio properly. When the heater current is out of the normal operating range, the ECM interprets this as malfunction of the sensor and sensor circuit and sets a DTC. MONITOR STRATEGY Related DTCs P0031: A/F sensor heater current (low current) P0032: A/F sensor heater current (high current) Required sensors/components A/F sensor, ECM Frequency of operation Continuous Duration 10 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present P0300 - P0304 (Misfire) Battery voltage 10.5 V or more Heater duty ratio-cycle P0031: 50% or more P0032: More than 0% Time after engine start 10 seconds or more TYPICAL MALFUNCTION THRESHOLDS P0031: A/F sensor heater current Less than 0.8 A P0031: A/F sensor heater current More than 10 A COMPONENT OPERATING RANGE A/F sensor heater current 1.8 to 3.4 A (at 20°C [68°F]) WIRING DIAGRAM Refer to DTC P2195 (see page ES-347). INSPECTION PROCEDURE HINT: • When DTC P0032 is detected, proceed to step 4 if the heater resistance is in normal range. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. ES ES–74 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 1 INSPECT AIR FUEL RATIO SENSOR (HEATER RESISTANCE) (a) Disconnect the A5 A/F sensor connector. (b) Measure the resistance between the terminals of the A/F sensor connector. Standard resistance Component Side A/F Sensor Connector HT +B A5 AF- Front View ES Tester Connection Specified Condition 1 (HT) - 2 (+B) 1.8 to 3.4 Ω at 20°C (68°F) (c) Reconnect the A/F sensor connector. AF+ A085152E45 NG REPLACE AIR FUEL RATIO SENSOR OK 2 INSPECT INTEGRATION RELAY (EFI M RELAY) Integration Relay Connector IGCT HORN AM2 IG2 EFI EFI M Relay Detail Tester Connection Specified Condition 3K-1 - 3I-8 10 kΩ or higher 3K-1 - 3I-8 Below 1 Ω (Apply battery voltage to terminals 3I-6 and 3I-7) (c) Reinstall the integration relay. 6 3I 7 3I 8 3I 1 3K NG 8 3I 7 3I 6 3I 1 3K A082812E01 OK (a) Remove the integration relay from the engine room relay block. (b) Inspect the EFI M relay. Standard resistance REPLACE INTEGRATION RELAY 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 3 ES–75 CHECK ECM (HA1A VOLTAGE) (a) Turn the power switch ON (IG). (b) Measure the voltage between the applicable terminals of the E5 ECM connector. Standard voltage E5 HA1A (+) E1 (-) Tester Connection Specified Condition E5-7 (HA1A) - E5-28 (E1) 9 to 14 V OK ECM Connector REPLACE ECM ES A119979E45 NG 4 CHECK HARNESS AND CONNECTOR (A/F SENSOR - ECM, A/F SENSOR - EFI M RELAY) (a) Check the harness and the connectors between the ECM and the A/F sensor connectors. (1) Disconnect the A5 A/F sensor connector. Wire Harness Side A/F Sensor Connector HT +B A5 Front View A085153E04 (2) Disconnect the E5 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E5 HA1A ECM Connector A081695E08 Tester Connection Specified Condition A5-1 (HT) - E5-7 (HA1A) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition A5-1 (HT) or E5-7 (HA1A) - Body ground 10 kΩ or higher A5-1 (HT) - A5-2 (+B) 10 kΩ or higher (4) Reconnect the A/F sensor connector. (5) Reconnect the ECM connector. (b) Check the harness and connectors between the A/F sensor connector and the EFI M relay. (1) Disconnect the A5 A/F sensor connector. ES–76 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (2) Remove the integration relay from the engine room relay block. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition A5-2 (+B) - 3I-8 (EFI M relay) Below 1 Ω Standard resistance (Check for short) A082810E01 ES Tester Connection Specified Condition A5-2 (+B) or 3I-8 (EFI M relay) - Body ground 10 kΩ or higher (4) Reconnect the A/F sensor connector. (5) Reinstall the integration relay. NG OK REPLACE ECM REPAIR OR REPLACE HARNESS AND CONNECTOR ES–77 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0037 Oxygen Sensor Heater Control Circuit Low (Bank 1 Sensor 2) DTC P0038 Oxygen Sensor Heater Control Circuit High (Bank 1 Sensor 2) DESCRIPTION Refer to DTC P0136 (see page ES-115). HINT: The ECM provides a pulse width modulated control circuit to adjust current through the heater. The heated oxygen sensor heater circuit uses a relay on the +B side of the circuit. ES Reference (Bank 1 Sensor 2 System Diagram) EFI M From Battery +B EFI ECM Heated Oxygen Sensor HT HT1B Heater E OX OX1B Sensor Ground Ground Duty Control MREL A073886E01 DTC No. DTC Detection Condition Trouble Area P0037 Heater current is less than 0.3 A when the heater operates with +B greater than 10.5 V (1 trip detection logic) • When the heater operates, heater current exceeds 2 A (1 trip detection logic) • P0038 • • • • • • Open or short in heater circuit of the heated oxygen sensor Heated oxygen sensor heater EFI M relay (integration relay) ECM Short in heater circuit of the heated oxygen sensor Heated oxygen sensor heater EFI M relay (integration relay) ECM HINT: • Sensor 1 refers to the sensor mounted before the TWC and is located near the engine assembly. • Sensor 2 refers to the sensor mounted after the TWC and is located far from the engine assembly. MONITOR DESCRIPTION The sensing portion of the heated oxygen sensor has a zirconia element which is used to detect oxygen concentration in the exhaust gas. If the zirconia element is at the proper temperature and difference of the oxygen concentration between the inside and outside surfaces of sensor is large, the zirconia element will generate voltage signals. In order to increase the oxygen concentration detecting capacity in the zirconia element, the ECM supplements the heat from the exhaust with heat from a heating element inside the sensor. When current in the sensor is out of the standard operating range, the ECM interprets this as a fault in the heated oxygen sensor and sets a DTC. Example: ES–78 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM The ECM will set a high current DTC if the current in the sensor is more than 2 A when the heater is OFF. Similarly, the ECM will set a low current DTC if the current is less than 0.25 A when the heater is ON. MONITOR STRATEGY ES Related DTCs P0037: Heated oxygen sensor heater current bank 1 sensor 2 (low current) P0038: Heated oxygen sensor heater current bank 1 sensor 2 (high current) Required sensors/components Main sensors: Heated oxygen sensor Related sensors: Vehicle speed sensor Frequency of operation Continuous Duration 0.5 seconds MIL operation 1 driving cycle Sequence of operation None TYPICAL ENABLING CONDITIONS All: Monitor runs whenever following DTCs not present None Battery voltage 10.5 V or more Engine Running Starter OFF Catalyst intrusive monitoring Not operating Intrusive heating Not operating P0037: When the following conditions are met 0.5 seconds or more Learned heater current during heater OFF Completed Intrusive heating Not operating Heating is OFF Less than 0.1 seconds Heater current Less than 0.3 A Intrusive heating for high current monitor Not operating Time after heaters are OFF 1 second or more P0038: When the following conditions are met 0.3 seconds or more Learned heater current during heater OFF Completed Intrusive heating Not operating Heating is OFF Less than 0.1 seconds Heater current 2 A or more Time after heaters are OFF 1 second or more TYPICAL MALFUNCTION THRESHOLDS P0037: Heated oxygen sensor heater current Less than 0.3 A (at 0.5 seconds after heater is turned ON) P0038: Heated oxygen sensor heater current More than 2 A (while supplemental heating is OFF) 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–79 COMPONENT OPERATING RANGE Heated oxygen sensor heater current (after engine is warmed up) 0.4 to 1.0 A (at idle and battery voltage 11 to 14 V) MONITOR RESULT Refer to detailed information (see page ES-15). WIRING DIAGRAM Refer to DTC P0136 (see page ES-121). INSPECTION PROCEDURE HINT: • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. • When DTC P0038 is detected, proceed to step 4 if the heater resistance is in normal range. 1 INSPECT HEATED OXYGEN SENSOR (HEATER RESISTANCE) Component Side +B H13 E 2 1 4 3 Front View HT Heated Oxygen Sensor OX (a) Disconnect the H13 heated oxygen sensor connector. (b) Measure the resistance between the terminals of the heated oxygen sensor connector. Standard resistance (Bank 1 sensor 2): Tester Connection Specified Condition H13-1 (HT) - H13-2 (+B) 11 to 16 Ω at 20°C (68°F) H13-1 (HT) - H13-4 (E) 10 kΩ or higher (c) Reconnect the heated oxygen sensor connector. A062378E29 NG OK REPLACE HEATED OXYGEN SENSOR ES ES–80 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 2 INSPECT INTEGRATION RELAY (EFI M RELAY) Integration Relay Connector IGCT ES HORN AM2 IG2 EFI EFI M Relay Detail (a) Remove the integration relay from the engine room relay block. (b) Inspect the EFI M relay. Standard resistance Tester Connection Specified Condition 3K-1 - 3I-8 10 kΩ or higher 3K-1 - 3I-8 Below 1 Ω (Apply battery voltage to terminals 3I-6 and 3I-7) (c) Reinstall the integration relay. 6 3I 7 3I 8 3I 1 3K NG REPLACE INTEGRATION RELAY 8 3I 7 3I 6 3I 1 3K A082812E01 OK 3 CHECK ECM (HT1B VOLTAGE) E4 (a) Turn the power switch ON (IG). (b) Measure the voltage between the applicable terminals of the E4 and E6 ECM connectors. Standard voltage E6 E2 (-) HT1B (+) Specified Condition E6-6 (HT1B) - E4-28 (E2) 9 to 14 V OK ECM Connector A119979E46 NG Tester Connection REPLACE ECM 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4 ES–81 CHECK HARNESS AND CONNECTOR (HEATED OXYGEN SENSOR - ECM AND EFI M RELAY) (a) Check the harness and the connectors between the ECM and the heated oxygen sensor connectors. (1) Disconnect the H13 heated oxygen sensor connector. Wire Harness Side +B HT Front View H13 OX E Heated Oxygen Sensor Connector ES A066283E03 E4 (2) Disconnect the E4 and E6 ECM connectors. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E6 E2 Tester Connection Specified Condition H13-1 (HT) - E6-6 (HT1B) Below 1 Ω H13-4 (E) - E4-28 (E2) Below 1 Ω HT1B ECM Connector Standard resistance (Check for short) A079127E03 Tester Connection Specified Condition H13-1 (HT) or E6-6 (HT1B) - Body ground 10 kΩ or higher H13-1 (HT) - H13-2 (+B) 10 kΩ or higher (4) Reconnect the heated oxygen sensor connector. (5) Reconnect the ECM connectors. (b) Check the harness and the connectors between the heated oxygen sensor connector and the EFI M relay. (1) Disconnect the H13 heated oxygen sensor connector. (2) Remove the integration relay from the engine room relay block. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition H13-2 (+B) - 3I-8 (EFI M relay) Below 1 Ω Standard resistance (Check for short) A082810E01 Tester Connection Specified Condition H13-2 (+B) or 3I-8 (EFI M relay) Body ground 10 kΩ or higher (4) Reconnect the heated oxygen sensor connector. (5) Reinstall the integration relay. NG REPAIR OR REPLACE HARNESS AND CONNECTOR ES–82 OK REPLACE ECM ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0100 Mass or Volume Air Flow Circuit DTC P0102 Mass or Volume Air Flow Circuit Low Input DTC P0103 Mass or Volume Air Flow Circuit High Input ES–83 DESCRIPTION The MAF (Mass Air Flow) meter measures the amount of air flowing through the throttle valve. The ECM uses this information to determine the fuel injection time and provides a proper air-fuel ratio. Inside the MAF meter, there is a heated platinum wire exposed to the flow of intake air. By applying a specific current to the wire, the ECM heats this wire to a given temperature. The flow of incoming air cools the wire and an internal thermistor, affecting their resistance. To maintain a constant current value, the ECM varies the voltage applied to these components in the MAF meter. The voltage level is proportional to the air flowing through the sensor. The ECM interprets this voltage as the intake air amount. The circuit is constructed so that the platinum hot wire and temperature sensor provide a bridge circuit, and the power transistor is controlled so that the potential of A and B remains equal to maintain the set temperature. +B Temperature Sensor Power Transistor Platinum Hot Wire (Heater) A B Output Voltage Temperature Sensor Platinum Hot Wire (Heater) A080089E02 DTC No. DTC Detection Condition Trouble Area P0100 When the mass air flow meter circuit has an open or a short for more than 3 seconds • • • Open or short in mass air flow meter circuit Mass air flow meter ECM P0102 When the mass air flow meter circuit has an open for more than 3 seconds • • • Open or in mass air flow meter circuit Mass air flow meter ECM P0103 When the mass air flow meter circuit has a short for more than 3 seconds • • • Short in mass air flow meter circuit Mass air flow meter ECM HINT: After confirming DTC P0100, P0102 or P0103, confirm the mass air flow ratio in DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY. Air Flow Rate (g/sec.) Malfunction Approximately 0.0 • • Mass air flow meter power source circuit open VG circuit open or short 271.0 or more • E2G circuit open ES ES–84 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MONITOR DESCRIPTION If there is a defect in the sensor or an open or short circuit, the voltage level will deviate from the normal operating range. The ECM interprets this deviation as a defect in the MAF meter and sets a DTC. Example: When the sensor voltage output is less than 0.2 V or more than 4.9 V and if either condition continues for more than 3 seconds. MONITOR STRATEGY ES Related DTCs P0100: Mass air flow meter circuit range check (fluttering) P0102: Mass air flow meter circuit range check (low voltage) P0103: Mass air flow meter circuit range check (high voltage) Required sensors/components Mass air flow meter Frequency of operation Continuous Duration 3 seconds MIL operation Immediately (when engine speed is less than 4,000 rpm) 2 driving cycles (when engine speed is 4,000 rpm or more) Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None TYPICAL MALFUNCTION THRESHOLDS P0100: Mass air flow meter voltage Less than 0.2 V or more than 4.9 V P0102: Mass air flow meter voltage Less than 0.2 V P0103: Mass air flow meter voltage More than 4.9 V COMPONENT OPERATING RANGE Mass air flow meter voltage 0.4 to 2.2 V ES–85 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM Integration Relay Mass Air Flow Meter ECM Shielded EFI +B EFI M VG VG E2G EVG ES P/I MAIN MREL A127903E01 INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 READ VALUE OF INTELLIGENT TESTER (MASS AIR FLOW RATE) (a) (b) (c) (d) (e) (f) Connect the intelligent tester to the DLC3. Put the engine in inspection mode (see page ES-1). Start the engine. Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / MAF. Read its value using the intelligent tester. Result Air Flow Rate (g/sec.) Proceed to 0.0 A 271.0 or more B Between 1.0 and 270.0 (*) C ES–86 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM HINT: *: The value must be changed when the throttle valve is opened or closed. B C Go to step 6 CHECK FOR INTERMITTENT PROBLEMS A 2 INSPECT MASS AIR FLOW METER (POWER SOURCE) (a) Turn the power switch ON (IG). (b) Disconnect the M1 mass air flow meter connector. (c) Measure the voltage between the terminal of the wire harness side connector and body ground. Standard voltage ES Wire Harness Side Mass Air Flow Sensor Connector M1 +B (+) Tester Connection Specified Condition M1-1 (+B) - Body ground 9 to 14 V (d) Reconnect the mass air flow meter connector. Front View A054396E54 NG Go to step 5 OK 3 CHECK ECM (VG VOLTAGE) (a) Put the engine in inspection mode (see page ES-1). (b) Start the engine. (c) Measure the voltage between the specified terminals of the E5 ECM connector. HINT: The A/C switch should be turned OFF. Standard voltage E5 VG (+) EVG (-) ECM Connector A124045E01 Tester Connection Condition Specified Condition E5-33 (VG) - E5-32 (EVG) Engine is idling 0.5 to 3.0 V OK NG REPLACE ECM 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4 ES–87 CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - ECM) (a) Disconnect the M1 mass air flow meter connector. Wire Harness Side Mass Air Flow Sensor Connector M1 E2G VG Front View ES A054396E55 (b) Disconnect the E5 ECM connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E5 Tester Connection VG EVG ECM Connector Specified Condition M1-3 (VG) - E5-33 (VG) Below 1 Ω M1-2 (E2G) - E5-32 (EVG) Below 1 Ω Standard resistance (Check for short) A065745E33 Tester Connection Specified Condition M1-3 (VG) or E5-33 (VG) - Body ground 10 kΩ or higher (d) Reconnect the mass air flow meter connector. (e) Reconnect the ECM connector. NG REPAIR OR REPLACE HARNESS AND CONNECTOR OK REPLACE MASS AIR FLOW METER 5 CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - EFI M RELAY) (a) Remove the integration relay from the engine room relay block. 8 3I Engine Room Relay Block A082810E01 ES–88 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (b) Disconnect the M1 mass air flow meter connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) Wire Harness Side Mass Air Flow Meter Connector M1 Tester Connection Specified Condition M1-1 (+B) - 3I-8 (EFI M relay) Below 1 Ω +B Standard resistance (Check for short) Front View A054396E56 Tester Connection Specified Condition M1-1 (+B) or 3I-8 (EFI M relay) - Body ground 10 kΩ or higher (d) Reconnect the mass air flow meter connector. (e) Reinstall the integration relay. ES NG REPAIR OR REPLACE HARNESS AND CONNECTOR OK CHECK ECM POWER SOURCE CIRCUIT 6 CHECK ECM (SENSOR GROUND) (a) Measure the resistance between the specified terminal of the E5 ECM connector and the body ground. Standard resistance E5 Tester Connection Specified Condition E5-32 (EVG) - Body ground Below 1 Ω NG EVG ECM Connector REPLACE ECM A124045E02 OK 7 CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - ECM) (a) Disconnect the M1 mass air flow meter connector. Wire Harness Side Mass Air Flow Meter Connector M1 +B E2G VG Front View A054396E57 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (b) Disconnect the E5 ECM connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E5 Tester Connection VG ES–89 EVG ECM Connector Specified Condition M1-3 (VG) - E5-33 (VG) Below 1 Ω M1-2 (E2G) - E5-32 (EVG) Below 1 Ω Standard resistance (Check for short) A065745E33 Tester Connection Specified Condition M1-3 (VG) or E5-33 (VG) - Body ground 10 kΩ or higher (d) Reconnect the mass air flow meter connector. (e) Reconnect the ECM connector. NG OK REPLACE MASS AIR FLOW METER REPAIR OR REPLACE HARNESS AND CONNECTOR ES ES–90 DTC 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P0101 Mass Air Flow Circuit Range / Performance Problem DESCRIPTION Refer to DTC P0100 (see page ES-76). ES DTC No. DTC Detection Condition Trouble Area P0101 MAF meter voltage is higher than MAF meter voltage based on throttle position when the following conditions are met (2 trip detection logic): • Engine coolant temperature is 70°C (158°F) or more • Engine speed is less than 2,000 rpm • Mass air flow meter P0101 MAF meter voltage is lower than MAF meter voltage based on throttle position when the following conditions are met (2 trip detection logic): • Fuel cut is not executing • Engine speed is more than 300 rpm • Mass air flow meter MONITOR DESCRIPTION The MAF (Mass Air Flow) meter is a sensor that helps the ECM calculates the amount of air flowing through the throttle valve. The ECM uses this information to determine the fuel injection time and provide a proper air-fuel ratio. Inside the MAF meter, there is a heated platinum wire exposed to the flow of intake air. By applying a specific current to the wire, the ECM heats this wire to a given temperature. The flow of incoming air cools the wire and an internal thermistor, changing their resistance. To maintain a constant current value, the ECM varies the voltage applied to these components in the MAF meter. The voltage level is proportional to the air flow through the sensor and the ECM interprets this voltage as the intake air amount. If there is a defect in the sensor or an open or short circuit, the voltage level will deviate from the normal operating range. The ECM interprets this deviation as a defect in the MAF meter and sets a DTC. Example: If the MAF meter voltage is higher than 2.2 V when the engine is idling, the ECM sets P0101 (2 trip detection logic). If the MAF meter voltage is higher than 0.9 V when the throttle valve is opened, the ECM sets P0101 (2 trip detection logic). MONITOR STRATEGY Related DTCs P0101: Mass air flow meter rationality Required sensors/components Main sensors: Mass air flow meter Related sensors: Engine speed sensor, engine coolant temperature sensor, throttle position sensor Frequency of operation Continuous Duration 10 seconds MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present P0115 - P0118 (ECT sensor) P0120 - P0223, P2135 (TP sensor) P0125 (Insufficient ECT for closed loop) P0335 (CKP sensor) P0340, P0341 (CMP sensor) 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–91 Case1: Mass air flow meter rationality (High voltage) Engine speed Less than 2,000 rpm Engine coolant temperature 70°C(158°F) or more Case2: Mass air flow meter rationality (Low voltage) Engine speed More than 300 rpm Fuel cut OFF TYPICAL MALFUNCTION THRESHOLDS Case1: Mass air flow meter rationality (High voltage) Mass air flow meter voltage More than 2.2 V (varies with throttle position) Case2: Mass air flow meter rationality (Low voltage) Mass air flow meter voltage Less than 0.9 V (varies with throttle position) WIRING DIAGRAM Refer to DTC P0100 (see page ES-78). INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P0101) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC output) Proceed to P0101 and other DTCs A P0101 B HINT: If any other codes besides P0101 are output, perform troubleshooting for those DTCs first. B A GO TO RELEVANT DTC CHART REPLACE MASS AIR FLOW METER ES ES–92 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0110 Intake Air Temperature Circuit DTC P0112 Intake Air Temperature Circuit Low Input DTC P0113 Intake Air Temperature Circuit High Input DESCRIPTION (Figure 1) Resistance KΩ ES Acceptable Temperature °C (°F) A094266E01 The intake air temperature (IAT) sensor, mounted on the mass air flow (MAF) meter, monitors the intake air temperature. The IAT sensor has a thermistor that varies its resistance depending on the temperature of the intake air. When the air temperature is low, the resistance in the thermistor increases. When the temperature is high, the resistance drops. The variations in resistance are reflected as voltage changes to the ECM terminal (see Figure 1). The intake air temperature sensor is connected to the ECM (see wiring diagram). The 5 V power source voltage in the ECM is applied to the intake air temperature sensor from terminal THA (THAR) via resistor R. That is, the resistor R and the intake air temperature sensor are connected in series. When the resistance value of the intake air temperature sensor changes in accordance with changes in the intake air temperature, the voltage at terminal THA (THAR) also changes. Based on this signal, the ECM increases the fuel injection volume to improve the driveability during cold engine operation. DTC No. DTC Detection Condition Trouble Area P0110 Open or short in intake air temperature sensor circuit for 0.5 seconds • • • P0112 Short in intake air temperature sensor circuit for 0.5 seconds • • • Open or short in intake air temperature sensor circuit Intake air temperature sensor (built in mass air flow meter) ECM Short in intake air temperature sensor circuit Intake air temperature sensor (built in mass air flow meter) ECM 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC No. DTC Detection Condition Trouble Area P0113 Open in intake air temperature sensor circuit for 0.5 seconds • • • ES–93 Open in intake air temperature sensor circuit Intake air temperature sensor (built in mass air flow meter) ECM HINT: After confirming DTC P0110, P0112 or P0113, confirm the intake air temperature in DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY using the intelligent tester. Temperature Displayed Malfunction -40°C (-40°F) Open circuit 140°C (284°F) Short circuit ES MONITOR DESCRIPTION The ECM monitors the sensor voltage and uses this value to calculate the intake air temperature. When the sensor output voltage deviates from the normal operating range, the ECM interprets this as a fault in the IAT sensor and sets a DTC. Example: When the sensor voltage output is equal to -40°C (-40°F), or more than 140°C (284°F), and either condition continues for 0.5 seconds or more. MONITOR STRATEGY Related DTCs P0110: Intake air temperature sensor range check (fluttering) P0112: Intake air temperature sensor range check (low resistance) P0113: Intake air temperature sensor range check (high resistance) Required sensors/components Intake air temperature sensor Frequency of operation Continuous Duration 0.5 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None TYPICAL MALFUNCTION THRESHOLDS P0110: Intake air temperature sensor range check (fluttering) Intake air temperature sensor voltage (Intake air temperature) Less than 0.18 V or more than 4.91 V (More than 140°C (284°F) or -40°C (-40°F) or less) P0112: Intake air temperature sensor range check (low resistance) Intake air temperature sensor voltage (Intake air temperature) Less than 0.18 V (More than 140°C (284°F)) P0113: Intake air temperature sensor range check (high resistance) Intake air temperature sensor voltage (Intake air temperature) More than 4.91 V (-40°C (-40°F) or less) COMPONENT OPERATING RANGE Intake air temperature sensor resistance 98.5 Ω (140°C (284°F)) to 156 kΩ (-40°C (-40°F)) ES–94 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM Intake Air Temperature Sensor (Built into Mass Air Flow Meter) ECM 5V THA THA E2 E2 R ES A119255E01 INSPECTION PROCEDURE HINT: • If DTCs related to different systems that have terminal E2 as the ground terminal are output simultaneously, terminal E2 may have an open circuit. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 READ OUTPUT DTC (a) Connect the intelligent tester to the DLC3. (b) Turn the power switch ON (IG) and turn the intelligent tester ON. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (d) Read DTCs. Result Display (DTC Output) Proceed To P0110/24 A P0112/24 B P0113/24 C B Go to step 5 C Go to step 3 A 2 READ VALUE OF INTELLIGENT TESTER (INTAKE AIR TEMPERATURE) (a) Connect the intelligent tester to the DLC3. (b) Turn the power switch ON (IG). (c) Turn the intelligent tester ON. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–95 (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / INTAKE AIR. (e) Read the value. Temperature value: Same as the ambient air temperature. Result Temperature Displayed Proceed to -40°C (-40°F) A 140°C (284°F) B OK (Same as ambient air temperature) C HINT: • If there is an open circuit, the intelligent tester indicates -40°C (-40°F). • If there is a short circuit, the intelligent tester indicates 140°C (284°F). B C Go to step 5 CHECK FOR INTERMITTENT PROBLEMS A 3 READ VALUE OF INTELLIGENT TESTER (CHECK FOR OPEN IN WIRE HARNESS) Mass Air Flow Meter Connector (a) Disconnect the M1 mass air flow meter connector. ECM M1 THA E2 A083861E03 (b) Connect terminals THA and E2 of the mass air flow meter wire harness side connector. (c) Turn the power switch ON (IG). (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / INTAKE AIR. Read the value. OK: Temperature value: 140°C (284°F) (e) Reconnect the mass air flow meter connector. Wire Harness Side Mass Air Flow Meter Connector M1 THA E2 Front View A054396E58 NG OK CONFIRM GOOD CONNECTION AT SENSOR. IF OK, REPLACE MASS AIR FLOW METER ES ES–96 4 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM READ VALUE OF INTELLIGENT TESTER (CHECK FOR OPEN IN ECM) Mass Air Flow Meter Connector (a) Disconnect the M1 mass air flow meter connector. ECM M1 THA E2 ES A083862E04 E4 THA E2 ECM Connector A124045E03 (b) Connect terminals THA and E2 of the E4 ECM connector. HINT: Before checking, do a visual and contact pressure check for the ECM connector. (c) Turn the power switch ON (IG). (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / INTAKE AIR. Read the value. OK: Temperature value: 140°C (284°F) (e) Reconnect the mass air flow meter connector. OK REPAIR OR REPLACE HARNESS AND CONNECTOR NG CONFIRM GOOD CONNECTION AT ECM. IF OK, REPLACE ECM 5 READ VALUE OF INTELLIGENT TESTER (CHECK FOR SHORT IN WIRE HARNESS) Mass Air Flow Meter Connector ECM M1 THA E2 A083863E14 NG (a) Disconnect the M1 mass air flow meter connector. (b) Turn the power switch ON (IG). (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / INTAKE AIR. (d) Read the value. OK: Temperature value: -40°C (-40°F) (e) Reconnect the mass air flow meter connector. OK REPLACE MASS AIR FLOW METER 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 6 ES–97 READ VALUE OF INTELLIGENT TESTER (CHECK FOR SHORT IN ECM) Mass Air Flow Meter Connector (a) Disconnect the E4 ECM connector. ECM M1 THA E2 ES A083864E03 (b) Turn the power switch ON (IG). (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / INTAKE AIR. (d) Read the value. OK: Temperature value: -40°C (-40°F) (e) Reconnect the mass air flow meter connector. E4 OK ECM Connector NG REPLACE ECM A065743E68 REPAIR OR REPLACE HARNESS AND CONNECTOR ES–98 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0115 Engine Coolant Temperature Circuit DTC P0117 Engine Coolant Temperature Circuit Low Input DTC P0118 Engine Coolant Temperature Circuit High Input DESCRIPTION ES A thermistor is built in the engine coolant temperature sensor and changes its resistance value according to the engine coolant temperature. The structure of the sensor and connection to the ECM is the same as those of the intake air temperature sensor. HINT: If the ECM detects DTC P0115, P0117 or P0118, it operates the fail-safe function in which the engine coolant temperature is assumed to be 80°C (176°F). DTC No. DTC Detection Condition Trouble Area P0115 Open or short in engine coolant temperature sensor circuit for 0.5 seconds • • • P0117 Short in engine coolant temperature sensor circuit for 0.5 seconds • • • P0118 Open in engine coolant temperature sensor circuit for 0.5 seconds • • • Open or short in engine coolant temperature sensor circuit Engine coolant temperature sensor ECM Short in engine coolant temperature sensor circuit Engine coolant temperature sensor ECM Open in engine coolant temperature sensor circuit Engine coolant temperature sensor ECM HINT: After confirming DTC P0115, P0117 or P0118, confirm the engine coolant temperature from DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY using the intelligent tester. Temperature Displayed Malfunction -40°C (-40°F) Open circuit 140°C (284°F) Short circuit MONITOR DESCRIPTION The engine coolant temperature (ECT) sensor is used to monitor the engine coolant temperature. The ECT sensor has a thermistor that varies its resistance depending on the temperature of the engine coolant. When the coolant temperature is low, the resistance in the thermistor increases. When the temperature is high, the resistance drops. The variations in resistance are reflected in the voltage output from the sensor. The ECM monitors the sensor voltage and uses this value to calculate the engine coolant temperature. When the sensor output voltage deviates from the normal operating range, the ECM interprets this as a fault in the ECT sensor and sets a DTC. Example: When the ECM calculates that the ECT is -40°C (-40°F), or more than 140°C (284°F), and if either condition continues for 0.5 second or more, the ETC will set a DTC. MONITOR STRATEGY Related DTCs P0115: Engine coolant temperature sensor range check (fluttering) P0117: Engine coolant temperature sensor range check (low resistance) P0118: Engine coolant temperature sensor range check (high resistance) ES–99 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Required sensors/components Engine coolant temperature sensor Frequency of operation Continuous Duration 0.5 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None TYPICAL MALFUNCTION THRESHOLDS P0115: Engine coolant temperature sensor voltage (coolant temperature) ES Less than 0.14 V or more than 4.91 V (More than 140°C (284°F) or -40°C (-40°F) or less) P0117: Engine coolant temperature sensor voltage (coolant temperature) Less than 0.14 V (More than 140°C (284°F)) P0118: Engine coolant temperature sensor voltage (coolant temperature) More than 4.91 V (-40°C (-40°F) or less) COMPONENT OPERATING RANGE Engine coolant temperature sensor resistance 79 Ω (140°C (284°F)) to 156 kΩ (-40°C (-40°F)) WIRING DIAGRAM ECM Engine Coolant Temperature Sensor 5V THW R E2 A119255E03 INSPECTION PROCEDURE HINT: • If DTCs related to different systems that have terminal E2 as the ground terminal are output simultaneously, terminal E2 may have an open circuit. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. ES–100 1 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM READ OUTPUT DTC (a) Connect the intelligent tester to the DLC3. (b) Turn the power switch ON (IG) and turn the intelligent tester ON. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (d) Read DTCs. Result ES Display (DTC Output) Proceed To P0115/24 A P0117/24 B P0118/24 C B Go to step 5 C Go to step 3 A 2 READ VALUE OF INTELLIGENT TESTER (ENGINE COOLANT TEMPERATURE) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / COOLANT TEMP. (e) Read the value. (f) Measure the coolant temperature using a thermometer and compare the value with the value displayed on the intelligent tester. Temperature value: Almost same as the actual engine coolant temperature. Result Temperature Displayed Proceed to -40°C (-40°F) A 140°C (284°F) B OK (Same as actual engine coolant temperature) C HINT: • If there is an open circuit, the intelligent tester indicates -40°C (-40°F). • If there is a short circuit, the intelligent tester indicates 140°C (284°F). B C Go to step 5 CHECK FOR INTERMITTENT PROBLEMS 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–101 A 3 READ VALUE OF INTELLIGENT TESTER (CHECK FOR OPEN IN WIRE HARNESS) Engine Coolant Temperature Sensor ECM (a) Disconnect the E1 engine coolant temperature sensor connector. E1 THW E2 ES A083861E04 Wire Harness Side Engine Coolant Temperature Sensor Connector E1 Front View A082813E01 (b) Connect terminals 1 and 2 of the engine coolant temperature sensor wire harness side connector. (c) Turn the power switch ON (IG). (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / COOLANT TEMP. Read the value. OK: Temperature value: 140°C (284°F) (e) Reconnect the engine coolant temperature sensor connector. OK CONFIRM GOOD CONNECTION AT SENSOR. IF OK, REPLACE ENGINE COOLANT TEMP. SENSOR NG 4 READ VALUE OF INTELLIGENT TESTER (CHECK FOR OPEN IN ECM) Engine Coolant Temperature Sensor ECM E1 THW E2 A083862E05 (a) Disconnect the E1 engine coolant temperature sensor connector. ES–102 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM E4 THW E2 ECM Connector A124045E04 ES (b) Connect terminals THW and E2 of the E4 ECM connector. HINT: Before checking, do a visual and contact pressure check on the ECM connector. (c) Turn the power switch ON (IG). (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / COOLANT TEMP. Read the value. OK: Temperature value: 140°C (284°F) (e) Reconnect the engine coolant temperature sensor connector. OK REPAIR OR REPLACE HARNESS AND CONNECTOR NG CONFIRM GOOD CONNECTION AT ECM. IF OK, REPLACE ECM 5 READ VALUE OF INTELLIGENT TESTER (CHECK FOR SHORT IN WIRE HARNESS) Engine Coolant Temperature Sensor ECM E1 THW E2 A083863E15 (a) Disconnect the E1 engine coolant temperature sensor connector. (b) Turn the power switch ON (IG). (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / COOLANT TEMP. (d) Read the value. OK: Temperature value: -40°C (-40°F) (e) Reconnect the engine coolant temperature sensor connector. OK REPLACE ENGINE COOLANT TEMPERATURE SENSOR NG 6 READ VALUE OF INTELLIGENT TESTER (CHECK FOR SHORT IN ECM) Engine Coolant Temperature Sensor (a) Disconnect the E4 ECM connector. ECM E1 THW E2 A083864E04 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–103 (b) Turn the power switch ON (IG). (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / COOLANT TEMP. (d) Read the value. OK: Temperature value: -40°C (-40°F) (e) Reconnect the ECM connector. E4 OK ECM Connector A065743E68 REPAIR OR REPLACE HARNESS AND CONNECTOR NG REPLACE ECM ES ES–104 DTC 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P0116 Engine Coolant Temperature Circuit Range / Performance Problem DESCRIPTION Refer to DTC P0115 (see page ES-91). DTC No. DTC Detection Condition Trouble Area P0116 If the engine coolant temperature (ECT) was between 35°C (95°F) and 60°C (140°F) when starting the engine, and conditions (a) and (b) are met (2 trip detection logic): (a) Vehicle is driven at varying speeds (acceleration and deceleration) for more than 250 seconds (b) ECT remains within 3°C (5.4°F) of the engine starting temperature • Engine coolant temperature sensor P0116 If the engine coolant temperature was more than 60°C (140°F) at engine start, and conditions (a) and (b) are met (6 trip detection logic): (a) Vehicle is driven at varying speeds (under acceleration and deceleration) (b) Engine coolant temperature remains within 1°C (1.8°F) of the engine starting temperature, and this is successively recorded 6 times • Engine coolant temperature sensor ES MONITOR DESCRIPTION The engine coolant temperature (ECT) sensor is used to monitor the engine coolant temperature. The ECT sensor has a thermistor that varies its resistance depending on the temperature of the engine coolant. When the coolant temperature is low, the resistance in the thermistor increases. When the temperature is high, the resistance drops. The variations in resistance are reflected in the voltage output from the sensor. The ECM monitors the sensor voltage and uses this value to calculate the engine coolant temperature. When the sensor output voltage deviates from the normal operating range, the ECM interprets this as a fault in the ECT sensor and sets a DTC. Examples: 1) Upon starting the engine, the coolant temperature (ECT) was between 35°C (95°F) and 60°C (140°F). If after driving for 250 seconds, the ECT still remains within 3°C (5.4°F) of the starting temperature, a DTC will be set (2 trip detection logic). 2) Upon starting the engine, the coolant temperature (ECT) was over 60°C (140°F). If, after driving for 250 seconds, the ECT still remains within 1°C (1.8°F) of the starting temperature, a DTC will be set (6 trip detection logic). MONITOR STRATEGY Case 1: ECT is between 35 and 60°C (95 and 140°F) Related DTCs P0116 Required sensors/components (Main) Engine coolant temperature sensor Required sensors/components (Related) - Frequency of operation Once per driving cycle Duration 1 second MIL operation 2 driving cycles Sequence of operation None Case 2: ECT is higher than 60°C (140°F) Related DTCs P0116 Required sensors/components (Main) Engine coolant temperature sensor 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Required sensors/components (Related) - Frequency of operation Once per driving cycle Duration 0.032 second MIL operation 6 driving cycles Sequence of operation None ES–105 TYPICAL ENABLING CONDITIONS Case 1: ECT is between 35 and 60°C (95 and 140°F) Monitor will run whenever these DTCs are not present P0100, P0101, P0102, P0103 Cumulative idle off period 250 seconds or more Frequency of the following condition (a) is met 10 times (a) Vehicle speed increase 19 mph (30 km/h) or more Engine coolant temperature 35 to 60°C (95 to 140°F) Intake air temperature -6.7°C (20°F) or higher Case 2: ECT is higher than 60°C (140°F) Monitor will run whenever these DTCs are not present P0100, P0101, P0102, P0103 Engine coolant temperature 60°C (140°F) or higher Intake air temperature -6.7°C (20°F) or higher Frequency that vehicle is driven by the following conditions (a) to (d) is met Once (a) Engine idling period 20 seconds or more (b) Acceleration period: Duration that vehicle speed reaches to 70 km/ h (43.5 mph) Within 40 seconds (c) Intake air temperature: Duration that vehicle is driven by 65 to 70 km/h (40 to 43.5 mph) 30 seconds or more (d) Intake air temperature: Duration that vehicle speed drops to 3 km/h (2 mph) Within 35 seconds TYPICAL MALFUNCTION THRESHOLDS Case 1: ECT is between 35 and 60°C (95 and 140°F) Engine coolant temperature change after engine start Less than 3°C (5.4°F) Case 2: ECT is higher than 60°C (140°F) Engine coolant temperature change after engine start 1°C (1.8°F) or less COMPONENT OPERATING RANGE Engine coolant temperature Changing with the actual engine coolant temperature WIRING DIAGRAM Refer to DTC P0115 (see page ES-92). INSPECTION PROCEDURE 1 READ OUTPUT DTC (a) Connect an intelligent tester to the DLC3. (b) Turn the power switch on (IG) and turn the tester on. (c) Select the following menu items: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. ES ES–106 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (d) Read DTCs. Result Display (DTC Output) Proceed To P0116 A P0116 and other DTCs B B GO TO RELEVANT DTC CHART A 2 ES INSPECT THERMOSTAT (a) Remove the thermostat (see page CO-14). (b) Measure the valve opening temperature of the thermostat. Standard temperature: 80°C to 84°C (176°F to 183°F) HINT: In addition to the above check, confirm that the valve is completely closed when the temperature is below the standard. (c) Reinstall the thermostat (see page CO-16). NG REPLACE THERMOSTAT OK REPLACE ENGINE COOLANT TEMPERATURE SENSOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–107 DTC P0120 Throttle Pedal Position Sensor / Switch "A" Circuit Malfunction DTC P0122 Throttle / Pedal Position Sensor / Switch "A" Circuit Low Input DTC P0123 Throttle / Pedal Position Sensor / Switch "A" Circuit High Input DTC P0220 Throttle / Pedal Position Sensor / Switch "B" Circuit DTC P0222 Throttle / Pedal Position Sensor / Switch "B" Circuit Low Input DTC P0223 Throttle / Pedal Position Sensor / Switch "B" Circuit High Input DTC P2135 Throttle / Pedal Position Sensor / Switch "A" / "B" Voltage Correlation DESCRIPTION HINT: • This electrical throttle system does not use a throttle cable. • This is the troubleshooting procedure of the throttle position sensor. The throttle position sensor is mounted on the throttle body and it has 2 sensor terminals to detect the throttle opening angle and malfunction of the throttle position sensor itself. The voltage applied to terminals VTA and VTA2 of the ECM changes between 0 V and 5 V in proportion to the opening angle of the throttle valve. The VTA is a signal to indicate the actual throttle valve opening angle which is used for the engine control, and the VTA2 is a signal to indicate the information about the opening angle which is used for detecting malfunction of the sensor. The ECM judges the current opening angle of the throttle valve from these signals input from terminals VTA and VTA2, and the ECM controls the throttle motor to make the throttle valve angle properly in response to the driving condition. When malfunction is detected, the throttle valve is locked at a certain opening angle. Also, the whole electronically controlled throttle operation is canceled until the system returns to normal and the power switch is turned OFF. ES ES–108 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM *2 *1 Movable Range Movable Range Usable Range Usable Range *1 *2 E2 ES VTA2 VTA1 VC Throttle Position Sensor Output Voltage (V) 5 *1 *3 *2 VTA2 2.40 1.5 VTA1 0.81 0 Fail Safe Angle 21 70 Usable Range 125 Throttle Valve Opening Angle (deg.) *1: Throttle Valve Fully Closed (13.5°), VTA1 is 0% *2: Throttle Valve Fully Open (97.5°), VTA1 is approximately 0% *3: Fail Safe Angle (16.5°), VTA1 is 3.5% Note: Throttle valve opening angle detected by the sensor terminal of VTA is expressed as percentage. A071013E01 DTC No. DTC Detection Condition Trouble Area - Conditions of DTC P0120, P0122, P0123, P0220, P0222 or P0223 continues for 2 seconds or more when Idle is ON - P0120 Detection conditions for DTCs P0122 and P0123 are not satisfied but condition (a) is satisfied (a) VTA is 0.2V or less, or 4.535 V or more • • • Open or short in throttle position sensor circuit Throttle position sensor ECM P0122 VTA is 0.2 V or less • • • Short in throttle position sensor circuit Throttle position sensor ECM P0123 VTA is 4.535 V or more • • • Open in throttle position sensor circuit Throttle position sensor ECM P0220 Detection conditions for DTCs P0222 and P0223 are not satisfied but condition satisfied VTA2 is 1.75 V or less, or VTA2 is 4.8 V or more • Open or short in throttle position sensor circuit Throttle position sensor ECM • • 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–109 DTC No. DTC Detection Condition Trouble Area P0222 VTA2 is 1.75 V or less • • • Short in throttle position sensor circuit Throttle position sensor ECM P0223 VTA2 is 4.8 V or more when VTA is 0.2 or more and 2.02 V or less • • • Open in throttle position sensor circuit Throttle position sensor ECM P2135 Condition (a) continues for 0.5 seconds or more, or condition (b) continues for 0.4 seconds or more: (a) Difference between VTA and VTA2 is 0.02 V or less (b) VTA is 0.2 V or less and VTA2 is 1.75 V or less • Open or short in throttle position sensor circuit Throttle position sensor ECM • • HINT: ES DTC No. Main Trouble Area P0122 • • • • Throttle position sensor Open in VTA1 circuit VC circuit open (when the VC circuit is open, DTCs P0222 and P2135 are also output simultaneously) ECM P0123 • • • • • Throttle position sensor (built in throttle body) Open in VTA circuit Open in E2 circuit VC and VTA circuits are short-circuited ECM P0222 • • • Throttle position sensor Open in VTA2 circuit VC circuit open (when the VC circuit is open, DTCs P0122 and P2135 are also output simultaneously) P0223 • Throttle position sensor P2135 • • • VTA1 and VTA2 circuits are short-circuited Open in VC circuit Throttle position sensor NOTICE: When a malfunction is detected, the throttle valve is locked at a certain opening angle. Also, the whole electronically controlled throttle operation is canceled until the system returns to normal and the power switch is turned OFF. HINT: • After confirming DTCs, confirm condition of the throttle valve opening angle (THROTTLE POS) and the closed throttle position switch (THROTTLE POS #2) using the intelligent tester. • THROTTLE POS means the VTA1 signal (expressed as percentage), and THROTTLE POS#2 means the VTA2 signal (expressed as volts). Tester display Accelerator pedal released Accelerator pedal depressed THROTTLE POS 8 to 20% 64 to 96% THROTTLE POS #2 1.5 to 2.9 V 3.5 to 5.5 V MONITOR DESCRIPTION The ECM uses the throttle position sensor to monitor the throttle valve opening angle. (a) There is a specific voltage difference between VTA1 and VTA2 for each throttle opening angle. (b) VTA1 and VTA2 each have a specific voltage operating range. (c) VTA1 and VTA2 should never be close to the same voltage level. If the difference between VTA1 and VTA2 is incorrect (a), the ECM interprets this as a fault and will set a DTC. If VTA1 or VTA2 is out of the normal operating range (b), the ECM interprets this as a fault and will set a DTC. ES–110 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM If VTA1 is within 0.02 V of VTA2 (c), the ECM interprets this as a short circuit in the throttle position sensor system and will set a DTC. MONITOR STRATEGY ES Related DTCs P0120: Throttle position sensor (sensor 1) range check (fluttering) P0122: Throttle position sensor (sensor 1) range check (low voltage) P0123: Throttle position sensor (sensor 1) range check (high voltage) P0220: Throttle position sensor (sensor 2) range check (fluttering) P0222: Throttle position sensor (sensor 2) range check (low voltage) P0223: Throttle position sensor (sensor 2) range check (high voltage) P2135: Throttle position sensor range check (correlation) Required sensors/components Throttle position sensor Frequency of operation Continuous Duration 2 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None TYPICAL MALFUNCTION THRESHOLDS P0120: VTA1 voltage 0.2 V or less or 4.535 V or more P0122: VTA1 voltage 0.2 V or less P0123: VTA1 voltage 4.535 V or more P0220: VTA2 voltage 1.75 V or less or 4.8 V or more P0222: VTA2 voltage 1.75 V or less P0223: VTA2 voltage 4.8 V or more (VTA voltage is 0.2 and 2.02 V) P2135: Different between VTA1 and VTA2 voltage 0.02 V or less Both of the following conditions are met: (a) and (b) (a) VTA1 voltage 0.2 V or less (b) VTA2 voltage 1.75 V or less COMPONENT OPERATING RANGE Throttle position sensor VTA1 voltage 0.6 to 3.96 V Throttle position sensor VTA2 voltage 2.25 to 5.0 V ES–111 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM Throttle Position Sensor ECM VC VC Shielded VTA1 ES VTA VTA2 VTA2 E2 E2 E1 A127904E01 INSPECTION PROCEDURE HINT: • If DTCs related to different systems that have terminal E2 as the ground terminal are output simultaneously, terminal E2 may have an open circuit. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 INSPECT THROTTLE POSITION SENSOR (RESISTANCE) Component Side VTA2 VTA1 E2 T3 VC 4 3 2 1 Front View Throttle Position Sensor Connector (a) Disconnect the T3 throttle position sensor connector. (b) Measure the resistance between the terminals of the throttle position sensor. Standard resistance Tester Connection Specified Condition 1 (VC) - 4 (E2) 1.2 to 3.2 kΩ at 20°C (68°F) 2 (VTA1) - 4 (E2) 1.8 to 10.5 kΩ at 20°C (68°F) 3 (VTA2) - 4 (E2) 1.8 to 10.5 kΩ at 20°C (68°F) A054410E01 NG REPLACE THROTTLE W/MOTOR BODY ASSEMBLY ES–112 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK 2 CHECK HARNESS AND CONNECTOR (ECM - THROTTLE POSITION SENSOR) (a) Disconnect the T3 throttle position sensor connector. Wire Harness Side Front View T3 ES VC VTA1 VTA2 E2 Throttle Position Sensor Connector A061997E01 (b) Disconnect the ECM E4 connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E4 VC E2 VTA VTA2 ECM Connector A065743E69 Tester Connection Specified Condition T3-1 (VC) - E4-18 (VC) Below 1 Ω T3-2 (VTA1) - E4-32 (VTA) Below 1 Ω T3-3 (VTA2) - E4-31 (VTA2) Below 1 Ω T3-4 (E2) - E4-28 (E2) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition E4-18 (VC) - E4-28 (E2) 10 kΩ or higher E4-32 (VTA) - E4-28 (E2) 10 kΩ or higher E4-31 (VTA2) - E4-28 (E2) 10 kΩ or higher (d) Reconnect the ECM connector. NG REPAIR OR REPLACE HARNESS AND CONNECTOR OK 3 CHECK ECM (VC - E2) (a) Turn the power switch ON (IG). (b) Measure the voltage between terminals VC and E2 of the ECM connector. Standard voltage E4 VC (+) E2 (-) ECM Connector Tester Connection Specified Condition E4-18 (VC) - E4-28 (E2) 4.5 to 5.5 V NG A124045E05 REPLACE ECM 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–113 OK REPLACE THROTTLE W/MOTOR BODY ASSEMBLY ES ES–114 DTC 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P0121 Throttle / Pedal Position Sensor / Switch "A" Circuit Range / Performance Problem DESCRIPTION Refer to DTC P0120 (see page ES-100). HINT: This is the purpose of troubleshooting the throttle position sensor. DTC No. DTC Detection Condition Trouble Area P0121 Difference between VTA1 and VTA2 is out of threshold for 2 seconds • Throttle position sensor ES MONITOR DESCRIPTION The ECM uses the throttle position sensor to monitor the throttle valve opening angle. This sensor has two signals, VTA1 and VTA2. VTA1 is used to detect the throttle opening angle and VTA2 is used to detect malfunction in VTA1. There are several checks that the ECM confirms proper operation of the throttle position sensor and VTA1. There is a specific voltage difference between VTA1 and VTA2 for each throttle opening angle. If VTA1 or VTA2 is out of the normal operating range, the ECM interprets this as a fault and will set a DTC. If VTA1 is within 0.02 V of VTA2, the ECM interprets this as a short circuit in the throttle position sensor system and will set a DTC. If the voltage output difference of the VTA1 and VTA2 deviates from the normal operating range, the ECM interprets this as malfunction of the throttle position sensor. The ECM will turn on the MIL and a DTC is set. FAIL-SAFE If the Electronic Throttle Control System (ETCS) has malfunction, the ECM cuts off current to the throttle control motor. The throttle control valve returns to a predetermined opening angle (approximately 16°) by the force of the return spring. The ECM then adjusts the engine output by controlling the fuel injection (intermittent fuel-cut) and ignition timing in accordance with the accelerator pedal opening angle to enable the vehicle to continue to drive. If the accelerator pedal is depressed firmly and slowly, the vehicle can be driven slowly. If a "pass" condition is detected and then the power switch is turned OFF, the fail-safe operation will stop and the system will return to normal condition. MONITOR STRATEGY Related DTCs P0121: Throttle position sensor rationality Required sensors/components Throttle position sensor Frequency of operation Continuous Duration 2 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None VTA2 voltage Less than 4.6 V 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–115 TYPICAL MALFUNCTION THRESHOLDS Less than 0.8 V and more than 1.6 V Different between VTA1 and VTA2 [VTA1 - (VTA2 x 0.8 to 1.2)]* *: Corrected by learning value INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 ES CHECK ANY OTHER DTCS OUTPUT (a) Connect an intelligent tester to the DLC3. (b) Turn the power switch on (IG) and turn the tester on. (c) Select the following menu items: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (d) Read DTCs. Result Display (DTC output) Proceed To P0121 A P0121 and other DTCs B B A REPLACE THROTTLE W/MOTOR BODY ASSEMBLY GO TO RELEVANT DTC CHART ES–116 DTC 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P0125 Insufficient Coolant Temperature for Closed Loop Fuel Control DESCRIPTION Refer to DTC P0115 (see page ES-91). ES DTC No. DTC Detection Condition Trouble Area P0125 Engine coolant temperature hardly changes for 58 seconds after engine start (2 trip detection logic) • • • Cooling system Engine coolant temperature sensor Thermostat P0125 Engine coolant temperature hardly changes for 109 seconds after engine start (2 trip detection logic) • • • Cooling system Engine coolant temperature sensor Thermostat P0125 Engine coolant temperature hardly changes for 20 minutes after engine start (2 trip detection logic) • • • Cooling system Engine coolant temperature sensor Thermostat HINT: ECT represents engine coolant temperature, and IAT represents intake air temperature. MONITOR DESCRIPTION The engine coolant temperature (ECT) sensor is used to monitor the temperature of the engine coolant. The resistance of the sensor varies with the actual engine coolant temperature. The ECM applies voltage to the sensor and the varying resistance of the sensor causes the signal voltage to vary. The ECM monitors the ECT signal voltage after engine start-up. If, after sufficient time has passed, the sensor still reports that the engine is not warm enough for closed-loop fuel control, the ECM interprets this as a fault in the sensor or cooling system and sets a DTC. Example: The engine coolant temperature was 0°C (32°F) at engine start. After driving 5 minutes, the ECT sensor still indicates that the engine is not warm enough to begin the air-fuel ratio feedback control. The ECM interprets this as a fault in the sensor or cooling system and will set a DTC. MONITOR STRATEGY Related DTCs P0125 Required sensors/components (Main) Engine coolant temperature sensor, cooling system, thermostat Required sensors/components (Related) Cooling system, thermostat Frequency of operation Once per driving cycle Duration 58 seconds (Case 1) 109 seconds (Case 2) 1,200 seconds (Case 3) MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS Case 1 Monitor will run whenever these DTCs are not present P0100 - P0103 (MAF meter) P0110 - P0113 (IAT sensor) P0115 - P0118 (ECT sensor) Engine coolant or intake air temperature at engine start 1.66°C (35°F) or more Case 2 Monitor will run whenever these DTCs are not present P0100 - P0103 (MAF meter) P0110 - P0113 (IAT sensor) P0115 - P0118 (ECT sensor) Engine coolant or intake air temperature at engine start Between -9.5°C (15°F) and 1.66°C (35°F) 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–117 Case 3 Monitor will run whenever these DTCs are not present P0100 - P0103 (MAF meter) P0110 - P0113 (IAT sensor) P0115 - P0118 (ECT sensor) Engine coolant or intake air temperature at engine start Lower than -9.5°C (15°F) TYPICAL MALFUNCTION THRESHOLDS Engine coolant temperature Less than 10°C (50°F) WIRING DIAGRAM Refer to DTC P0115 (see page ES-92). ES INSPECTION PROCEDURE HINT: • If DTCs P0115, P0116, P0117, P0118 and P0125 are output simultaneously, engine coolant temperature sensor circuit may be open or short. Perform troubleshooting on DTC P0115, P0117 or P0118 first. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P0125) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs using the intelligent tester. Result Display (DTC output) Proceed to P0125 A P0125 and other DTCs B HINT: If any other codes besides P0125 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART A 2 INSPECT THERMOSTAT (a) Check the valve opening temperature of the thermostat. OK: Thermostat valve begins to open at temperature of 80 to 84°C (176 to 183°F) HINT: Also check that the valve is completely closed below temperature shown above. ES–118 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM NG REPLACE THERMOSTAT OK REPLACE ENGINE COOLANT TEMPERATURE SENSOR ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC ES–119 Coolant Thermostat (Coolant Temperature Below Thermostat Regulating Temperature) P0128 DESCRIPTION HINT: This is the purpose of detecting the "thermostat" malfunction. If the engine coolant temperature (ECT) does not reach 75°C (167°F) despite sufficient warm-up time has elapsed. DTC No. DTC Detection Condition Trouble Area P0128 Conditions (a), (b) and (c) are met: (a) Cold start (b) After sufficient warm-up time has elapsed (c) Engine coolant temperature is less than 75°C (167°F) • • • • Thermostat Cooling system Engine coolant temperature sensor ECM MONITOR DESCRIPTION 5 seconds Estimated ECT Threshold (75°C (167°F)) Indicated Engine Coolant Temperature Reading ECT Time DTC Set (after 2 Driving Cycles) A082385E13 The ECM estimates the engine coolant temperature (ECT) based on engine starting temperature, engine loads and engine speed. The ECM then compares the estimated ECT with the actual ECT. When the estimated ECT reaches 75°C (167°F), the ECM check the actual ECT. If the actual ECT is less than 75°C (167°F), the ECM will interpret this as a fault in thermostat or the engine cooling system and set a DTC. MONITOR STRATEGY Related DTCs P0128: Thermostat ES ES–120 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Required sensors/components Main: Engine coolant temperature sensor, engine cooling system, thermostat Related: Intake air temperature sensor, vehicle speed sensor Frequency of operation Once per driving cycle Duration 15 minutes MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present P0010 (VVT OCV) P0011 (VVT system 1 - Advance) P0012 (VVT system 1 - Retard) P0031, P0032 (A/F sensor heater - Sensor 1) P0100 - P0103 (MAF meter) P0110 - P0113 (IAT sensor) P0115 - P0118 (ECT sensor) P0125 (Insufficient ECT for closed loop) P0171, P0172 (Fuel system) P0300 - P0304 (Misfire) P0335 (CKP sensor) P0340, P0341 (CMP sensor) P0351-P0354 (Igniter) P0500 (VSS) P2196 (A/F sensor - Rationality) P2A00 (A/F sensor - Slow response) When one of the following condition 1 or 2 is met - 1. When all of the following conditions are met - ES Battery voltage 11 V or more Intake air temperature (at engine start) -10°C(14°F) or more, and 56°C (132.8°F) or less Engine coolant temperature (at engine start) -10°C(14°F) or more, and 56°C (132.8°F) or less ECT at engine start - IAT at engine start -15 to 7°C (-27 to 12.6°F) 2. When all of the following conditions are met - ECT at engine start - IAT at engine start Higher than 7°C (12.6°F) ECT at engine start 56°C (132.8°F) or lower IAT at engine start -10°C (14°F) or higher Accumulated time that vehicle speed is 128 km/h (80 mph) or more Less than 20 seconds TYPICAL MALFUNCTION THRESHOLDS (1) Estimated engine coolant temperature 75°C(167°F) or more (2) Estimated engine coolant temperature sensor output value Less than 75°C (167°F) Duration of both (1) and (2) 5 seconds or more COMPONENT OPERATING RANGE Engine coolant temperature sensor output value after warm-up MONITOR RESULT Refer to detailed information (see page ES-15). 75°C(167°F) or more 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–121 INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK COOLING SYSTEM (a) Check that there is a defect in the cooling system which causes overcooling, such as abnormal radiator fan operation, modified cooling system and so on. OK: There is no modification of cooling system. NG REPAIR OR REPLACE COOLING SYSTEM OK 2 INSPECT THERMOSTAT (a) Check the valve opening temperature of the thermostat. OK: Thermostat valve begins to open at temperature of 80 to 84°C (176 to 183°F). HINT: Also check the valve is completely closed below the temperature shown above. NG OK REPLACE ECM REPLACE THERMOSTAT ES ES–122 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0136 Oxygen Sensor Circuit Malfunction (Bank 1 Sensor 2) DTC P0137 Oxygen Sensor Circuit Low Voltage (Bank 1 Sensor 2) DTC P0138 Oxygen Sensor Circuit High Voltage (Bank 1 Sensor 2) DESCRIPTION ES The heated oxygen sensor is used to monitor oxygen concentration in the exhaust gas. For optimum catalytic converter operation, the air-fuel mixture must be maintained near the ideal "stoichiometric" ratio. The oxygen sensor output voltage changes suddenly in the vicinity of the stoichiometric ratio. The ECM adjusts the fuel injection time so that the air-fuel ratio is nearly stoichiometric ratio. When the air-fuel ratio becomes LEAN, the oxygen concentration in the exhaust gas increases. The heated oxygen sensor informs the ECM of the LEAN condition (low voltage, i.e. less than 0.45 V). When the air-fuel ratio is RICHER than the stoichiometric air-fuel ratio, the oxygen will be vanished from the exhaust gas. The heated oxygen sensor informs the ECM of the RICH condition (high voltage, i.e. more than 0.45 V). The heated oxygen sensor includes a heater which heats the zirconia element. The heater is controlled by the ECM. When the intake air volume is low (the temperature of the exhaust gas is low), current flows to the heater in order to heat the sensor for the accurate oxygen concentration detection. Atmospheric Air Output Voltage Ideal Air-fuel Mixture Housing Solid Electrolyte (Zirconia Element) Platinum Electrode Heater Coating (Ceramic) Cover Richer - Air-fuel Ratio - Leaner Exhaust Gas A088111E02 DTC No. DTC Detection Condition Trouble Area P0136 • • • Problem in heated oxygen sensor voltage Heated oxygen sensor impedance is too low • • • • Heated oxygen sensor (bank 1 sensor 2) circuit Heated oxygen sensor (bank 1 sensor 2) Heated oxygen sensor heater (bank 1 sensor 2) A/F sensor (bank 1 sensor 1) A/F sensor heater 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC No. DTC Detection Condition Trouble Area P0137 • • • Heated oxygen sensor impedance is too high Problem in heated oxygen sensor output (low voltage side) • • • • P0138 • Problem in heated oxygen sensor output (high voltage side) • • • • • ES–123 Heated oxygen sensor (bank 1 sensor 2) circuit Heated oxygen sensor (bank 1 sensor 2) Heated oxygen sensor heater (bank 1 sensor 2) A/F sensor (bank 1 sensor 1) A/F sensor heater Heated oxygen sensor (bank 1 sensor 2) circuit Heated oxygen sensor (bank 1 sensor 2) Heated oxygen sensor heater (bank 1 sensor 2) A/F sensor (bank 1 sensor 1) A/F sensor heater ES MONITOR DESCRIPTION Active Air-Fuel Ratio Control Usually the ECM performs the air-fuel ratio control so that the A/F sensor output indicates a near stoichiometric air-fuel ratio. This vehicle includes "active air-fuel ratio control" besides the regular air-fuel ratio control. The ECM performs the "active air-fuel ratio control" to detect deterioration in a catalyst and the heated oxygen sensor malfunction. (Refer to the diagram below) The "Active air-fuel ratio control" is performed for approximately 15 to 20 seconds during a vehicle driving with a warm engine. Under the "active air-fuel ratio control", the air-fuel ratio is forcibly regulated to go LEAN or RICH by the ECM. If the ECM detects malfunction, it is recorded in the following DTCs: DTC P0136 (Abnormal Voltage Output), DTC P0137 (Circuit Open) and P0138 (Circuit Short). Abnormal Voltage Output of Heated Oxygen Sensor (DTC P0136) As the ECM is performing the "active air-fuel ratio control", the air-fuel ratio is forcibly regulated to go RICH or LEAN. If the sensor is not functioning properly, the voltage output variation is smaller. Under the "active air-fuel ratio control", if the maximum voltage output of the heated oxygen sensor is less than 0.59 V, or the minimum voltage output is 0.25 V or more, the ECM determines that it is abnormal voltage output of the sensor (DTC P0136). HEATED OXYGEN SENSOR CIRCUIT MALFUNCTION (P0136: ABNORMAL VOLTAGE) 15 to 20 seconds Performing Active air-fuel ratio control OFF Normal 0.59 V Heated oxygen sensor voltage Abnormal 0.25 V A076837E06 Oxygen Storage Capacity Detection in the Heated Oxygen Sensor Circuit (P0136, P0137 or P0138) ES–124 ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Under "active air-fuel ratio control", the ECM calculates the Oxygen Storage Capacity (OSC)* in the catalyst by forcibly regulating the air-fuel ratio to go RICH (or LEAN). If the heated oxygen sensor has an open or short, or the voltage output by the sensor noticeably decreases, the OSC will indicate extraordinary high value. Even if the ECM attempts to continue regulating the air-fuel ratio to go RICH (or LEAN), the heated oxygen sensor output does not change. When the value of OSC calculated by the ECM reaches 1.2 gram under the active air-fuel ratio control, although the targeted air-fuel ratio is RICH but the voltage output of the heated oxygen sensor is 0.25 V or less (LEAN), the ECM determines that it is an abnormal low voltage (DTC P0137). Also, the targeted airfuel ratio is LEAN but the voltage output is 0.59 V or more (RICH), it is determined that the voltage output of the sensor is abnormally high (DTC P0138). In addition to the OSC detection, if the fluctuation of the sensor voltage output is in a specific narrow range (more than 0.25 V and less than 0.59) despite the ECM ordering the air-fuel ratio to go RICH or LEAN while the OSC is above 1.2 gram, the ECM interprets this as a malfunction in the heated oxygen sensor circuit (DTC P0136). *Oxygen Storage Capacity (OSC): A catalyst has a capability for storing oxygen. The OSC and the emission purification capacity of the catalyst are mutually related. The ECM judges if the catalyst has deteriorated based on the calculated OSC value (see page ES-177). HEATED OXYGEN SENSOR CIRCUIT LOW VOLTAGE (P0137: OPEN) Active air-fuel ratio control Oxygen storage capacity Target air-fuel ratio Heated oxygen sensor voltage 15 to 20 seconds Performing OFF 0g Stoichiometric 1.2 g RICH Normal 0.25 V Abnormal HEATED OXYGEN SENSOR CIRCUIT HIGH VOLTAGE (P0138: SHORT) Performing Active air-fuel ratio control OFF Oxygen storage capacity 0g Target air-fuel ratio Heated oxygen sensor voltage Stoichiometric 1.2 g LEAN Abnormal 0.59 V A092775E01 HINT: DTC P0138 is also set if the voltage output from the heated oxygen sensor is more than 1.2 V for 10 seconds or more. Heated oxygen sensor impedance 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–125 Interrelation between temperature of element and impedance: (Ω) 15,000 DTC Detection Area 1,000 100 10 5 300 400 500 600 700 800 (572) (752) (932)(1,112)(1,292)(1,472) °C (°F) A076841E05 During normal feedback control of the air-fuel ratio, there are small variations in the exhaust gas oxygen concentration. In order to continuously monitor the slight variation of the signal from the oxygen sensor while the engine is running, the impedance* of the sensor is measured by the ECM. The ECM detects that there is malfunction in the sensor when the measured impedance deviates from the standard range. *: The effective resistance in an alternating current electrical circuit. HINT: • The impedance can not be measured with an ohmmeter. • DTC P0136 indicates deterioration of the heated oxygen sensor. The ECM sets the DTC by calculating the impedance of the sensor after the typical enabling conditions are satisfied (2 driving-cycles). • DTC P0137 indicates an open or short circuit in the heated oxygen sensor system (2 driving-cycles). The ECM sets this DTC when the impedance of the sensor exceeds the threshold 15 kΩ. MONITOR STRATEGY Case 1: Output voltage (Active A/F control method) Related DTCs P0136 Required sensors/components (main) Heated oxygen sensor (bank 1 sensor 2) Required sensors/components (related) A/F sensor Frequency of operation Once per driving cycle Duration 20 seconds MIL operation 1 driving cycles Sequence of operation None Case 2: Low impedance Related DTCs P0136 Required sensors/components (main) Heated oxygen sensor (bank 1 sensor 2) Required sensors/components (related) None Frequency of operation Continuously Duration 30 seconds MIL operation 2 driving cycles Sequence of operation None Case 3: High impedance Related DTCs P0137 Required sensors/components (main) Heated oxygen sensor (bank 1 sensor 2) Required sensors/components (related) None Frequency of operation Continuously Duration 155 seconds ES ES–126 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MIL operation 2 driving cycles Sequence of operation None Case 4: Low voltage (Active A/F control method) ES Related DTCs P0137 Required sensors/components (main) Heated oxygen sensor (bank 1 sensor 2) Required sensors/components (related) A/F sensor Frequency of operation Once per driving cycle Duration 20 seconds MIL operation 1 driving cycles Sequence of operation None Case 5: High voltage (Active A/F control method) Related DTCs P0138 Required sensors/components (main) Heated oxygen sensor (bank 1 sensor 2) Required sensors/components (related) A/F sensor Frequency of operation Once per driving cycle Duration 20 seconds MIL operation 1 driving cycles Sequence of operation None Case 6: High voltage Related DTCs P0138 Required sensors/components (main) Heated oxygen sensor (bank 1 sensor 2) Required sensors/components (related) None Frequency of operation Continuously Duration 10 seconds MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS Monitor will run whenever these DTCs are not present P0031, P0032 (A/F sensor heater - Sensor 1) P0037, P0038 (O2 sensor heater - Sensor 2) P0100 - P0103 (MAF meter) P0110 - P0113 (IAT sensor) P0115 - P0118 (ECT sensor) P0120 - P0223, P2135 (TP sensor) P0125 (Insufficient ECT for closed loop) P0171, P0172 (Fuel system) P0300 - P0304 (Misfire) P0335 (CKP sensor) P0340, P0341 (CMP sensor) P0442 - P0456 (EVAP system) P0500 (VSS) P2196 (A/F sensor - Rationality) P2A00 (A/F sensor - Slow response) Case 1: Output voltage (Active A/F control method) Active A/F control Executing Active A/F control begins when the following conditions are met - Battery voltage 11.5 V or higher Engine coolant temperature 75°C (167°F) or higher Idle OFF Engine speed Less than 3,200 rpm A/F sensor status Activated Duration after fuel-cut: OFF 10 seconds or more 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Engine load ES–127 10 to 70% Case 2: Low impedance Estimated sensor temperature Lower than 750°C (1,382°F) Case 3: High impedance Estimated sensor temperature 450°C (842°F) or higher Intake air amount More than 0 g/sec. Case 4: Low voltage (Active A/F control method) Same as case 1 Case 5: High voltage (Active A/F control method) Same as case 1 ES Case 6: High voltage Engine Running Battery voltage 10.5 V or higher TYPICAL MALFUNCTION THRESHOLDS Case 1: Output voltage (Active A/F control method) Either of the following conditions 1 or 2 set - 1. All of following conditions (a), (b) and (c) set - (a) Commanded air-fuel ratio 14.3 or less (b) Sensor voltage 0.25 to 0.59 V (c) OSC (Oxygen Storage Capacity of catalyst) 1.2 g or more 2. All of following conditions (d), (e) and (f) set - (d) Commanded air-fuel ratio 14.9 or more (e) Rear HO2S voltage 0.25 to 0.59 V (f) OSC (oxygen storage capacity of catalyst) 1.2 g or more Case 2: Low impedance Sensor impedance Less than 5 Ω Case 3: High impedance Sensor impedance 15,000 Ω or higher Case 4: Low voltage (Active A/F control method) All of following conditions (a), (b) and (c) set - (a) Commanded air-fuel ratio 14.3 or less (b) Sensor voltage Less than 0.25 V (c) OSC (Oxygen Storage Capacity of catalyst) 1.2 g or more Case 5: High voltage (Active A/F control method) All of following conditions (d), (e) and (f) set - (d) Commanded air-fuel ratio 14.9 or more (e) Sensor voltage More than 0.59 V (f) OSC (Oxygen Storage Capacity of catalyst) 1.2 g or more Case 6: High voltage Sensor voltage MONITOR RESULT Refer to detailed information (see page ES-15). 1.2 V or more ES–128 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM ECM MREL Integration Relay Heated Oxygen Sensor (Bank 1 Sensor 2) ES EFI M EFI +B HT1B HT Shielded E OX OX1B P/I E2 MAIN E1 A127905E01 CONFIRMATION DRIVING PATTERN 1. For DTC P0136 and P0137 HINT: Performing this confirmation pattern will activate the DTC detection (P0136) of the ECM. This is very useful for verifying the completion of a repair. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–129 88 km/h (55 mph) (under 3,200 rpm) 70 km/h (44 mph) (over 1,100 rpm) Warm up time Idling Power Switch OFF (Idle speed) ES 5 to 10 minutes A092806E04 (a) Clear the DTCs (see page ES-29). (b) Put the engine in inspection mode (see page ES-1). (c) Start the engine and warm it up with all the accessory switches OFF. (d) Deactivate the inspection mode and drive the vehicle at 70 to 112 km/h (44 to 70 mph) for 5 to 10 minutes. (e) Read DTCs. NOTICE: • If the conditions in this test are not strictly followed, no malfunction will be detected. If you do not have the intelligent tester, turn the power switch OFF after performing steps (c) and (e), then perform step (d) again. • Do not drive the vehicle without deactivating inspection mode, otherwise damaging the transaxle may result. 2. For DTC P0138 HINT: Performing this confirmation pattern will activate the DTC detection (P0138) of the ECM. This is very useful for verifying the completion of a repair. Engine Speed Idling (b) (a) 1 minute Time A076853E01 (a) Clear the DTCs (see page ES-29). (b) Put the engine in inspection mode (see page ES-1). (c) Start the engine and let the engine idle for 1 minute. (e) Read DTCs. NOTICE: If the conditions in this test are not strictly followed, no malfunction will be detected. ES–130 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P0136, P0137 AND/OR P0138) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result ES Display (DTC output) Proceed to P0136, P0137 and/or P0138 A P0136, P0137 and/or P0138, and other DTCs B HINT: If any other codes besides P0136, P0137 and/or P0138 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART A 2 PERFORM ACTIVE TEST BY INTELLIGENT TESTER (A/F CONTROL) HINT: Malfunctioning areas can be found by performing the ACTIVE TEST / A/F CONTROL operation. The A/F CONTROL operation can determine if the A/F sensor, heated oxygen sensor or other potential trouble area are malfunctioning or not. (a) Perform A/F CONTROL operation using the intelligent tester. HINT: The A/F CONTROL operation lowers the injection volume 12.5% or increases the injection volume 25%. (1) Connect the intelligent tester to the DLC3. (2) Turn the power switch ON (IG). (3) Put the engine in inspection mode (see page ES-1). (4) Warm up the engine by running the engine at 2,500 rpm, depressing the accelerator pedal more than 60% for approximately 90 seconds. (5) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / A/F CONTROL. (6) Perform the A/F CONTROL operation with the engine in an idle condition (press the right or left button). ES–131 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Result: A/F sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: Less than 3.0 V -12.5% → lean output: More than 3.35 V Heated oxygen sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: More than 0.55 V -12.5% → lean output: Less than 0.4 V NOTICE: The A/F sensor output has a few seconds of delay and the heated oxygen sensor output has about 20 seconds of delay at maximum. Case A/F Sensor (Sensor 1) Output Voltage Main Suspected Trouble Area HO2 Sensor (Sensor 2) Output Voltage Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage More than 0.55 V Less than 0.4 V Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Output Voltage More than 0.55 V Less than 0.4 V Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage Almost no reaction Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Output Voltage Almost no reaction - 1 2 3 4 • • • A/F sensor A/F sensor heater A/F sensor circuit • • • HO2 sensor HO2 sensor heater HO2 sensor circuit • • • Fuel Injector Fuel pressure Gas leakage from exhaust system (Airfuel ratio extremely or lean rich) The following A/F CONTROL procedure enables the technician to check and graph the voltage output of both A/F sensor and heated oxygen sensor. To display the graph, enter ACTIVE TEST/ A/F CONTROL / USER DATA, select "AFS B1S1 and O2S B1S2" by pressing the "YES" button followed by the "ENTER" button and then the "F4" button. • A high A/F sensor voltage could be caused by a RICH airfuel mixture. Check the conditions that would cause the engine to run with the RICH air-fuel mixture. • A low A/F sensor voltage could be caused by a LEAN airfuel mixture. Check the conditions that would cause the engine to run with the LEAN air-fuel mixture. ES ES–132 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Result Output voltage of A/F sensor Output voltage of heated oxygen sensor Proceed to OK OK A NG OK B OK NG C NG NG D B GO TO DTC P2238 C D ES Go to step 5 GO TO DTC P0171 A 3 PERFORM CONFIRMATION DRIVING PATTERN HINT: Clear all DTCs prior to performing the confirmation driving pattern. GO 4 READ OUTPUT DTCS (DTC P0136, P0137 AND/OR P0138 ARE OUTPUT AGAIN) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC output) Proceed to P0136, P0137 and/or P0138 A P0136, P0137 and/or P0138, and other DTCs B B A CHECK FOR INTERMITTENT PROBLEMS REPLACE HEATED OXYGEN SENSOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 5 ES–133 INSPECT HEATED OXYGEN SENSOR (HEATER RESISTANCE) (a) Disconnect the H13 heated oxygen sensor connector. (b) Measure the resistance between the terminals of the heated oxygen sensor connector. Standard resistance Component Side +B HT 2 H13 4 1 Front View 3 OX E Heated Oxygen Sensor Tester Connection Specified Condition H13-1 (HT) - H13-2 (+B) 11 to 16 Ωat 20°C (68°F) H13-1 (HT) - H13-4 (E) 10 kΩ or higher (c) Reconnect the heated oxygen sensor connector. A062378E36 NG REPLACE HEATED OXYGEN SENSOR OK 6 INSPECT INTEGRATION RELAY (EFI M RELAY) Integration Relay Connector IGCT HORN AM2 IG2 EFI EFI M Relay Detail Tester Connection Specified Condition 3K-1 - 3I-8 10 kΩ or higher 3K-1 - 3I-8 Below 1 Ω (Apply battery voltage to terminals 3I-6 and 3I-7) (c) Reinstall the integration relay. 6 3I 7 3I 8 3I 1 3K NG 8 3I 7 3I 6 3I 1 3K A082812E01 OK (a) Remove the integration relay from the engine room relay block. (b) Inspect the EFI M relay. Standard resistance REPLACE INTEGRATION RELAY ES ES–134 7 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK HARNESS AND CONNECTOR (HEATED OXYGEN SENSOR - ECM) (a) Disconnect the H13 heated oxygen sensor connector. Wire Harness Side Heated Oxygen Sensor Connector HT H13 OX Front View ES A079118E07 (b) Disconnect the E6 ECM connectors. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E6 Tester Connection HT1B OX1B ECM Connector Specified Condition H13-1 (HT) - E6-6 (HT1B) Below 1 Ω H13-3 (OX) - E6-22 (OX1B) Below 1 Ω Standard resistance (Check for short) A065748E30 Tester Connection Specified Condition H13-1 (HT) or E6-6 (HT1B) - Body ground 10 kΩ or higher H13-3 (OX) or E6-22 (OX1B) - Body ground 10 kΩ or higher (d) Reconnect the heated oxygen sensor connector. (e) Reconnect the ECM connector. Reference (Bank 1 Sensor 2 System Diagram) EFI M From Battery ECM Heated Oxygen Sensor HT1B Heater EFI OX1B Sensor Ground Duty Control Ground A073886E02 NG OK REPLACE HATED OXYGEN SENSOR REPAIR OR REPLACE HARNESS AND CONNECTOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0171 System Too Lean (Fuel Trim) DTC P0172 System Too Rich (Bank 1) ES–135 DESCRIPTION The fuel trim is related to the feedback compensation value, not to the basic injection time. The fuel trim includes the short-term fuel trim and the long-term fuel trim. The short-term fuel trim is the short-term fuel compensation used to maintain the air-fuel ratio at stoichiometric air-fuel ratio. The signal from the A/F sensor indicates whether the air-fuel ratio is RICH or LEAN compared to the stoichiometric air-fuel ratio. This variance triggers a reduction in the fuel volume if the air-fuel ratio is RICH, and an increase in the fuel volume if it is LEAN. The long-term fuel trim is the overall fuel compensation carried out in long-term to compensate for a continual deviation of the short-term fuel trim from the central value, due to individual engine differences, wear overtime and changes in the operating environment. If both the short-term fuel trim and the long-term fuel trim are LEAN or RICH beyond a certain value, it is detected as a malfunction and the MIL is illuminated and DTC is set. DTC No. DTC Detection Condition Trouble Area P0171 When air-fuel ratio feedback is stable after warming up engine, fuel trim is considerably in error on LEAN side (2 trip detection logic) • • • • • • • • • • • • • P0172 When air-fuel ratio feedback is stable after warming up engine, fuel trim is considerably in error on RICH side (2 trip detection logic) • • • • • • • • • • • Air induction system Injector blockage Mass air flow meter Engine coolant temperature sensor Fuel pressure Gas leakage in exhaust system Open or short in A/F sensor (bank 1, sensor 1) circuit A/F sensor (bank 1, sensor 1) A/F sensor heater (bank 1, sensor 1) EFI M relay PCV valve and hose PCV hose connection ECM Injector leak, blockage Mass air flow meter Engine coolant temperature sensor Ignition system Fuel pressure Gas leakage in exhaust system Open or short in A/F sensor (bank 1, sensor 1) circuit A/F sensor (bank 1, sensor 1) A/F sensor heater EFI M relay ECM HINT: • When DTC P0171 is recorded, the actual air-fuel ratio is on the LEAN side. When DTC P0172 is recorded, the actual air-fuel ratio is on the RICH side. • If the vehicle runs out of fuel, the air-fuel ratio is LEAN and DTC P0171 may be recorded. The MIL then illuminates. • If the total of the short-term fuel trim value and long-term fuel trim value is between +33% and -30% (engine coolant temperature is more than 75°C (167°F)), the system is functioning normally. ES ES–136 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MONITOR DESCRIPTION +35%: Threshold at LEAN 1.35 ES Fuel compensation amount 1.0 -30%: Threshold at RICH 0.65 A082386E27 Under closed-loop fuel control, fuel injection amount that deviates from the ECM's estimated fuel amount will cause a change in the long-term fuel trim compensation value. This long-term fuel trim is adjusted when there are persistent deviations in the short-term fuel trim values. And the deviation from the simulated fuel injection amount by the ECM affects a smoothed fuel trim learning value. The smoothed fuel trim learning value is the combination of smoothed short-term fuel trim (fuel feedback compensation value) and smoothed long-term fuel trim (learning value of the air-fuel ratio). When the smoothed fuel trim learning value exceeds the DTC threshold, the ECM interprets this as a fault in the fuel system and sets a DTC. Example: The smoothed fuel trim leaning value is more than +33% or less than -30%. The ECM interprets this as a failure in the fuel system. DTC P0171 indicates that the air-fuel mixture is extremely LEAN, and P0172 indicates extremely RICH. MONITOR STRATEGY Related DTCs P0171: Fuel system lean (bank 1) P0172: Fuel system rich (bank 1) Required sensors/components Main: A/F sensor Related: Engine coolant temperature sensor, mass air flow meter, crankshaft position sensor Frequency of operation Continuous Duration 10 seconds MIL operation 2 driving cycles Sequence of operation None 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–137 TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present P0010 (VVT OCV) P0011 (VVT system 1 - Advance) P0012 (VVT system 1 - Retard) P0031, P0032 (A/F sensor heater - Sensor 1) P0100 - P0103 (MAF meter) P0115 - P0118 (ECT sensor) P0120 - P0223, P2135 (TP sensor) P0125 (Insufficient ECT for closed loop) P0335 (CKP sensor) P0340, P0341 (CMP sensor) P0351-P0354 (Igniter) P0500 (VSS) Battery voltage 11 V or more Fuel system: Closed-loop More than 13 seconds One of the following condition is met: (a) or (b) (a) Engine speed Less than 1,100 rpm (b) Intake air amount per revolution 0.22 g/rev or more Warm-up condition enables air-fuel ratio learning control Conditions are met TYPICAL MALFUNCTION THRESHOLDS Following condition is continued for 3 seconds (a) or (b) (a) Smoothed fuel trim learning value (lean) 33% or more (b) Smoothed fuel trim learning value (rich) -30% or less WIRING DIAGRAM Refer to DTC P2195 (see page ES-347). INSPECTION PROCEDURE HINT: Malfunctioning areas can be found by performing the ACTIVE TEST / A/F CONTROL operation. The A/F CONTROL operation can determine if the A/F sensor, heated oxygen sensor or other potential trouble area are malfunctioning or not. (a) Perform the ACTIVE TEST A/F CONTROL operation. HINT: The A/F CONTROL operation lowers the injection volume 12.5% or increases the injection volume 25%. (1) Connect the intelligent tester to the DLC3. (2) Turn the power switch ON (IG). (3) Put the engine in inspection mode (see page ES-1). (4) Warm up the engine by running the engine at 2,500 rpm, depressing the accelerator pedal more than 60% for approximately 90 seconds. (5) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / A/F CONTROL. (6) Perform the A/F CONTROL operation with the engine in an idle condition (press the right or left button). Result: A/F sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: Less than 3.0 V -12.5% → lean output: More than 3.35 V Heated oxygen sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: More than 0.55 V -12.5% → lean output: Less than 0.4 V ES ES–138 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM NOTICE: The A/F sensor output has a few seconds of delay and the heated oxygen sensor output has about 20 seconds of delay at maximum. Case A/F Sensor (Sensor 1) Output Voltage Main Suspected Trouble Area HO2 Sensor (Sensor 2) Output Voltage Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage More than 0.55 V Less than 0.4 V Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Output Voltage More than 0.55 V Less than 0.4 V Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage Almost no reaction Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Output Voltage Almost no reaction - 1 ES 2 3 4 • • • A/F sensor A/F sensor heater A/F sensor circuit • • • HO2 sensor HO2 sensor heater HO2 sensor circuit • • • Fuel Injector Fuel pressure Gas leakage from exhaust system (Airfuel ratio extremely or lean rich) The following A/F CONTROL procedure enables the technician to check and graph the voltage output of both A/F sensor and heated oxygen sensor. To display the graph, enter ACTIVE TEST/ A/F CONTROL/USER DATA, select "AFS B1S1 and O2S B1S2" by pressing the "YES" button followed by the "ENTER" button and then the "F4" button. HINT: • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. • A high A/F sensor voltage could be caused by a RICH air-fuel mixture. Check the conditions that would cause the engine to run with the RICH air-fuel mixture. • A low A/F sensor voltage could be caused by a LEAN air-fuel mixture. Check the conditions that would cause the engine to run with the LEAN air-fuel mixture. 1 CHECK AIR INDUCTION SYSTEM (a) Check for vacuum leaks in the air induction system. OK: No vacuum leakage. NG REPAIR OR REPLACE AIR INDUCTION SYSTEM 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–139 OK 2 CHECK CONNECTION OF PCV HOSE OK: PCV hose is connected correctly and PCV hose is not damaged. NG REPAIR OR REPLACE PCV HOSE OK 3 INSPECT FUEL INJECTOR ASSEMBLY (INJECTION AND VOLUME) OK: Injection volume: 36 to 46 cm3 (2.1 to 2.8 cu in.) per 15 seconds. NG REPLACE FUEL INJECTOR ASSEMBLY OK 4 INSPECT MASS AIR FLOW METER Air E2 VG THA +B E2G 5 4 3 2 1 30 20 0.1 Specified Condition 3 (VG) - 2 (E2G) Sensor output voltage fluctuates between 0.3 V and 4.8 V (c) Inspect the resistance. (1) Measure the resistance between the terminals of the mass air flow meter. Standard resistance Acceptable 1 0.5 0.3 0.2 Tester Connection Resistance kΩ 10 5 3 2 (a) Remove the mass air flow meter. (b) Inspect the output voltage. (1) Apply battery voltage across terminals +B and E2G. (2) Connect the positive (+) tester probe to terminal VG, and negative (-) tester probe to terminal E2G. (3) Blow air into the mass air flow meter, and check that the voltage fluctuates. Standard voltage Tester Connection Specified Condition 4 (THA) - 5 (E2) 13.6 to 18.4 kΩ at -20°C (-4°F) 4 (THA) - 5 (E2) 2.21 to 2.69 kΩ at 20°C (68°F) 4 (THA) - 5 (E2) 0.49 to 0.67 kΩ at 60°C (140°F) (d) Reinstall the mass air flow meter. Temperature °C (°F) NG 20 40 60 80 100 -20 0 (-4) (32) (68) (104) (140) (176) (212) A060548E05 REPLACE MASS AIR FLOW METER ES ES–140 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK 5 INSPECT ENGINE COOLANT TEMPERATURE SENSOR (RESISTANCE) (a) Remove the engine coolant temperature sensor. (b) Measure the resistance between the terminals of the engine coolant temperature sensor. Standard resistance Ohmmeter Resistance kΩ ES Acceptable Temperature °C (°F) A081700E08 Tester Connection Specified Condition 1-2 2 to 3 kΩ at 20°C (68°F) 1-2 0.2 to 0.4 kΩ at 80°C (176°F) NOTICE: When checking the engine coolant temperature sensor in water, be careful not to allow water to contact the terminals. After checking, dry the sensor. HINT: Alternate procedure: Connect an ohmmeter to the installed engine coolant temperature sensor and read the resistance. Use an infrared thermometer to measure the engine temperature in the immediate vicinity of the sensor. Compare these values to the resistance/temperature graph. Change the engine temperature (warm up or allow to cool down) and repeat the test. (c) Reinstall the engine coolant temperature sensor. NG REPLACE ENGINE COOLANT TEMPERATURE SENSOR OK 6 CHECK SPARK AND IGNITION OK: Sparks occurs. NG REPAIR OR REPLACE IGNITION SYSTEM COMPONENTS OK 7 CHECK FUEL PRESSURE OK: Fuel pressure: 304 to 343 kPa (3.1 to 3.5 kgf/cm2, 44 to 50 psi) NG OK REPAIR OR REPLACE FUEL SYSTEM 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 8 ES–141 CHECK FOR EXHAUST GAS LEAKAGE OK: No gas leak. NG REPAIR OR REPLACE EXHAUST GAS LEAKAGE POINT OK 9 READ VALUE OF INTELLIGENT TESTER (OUTPUT VOLTAGE OF AIR FUEL RATIO SENSOR [BANK 1 SENSOR 1]) (a) Connect the intelligent tester to the DLC 3. (b) Put the engine in inspection mode (see page ES-1). (c) Warm up the A/F sensors (bank 1 sensor 1) by running the engine at 2,500 rpm with the accelerator pedal depressed more than 60 % for approximately 90 seconds. (d) Read A/F sensor voltage output on the intelligent tester. (e) Enter the following menus: ENHANCED OBD II / SNAPSHOT / MANUAL SNAPSHOT / USER DATA. (f) Select "AFS B1 S1/ENGINE SPD" and press button "YES". (g) Monitor the A/F sensor voltage carefully. (h) Check the A/F sensor voltage output under the following conditions: (1) Put the engine in inspection mode and allow the engine to idle for 30 seconds. (2) Put the engine in inspection mode and running the engine at 2,500 rpm with the accelerator pedal depressed more than 60% (where engine RPM is not suddenly changed). (3) Deactivate the inspection mode and drive the vehicle with shift position "B" range. (4) Accelerate the vehicle to 70 km/h (44 mph) and quickly release the accelerator pedal so that the throttle valve is fully closed. CAUTION: • Strictly observe of posted speed limits, traffic laws, and road conditions when performing these drive patterns. • Do not drive the vehicle without deactivating inspection mode, otherwise damaging the transaxle may result. OK: Condition (1) and (2) Voltage changes in the vicinity of 3.3 V (between approximately 3.1 to 3.5 V) as shown in the illustration. Condition (4) A/F sensor voltage increases to 3.8 V or more during engine deceleration (when fuel cut) as shown in the illustration. ES ES–142 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Malfunction Condition Normal Condition (4) Approximately 4,000 rpm (2) 2,500 rpm (2) 2,500 rpm (1) Idle (1) Idle (1) Idle (1) Idle Engine RPM ES (4) Approximately 4,000 rpm Engine RPM "Condition (3)" 3.8 V or More A/F Sensor Voltage A/F Sensor Voltage Fuel Cut Fuel Cut "Condition (1), (2)" Change in the vicinity of approximately 3.3 V When A/F sensor circuit is malfunctioning, voltage output does not change A072304E10 HINT: • Whenever the output voltage of the A/F sensor remains at approximately 3.3 V (see diagram Malfunction Condition) under any condition as well as the above conditions, the A/ F sensor may have an open-circuit. (This will happen also when the A/F sensor heater has an open-circuit.) • Whenever the output voltage of the A/F sensor remains at a certain value of approximately 3.8 V or more, or 2.8 V or less (see diagram Malfunction Condition) under any condition as well as the above conditions, the A/F sensor may have a short-circuit. • The ECM will stop fuel injection (fuel cut) during engine deceleration. This will cause a LEAN condition and should result in a momentary increase in A/F sensor voltage output. • The ECM must establish a closed throttle position learned value to perform fuel cut. If the battery terminal was reconnected, the vehicle must be driven over 10 mph to allow the ECM to learn the closed throttle position. • When the vehicle is driven: The output voltage of the A/F sensor may be below 2.8 V during fuel enrichment. For the vehicle, this translates to a sudden increase in speed with the accelerator pedal fully depressed when trying to overtake another vehicle. The A/ F sensor is functioning normally. • The A/F sensor is a current output element, and therefore the current is converted into voltage inside the ECM. If measuring voltage at connectors of A/F sensor or ECM, you will observe a constant voltage. OK Go to step 17 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–143 NG 10 INSPECT AIR FUEL RATIO SENSOR (HEATER RESISTANCE) (a) Disconnect the A5 A/F sensor connector. (b) Measure the resistance between the terminals of the A/F sensor. Standard resistance Component Side A/F Sensor HT A5 +B AF- Tester Connection Specified Condition 1 (HT) - 2 (+B) 1.8 to 3.4 Ωat 20°C (68°F) (c) Reconnect the A/F sensor connector. AF+ A085152E55 NG REPLACE AIR FUEL RATIO SENSOR OK 11 INSPECT INTEGRATION RELAY (EFI M RELAY) Integration Relay Connector IGCT HORN AM2 IG2 EFI EFI M Relay Detail Tester Connection Specified Condition 3K-1 - 3I-8 10 kΩ or higher 3K-1 - 3I-8 Below 1 Ω (Apply battery voltage to terminals 3I-6 and 3I-7) (c) Reinstall the integration relay. 6 3I 7 3I 8 3I 1 3K NG 8 3I 7 3I 6 3I 1 3K A082812E01 OK (a) Remove the integration relay from the engine room relay block. (b) Inspect the EFI M relay. Standard resistance REPLACE INTEGRATION RELAY ES ES–144 12 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK HARNESS AND CONNECTOR (A/F SENSOR - ECM) (a) Disconnect the A5 A/F sensor connector. Wire Harness Side A5 Sensor 1 ES HT +B AF+ AF- Heated Oxygen Sensor Connector A085153E08 (b) Disconnect the E5 ECM connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E5 HA1A A1A- A1A+ ECM Connector A065745E71 Tester Connection Specified Condition A5-3 (AF+) - E5-23 (A1A+) Below 1 Ω A5-4 (AF-) - E5-22 (A1A-) Below 1 Ω A5-1 (HT) - E5-7 (HA1A) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition A5-3 (AF+) or E5-23 (A1A+) - Body ground 10 kΩ or higher A5-4 (AF-) or E5-22 (A1A-) - Body ground 10 kΩ or higher A5-1 (HT) or E5-7 (HA1A) - Body ground 10 kΩ or higher (d) Reconnect the A/F sensor connector. (e) Reconnect the ECM connector. Reference (Bank 1 Sensor 1 System Diagram) From Battery EFI EFI M ECM A/F Sensor HA1A Heater A1A+ Sensor A1A- Duty Control MREL B062793E19 NG REPAIR OR REPLACE HARNESS AND CONNECTOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–145 OK 13 REPLACE AIR FUEL RATIO SENSOR GO 14 PERFORM CONFIRMATION DRIVING PATTERN Vehicle Speed Idling ES (e) 70 to 120 km/h (44 to 75 mph) (d) Power Switch OFF (a), (b), (c) 2 minutes 5 to 10 minutes Time A079199E55 (a) Clear the DTCs (see page ES-29). (b) Connect the intelligent tester to the DLC3. (c) Switch the ECM from normal mode to check mode using the intelligent tester (see page ES-32). (d) Put the engine in inspection mode, and start the engine and warm it up with all the accessory switches OFF. (e) Deactivate inspection mode and drive the vehicle at 70 to 120 km/h (44 to 75 mph) and engine speed of 1,100 to 3,200 rpm for 5 to 10 minutes. HINT: If malfunction exists, the MIL will be illuminated during step (e). NOTICE: • If the conditions in this test are not strictly followed, no malfunction will be detected. If you do not have an intelligent tester, turn the power switch OFF after performing steps (d) and (e), then perform step (e) again. • Do not drive the vehicle without deactivating inspection mode, otherwise damaging the transaxle may result. GO 15 READ OUTPUT DTCS (SEE IF DTC P0171 AND/OR P0172 ARE OUTPUT AGAIN) (a) Connect the intelligent tester to the DLC3. ES–146 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (b) Turn the power switch ON (IG). (c) Turn the intelligent tester ON. (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs using the intelligent tester. Result Display (DTC Output) Proceed to No output A P0171 and/or P0172 B B ES REPLACE ECM AND PERFORM CONFIRMATION DRIVING PATTERN A 16 CONFIRM IF VEHICLE HAS RUN OUT OF FUEL IN PAST NO CHECK FOR INTERMITTENT PROBLEMS YES DTCS ARE CAUSED BY RUNNING OUT OF FUEL (DTCS P0171 AND/OR P0172) 17 PERFORM CONFIRMATION DRIVING PATTERN HINT: Clear all DTCs prior to performing the confirmation driving pattern. GO 18 READ OUTPUT DTCS (SEE IF DTC P0171 AND/OR P0172 ARE OUTPUT AGAIN) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs using the intelligent tester. Result Display (DTC Output) No output A P0171 and/or P0172 B B A Proceed to Go to step 22 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 19 ES–147 REPLACE AIR FUEL RATIO SENSOR GO 20 PERFORM CONFIRMATION DRIVING PATTERN HINT: Clear all DTCs prior to performing the confirmation driving pattern. GO 21 ES READ OUTPUT DTCS (SEE IF DTC P0171 AND/OR P0172 ARE OUTPUT AGAIN) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs using the intelligent tester. Result Display (DTC Output) Proceed to No output A P0171 and/or P0172 B B REPLACE ECM AND PERFORM CONFIRMATION DRIVING PATTERN A 22 CONFIRM IF VEHICLE HAS RUN OUT OF FUEL IN PAST NO YES DTCS ARE CAUSED BY RUNNING OUT OF FUEL CHECK FOR INTERMITTENT PROBLEMS ES–148 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0300 Random / Multiple Cylinder Misfire Detected DTC P0301 Cylinder 1 Misfire Detected DTC P0302 Cylinder 2 Misfire Detected DTC P0303 Cylinder 3 Misfire Detected DTC P0304 Cylinder 4 Misfire Detected ES DESCRIPTION When a misfire occurs in the engine, hydrocarbons (HC) enter the exhaust gas in high concentrations. If this HC concentration is high enough, there could be an increase in exhaust emissions levels. High concentrations of HC can also cause to temperature of the catalyst to increase, possibly damaging the catalyst. To prevent this increase in emissions and limit the possibility of thermal damage, the ECM monitors the misfire rate. When the temperature of the catalyst reaches a point of thermal degradation, the ECM will blink the MIL. For monitoring misfire, the ECM uses both the camshaft position sensor and the crankshaft position sensor. The camshaft position sensor is used to identify misfiring cylinders and the crankshaft position sensor is used to measure variations in the crankshaft rotation speed. The misfire counter increments when crankshaft rotation speed variations exceed threshold values. If the misfiring rate exceeds the threshold value and could cause emissions deterioration, the ECM illuminates the MIL. DTC No. DTC Detection Condition Trouble Area P0300 Misfiring of random cylinders is detected during any particular 200 or 1,000 revolutions 1 trip detection logic: MIL blinks 2 trip detection logic: MIL illuminates • • • • • • • • • • • • • • Open or short in engine wire harness Connector connection Vacuum hose connection Ignition system Injector Fuel pressure Mass air flow meter Engine coolant temperature sensor Compression pressure Valve clearance Valve timing PCV hose connection PCV hose ECM P0301 P0302 P0303 P0304 • • • • • • • • • • • • • • • Open or short in engine wire harness Connector connection Vacuum hose connection Ignition system Injector Fuel pressure Mass air flow meter Engine coolant temperature sensor Compression pressure Valve clearance Valve timing PCV hose connection PCV hose ECM • For any particular 200 revolutions of engine, misfiring is detected which can cause catalyst overheating (This causes MIL to blink) For any particular 1,000 revolutions of engine, misfiring is detected which causes a deterioration in emissions (2 trip detection logic) NOTICE: When several codes for a misfiring cylinder are recorded repeatedly but no random misfire code is recorded, it indicates that the misfires have been detected and recorded at different times. Reference: Inspection using oscilloscope ES–149 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM With the engine idling, check the waveform between terminals #10 to #40 and E01 of the ECM connectors. HINT: The correct waveform is as shown. Injector Signal Waveform Magnification 20 V/DIV. 20 V/DIV. ES GND GND 100 msec./DIV. (Idling) Injection Duration 1 msec./DIV. (Idling) A078423E05 MONITOR DESCRIPTION Camshaft position sensor Crankshaft position sensor (34 teen) ECM A083872E02 The ECM illuminates the MIL (2 trip detection logic) if: • The percent misfire exceeds the specified limit per 1,000 engine revolutions. One occurrence of excessive misfire during engine start will set the MIL. After engine start, four occurrences of excessive misfire set the MIL. The ECM blinks the MIL (immediately) if: • The threshold for percent of misfire causing catalyst damage is reached 1 time in 200 engine revolutions at a high rpm, and 3 times in 200 engine revolutions at a normal rpm. • The threshold for percent of misfire causing catalyst damage is reached. MONITOR STRATEGY Related DTCs 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 ES–150 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Required sensors/components Main: Camshaft position sensor, crankshaft position sensor Related: Engine coolant temperature sensor, intake air temperature sensor, throttle position sensor Frequency of operation Continuous Duration Every 1,000 revolutions: Every 200 revolutions: MIL operation 2 driving cycles: MIL ON Immediately: MIL blinking (catalyst deteriorating) Sequence of operation None TYPICAL ENABLING CONDITIONS ES Monitor runs whenever following DTCs not present P0100 - P0103 (MAF meter) P0110 - P0113 (IAT sensor) P0115 - P0118 (ECT sensor) P0120 - P0223, P2135 (TP sensor) P0125 (Insufficient ECT for closed loop) P0325 - P0328 (knock sensor) P0335 (CKP sensor) P0340 (CMP sensor) P0500 (VSS) Battery voltage 8 V or more Throttle position learning Completed VVT system Not operated by scan tool Engine RPM 850 to 5,300 rpm Both of following conditions 1 and 2 met - 1. Engine coolant temperature (ECT) -10°C (14°F) or more 2. Either of following conditions (a) or (b) met - (a) ECT at engine start More than -7°C (19°F) (b) ECT More than 20°C (68°F) Fuel cut OFF Monitor period of emission-related-misfire: First 1,000 revolution after engine start, or check mode Crankshaft 1,000 revolutions Except above Crankshaft 1,000 revolutions x 4 Monitor period of catalyst-damaged-misfire (MIL blinks): All of following conditions 1, 2 and 3 met Crankshaft 200 revolutions x 3 1. Driving cycles 1st 2. Check mode OFF 3. Engine RPM Less than 3,400 rpm Except above Crankshaft 200 revolutions TYPICAL MALFUNCTION THRESHOLDS Emission - related - misfire Misfire rate 2 % or more Catalyst - damage - misfire (MIL blinks) Number of misfire per 200 revolution MONITOR RESULT Refer to detailed information (see page ES-15). 108 or more (varies with intake air amount and RPM) ES–151 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM HINT: Refer to DTC P0351 (see page ES-171) for the wiring diagram of the ignition system. Engine Room Relay Block ECM No. 1 Injector #10 AM2 ES No. 2 Injector IG2 #20 No. 3 Injector #30 P/I No. 4 Injector MAIN IG2D #40 AM2 E01 Power Source Control ECU E02 A127906E01 CONFIRMATION DRIVING PATTERN (a) Connect the intelligent tester to the DLC3. (b) Record DTCs and the freeze frame data. (c) Switch the ECM from normal mode to check mode using the intelligent tester (see page ES-32). (d) Read the value on the misfire counter for each cylinder when idling. If the value is displayed on the misfire counter, skip the following procedure of confirmation driving. (e) Drive the vehicle several times with an engine speed (ENGINE SPD), engine load (CALC LOAD) and other data stored in the freeze frame data. If you have no intelligent tester, turn the power switch OFF after the symptom is simulated once. Then repeat the simulation process again. ES–152 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM NOTICE: In order to memorize the misfire DTCs, it is necessary to drive with MISFIRE RPM and MISFIRE LOAD in the DATA LIST for the period of time in the chart below. Take care not to turn the power switch OFF. Turning the power switch OFF switches the diagnosis system from check mode to normal mode and all DTCs, freeze frame data and other data are erased. ES Engine Speed Time Idling (Inspection mode) 3 minutes 30 seconds or more 1,000 rpm 3 minutes or more 2,000 rpm 1 minute 30 seconds or more 3,000 rpm 1 minute or more (f) Check if there is a misfire, DTC and the freeze frame data. Record DTCs, freeze frame data and misfire counter data. (g) Turn the power switch OFF and wait at least for 5 seconds. INSPECTION PROCEDURE HINT: • If DTCs besides misfire DTCs are memorized simultaneously, troubleshoot the non-misfire DTCs first. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. • If the misfire does not occur when the vehicle is brought to the workshop, the misfire can be confirmed by reproducing the condition of the freeze frame data. Also, after finishing repairs, confirm that there is no misfire (see confirmation driving pattern). • When either of SHORT FT #1 and LONG FT #1 in the freeze frame data is over the range of +-20%, there is a possibility that the air-fuel ratio is inclining either to RICH (-20% or less) or LEAN (+20% or more). • When COOLANT TEMP in the freeze frame data is less than 80°C (176°F), there is a possibility of misfire only during engine warm-up. • If the misfire cannot be reproduced, the reason may be because of the driving the vehicle with lack of fuel, use of improper fuel, a stain on the ignition plug, etc. • Be sure to check the value on the misfire counter after repairs. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO MISFIRE DTCS) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC output) Proceed to P0300, P0301, P0302, P0303 and/or P0304 A P0300, P0301, P0302, P0303 and/or P0304, and other DTCs B HINT: If any other codes besides P0300, P0301, P0302, P0303 or P0304 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–153 A 2 CHECK WIRE HARNESS, CONNECTOR AND VACUUM HOSE IN ENGINE ROOM (a) Check the connection conditions of the wire harness and connectors. (b) Check the vacuum hose piping for disconnection or breakage. OK: Connected correctly and no damage on wire harness. NG REPAIR OR REPLACE, THEN CONFIRM THAT THERE IS NO MISFIRE OK 3 CHECK CONNECTION OF PCV HOSE OK: PCV hose is connected correctly, and has no damage. NG REPAIR OR REPLACE PCV HOSE OK 4 READ VALUE OF INTELLIGENT TESTER (NUMBER OF MISFIRE CYLINDER) (a) (b) (c) (d) (e) (f) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Put the engine in inspection mode (see page ES-1). Start the engine. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / USER DATA / CYL#1 - CYL#4. (g) Read the number of misfire cylinders on the intelligent tester. Result High Misfire Rate Cylinder Proceed to 1 or 2 cylinders A More than 3 cylinders B B Go to step 15 A 5 CHECK SPARK PLUG AND SPARK OF MISFIRING CYLINDER (a) Remove the ignition coil. (b) Remove the spark plug. ES ES–154 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (c) Check the spark plug type. Recommended spark plug: DENSO made 0.7 to 0.8 mm ES B002101E03 SK16R11 (d) Check the spark plug electrode gap. Electrode gap: 0.7 to 0.8 mm (0.028 to 0.032 in.) Maximum electrode gap: 1.16 mm (0.046 in.) NOTICE: If adjusting the gap of a new spark plug, bend only the base of the ground electrode. Do not touch the tip. Never attempt to adjust the gap on the used plug. (e) Check the electrode for carbon deposits. (f) Perform a spark test. CAUTION: Absolutely disconnect the each injector connector. NOTICE: Do not crank the engine for more than 2 seconds. (1) Install the spark plug to the ignition coil, and connect the ignition coil connector. (2) Disconnect the injector connector. (3) Ground the spark plug. (4) Check if spark occurs while the engine is being cranked. OK: Spark jumps across electrode gap. (g) Reinstall the spark plug. (h) Reinstall the ignition coil. OK Go to step 8 NG 6 CHANGE NORMAL SPARK PLUG AND CHECK SPARK OF MISFIRING CYLINDER (a) Change to the normal spark plug. (b) Perform a spark test. CAUTION: Absolutely disconnect each injector connector. NOTICE: Do not crank the engine for more than 2 seconds. (1) Install the spark plug to the ignition coil, and connect the ignition coil connector. (2) Disconnect the injector connector. (3) Ground the spark plug. (4) Check if spark occurs while the engine is being cranked. OK: Spark jumps across electrode gap. OK NG REPLACE SPARK PLUG 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 7 ES–155 CHECK HARNESS AND CONNECTOR OF MISFIRING CYLINDER (IGNITION COIL - ECM) (a) Check the harness and connectors between the ignition coil and ECM (IGF terminal) connectors. E4 IGF ECM Connector (1) Disconnect the I1, I2, I3 or I4 ignition coil connector. (2) Disconnect the E4 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) Wire Harness Side Ignition Coil Connector I1 I2 I3 I4 IGf Front View ES A065743E75 Tester Connection Specified Condition I1-2 (IGf) - E4-23 (IGF) Below 1 Ω I2-2 (IGf) - E4-23 (IGF) Below 1 Ω I3-2 (IGf) - E4-23 (IGF) Below 1 Ω I4-2 (IGf) - E4-23 (IGF) Below 1 Ω A054393E49 Standard resistance (Check for short) Tester Connection Specified Condition I1-2 (IGf) or E4-23 (IGF) - Body ground 10 kΩ or higher I2-2 (IGf) or E4-23 (IGF) - Body ground 10 kΩ or higher I3-2 (IGf) or E4-23 (IGF) - Body ground 10 kΩ or higher I4-2 (IGf) or E4-23 (IGF) - Body ground 10 kΩ or higher (4) Reconnect the ignition coil connector. (5) Reconnect the ECM connector. (b) Check the harness and connectors between the ignition coil and ECM (IGT terminal) connectors. E4 IGT4 IGT3 IGT2 IGT1 ECM Connector A065743E76 ES–156 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (1) Disconnect the I1, I2, I3 or I4 ignition coil connector. (2) Disconnect the E4 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) Wire Harness Side Ignition Coil Connector I1 I2 I3 I4 IGt Front View Tester Connection Specified Condition I1-3 (IGt) - E4-8 (IGT1) Below 1 Ω I2-3 (IGt) - E4-9 (IGT2) Below 1 Ω I3-3 (IGt) - E4-10 (IGT3) Below 1 Ω I4-3 (IGt) - E4-11 (IGT4) Below 1 Ω A054393E50 Standard resistance (Check for short) ES Tester Connection Specified Condition I1-3 (IGt) or E4-8 (IGT1) - Body ground 10 kΩ or higher I2-3 (IGt) or E4-9 (IGT2) - Body ground 10 kΩ or higher I3-3 (IGt) or E4-10 (IGT3) - Body ground 10 kΩ or higher I4-3 (IGt) or E4-11 (IGT4) - Body ground 10 kΩ or higher (4) Reconnect the ignition coil connector. (5) Reconnect the ECM connector. OK REPLACE IGNITION COIL (THEN CONFIRM THAT THERE IS NO MISFIRE) NG REPAIR OR REPLACE HARNESS AND CONNECTOR 8 CHECK ECM TERMINAL OF MISFIRING CYLINDER (#10. #20. #30 OR #40 VOLTAGE) (a) Turn the power switch ON (IG). (b) Measure the voltage between the applicable terminals of the E4 ECM connector. Standard voltage E4 E01 #40 #30 #20 #10 ECM Connector A124045E06 Tester Connection Specified condition E4-2 (#10) - E4-7 (E01) 9 to 14 V E4-3 (#20) - E4-7 (E01) 9 to 14 V E4-4 (#30) - E4-7 (E01) 9 to 14 V E4-5 (#40) - E4-7 (E01) 9 to 14 V OK Go to step 11 NG 9 INSPECT FUEL INJECTOR RESISTANCE OF MISFIRING CYLINDER NG REPLACE FUEL INJECTOR ASSEMBLY 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–157 OK 10 CHECK HARNESS AND CONNECTOR OF MISFIRING CYLINDER (INJECTOR - ECM, INJECTOR - IG2 RELAY) (a) Check the harness and connectors between the injector connector and ECM connector. Wire Harness Side I5 I6 I7 I8 Front View ES Injector Connector A061031E10 (1) Disconnect the I5, I6, I7 or I8 injector connector. (2) Disconnect the E4 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E4 #40 #30 #20 #10 ECM Connector Tester Connection Specified Condition I5-2 (Injector) - E4-2 (#10) Below 1 Ω I6-2 (Injector) - E4-3 (#20) Below 1 Ω I7-2 (Injector) - E4-4 (#30) Below 1 Ω I8-2 (Injector) - E4-5 (#40) Below 1 Ω A065743E77 Standard resistance (Check for short) Tester Connection Specified Condition I5-2 (Injector) or E4-2 (#10) - Body ground 10 kΩ or higher I6-2 (Injector) or E4-3 (#20) - Body ground 10 kΩ or higher I7-2 (Injector) or E4-4 (#30) - Body ground 10 kΩ or higher I8-2 (Injector) or E4-5 (#40) - Body ground 10 kΩ or higher (4) Reconnect the injector connector. (5) Reconnect the ECM connector. (b) Check the harness and connectors between the injector connector and IG2 relay. (1) Disconnect the I5, I6, I7 or I8 injector connector. (2) Remove the integration relay from the engine room relay block. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 4 3I Engine Room Relay Block A082810E02 Tester Connection Specified Condition I5-1 (Injector) - 3I-4 (IG2 relay) Below 1 Ω I6-1 (Injector) - 3I-4 (IG2 relay) Below 1 Ω I7-1 (Injector) - 3I-4 (IG2 relay) Below 1 Ω I8-1 (Injector) - 3I-4 (IG2 relay) Below 1 Ω ES–158 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Standard resistance (Check for short) Tester Connection Specified Condition I5-1 (Injector) or 3I-4 (IG2 relay) Body ground 10 kΩ or higher I6-1 (Injector) or 3I-4 (IG2 relay) Body ground 10 kΩ or higher I7-1 (Injector) or 3I-4 (IG2 relay) Body ground 10 kΩ or higher I8-1 (Injector) or 3I-4 (IG2 relay) Body ground 10 kΩ or higher (4) Reconnect the injector connector. (5) Reinstall the integration relay connector. ES NG REPAIR OR REPLACE HARNESS AND CONNECTOR OK 11 INSPECT FUEL INJECTOR INJECTION AND VOLUME OF MISFIRING CYLINDER OK: Injection volume: 36 to 46 cm3 (2.1 to 2.8 cu in.) per 15 seconds. NG REPLACE FUEL INJECTOR ASSEMBLY OK 12 CHECK CYLINDER COMPRESSION PRESSURE OF MISFIRING CYLINDER OK: Compression pressure: 728 kPa (7.4 kgf/cm2, 106 psi) Minimum pressure: 537 kPa (5.4 kgf/cm2, 77 psi) NG REPAIR OR REPLACE OK 13 CHECK VALVE CLEARANCE OF MISFIRING CYLINDER OK: Valve clearance (cold): Intake: 0.17 to 0.23 mm (0.007 to 0.009 in.) Exhaust: 0.27 to 0.33 mm (0.011 to 0.013 in.) NG ADJUST VALVE CLEARANCE OK 14 SWITCH STEP BY NUMBER OF MISFIRE CYLINDER HINT: • If the "1 or 2 cylinders", proceed to A. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–159 • If the "more than 3 cylinders", proceed to B. B CHECK FOR INTERMITTENT PROBLEMS A 15 CHECK VALVE TIMING (CHECK FOR LOOSENESS OR A JUMPED TOOTH OF THE TIMING CHAIN) OK: The match marks of crankshaft pulley and camshaft pulley are aligning. NG ADJUST VALVE TIMING (REPAIR OR REPLACE TIMING CHAIN) OK 16 CHECK FUEL PRESSURE OK: Fuel pressure: 304 to 343 kPa (3.1 to 3.5 kgf/cm2, 44 to 50 psi) NG CHECK AND REPLACE FUEL PUMP, PRESSURE REGULATOR, FUEL PIPE LINE AND FILTER OK 17 READ VALUE OF INTELLIGENT TESTER (INTAKE AIR TEMPERATURE AND MASS AIR FLOW RATE) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Check the intake air temperature. (1) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / INTAKE AIR. (2) Read the value. Temperature: Equivalent to ambient air temperature. (e) Check the air flow rate. (1) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / MAF. (2) Read the value. OK Condition Air flow rate (g/sec.) Power switch ON (do not start engine) 0.0 Idling (Inspection mode) 3.2 to 4.7 Running without load (Inspection mode, engine speed of 2,500 rpm) 13.1 to 18.9 During vehicle running (Vehicle speed of more than 38 mph) Air flow rate fluctuates ES ES–160 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM NG REPLACE MASS AIR FLOW METER OK 18 INSPECT ENGINE COOLANT TEMPERATURE SENSOR (RESISTANCE) (a) Remove the engine coolant temperature sensor. (b) Measure the resistance between the terminals of the engine coolant temperature sensor. Standard resistance Ohmmeter Resistance kΩ ES Acceptable Temperature °C (°F) Tester Connection Specified Condition 1-2 2 to 3 kΩ at 20°C (68°F) 1-2 0.2 to 0.4 kΩ at 80°C (176°F) NOTICE: When checking the engine coolant temperature sensor in water, be careful not to allow water to contact the terminals. After checking, dry the sensor. HINT: Alternate procedure: Connect an ohmmeter to the installed engine coolant temperature sensor and read the resistance. Use an infrared thermometer to measure the engine temperature in the immediate vicinity of the sensor. Compare these values to the resistance/temperature graph. Change the engine temperature (warm up or allow to cool down) and repeat the test. A081700E08 NG REPLACE ENGINE COOLANT TEMPERATURE SENSOR OK 19 SWITCH STEP BY NUMBER OF MISFIRE CYLINDER HINT: • If the "1 or 2 cylinders", proceed to A. • If the "more than 3 cylinders", proceed to B. B A CHECK FOR INTERMITTENT PROBLEMS Go to step 5 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–161 DTC P0325 Knock Sensor 1 Circuit DTC P0327 Knock Sensor 1 Circuit Low Input (Bank 1 or Single Sensor) DTC P0328 Knock Sensor 1 Circuit High Input (Bank 1 or Single Sensor) DESCRIPTION A flat type knock sensor (non-resonant type) has the structure that can detect vibration in a wider band of the frequency from about 6 kHz to 15 kHz and has the following features. Knock sensors are fitted on the cylinder block to detect engine knocking. The knock sensor contains a piezoelectric element which generates voltage when it becomes deformed. The generation of the voltage occurs when the cylinder block vibrates due to the knocking. If the engine knocking occurs, in order to suppress it, the ignition timing is retarded. DTC No. DTC Detection Condition Trouble Area P0325 Knock sensor signal level remains at low for 1 second • • • Open or short in knock sensor circuit Knock sensor (under-torqued or looseness) ECM P0327 Output voltage of the knock sensor is less than 0.5 V • • • Short in knock sensor circuit Knock sensor ECM P0328 Output voltage of the knock sensor is more than 4.5 V • • • Open in knock sensor circuit Knock sensor ECM HINT: If the ECM detects the DTC P0325,P0327 and P0328, it enters fail-safe mode in which the corrective retarded angle value is set to its maximum value. Reference: Inspection by using an oscilloscope. KNK1 Signal Waveform 1V/ DIV. GND 1 msec./ DIV. A085286E02 (1) After warming up, run the engine at 2,500 rpm, check the waveform between terminals KNK1 and EKNK of the ECM connector. MONITOR DESCRIPTION The knock sensor, located on the cylinder block, detects spark knocks. When the spark knocks occur, the sensor picks-up vibrates in a specific frequency range. When the ECM detects the voltage in this frequency range, it retards the ignition timing to suppress the spark knock. The ECM also senses background engine noise with the knock sensor and uses this noise to check for faults in the sensor. If the knock sensor signal level is too low for more than 10 seconds, and if the knock sensor output voltage is out of the normal range, the ECM interprets this as a fault in the knock sensor and sets a DTC. ES ES–162 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MONITOR STRATEGY ES Related DTCs P0325: Knock sensor (bank 1) range check or rationality P0327: Knock sensor (bank 1) range check (low voltage) P0328: Knock sensor (bank 1) range check (high voltage) Required sensors/components (main) Main: Knock sensor Related: Crankshaft position sensor, Camshaft position sensor, Engine coolant temperature sensor, Mass air flow meter Frequency of operation Continuous Duration 1 second MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Battery voltage 10.5 V or more Time after engine start 5 seconds or more TYPICAL MALFUNCTION THRESHOLDS Case 1: P0325 Knock sensor voltage Less than 0.5 V and more than 4.5 V Case 2: P0327 Knock sensor voltage Less than 0.5 V Case 3: P0328 Knock sensor voltage More than 4.5 V ES–163 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM ECM Shielded 5V KNK1 Knock Sensor ES EKNK E1 A120241E01 INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 READ OUTPUT DTCS (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Clear the DTCs. (f) Put the engine in inspection mode (see page ES-1). (g) Warm up the engine. (h) Run the engine at 2,500 rpm for 10 seconds or more. (i) Read DTCs. Result Display (DTC output) Proceed to P0325 A P0325, P0327 and/or P0328 B ES–164 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Display (DTC output) Proceed to No output C B Go to step 3 C CHECK FOR INTERMITTENT PROBLEMS A 2 INSPECT KNOCK SENSOR (a) Check the knock sensor installation. OK: Torque: 20 N*m(204 kgf*cm, 15 ft.*lbf) ES NG SECURELY REINSTALL SENSOR OK REPLACE KNOCK SENSOR 3 CHECK HARNESS AND CONNECTOR (ECM - KNOCK SENSOR) (a) Disconnect the E5 ECM connector. (b) Measure the resistance between the terminals of the E5 ECM connector. Standard resistance E5 ECM Connector EKNK KNK1 A065745E45 Tester Connection Specified Condition E5-1 (KNK1) - E5-2 (EKNK) 120 to 280 kΩ at 20°C (68°F) (c) Reconnect the ECM connector. NG Go to step 5 OK 4 INSPECT ECM (KNK1 - EKNK VOLTAGE) (a) Disconnect the E5 ECM connector. (b) Turn the power switch ON (IG). (c) Measure the voltage between the terminals of the E5 ECM terminals. Standard voltage EKNK (-) KNK1 (+) ECM Connector A084937E03 Tester Connection Specified Condition E5-1 (KNK1) - E5-2 (EKNK) 4.5 to 5.5 V (d) NG Reconnect the ECM connector REPLACE ECM 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–165 OK CHECK FOR INTERMITTENT PROBLEMS 5 INSPECT KNOCK SENSOR (a) Remove the knock sensor. (b) Measure the resistance between the terminals. Standard resistance Ohmmeter Tester Connection Specified Condition K1-2 (KNK1) - K1-1 (EKNK) 120 to 280 kΩ at 20°C (68°F) (c) NG Reinstall the knock sensor. REPLACE KNOCK SENSOR A065174E11 OK REPAIR OR REPLACE HARNESS AND CONNECTOR ES ES–166 DTC 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P0335 Crankshaft Position Sensor "A" Circuit DESCRIPTION The crankshaft position sensor (CKP) system consists of a crankshaft position sensor plate and a pick-up coil. The sensor plate has 34 teeth and is installed on the crankshaft. The pick-up coil is made of an iron core and magnet. The sensor plate rotates and as each tooth passes through the pick-up coil, a pulse signal is created. The pick-up coil generates 34 signals per engine revolution. Based on these signals, the ECM calculates the crankshaft position and engine RPM. Using these calculations, the fuel injection time and ignition timing are controlled. DTC No. DTC Detection Condition Trouble Area P0335 No crankshaft position sensor signal to ECM (2 trip detection logic) • ES • • • Open or short in crankshaft position sensor circuit Crankshaft position sensor Signal plate (crankshaft) ECM Reference: Inspection using an oscilloscope. CH1 (G2) GND CH2 (NE) GND A083873E02 HINT: The correct waveform is as shown. Item Contents Terminal CH1: G2 - NECH2: NE+ - NE- Equipment Setting 5 V/DIV., 20 ms/DIV. Condition During cranking or idling MONITOR DESCRIPTION If there is no signal from the crankshaft sensor despite the engine revolving, the ECM interprets this as malfunction of the sensor. MONITOR STRATEGY Related DTCs P0335: Crankshaft position sensor range check or rationality Required sensors/components Crankshaft position sensor Frequency of operation Continuous Duration 4.7 seconds MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Power switch ON ES–167 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Engine rotating signal from HV ECU HV ECU judges that the engine is running TYPICAL MALFUNCTION THRESHOLDS Engine speed signal No signal for 4.7 seconds WIRING DIAGRAM ECM Camshaft Position Sensor Shielded G2 ES NECrankshaft Position Sensor Shielded NE+ E1 A127907E01 INSPECTION PROCEDURE HINT: • Perform troubleshooting on DTC P0335 first. If no trouble is found, troubleshoot the engine mechanical systems. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. • READ VALUE OF INTELLIGENT TESTER (a)Connect the intelligent tester to the DLC3. (b)Turn the power switch ON (IG). (c) Turn the intelligent tester ON. (d)Put the engine in inspection mode (see page ES-1). (e)Start the engine. (f) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY / ENGINE SPD. (g)Read the value. ES–168 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM • The engine speed can be observed in DATA LIST using the intelligent tester. If there is no NE signal from the crankshaft position sensor despite the engine revolving, the engine speed will be indicated as zero. If voltage output from the crankshaft position sensor is insufficient, the engine speed will be indicated as lower PRM (than the actual RPM). 1 INSPECT CRANKSHAFT POSITION SENSOR (RESISTANCE) (a) Disconnect the C7 crankshaft position sensor connector. (b) Measure the resistance between the terminals of the crankshaft position sensor connector. Standard resistance Component Side C7 ES Front View Crankshaft Position Sensor A078431E12 Tester Connection Specified Condition 1-2 985 to 1,600 Ω at cold 1-2 1,265 to 1,890 Ω at hot NOTICE: Terms "cold" and "hot" refer to the temperature of the sensor. "Cold" means approximately -10 to 50°C (14 to 122°F). "Hot" means approximately 50 to 100°C (122 to 212°F). (c) Reconnect the crankshaft position sensor connector. NG REPLACE CRANKSHAFT POSITION SENSOR OK 2 CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) Wire Harness Side (a) Disconnect the C7 crankshaft position sensor connector. Front View C7 NE+ NE- Crankshaft Position Sensor Connector A075251E04 (b) Disconnect the E4 ECM connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E4 NE+ NE- ECM Connector Tester Connection Specified Condition C7-1 (NE+) - E4-33 (NE+) Below 1 Ω C7-2 (NE-) - E4-34 (NE-) Below 1 Ω Standard resistance (Check for short) A065743E78 Tester Connection Specified Condition C7-1 (NE+) or E4-33 (NE+) - Body ground 10 kΩ or higher C7-2 (NE-) or E4-34 (NE-) - Body ground 10 kΩ or higher 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–169 (d) Reconnect the crankshaft position sensor connector. (e) Reconnect the ECM connector. NG REPAIR OR REPLACE HARNESS AND CONNECTOR OK 3 CHECK SENSOR INSTALLATION (CRANKSHAFT POSITION SENSOR) (a) Check that the crankshaft position sensor is properly installed. OK: Sensor is installed correctly. NG SECURELY REINSTALL SENSOR OK 4 CHECK CRANKSHAFT POSITION SENSOR PLATE (TEETH OF SENSOR PLATE [CRANKSHAFT]) (a) Check the teeth of the sensor plate. OK: No deformation on the teeth of sensor plate. NG OK REPLACE ECM REPLACE CRANKSHAFT POSITION SENSOR PLATE ES ES–170 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0340 Camshaft Position Sensor Circuit Malfunction DTC P0341 Camshaft Position Sensor "A" Circuit Range / Performance (Bank 1 or Single Sensor) DESCRIPTION ES The variable valve timing (VVT) sensor consists of a magnet, iron core and pickup coil. The variable valve (VV) signal plate has 3 teeth on its outer circumference and is installed on the camshaft. When the camshafts rotate, the protrusion on the signal plate and the air gap on the pickup coil change, causing fluctuations in the magnetic field and generating voltage in the pickup coil. This sensor monitors a timing rotor located on the camshaft and is used to detect an camshaft angle by the ECM. The camshaft rotation synchronizes with the crankshaft rotation, and this sensor communicates the rotation of the camshaft timing rotor as a pulse signal to the ECM. Based on the signal, the ECM controls fuel injection time and ignition timing. DTC No. DTC Detection Condition Trouble Area P0340 No camshaft position sensor signal to ECM at engine speed of 600 rpm or more (1 trip detection logic) • While crankshaft rotates twice, camshaft position sensor signal is input to ECM 12 times or more (1 trip detection logic) HINT: Under normal condition, the camshaft position sensor signal is input into the ECM 3 times per 2 engine revolutions • P0341 • • • • • • • • Open or short in camshaft position sensor circuit Camshaft position sensor Camshaft timing pulley Timing chain has jumped a tooth ECM Open or short in camshaft position sensor circuit Camshaft position sensor Camshaft timing pulley Timing chain has jumped a tooth ECM Reference: Inspection using an oscilloscope. CH1 (G2) CH2 (NE) GND GND A083873E02 HINT: The correct waveform is as shown. Item Contents Terminal CH1: G2 - NECH2: NE+ - NE- Equipment Setting 5 V/DIV., 20 ms/DIV. Condition During cranking or idling MONITOR DESCRIPTION If there is no signal from the VVT sensor even though the engine is turning, or if the rotation of the camshaft and the crankshaft is not synchronized, the ECM interprets this as a malfunction of the sensor. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–171 MONITOR STRATEGY Related DTCs P0340: Camshaft position sensor (bank 1) range check or rationality P0341: Camshaft position sensor (bank 1) range check or rationality Required sensors/components Main: Camshaft position sensor Related: Crankshaft position sensor, engine speed sensor Frequency of operation Continuous Duration 5 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS ES P0340: The monitor will run whenever the following DTCs are not present None Engine speed 600 rpm or more P0341: The monitor will run whenever the following DTCs are not present None Engine rotating signal from HV ECU HV ECU judges that engine is running Engine revolution angle 720 °CA* *: CA stands for Crankshaft Angle. TYPICAL MALFUNCTION THRESHOLDS P0340: Crankshaft/camshaft synchronization Not synchronized (judged by comparing the crankshaft position with the camshaft position) Camshaft position sensor signal No input in appropriate timing P0341: Crankshaft/Camshaft synchronization Not synchronized Camshaft position sensor count 12 or more / 720°CA* (= 2 engine revolutions) COMPONENT OPERATING RANGE Camshaft position sensor signal input every 720°CA 3 times WIRING DIAGRAM Refer to DTC P0335 (see page ES-160). INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. ES–172 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 1 INSPECT CAMSHAFT POSITION SENSOR (RESISTANCE) (a) Disconnect the C1 camshaft position sensor connector. (b) Measure the resistance between the terminals of camshaft position sensor connector. Standard resistance Component Side Camshaft Position Sensor C1 Front View ES A073303E08 Tester Connection Specified Condition 1-2 1,630 to 2,740 Ω at cold 1-2 2,065 to 3,225 Ω at hot NOTICE: Terms "cold" and "hot" refer to the temperature of the sensor. "Cold" means approximately -10 to 50°°C (14 to 122°F). "Hot" means approximately 50 to 100°C (122 to 212°F). (c) Reconnect the camshaft position sensor connector. NG REPLACE CAMSHAFT POSITION SENSOR OK 2 CHECK HARNESS AND CONNECTOR (CAMSHAFT POSITION SENSOR - ECM) (a) Disconnect the C1 camshaft position sensor connector. Wire Harness Side C1 Front View NEG2 Camshaft Position Sensor A066132E06 (b) Disconnect the E4 ECM connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E4 G2 NE- ECM Connector Tester Connection Specified Condition C1-1 (G2) - E4-26 (G2) Below 1 Ω C1-2 (NE-) - E4-34 (NE-) Below 1 Ω Standard resistance (Check for short) A065743E79 Tester Connection Specified Condition C1-1 (G2) or E4-26 (G2) - Body ground 10 kΩ or higher C1-2 (NE-) or E4-34 (NE-) - Body ground 10 kΩ or higher (d) Reconnect the camshaft position sensor connector. (e) Reconnect the ECM connector. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM NG ES–173 REPAIR OR REPLACE HARNESS AND CONNECTOR OK 3 CHECK SENSOR INSTALLATION (CAMSHAFT POSITION SENSOR) (a) Check that the camshaft position sensor is properly installed. OK: Sensor is installed correctly. NG SECURELY REINSTALL SENSOR OK 4 CHECK CAMSHAFT TIMING GEAR ASSEMBLY (a) Remove the camshaft. (b) Check the camshaft lobes. OK: No deformation on the camshaft lobe. NG OK REPLACE ECM REPLACE CAMSHAFT TIMING GEAR ASSEMBLY ES ES–174 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0351 Ignition Coil "A" Primary / Secondary Circuit DTC P0352 Ignition Coil "B" Primary / Secondary Circuit DTC P0353 Ignition Coil "C" Primary / Secondary Circuit DTC P0354 Ignition Coil "D" Primary / Secondary Circuit DESCRIPTION ES HINT: • These DTCs indicate malfunction related to the primary circuit. • If DTC P0351 is displayed, check the No.1 (#1) ignition coil circuit. • If DTC P0352 is displayed, check the No.2 (#2) ignition coil circuit. • If DTC P0353 is displayed, check the No.3 (#3) ignition coil circuit. • If DTC P0354 is displayed, check the No.4 (#4) ignition coil circuit. A Direct Ignition System (DIS) is used on this vehicle. The DIS is a 1-cylinder ignition system which ignites one cylinder with one ignition coil. In the 1-cylinder ignition system, the one spark plug is connected to the end of the secondary winding. High voltage generated in the secondary winding is applied directly to the spark plug. The spark of the spark plug passes from the center electrode to the ground electrode. The ECM determines the ignition timing and outputs the ignition (IGT) signals for each cylinder. Using the IGT signal, the ECM turns ON and OFF the power transistor inside the igniter and this switches ON and OFF the current to the primary coil. When the current flow to the primary coil is cut off, high-voltage is generated in the secondary coil and this voltage is applied to the spark plugs to spark inside the cylinders. As the ECM cuts the current to the primary coil, the igniter sends back the ignition confirmation (IGF) signal to the ECM. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ECM Igniter ES–175 From Battery No. 1 (#1) Ignition Coil IGT1 Crankshaft Position Sensor No. 1 Spark Plug IGF No. 2 Spark Plug IGT2 No. 2 (#2) Ignition Coil Camshaft Position Sensor Other Sensors (Engine Coolant Temperature Sensor, Mass Air Flow Meter, Throttle Position Sensor, etc.) ES No. 3 Spark Plug IGT3 No. 3 (#3) Ignition Coil No. 4 Spark Plug IGT4 No. 4 (#4) Ignition Coil NEO HV ECU A125449E01 DTC No. DTC Detection Condition Trouble Area P0351 P0352 P0353 P0354 No IGF signal to ECM while engine is running • • • • Reference: Inspection using an oscilloscope. CH1 (IGT1 to 4) CH2 (IGF) GND GND A063956E08 Ignition system Open or short in IGF or IGT circuit from ignition coil with igniter to ECM (ignition coil circuit 1 through 4) Ignition coil with igniter (ignition coil circuit 1 through 4) ECM ES–176 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM HINT: The correct waveform is as shown. Item Contents Terminal CH1: IGT1, IGT2, IGT3, IGT4 - E1 CH2: IGF - E1 Equipment Setting 2 V/DIV., 20 ms/DIV. Condition While the engine is cranking or idling MONITOR DESCRIPTION Ignition Coil with Igniter ES IGT ECM Ignition Coil Igniter IGF Ignition Signal (IGT) Normal Ignition Confirmation Signal (IGF) Open Open Time A082388E04 If the ECM does not receive the ignition confirmation (IGF) signal after sending the ignition (IGT) signal, the ECM interprets this as a fault in the igniter and sets a DTC. MONITOR STRATEGY Related DTCs P0351: Ignition coil with igniter circuit (#1) malfunction P0352: Ignition coil with igniter circuit (#2) malfunction P0353: Ignition coil with igniter circuit (#3) malfunction P0354: Ignition coil with igniter circuit (#4) malfunction Required sensors/components Igniter Frequency of operation Continuous Duration 0.256 seconds MIL operation Immediately Sequence of operation None 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–177 TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Engine speed 1,500 rpm or less Either of the following conditions is met: (a) or (b) (a) Following conditions are met: 1&2 1. Engine speed 500 rpm or less 2. Battery voltage 6 V or more (b) Following conditions are met: 1&2 1. Engine speed More than 500 rpm 2. Battery voltage 10 V or more ES TYPICAL MALFUNCTION THRESHOLDS Ignition signal fail count* More than 2 times *: Counted when the IGF signal is not returned to the ECM despite sending the IGT signal. COMPONENT OPERATING RANGE Number of IGF signals Equals the number of IGT signals ES–178 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM ECM Engine Room Relay Block AM2 No. 1 Ignition Coil IGT1 IGF IG2 ES IG2D P/I MAIN No. 2 Ignition Coil IGT2 No. 3 Ignition Coil IGT3 No. 4 Ignition Coil IGT4 AM2 Power Source Control ECU E1 Noise Filter A127918E01 INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK SPARK PLUG AND SPARK OF MISFIRING CYLINDER OK: Spark occurs. NG Go to step 4 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–179 OK 2 CHECK HARNESS AND CONNECTOR (IGNITION COIL - ECM (IGF SIGNAL TERMINAL)) (a) Disconnect the I1, I2, I3 or I4 ignition coil and igniter connector. Wire Harness Side Ignition Coil Connector I1 I2 I3 I4 IGf Front View ES A054393E52 (b) Disconnect the E4 ECM connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E4 IGF ECM Connector A065743E80 Tester Connection Specified Condition I1-2 (IGf) - E4-23 (IGF) Below 1 Ω I2-2 (IGf) - E4-23 (IGF) Below 1 Ω I3-2 (IGf) - E4-23 (IGF) Below 1 Ω I4-2 (IGf) - E4-23 (IGF) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition I1-2 (IGf) or E4-23 (IGF) - Body ground 10 kΩ or higher I2-2 (IGf) or E4-23 (IGF) - Body ground 10 kΩ or higher I3-2 (IGf) or E4-23 (IGF) - Body ground 10 kΩ or higher I4-2 (IGf) or E4-23 (IGF) - Body ground 10 kΩ or higher (d) Reconnect the ignition coil and igniter connector. (e) Reconnect the ECM connector. NG OK REPAIR OR REPLACE HARNESS AND CONNECTOR ES–180 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 3 CHECK ECM (IGF VOLTAGE) (a) Disconnect the I1, I2, I3 or I4 ignition coil and igniter connector. (b) Turn the power switch ON (IG). (c) Measure the voltage between the specified terminals of the E4 and E5 ECM connectors. Standard voltage E5 E4 IGF (+) E1 (-) ECM Connector ES A124045E07 Tester Connection Specified Condition E4-23 (IGF) - E5-28 (E1) 4.5 to 5.5 V (d) Reconnect the ignition coil and igniter connector. NG REPLACE ECM OK REPLACE IGNITION COIL 4 CHECK HARNESS AND CONNECTOR (IGNITION - ECM (IGT SIGNAL TERMINAL)) (a) Disconnect the I1, I2, I3 or I4 ignition coil and igniter connector. E4 IGT4 IGT3 IGT2 IGT1 ECM Connector A065743E76 I1 I2 (b) Disconnect the E4 ECM connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) I3 I4 Tester Connection Specified Condition I1-3 (IGt) - E4-8 (IGT1) Below 1 Ω I2-3 (IGt) - E4-9 (IGT2) Below 1 Ω I3-3 (IGt) - E4-10 (IGT3) Below 1 Ω I4-3 (IGt) - E4-11 (IGT4) Below 1 Ω Wire Harness Side Ignition Coil Connector IGt Front View A054393E50 Standard resistance (Check for short) Tester Connection Specified Condition I1-3 (IGT) or E4-8 (IGT1) - Body ground 10 kΩ or higher I2-3 (IGT) or E4-9 (IGT2) - Body ground 10 kΩ or higher I3-3 (IGT) or E4-10 (IGT3) - Body ground 10 kΩ or higher I4-3 (IGT) or E4-11 (IGT4) - Body ground 10 kΩ or higher 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–181 (d) Reconnect the ignition coil and igniter connector. (e) Reconnect the ECM connector. NG REPAIR OR REPLACE HARNESS AND CONNECTOR OK 5 CHECK ECM (IGT1, IGT2, IGT3 OR IGT4 VOLTAGE) E4 E5 (a) Measure the voltage between the applicable terminals of the E4 and E5 ECM connectors when the engine is cranked. Standard voltage E1 (-) IGT4 (+) IGT3 (+) IGT2 (+) IGT1 (+) ECM Connector A124045E08 Tester Connection Specified Condition E4-8 (IGT1) - E5-28 (E1) 0.1 to 4.5 V E4-9 (IGT2) - E5-28 (E1) 0.1 to 4.5 V E4-10 (IGT3) - E5-28 (E1) 0.1 to 4.5 V E4-11 (IGT4) - E5-28 ( E1) 0.1 to 4.5 V NG REPLACE ECM OK 6 CHECK ECM (IGT1, IGT2, IGT3 OR IGT4 VOLTAGE) E4 E5 (a) Disconnect the I1, I2, I3 or I4 ignition coil and igniter connector. (b) Measure the voltage between the applicable terminals of the E4 and E5 ECM connectors when the engine is cranked. Standard voltage E1 (-) IGT4 (+) IGT3 (+) IGT2 (+) IGT1 (+) ECM Connector Tester Connection Specified Condition E4-8 (IGT1) - E5-28 (E1) 4.5 V or more E4-9 (IGT2) - E5-28 (E1) 4.5 V or more E4-10 (IGT3) - E5-28 (E1) 4.5 V or more E4-11 (IGT4) - E5-28 (E1) 4.5 V or more A124045E08 (c) Reconnect the ignition coil and igniter connector. NG OK REPLACE ECM ES ES–182 7 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK IGNITION COIL (POWER SOURCE) Wire Harness Side I1 I2 I3 I4 Front View +B (+) GND (-) Ignition Coil and Igniter Connector ES (a) Disconnect the I1, I2, I3 or I4 ignition coil and igniter connector. (b) Turn the power switch ON (IG). (c) Measure the voltage between the terminal of the wire harness side connector and body ground. Standard voltage Tester Connection Specified Condition I1-1 (+B) - I1-4 (GND) 9 to 14 V I2-1 (+B) - I2-4 (GND) 9 to 14 V I3-1 (+B) - I3-4 (GND) 9 to 14 V I4-1 (+B) - I4-4 (GND) 9 to 14 V A054393E53 (d) Reconnect the ignition coil and igniter connector. OK REPLACE IGNITION COIL NG 8 CHECK HARNESS AND CONNECTOR (IGNITION COIL - IG2 RELAY) (a) Disconnect the I1, I2, I3 or I4 ignition coil and igniter connector. Wire Harness Side I1 I2 I3 I4 Front View +B (+) GND (-) Ignition Coil and Igniter Connector A054393E53 (b) Remove the integration relay from engine room relay block. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 4 3I Engine Room Relay Block Tester Connection Specified Condition I1-1 (+B) - 3I-4 (IG2 relay) Below 1 Ω I2-1 (+B) - 3I-4 (IG2 relay) Below 1 Ω I3-1 (+B) - 3I-4 (IG2 relay) Below 1 Ω I4-1 (+B) - 3I-4 (IG2 relay) Below 1 Ω I1-4 (GND) - Body ground Below 1 Ω I2-4 (GND) - Body ground Below 1 Ω I3-4 (GND) - Body ground Below 1 Ω I4-4 (GND) - Body ground Below 1 Ω A082810E02 Standard resistance (Check for short) Tester Connection Specified Condition I1-1 (+B) or 3I-4 (IG2 relay) - Body ground 10 kΩ or higher 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Tester Connection Specified Condition I2-1 (+B) or 3I-4 (IG2 relay) - Body ground 10 kΩ or higher I3-1 (+B) or 3I-4 (IG2 relay) - Body ground 10 kΩ or higher I4-1 (+B) - 3I-4 (IG2 relay) 10 kΩ or higher ES–183 (d) Reconnect the ignition coil and igniter connector. (e) Reinstall the integration relay. NG OK REPLACE IGNITION COIL REPAIR OR REPLACE HARNESS AND CONNECTOR ES ES–184 DTC 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P0420 Catalyst System Efficiency Below Threshold (Bank 1) MONITOR DESCRIPTION ES The ECM uses 2 sensors mounted before and after the three-way catalytic converter (TWC) to monitor its' efficiency. The air-fuel ratio (A/F) sensor (sensor 1) sends pre-catalyst information to the ECM. The heated oxygen (O2) sensor (sensor 2) sends post-catalyst information to the ECM. In order to detect deterioration in the catalyst, the ECM calculates Oxygen Storage Capacity (OSC) in the catalyst based on voltage output of the sensor 2 while performing "active air-fuel ratio control" instead of the conventional detecting method which uses the locus ratio. The OSC is an indication value of the catalyst oxygen storage capacity and is used for representing how much the catalyst can store oxygen. When the vehicle is being driven with a warm engine, the active airfuel ratio control is performed for approximately 15 to 20 seconds. When it is performed, the air-fuel ratio is forcibly regulated to go LEAN or RICH by the ECM, and if a RICH and LEAN cycle of the sensor 2 is long, the OSC will become greater. The greater OSC and capability of the catalyst are mutually related. The ECM judges if the catalyst has deteriorated based on the calculated OSC value. The ECM will illuminate the MIL and a DTC will be set. DTC No. DTC Detection Condition Trouble Area P0420 OSC value is smaller than the standard value under "active air-fuel ratio control" • • • • Exhaust manifold with front catalyst and exhaust front pipe with rear catalyst Gas leakage in exhaust system A/F sensor Heated oxygen sensor HINT: • Sensor 1 refers to the sensor mounted before the TWC and is located near the engine assembly. • Sensor 2 refers to the sensor mounted after the TWC and is located far from the engine assembly. MONITOR STRATEGY Related DTCs P0420: Bank 1 catalyst is deterioration Required sensors/components Main: A/F sensor, heated oxygen sensor Related: Mass air flow meter, engine coolant temperature sensor, engine speed sensor, intake air temperature sensor Frequency of operation Once per driving cycle Duration 30 seconds MIL operation 2 driving cycles Sequence of operation None 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–185 TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present P0011 (VVT system 1 - Advance) P0012 (VVT system 1 - Retard) P0031, P0032 (A/F sensor heater - Sensor 1) P0037, P0038 (O2 sensor heater - Sensor 2) P0100 - P0103 (MAF meter) P0115 - P0118 (ECT sensor) P0120 - P0223, P2135 (TP sensor) P0125 (Insufficient ECT for closed loop) P0136 (O2 sensor - Sensor 2) P0171, P0172 (Fuel system) P0300 - P0304 (Misfire) P0335 (CKP sensor) P0340, P0341 (CMP sensor) P0351-P0354 (Igniter) P0442 - P0456 (EVAP system) P0500 (VSS) P2196 (A/F sensor - Rationality) P2A00 (A/F sensor - Slow response) Battery voltage 11.5 V or more Altitude Less than 2,400 m (8,000 ft) Intake air temperature -10 °C (14°F) or more Idle OFF Engine speed Less than 3,200 rpm Engine coolant temperature 75°C (157°F) or more Estimated catalyst temperature conditions are met: 1&2 1. Upstream estimated catalyst temperature Less than 800°C (1,508°F), and 430°C (806°F) or more 2. Downstream estimated catalyst temperature Less than 675°C (1,292°F), and 290°C (554°F) or more Fuel system status Closed-loop TYPICAL MALFUNCTION THRESHOLDS Oxygen storage capacity Less than 0.03 g MONITOR RESULT Refer to detailed information (see page ES-15). CONFIRMATION DRIVING PATTERN PURPOSE (see page ES-17) HINT: Performing this confirmation pattern will activate the catalyst monitoring by the ECM. This is very useful for verifying the completion of repairs. ES ES–186 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Vehicle Speed NOTICE: This test will not be completed if the vehicle drives under an absolutely constant speed by the cruise control etc. 70 to 113 km/h (40 to 70 mph) Idling Power Switch OFF ES Warming up 5 to 10 minutes Time Note: Momentary vehicle stop during this drive will not interrupt the test) A079199E57 (a) Clear the DTCs. (b) Connect the intelligent tester to the DLC3. (c) Enter the following menus: DIAGNOSIS / CARB OBD II / READINESS TESTS. Check that CAT EVAL is INCMPL (incomplete). A076855E02 (d) Drive the vehicle according to the confirmation driving pattern. Note the state of the Readiness Tests. They will change to COMPL (complete) as the CAT evaluation monitors operate. (e) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / PENDING CODES. Check if any DTC (any pending code) is set. If the READINESS CODE of CAT EVAL was INCMPL and any DTC (includes pending codes) was not set, extend the driving time. NOTICE: If you do not have the intelligent tester, perform again the same confirmation driving pattern after turning OFF the power switch upon finishing the first confirmation driving pattern. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–187 CONDITIONING FOR SENSOR TESTING Engine Speed (d) (c) 2,500 rpm 1,500 rpm (b) Idling Power Switch OFF (a) Warming up Time Approximately 3 minutes 2 seconds Check A092787E01 (a) Connect the intelligent tester to the DLC3. (b) Put the engine in inspection mode (see page ES-1). (c) Start the engine and warm it up with all the accessories switched OFF until the engine coolant temperature becomes table. (d) Run the engine at 2,500 rpm for approximately 3 minutes. (e) Run the engine at 2,500 rpm for 2 seconds and then 1,500 rpm for 2 seconds. (f) Check the waveform of the oxygen sensor (sensor 2). HINT: If output of the A/F sensor or the heated oxygen sensor does not fluctuate or has noise, the sensor may be malfunctioning. If voltage output of both sensors remain at LEAN or RICH, the air-fuel ratio may be extremely LEAN or RICH. In such a case, perform the following A/F CONTROL operation in ACTIVE TEST using the intelligent tester. If the catalyst has deteriorated, the voltage output of the heated oxygen sensor fluctuates up and down widely even under normal driving ("active air-fuel ratio control" is not performed). Voltage output when active air-fuel ratio control not performed Normal Catalyst Waveform of A/F Sensor before Catalyst Waveform of Heated Oxygen Sensor after Catalyst Deteriorated Catalyst 3.5 V 3.0 V 1.0 V 0V 10 seconds 10 seconds A076893E07 ES ES–188 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECTION PROCEDURE ES HINT: • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detection. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. • Malfunctioning areas can be found by performing the ACTIVE TEST / A/F CONTROL operation. The A/F CONTROL operation can determine if the A/F sensor, heated oxygen sensor or other potential trouble area are malfunctioning or not. (a) Perform the ACTIVE TEST A/F CONTROL operation.. • The A/F CONTROL operation lowers the injection volume 12.5% or increases the injection volume 25%. (1) Connect the intelligent tester to the DLC3. (2) Turn the power switch ON (IG). (3) Put the engine in inspection mode (see page ES-1). (4) Warm up the engine by running the engine at 2,500 rpm, depressing the accelerator pedal more than 60% for approximately 90 seconds. (5) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / A/F CONTROL. (6) Perform the A/F CONTROL operation with the engine in an idle condition (press the right or left button). Result: A/F sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: Less than 3.0 V -12.5% → lean output: More than 3.35 V Heated oxygen sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: More than 0.55 V -12.5% → lean output: Less than 0.4 V NOTICE: The A/F sensor output has a few seconds of delay and the heated oxygen sensor output has about 20 seconds of delay at maximum. Case A/F Sensor (Sensor 1) Output Voltage Main Suspected Trouble Area HO2 Sensor (Sensor 2) Output Voltage Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage More than 0.55 V Less than 0.4 V Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Output Voltage More than 0.55 V Less than 0.4 V Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage Almost no reaction - 1 2 3 • • • A/F sensor A/F sensor heater A/F sensor circuit • • • HO2 sensor HO2 sensor heater HO2 sensor circuit ES–189 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Case A/F Sensor (Sensor 1) Output Voltage Main Suspected Trouble Area HO2 Sensor (Sensor 2) Output Voltage Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Output Voltage Almost no reaction • • • 4 Fuel Injector Fuel pressure Gas leakage from exhaust system (Airfuel ratio extremely or lean rich) The following A/F CONTROL procedure enables the technician to check and graph the voltage output of both A/F sensor and heated oxygen sensor. To display the graph, enter ACTIVE TEST/ A/F CONTROL/USER DATA, select "AFS B1S1 and O2S B1S2" by pressing the "YES" button followed by the "ENTER" button and then the "F4" button. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P0420) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC Output) Proceed to P0420 A P0420 and other DTCs B HINT: If any other codes besides P0420 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART A 2 CHECK FOR EXHAUST GUS LEAKAGE OK: No gas leakage. NG REPAIR OR REPLACE EXHAUST GAS LEAKAGE POINT OK 3 INSPECT AIR FUEL RATIO SENSOR (BANK 1 SENSOR 1) NG OK REPLACE AIR FUEL RATIO SENSOR ES ES–190 4 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECT HEATED OXYGEN SENSOR (BANK 1 SENSOR 2) NG REPLACE HEATED OXYGEN SENSOR OK REPLACE THREE-WAY CATALYTIC CONVERTER (REPLACE FRONT PIPE) ES ES–191 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P043E Evaporative Emission System Reference Orifice Clog Up DTC P043F Evaporative Emission System Reference Orifice High Flow DTC P2401 Evaporative Emission Leak Detection Pump Stuck OFF DTC P2402 Evaporative Emission Leak Detection Pump Stuck ON DTC P2419 Evaporative Emission Pressure Switching Valve Stuck ON DTC SUMMARY DTC No. P043E P043F P2401 P2402 P2419 Monitoring Items Reference orifice clogged Malfunction Detection Conditions P043E, P043F, P2401, P2402 and P2419 are present when one of the following conditions is met during key-off EVAP monitor: • EVAP pressure just after reference pressure measurement greater than 752 mmHg-a • Reference pressure less than 724 mmHga • Reference pressure greater than 752 mmHga • Reference pressure is not saturated • Reference pressure difference between first and second is 5 mmHg-g or more HINT: These values are typical Trouble Areas • • • • Canister pump module (Reference orifice, leak detection pump, vent valve) Connector/wire harness (Canister pump module - ECM) EVAP system hose (pipe from air inlet port to canister pump module, canister filter, fuel tank vent hose) ECM Detection Timing Power switch OFF Detection Logic 2 trip ES ES–192 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DESCRIPTION ES NOTICE: In this vehicle's EVAP system, turning ON the vent valve does not seal off the EVAP system. To check for leaks in the EVAP system, disconnect the air inlet vent hose and apply pressure from the atmosphere side of the canister. While the engine is running, if a predetermined condition (closed loop, etc.) is met, the purge VSV is opened by the ECM and stored fuel vapors in the canister are purged to the intake manifold. The ECM changes the duty cycle ratio of the purge VSV to control purge flow volume. The purge flow volume is also determined by the intake manifold pressure. Atmospheric pressure is allowed into the canister through the vent valve to ensure that the purge flow is maintained when the negative pressure (vacuum) is applied to the canister. Key-off monitor This monitor checks for Evaporative Emission (EVAP) system leaks and canister pump module malfunctions. The monitor starts 5 hours* after the power switch is turned OFF. More than 5 hours are required to allow the fuel to cool down to stabilize the Fuel Tank Pressure (FTP), thus making the EVAP system monitor more accurate. The leak detection pump creates negative pressure (vacuum) in the EVAP system and the pressure is measured. Finally, the ECM monitors for leaks from the EVAP system and malfunctions in both the canister pump module and purge VSV, based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the power switch is turned OFF, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the power switch is turned OFF, the monitor check starts 2.5 hours later. ES–193 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Location EVAP Hose (From Canister) Purge Line EVAP Hose (To Intake Manifold) Purge VSV ES Pump Module Trap Canister - Leak Detection Pump - Canister Pressure Sensor - Vent Valve Fuel Tank Pressure Sensor Pressure Switching Valve Canister Filter Canister Fuel Tank Air Inlet Port Fuel Cap A131350E01 ES–194 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Diagram Intake Manifold Purge VSV Fuel Tank Pressure Sensor ES Fuel Cap Pressure Switching Valve Fresh Air Line Canister Fuel Pump Chamber Canister Filter Bladder Tank Trap Canister with Pump Module Outer Tank Roll Over Valve A130305E01 Pump Module : Air Flow Vent Valve (ON) From Canister Filter Trap Canister Vent Valve (OFF) Reference Orifice Pressure Sensor Leak Detection Pump (OFF) Leak Detection Pump (ON) A131438E01 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–195 Canister Pressure Sensor Specification Malfunction Area Output Voltage 4.900 V 4.150 V Usable Range ES 1.425 V Malfunction Area 0.450 V 60 kPa 110 kPa (450 mmHg) (825 mmHg) Pressure HINT: Standard atmospheric pressure is 101.3 kPa (760mmHg) A115543E09 Components Operations Canister, Trap canister Contains activated charcoal to absorb EVAP generated in fuel tank. Cut-off valve Located in fuel tank. Valve floats and closes when fuel tank 100% full. Purge Vacuum Switching Valve (VSV) Opens or closes line between canister and intake manifold. ECM uses purge VSV to control EVAP purge flow. In order to discharge EVAP absorbed by canister to intake manifold, ECM opens purge VSV. EVAP discharge volume to intake manifold controlled by purge VSV duty cycle ratio (current-carrying time) (open: ON; closed: OFF). Roll-over valve Located in fuel tank. Valve closes by its own weight when vehicle overturns to prevent fuel from spilling out. Soak timer Built into ECM. To ensure accurate EVAP monitor, measures 5 hours (+-15 min) after power switch OFF. This allows fuel to cool down, stabilizing Fuel Tank Pressure (FTP). When approximately 5 hours elapsed, ECM activates. Pressure switching valve The pressure switching valve located on the canister is used to detect leakage from the bladder tank into the fuel tank. The valve opens during the bladder tank leak check. Then, the fuel tank's fuel vapor flows to the intake manifold without passing the canister. Pump module Consists of (a) to (d) below. pump module cannot be disassembled. (a) Vent valve Vents and closes EVAP system. When ECM turns valve ON, EVAP system closed. When ECM turns valve OFF, EVAP system vented. Negative pressure (vacuum) created in EVAP system to check for EVAP leaks by closing purge VSV, turning vent valve ON (closed) and operating leak detection pump. (b) Canister pressure sensor Indicates pressure as voltage. ECM supplies regulated 5 V to canister pressure sensor, and uses feedback from sensor to monitor EVAP system pressure. (c) Leak detection pump Creates negative pressure (vacuum) in EVAP system for leak check. ES–196 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Components Operations Has opening with 0.02 inch diameter. Vacuum produced through orifice by closing purge VSV, turning vent valve OFF and operating leak detection pump to monitor 0.02 inch leak criterion. 0.02 inch leak criterion indicates small leak of EVAP. (d) Reference orifice MONITOR DESCRIPTION ES 5 hours* after the power switch is turned OFF, the leak detection pump creates negative pressure (vacuum) in the EVAP system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the power switch is turned OFF, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the power switch is turned OFF, the monitor check starts 2.5 hours later. Sequence Descriptions Duration ECM activation Activated by soak timer 5, 7 or 9.5 hours after power switch OFF. - Atmospheric pressure measurement Vent valve turned OFF (vent) and EVAP system pressure measured by ECM in order to register atmospheric pressure. If pressure in EVAP system not between 70 kPa and 110 kPa (525 mmHg and 825 mmHg), ECM cancels EVAP system monitor. 10 seconds First 0.02 inch leak criterion measurement In order to determine 0.02 inch leak criterion, leak detection pump creates negative pressure (vacuum) through reference orifice and then ECM checks if leak detection pump and vent valve operate normally. 60 seconds EVAP system pressure measurement Vent valve turned ON (closed) to shut EVAP system. Negative pressure (vacuum) created in EVAP system, and EVAP system pressure then measured. Write down measured value as it will be used in leak check. If EVAP pressure does not stabilize within 900 seconds, ECM cancels EVAP system monitor. 900 seconds* Purge VSV monitor Purge VSV opened and then EVAP system pressure measured by ECM. Large increase indicates normal. 10 seconds E Second 0.02 inch leak criterion measurement After second 0.02 inch leak criterion measurement, leak check performed by comparing first and second 0.02 inch leak criterion. If stabilized system pressure higher than second 0.02 inch leak criterion, ECM determines that EVAP system leaking. 60 seconds - Final check Atmospheric pressure measured and then monitoring result recorded by ECM. - - A B C D Operations *: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize. ES–197 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Operation A: Atmospheric Pressure Measurement Purge VSV: OFF Canister Fuel Tank Vent Valve: OFF (vent) Reference Orifice Canister Pressure Sensor Operation B, E: 0.02 Inch Leak Criterion Measurement OFF OFF (vent) Canister Pump Module Canister Filter ES ON Leak Detection Pump: OFF Operation C: EVAP System Pressure Measurement OFF ON ON (closed) Atmospheric Pressure Negative Pressure Operation D: Purge VSV Monitor ON ON (closed) ON A122912E01 In sequences B and E, the leak detection pump creates negative pressure (vacuum) through the reference orifice. If the pressure is lower than 724 mmHg-a, higher than 752 mmHg-a, is not saturated and the pressure difference at sequences B and E is large, the ECM interprets this as a clog malfunction in the reference orifice, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC (2 trip detection logic). These values vary with atmospheric pressure. Atmospheric pressure = 760 mmHg-a = 101.3 kPa ES–198 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ON Purge VSV ON: Open OFF: Closed ON: Closed ON Vent Valve OFF: Vent Leak Detection Pump ON EVAP Pressure ES Positive Negative OK Malfunction Sequence A 4 B Time (Second) 10 60 C D E Within 900 10 60 A135976E01 MONITOR STRATEGY Required Sensors/Components Purge VSV and canister pump module Frequency of Operation Once per driving cycle Duration Maximum 15 seconds MIL Operation 2 driving cycles Sequence of Operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever these DTCs are not present P0011, P0012, P0021, P0022 (VVT system-Advance, Retard) P0100, P0101, P0102, P0103 (MAF sensor) P0110, P0112, P0113 (IAT sensor) P0115, P0116, P0117, P0118 (ECT sensor) P0120, P0122, P0123, P0220, P0222, P0223, P2135,(TP sensor) P0125 (Insufficient ECT for closed loop) P0171, P0172, P0174, P0175 (Fuel system) P0300, P0301, P0302, P0303, P0304 (Misfire) P0335 (CKP sensor) P0340, P0341 (CMP sensor) P0351, P0352, P0353, P0354 (Igniter) P0450, P0452, P0453 (EVAP press sensor) P0500 (VSS) Atmospheric pressure 70 to 110 kPa (525 to 825 mmHg) Battery voltage 10.5 V or higher Vehicle speed Less than 4 km/h (2.5 mph) Power switch OFF Time after key off 5 or 7 or 9.5 hours 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Purge VSV Not operated by scan tool Vent valve Not operated by scan tool Leak detection pump Not operated by scan tool Both of the following conditions 1 and 2 are met before key off - 1. Duration that vehicle has been driven 5 minutes or more 2. EVAP purge operation Performed ECT 4.4 to 35°C (40 to 95°F) IAT 4.4 to 35°C (40 to 95°F) ES–199 1. Key-off monitor sequence 1 to 8 1. Atmospheric pressure measurement Next sequence is run if the following condition is met - Atmospheric pressure change Within 0.3 kPa (2.25 mmHg) in 1 second 2. First reference pressure measurement Next sequence is run if the following conditions are met - EVAP pressure just after reference pressure measurement start -1 kPa (-7.5 mmHg) or lower Reference pressure -4.85 to -1.05 kPa (726 to 754 mmHg) Reference pressure Saturated within 60 seconds 3. Vent valve stuck closed check Next sequence is run if the following condition is met - EVAP pressure change after vent valve is ON 0.3 kPa (2.25 mmHg) or more 4. Vacuum introduction Next sequence is run if the following condition is met - EVAP pressure Saturated within 900 seconds 5. Purge VSV stuck closed check Next sequence is run if the following condition is met - EVAP pressure change after purge VSV is open 0.3 kPa (2.25 mmHg) or more 6. Second reference pressure measurement Next sequence is run if the following conditions are met - EVAP pressure just after reference pressure measurement -1 kPa (-7.5 mmHg) or lower Reference pressure -4.85 to -1.05 kPa (726 to 754 mmHg) Reference pressure Saturated within 60 seconds Reference pressure difference between first and second Less than 0.7 kPa (5.25 mmHg) 7. Leak check Next sequence is run if the following condition is met - EVAP pressure when vacuum introduction is complete Lower than second reference pressure 8. Atmospheric pressure measurement EVAP monitor is complete if the following condition is met - Atmospheric pressure difference between sequence 1 and 8 Within 0.3 kPa (2.25 mmHg) TYPICAL MALFUNCTION THRESHOLDS "Saturated" indicates that the EVAP pressure change is less than 0.1 kPa (0.75 mmHg) in 30 seconds. One of following conditions met - FTP when just after reference pressure measurement began Higher than -1 kPa (755 mmHg) Reference pressure Less than -4.85 kPa (726 mmHg) Reference pressure -1.05 kPa (754 mmHg) or higher Reference pressure Not saturated ES ES–200 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Reference pressure difference between first and second 0.7 kPa (5.25 mmHg) or more MONITOR RESULT Refer to CHECKING MONITOR STATUS (see page ES-15). ES ES–201 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM Canister Pump Module ECM Leak Detection Pump MGND MTRB MPMP ES 5V VCC Canister Pressure Sensor VC VOUT PPMP E2 SGND Vent Valve VLVB VPMP VGND Purge VSV EVP1 MAIN P/I EFI EFI M MREL A127933E01 INSPECTION PROCEDURE NOTICE: The intelligent tester is required to conduct the following diagnostic troubleshooting procedure. ES–202 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM HINT: • Using the intelligent tester monitor results enable the EVAP system to be confirmed. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine conditions when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CONFIRM DTC (a) (b) (c) (d) (e) (f) Turn the power switch OFF and wait for 10 seconds. Turn the power switch ON (IG). Turn the power switch OFF and wait for 10 seconds. Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (g) Check if DTC P0446 is output. ES NO Go to step 5 YES 2 PERFORM EVAP SYSTEM CHECK (a) Note the freeze frame data and DTCs. (b) Clear DTCs. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (d) After the system check is finished, check for pending DTCs. OK: No DTC is present. NG Go to step 6 OK 3 CHECK OPERATION FOR PRESSURE SWITCHING VALVE (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / TANK BYPASS VSV. (b) Touch the pressure switching valve (TANK BYPASS VSV) to feel the operating vibration. OK: The pressure switching valve is operated by the ACTIVE TEST. NG OK Go to step 18 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4 ES–203 CHECK PRESSURE SWITCHING VALVE Air Air E E F (a) (b) (c) (d) Turn the power switch OFF. Remove the pressure switching valve (see page EC-31). Reconnect the pressure switching valve connector. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / TANK BYPASS VSV. (e) Check the airflow for the pressure switching valve. OK: The pressure switching valve operates normally. F VSV is ON VSV is OFF A087973E01 5 NG Go to step 19 OK Go to step 33 PERFORM EVAP SYSTEM CHECK (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (b) After the system check is finished, check for pending DTCs. OK: DTCs are present. NG CHECK INTERMITTENT PROBLEMS OK 6 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P043E, P043F, P2401, P2402 and P2419 are present. NG Go to step 10 OK 7 CHECK VENT VALVE CLOSE STUCK (a) Allow the engine to idle. (b) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (c) Turn the EVAP VSV ON (purge VSV open) and check the VAPOR PRESS (EVAP pressure) for 10 seconds. OK: EVAP pressure is higher than 755 mmHg. NG Go to step 20 ES ES–204 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK 8 CHECK LEAK DETECTION PUMP OPERATION (a) Turn the power switch OFF. (b) Turn the power switch ON (IG). (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VACUUM PUMP. (d) Touch the pump module to feel the operating vibration. OK: The leak detection pump is operated by the ACTIVE TEST. ES NG Go to step 21 OK 9 CHECK TRAP CANISTER (a) Disconnect the vent hose from the pump module. (b) Check that no moisture is in the pump module or the vent hose. OK: No moisture. OK Go to step 22 NG Go to step 23 A135512 10 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P0441, P0455 and/or P0456 are present. NG Go to step 16 OK 11 CHECK INSTALLATION FOR FUEL CAP (a) (b) (c) (d) Remove the fuel cap. Reinstall the fuel cap. Clear DTCs. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (e) After the system check is finished, check for pending DTCs. ES–205 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM HINT: If no DTC is present, this indicates that the fuel cap is loosened. OK: No DTC is present. OK REPAIR COMPLETED NG 12 LOCATE LEAK POINT (a) Disconnect the vent hose (fresh air line) as shown in the illustration. Canister Filter Vent Hose to Canister Vent Hose Adapter EVAP Tester A131407E01 (b) Connect the pressure gauge and air pump as shown in the illustration. (c) Pressurize the EVAP system until 24 to 28 mmHg. (d) Locate the leak point. HINT: If the EVAP system has leakage, a whistling sound may be heard. OK: The leak point is found. OK Go to step 24 NG 13 CHECK FUEL CAP Check that the fuel cap meets OEM specifications. HINT: If an EVAP tester is available, perform the fuel cap test according to the tester's instructions. OK: Fuel cap meets OEM specifications. NG Go to step 25 ES ES–206 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK 14 CHECK OPERATION FOR PURGE VSV (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (b) Touch the purge VSV to feel the operating vibration. OK: The purge VSV (EVAP VSV) is operated by the ACTIVE TEST. ES NG Go to step 26 OK 15 CHECK INTAKE MANIFOLD PRESSURE (a) Disconnect the purge VSV hose that is connected to the throttle body. (b) Allow the engine to idle. (c) Check that the hose has suction using your finger. OK: The hose has suction. Purge VSV Hose (to Intake Manifold) A130450E01 16 NG Go to step 27 OK Go to step 28 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P0451 is not present. NG Go to step 9 OK 17 CHECK OPERATION FOR VENT VALVE (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VENT VALVE. (b) Touch the pump module to feel the operating vibration. OK: The vent valve is operated by the ACTIVE TEST. OK Go to step 9 NG Go to step 29 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 18 ES–207 CHECK HARNESS AND CONNECTOR (PRESSURE SWITCHING VALVE - ECM AND EFI M RELAY) Wire Harness Side Pressure Switching Valve Connector (a) Check the harness and the connectors between the pressure switching valve and the ECM. (1) Disconnect the V8 pressure switching valve connector. V8 Front View ES A072890E04 (2) Disconnect the E7 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E7 TBP Tester Connection Specified Condition V8-1 (Pressure switching valve) - E718 (TBP) Below 1 Ω Standard resistance (Check for short) ECM Connector A065744E70 Tester Connection Specified Condition V8-1 (Pressure switching valve) or E7-18 (TBP) - Body ground 10 kΩ higher (4) Reconnect the pressure switching valve connector. (5) Reconnect the ECM connector. (b) Check the harness and the connectors between the pressure switching valve and the EFI M relay. (1) Disconnect the V8 pressure switching valve connector. (2) Remove the integration relay from the engine room relay block. (3) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V8-2 (Pressure switching valve) - 3I-8 (EFI M relay) Below 1 Ω Standard resistance (Check for short) A082810E01 Tester Connection Specified Condition V8-2 (Pressure switching valve) or 3I8 (EFI M relay) - Body ground 10 kΩ or higher (4) Reconnect the pressure switching valve connector. (5) Reinstall the integration relay. NG Go to step 30 OK Go to step 31 ES–208 19 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM REPLACE PRESSURE SWITCHING VALVE Replace the pressure switching valve (see page EC-31). NEXT 20 Go to step 34 CHECK FOR VENT HOSE CLOG (a) Turn the power switch OFF. (b) Disconnect the vent hose (fresh air line) as shown in the illustration. (c) Allow the engine to idle. (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (e) Turn the purge VSV (EVAP VSV) ON and check the EVAP pressure (VAPOR PRESS) for 10 seconds. OK: EVAP pressure is higher than 755 mmHg. ES A135512 21 NG Go to step 22 OK Go to step 32 CHECK HARNESS AND CONNECTOR (LEAK DETECTION PUMP - ECM) (a) Disconnect the V7 canister connector Wire Harness Side V7 MTRB Canister Connector MGND Front View A085258E49 (b) Disconnect the E7 ECM connector. (c) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E7 MPMP ECM Connector Tester Connection Specified Condition V7-1 (MTRB) - E7-13 (MPMP) Below 1 Ω V7-6 (MGND) - Body ground Below 1 Ω Standard resistance (Check for short) A065744E71 Tester Connection Specified Condition V7-1 (MTRB) or E7-13 (MPMP) - Body ground 10 kΩ higher (d) Reconnect the canister connector. (e) Reconnect the ECM connector. ES–209 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 22 NG Go to step 30 OK Go to step 31 REPLACE TRAP CANISTER WITH PUMP MODULE Replace the trap canister with pump module (see page EC17). NEXT 23 Go to step 34 ES CHECK FOR VENT HOSE DAMAGE Check for hose damage as shown in the illustration. If necessary, replace the vent hose. Vent Hose Inspection Area* Canister Filter Vent Hose Air Inlet Port *: Check for disconnection and/or crack A130304E01 NEXT Go to step 22 ES–210 24 25 ES 26 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM REPAIR OR REPLACE LEAK POINT NEXT Go to step 34 NEXT Go to step 34 REPLACE FUEL CAP CHECK HARNESS AND CONNECTOR (PURGE VSV - ECM) (a) Disconnect the V1 purge VSV connector. Wire Harness Side Purge VSV Connector V1 Front View A052933E24 (b) Disconnect the E5 ECM connector. (c) Check the harness and the connectors between the ECM and the purge VSV connectors. (1) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E5 ECM Connector EVP1 A065745E73 Tester Connection Specified Condition V1-1 - E5-14 (EVP1) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition V1-1 or E5-14 (EVP1) - Body ground 10 kΩ higher (d) Remove the integration relay from the engine room relay block. (e) Check the harness and connectors between the purge VSV connector and the EFI M relay. (1) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V1-2 - 3I-8 (EFI M relay) Below 1 Ω A082810E01 Standard resistance (Check for short) Tester Connection Specified Condition V1-2 or 3I-8 (EFI M relay) - Body ground 10 kΩ higher (f) Reconnect the purge VSV connector. (g) Reconnect the ECM connector. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–211 (h) Reinstall the integration relay. 27 NG Go to step 30 OK Go to step 31 REPLACE HOSE (PURGE VSV - THROTTLE BODY) NEXT 28 Go to step 34 REPLACE PURGE VSV Replace the purge VSV (see page EC-23). NEXT 29 Go to step 34 CHECK HARNESS AND CONNECTOR (VENT VALVE - ECM) (a) Disconnect the V7 canister connector. Wire Harness Side VLVB V7 Canister Connector Front View VGND A085258E50 (b) Disconnect the E7 ECM connector. (c) Check the harness and the connectors between the ECM and the canister connectors. (1) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E7 VPMP ECM Connector A065744E72 Tester Connection Specified Condition V7-8 (VGND) - E7-26 (VPMP) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition V7-8 (VGND) or E7-26 (VPMP) - Body ground 10 kΩ higher ES ES–212 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (d) Remove the integration relay from the engine room relay block. (e) Check the harness and connectors between the canister connector and the EFI M relay. (1) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V7-9 (VLVB) - 3I-8 (EFI M relay) Below 1 Ω A082810E01 Standard resistance (Check for short) ES Tester Connection Specified Condition V7-9 (VLVB) or 3I-8 (EFI M relay) Body ground 10 kΩ higher (f) Reconnect the canister connector. (g) Reconnect the ECM connector. (h) Reinstall the integration relay. 30 NG Go to step 30 OK Go to step 31 REPAIR OR REPLACE HARNESS AND CONNECTOR NEXT 31 Go to step 34 REPLACE ECM Replace the ECM (see page ES-469). NEXT 32 CHECK AND REPLACE VENT HOSE OR CANISTER FILTER NEXT 33 Go to step 34 Go to step 34 REPLACE HOSE (PRESSURE SWITCHING VALVE AND FUEL TANK) NEXT 34 PERFORM EVAP SYSTEM CHECK (a) Turn the power switch ON (IG). (b) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (c) After the system check is finished, check for pending DTCs. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–213 OK: No DTC is present. NG Go to step 6 OK 35 PERFORM EVAP MONITOR DRIVE PATTERN (a) Check that the following conditions are met: • Fuel level is 1/8 to 7/8. • Engine coolant temperature (ECT) is 4.4 to 35°C (40 to 95°F). • Intake air temperature (IAT) is 4.4 to 35°C (40 to 95°F). • Difference of ECT and IAT is less than 7°C (13°F). (b) Enter the check mode. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / CHECK MODE. (c) Allow the engine to idle until the ECT is 75°C (167°F). (d) Drive the vehicle at 50 km/h (30 mph) or faster and maintain that speed for 60 seconds or more. (e) Stop the vehicle. Do not turn the power switch OFF. (f) Check that the EVAP monitor status is complete. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / MONITOR STATUS. (g) If the EVAP monitor is incomplete, drive the vehicle at 50 km/h (30 mph) or faster and maintain that speed for 120 seconds or more. After that, recheck the EVAP monitor status. (h) Check for pending DTCs. OK: No DTC is present. NG OK REPAIR COMPLETED Go to step 2 ES ES–214 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0441 Evaporative Emission Control System Incorrect Purge Flow DTC SUMMARY DTC No. ES P0441 P0441 P0441 Monitoring Items Purge Vacuum Switching Valve (VSV) stuck open Purge VSV stuck closed Purge flow Malfunction Detection Conditions Leak detection pump creates negative pressure (vacuum) in EVAP system and EVAP system pressure measured. 0.02 inch leak criterion measured at start and at end of leak check. If stabilized pressure higher than [second 0.02 inch leak criterion x 0.15], ECM determines that purge VSV stuck open. After EVAP leak check performed, purge VSV turned ON (open), and atmospheric air introduced into EVAP system. 0.02 inch leak criterion measured at start and at end of leak check. If pressure does not return to near atmospheric pressure, ECM determines that purge VSV stuck closed. While engine running, following conditions are met: • Negative pressure not created in EVAP system when purge VSV turned ON (open) • Atmospheric pressure change before and after purge flow monitor less than 0.93 kPa (7 mmHg) • • • • • • • • • • • • • • Trouble Areas Detection Timing Detection Logic Purge VSV Connector/wire harness (purge VSV ECM) ECM Canister pump module Leakage from EVAP system While power switch OFF 2 trip Purge VSV Connector/wire harness (purge VSV ECM) ECM Canister pump module Leakage from EVAP system While power switch OFF 2 trip Purge VSV Connector/wire harness (purge VSV ECM) Leakage from EVAP line (purge VSV Intake manifold) ECM While engine running 2 trip 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–215 DESCRIPTION NOTICE: In this vehicle's EVAP system, turning ON the vent valve does not seal off the EVAP system. To check for leaks in the EVAP system, disconnect the air inlet vent hose and apply pressure from the atmosphere side of the canister. While the engine is running, if a predetermined condition (closed loop, etc.) is met, the purge VSV is opened by the ECM and stored fuel vapors in the canister are purged to the intake manifold. The ECM changes the duty cycle ratio of the purge VSV to control purge flow volume. The purge flow volume is also determined by the intake manifold pressure. Atmospheric pressure is allowed into the canister through the vent valve to ensure that the purge flow is maintained when the negative pressure (vacuum) is applied to the canister. Key-off monitor This monitor checks for Evaporative Emission (EVAP) system leaks and canister pump module malfunctions. The monitor starts 5 hours* after the power switch is turned OFF. More than 5 hours are required to allow the fuel to cool down to stabilize the Fuel Tank Pressure (FTP), thus making the EVAP system monitor more accurate. The leak detection pump creates negative pressure (vacuum) in the EVAP system and the pressure is measured. Finally, the ECM monitors for leaks from the EVAP system and malfunctions in both the canister pump module and purge VSV, based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the power switch is turned OFF, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the power switch is turned OFF, the monitor check starts 2.5 hours later. ES ES–216 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Location EVAP Hose (From Canister) Purge Line ES EVAP Hose (To Intake Manifold) Purge VSV Pump Module Trap Canister - Leak Detection Pump - Canister Pressure Sensor - Vent Valve Fuel Tank Pressure Sensor Pressure Switching Valve Canister Filter Canister Fuel Tank Air Inlet Port Fuel Cap A131350E01 ES–217 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Diagram Intake Manifold Purge VSV Fuel Tank Pressure Sensor Fuel Cap Pressure Switching Valve Fresh Air Line ES Canister Fuel Pump Chamber Canister Filter Bladder Tank Trap Canister with Pump Module Outer Tank Roll Over Valve A130305E01 Pump Module : Air Flow Vent Valve (ON) From Canister Filter Trap Canister Vent Valve (OFF) Reference Orifice Pressure Sensor Leak Detection Pump (OFF) Leak Detection Pump (ON) A131438E01 ES–218 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Canister Pressure Sensor Specification Malfunction Area Output Voltage 4.900 V 4.150 V Usable Range ES 1.425 V Malfunction Area 0.450 V 60 kPa 110 kPa (450 mmHg) (825 mmHg) Pressure HINT: Standard atmospheric pressure is 101.3 kPa (760mmHg) A115543E09 Components Operations Canister, Trap canister Contains activated charcoal to absorb EVAP generated in fuel tank. Cut-off valve Located in fuel tank. Valve floats and closes when fuel tank 100% full. Purge Vacuum Switching Valve (VSV) Opens or closes line between canister and intake manifold. ECM uses purge VSV to control EVAP purge flow. In order to discharge EVAP absorbed by canister to intake manifold, ECM opens purge VSV. EVAP discharge volume to intake manifold controlled by purge VSV duty cycle ratio (current-carrying time) (open: ON; closed: OFF). Roll-over valve Located in fuel tank. Valve closes by its own weight when vehicle overturns to prevent fuel from spilling out. Soak timer Built into ECM. To ensure accurate EVAP monitor, measures 5 hours (+-15 min) after power switch OFF. This allows fuel to cool down, stabilizing Fuel Tank Pressure (FTP). When approximately 5 hours elapsed, ECM activates. Pressure switching valve The pressure switching valve located on the canister is used to detect leakage from the bladder tank into the fuel tank. The valve opens during the bladder tank leak check. Then, the fuel tank's fuel vapor flows to the intake manifold without passing the canister. Pump module Consists of (a) to (d) below. Pump module cannot be disassembled. (a) Vent valve Vents and closes EVAP system. When ECM turns valve ON, EVAP system closed. When ECM turns valve OFF, EVAP system vented. Negative pressure (vacuum) created in EVAP system to check for EVAP leaks by closing purge VSV, turning vent valve ON (closed) and operating leak detection pump (refer to fig. 1). (b) Canister pressure sensor Indicates pressure as voltage. ECM supplies regulated 5 V to canister pressure sensor, and uses feedback from sensor to monitor EVAP system pressure (refer to fig. 2). (c) Leak detection pump Creates negative pressure (vacuum) in EVAP system for leak check. ES–219 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Components Operations Has opening with 0.02 inch diameter. Vacuum produced through orifice by closing purge VSV, turning vent valve OFF and operating leak detection pump to monitor 0.02 inch leak criterion. 0.02 inch leak criterion indicates small leak of EVAP. (d) Reference orifice MONITOR DESCRIPTION 1. Key-off monitor 5 hours* after the power switch is turned OFF, the leak detection pump creates negative pressure (vacuum) in the EVAP system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the power switch is turned OFF, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the power switch is turned OFF, the monitor check starts 2.5 hours later. Sequence Descriptions Duration ECM activation Activated by soak timer 5, 7 or 9.5 hours after power switch OFF. - Atmospheric pressure measurement Vent valve turned OFF (vent) and EVAP system pressure measured by ECM in order to register atmospheric pressure. If pressure in EVAP system not between 70 kPa and 110 kPa (525 mmHg and 825 mmHg), ECM cancels EVAP system monitor. 10 seconds First 0.02 inch leak criterion measurement In order to determine 0.02 inch leak criterion, leak detection pump creates negative pressure (vacuum) through reference orifice and then ECM checks if leak detection pump and vent valve operate normally. 60 seconds EVAP system pressure measurement Vent valve turned ON (closed) to shut EVAP system. Negative pressure (vacuum) created in EVAP system, and EVAP system pressure then measured. Write down measured value as it will be used in leak check. If EVAP pressure does not stabilize within 900 seconds, ECM cancels EVAP system monitor. 900 seconds* Purge VSV monitor Purge VSV opened and then EVAP system pressure measured by ECM. Large increase indicates normal. 10 seconds E Second 0.02 inch leak criterion measurement After second 0.02 inch leak criterion measurement, leak check performed by comparing first and second 0.02 inch leak criterion. If stabilized system pressure higher than second 0.02 inch leak criterion, ECM determines that EVAP system leaking. 60 seconds - Final check Atmospheric pressure measured and then monitoring result recorded by ECM. - - A B C D Operations ES ES–220 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM *: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize. Operation A: Atmospheric Pressure Measurement Purge VSV: OFF Canister Fuel Tank Vent Valve: OFF (vent) ES Reference Orifice Canister Pressure Sensor Operation B, E: 0.02 Inch Leak Criterion Measurement OFF OFF (vent) Canister Pump Module Canister Filter ON Leak Detection Pump: OFF Operation C: EVAP System Pressure Measurement OFF ON ON (closed) Atmospheric Pressure Negative Pressure Operation D: Purge VSV Monitor ON ON (closed) ON A122912E01 ES–221 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (a)Purge VSV stuck open In operation C, the leak detection pump creates negative pressure (vacuum) in the EVAP system. The EVAP system pressure is then measured by the ECM using the canister pressure sensor. If the stabilized system pressure is higher than [second 0.02 inch leak criterion x 0.15], the ECM interprets this as the purge Vacuum Switching Valve (VSV) being stuck open. The ECM illuminates the MIL and sets the DTC (2 trip detection logic). EVAP Pressure when Purge VSV Stuck Open ON: Open ON Purge VSV OFF: Closed ON: Closed ON Vent Valve OFF: Vent Leak Detection Pump ON EVAP Pressure Malfunction Positive Negative 0.02 Inch Leak Criterion OK Sequence A B C D E Time (Second) 10 60 Within 900 10 60 A135977E01 ES ES–222 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (b)Purge VSV stuck closed In operation D, the canister pressure sensor measures the EVAP system pressure. The pressure measurement for the purge VSV monitor begins when the purge VSV is turned ON (open) after the EVAP leak check. When the measured pressure indicates an increase of 0.3 kPa (2.25 mmHg) or more, the purge VSV is functioning normally. If the pressure does not increase, the ECM interprets this as the purge VSV being stuck closed. The ECM illuminates the MIL and sets the DTC (2 trip detection logic). EVAP Pressure when Purge VSV Stuck Closed ON Purge VSV ES ON: Open OFF: Closed ON: Closed ON Vent Valve Leak Detection Pump OFF: Vent ON EVAP Pressure OK Positive Negative Malfunction 0.02 Inch Leak Criterion Sequence A B C D E Time (Second) 10 60 Within 900 10 60 A106059E04 (c) Purge flow While the engine running, the purge VSV opens to purge the fuel vapor according to the engine condition. The ECM check the EVAP pressure when the purge VSV opens. If the pressure dose not change, the ECM interprets this as a malfunction. The ECM illuminates the MIL and sets DTC (2 trip detection logic). MONITOR STRATEGY Related DTCs P0441: Purge VSV stuck open P0441: Purge VSV stuck closed P0441: Purge flow Required Sensors/Components Purge VSV and canister pump module Frequency of Operation Once per driving cycle Duration Maximum 15 seconds MIL Operation 2 driving cycles Sequence of Operation None TYPICAL ENABLING CONDITIONS Purge Flow Monitor: Monitor runs whenever following DTC not present - 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Engine Running ECT 4.4°C (40°F) or more IAT 4.4°C (40°F) or more EVAP control system pressure sensor malfunction Not detected Purge VSV Not detected by scan tool EVAP system check Not detected by scan tool Battery voltage 11 V or higher Purge duty cycle 15% or more ES–223 Purge VSV Stuck: The monitor will run whenever these DTCs are not present P0011, P0012, P0021, P0022 (VVT system-Advance, Retard) P0100, P0101, P0102, P0103 (MAF sensor) P0110, P0112, P0113 (IAT sensor) P0115, P0116, P0117, P0118 (ECT sensor) P0120, P0122, P0123, P0220, P0222, P0223, P2135,(TP sensor) P0125 (Insufficient ECT for closed loop) P0171, P0172, P0174, P0175 (Fuel system) P0300, P0301, P0302, P0303, P0304 (Misfire) P0335 (CKP sensor) P0340, P0341 (CMP sensor) P0351, P0352, P0353, P0354 (Igniter) P0450, P0452, P0453 (EVAP press sensor) P0500 (VSS) Atmospheric pressure 70 to 110 kPa (525 to 825 mmHg) Battery voltage 10.5 V or higher Vehicle speed Less than 4 km/h (2.5 mph) Power switch OFF Time after key off 5 or 7 or 9.5 hours Purge VSV Not operated by scan tool Vent valve Not operated by scan tool Leak detection pump Not operated by scan tool Both of the following conditions 1 and 2 are met before key off - 1. Duration that vehicle has been driven 5 minutes or more 2. EVAP purge operation Performed ECT 4.4 to 35°C (40 to 95°F) IAT 4.4 to 35°C (40 to 95°F) 1. Key-off monitor sequence 1 to 8 1. Atmospheric pressure measurement Next sequence is run if the following condition is met - Atmospheric pressure change Within 0.3 kPa (2.25 mmHg) in 1 second 2. First reference pressure measurement Next sequence is run if the following conditions are met - EVAP pressure just after reference pressure measurement start -1 kPa (-7.5 mmHg) or lower Reference pressure -4.85 to -1.05 kPa (726 to 754 mmHg) Reference pressure Saturated within 60 seconds 3. Vent valve stuck closed check Next sequence is run if the following condition is met - EVAP pressure change after vent valve is ON 0.3 kPa (2.25 mmHg) or more 4. Vacuum introduction Next sequence is run if the following condition is met - EVAP pressure Saturated within 900 seconds ES ES–224 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 5. Purge VSV stuck closed check Next sequence is run if the following condition is met - EVAP pressure change after purge valve is open 0.3 kPa (2.25 mmHg) or more 6. Second reference pressure measurement Next sequence is run if the following conditions are met - EVAP pressure just after reference pressure measurement -1 kPa (-7.5 mmHg) or lower Reference pressure -4.85 to -1.05 kPa (726 to 754 mmHg) Reference pressure Saturated within 60 seconds Reference pressure difference between first and second Less than 0.7 kPa (5.25 mmHg) 7. Leak check ES Next sequence is run if the following condition is met - EVAP pressure when vacuum introduction is complete Lower than second reference pressure 8. Atmospheric pressure measurement EVAP monitor is complete if the following condition is met - Atmospheric pressure difference between sequence 1 and 8 Within 0.3 kPa (2.25 mmHg) TYPICAL MALFUNCTION THRESHOLDS "Saturated" indicates that the EVAP pressure change is less than 0.1 kPa (0.75 mmHg) in 30 seconds. Purge Flow Monitor: EVAP pressure change when purge flow is started Lower than 0.93 kPa (7 mmHg) Key-off Monitor: Purge VSV stuck open FTP when vacuum introduction complete Higher than reference pressure x 0.15 Key-off Monitor: Purge VSV stuck closed FTP change after purge VSV ON (open) Less than 0.3 kPa (2.25 mmHg) MONITOR RESULT Refer to CHECKING MONITOR STATUS (see page ES-15). ES–225 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM Canister Pump Module ECM Leak Detection Pump MGND MTRB MPMP ES 5V VCC Canister Pressure Sensor VC VOUT PPMP E2 SGND Vent Valve VLVB VPMP VGND Purge VSV EVP1 MAIN P/I EFI EFI M MREL A127933E01 INSPECTION PROCEDURE NOTICE: The intelligent tester is required to conduct the following diagnostic troubleshooting procedure. ES–226 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM HINT: • Using the intelligent tester monitor results enable the EVAP system to be confirmed. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine conditions when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CONFIRM DTC (a) (b) (c) (d) (e) (f) Turn the power switch OFF and wait for 10 seconds. Turn the power switch ON (IG). Turn the power switch OFF and wait for 10 seconds. Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (g) Check if DTC P0446 is output. ES NO Go to step 5 YES 2 PERFORM EVAP SYSTEM CHECK (a) Note the freeze frame data and DTCs. (b) Clear DTCs. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (d) After the system check is finished, check for pending DTCs. OK: No DTC is present. NG Go to step 6 OK 3 CHECK OPERATION FOR PRESSURE SWITCHING VALVE (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / TANK BYPASS VSV. (b) Touch the pressure switching valve (TANK BYPASS VSV) to feel the operating vibration. OK: The pressure switching valve is operated by the ACTIVE TEST. NG OK Go to step 18 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4 ES–227 CHECK PRESSURE SWITCHING VALVE Air Air E E F (a) (b) (c) (d) Turn the power switch OFF. Remove the pressure switching valve (see page EC-31). Reconnect the pressure switching valve connector. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / TANK BYPASS VSV. (e) Check the airflow for the pressure switching valve. OK: The pressure switching valve operates normally. F VSV is ON VSV is OFF A087973E01 5 NG Go to step 19 OK Go to step 33 PERFORM EVAP SYSTEM CHECK (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (b) After the system check is finished, check for pending DTCs. OK: DTCs are present. NG CHECK INTERMITTENT PROBLEMS OK 6 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P043E, P043F, P2401, P2402 and P2419 are present. NG Go to step 10 OK 7 CHECK VENT VALVE CLOSE STUCK (a) Allow the engine to idle. (b) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (c) Turn the EVAP VSV ON (purge VSV open) and check the VAPOR PRESS (EVAP pressure) for 10 seconds. OK: EVAP pressure is higher than 755 mmHg. NG Go to step 20 ES ES–228 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK 8 CHECK LEAK DETECTION PUMP OPERATION (a) Turn the power switch OFF. (b) Turn the power switch ON (IG). (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VACUUM PUMP. (d) Touch the pump module to feel the operating vibration. OK: The leak detection pump is operated by the ACTIVE TEST. ES NG Go to step 21 OK 9 CHECK TRAP CANISTER (a) Disconnect the vent hose from the pump module. (b) Check that no moisture is in the pump module or the vent hose. OK: No moisture. OK Go to step 22 NG Go to step 23 A135512 10 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P0441, P0455 and/or P0456 are present. NG Go to step 16 OK 11 CHECK INSTALLATION FOR FUEL CAP (a) (b) (c) (d) Remove the fuel cap. Reinstall the fuel cap. Clear DTCs. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (e) After the system check is finished, check for pending DTCs. ES–229 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM HINT: If no DTC is present, this indicates that the fuel cap is loosened. OK: No DTC is present. OK REPAIR COMPLETED NG 12 LOCATE LEAK POINT (a) Disconnect the vent hose (fresh air line) as shown in the illustration. Canister Filter Vent Hose to Canister Vent Hose Adapter EVAP Tester A131407E01 (b) Connect the pressure gauge and air pump as shown in the illustration. (c) Pressurize the EVAP system until 24 to 28 mmHg. (d) Locate the leak point. HINT: If the EVAP system has leakage, a whistling sound may be heard. OK: The leak point is found. OK Go to step 24 NG 13 CHECK FUEL CAP Check that the fuel cap meets OEM specifications. HINT: If an EVAP tester is available, perform the fuel cap test according to the tester's instructions. OK: Fuel cap meets OEM specifications. NG Go to step 25 ES ES–230 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK 14 CHECK OPERATION FOR PURGE VSV (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (b) Touch the purge VSV to feel the operating vibration. OK: The purge VSV (EVAP VSV) is operated by the ACTIVE TEST. ES NG Go to step 26 OK 15 CHECK INTAKE MANIFOLD PRESSURE (a) Disconnect the purge VSV hose that is connected to the throttle body. (b) Allow the engine to idle. (c) Check that the hose has suction using your finger. OK: The hose has suction. Purge VSV Hose (to Intake Manifold) A130450E01 16 NG Go to step 27 OK Go to step 28 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P0451 is not present. NG Go to step 9 OK 17 CHECK OPERATION FOR VENT VALVE (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VENT VALVE. (b) Touch the pump module to feel the operating vibration. OK: The vent valve is operated by the ACTIVE TEST. OK Go to step 9 NG Go to step 29 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 18 ES–231 CHECK HARNESS AND CONNECTOR (PRESSURE SWITCHING VALVE - ECM AND EFI M RELAY) Wire Harness Side Pressure Switching Valve Connector (a) Check the harness and the connectors between the pressure switching valve and the ECM. (1) Disconnect the V8 pressure switching valve connector. V8 Front View ES A072890E04 (2) Disconnect the E7 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E7 TBP Tester Connection Specified Condition V8-1 (Pressure switching valve) - E718 (TBP) Below 1 Ω Standard resistance (Check for short) ECM Connector A065744E70 Tester Connection Specified Condition V8-1 (Pressure switching valve) or E7-18 (TBP) - Body ground 10 kΩ higher (4) Reconnect the pressure switching valve connector. (5) Reconnect the ECM connector. (b) Check the harness and the connectors between the pressure switching valve and the EFI M relay. (1) Disconnect the V8 pressure switching valve connector. (2) Remove the integration relay from the engine room relay block. (3) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V8-2 (Pressure switching valve) - 3I-8 (EFI M relay) Below 1 Ω Standard resistance (Check for short) A082810E01 Tester Connection Specified Condition V8-2 (Pressure switching valve) or 3I8 (EFI M relay) - Body ground 10 kΩ or higher (4) Reconnect the pressure switching valve connector. (5) Reinstall the integration relay. NG Go to step 30 OK Go to step 31 ES–232 19 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM REPLACE PRESSURE SWITCHING VALVE Replace the pressure switching valve (see page EC-31). NEXT 20 Go to step 34 CHECK FOR VENT HOSE CLOG (a) Turn the power switch OFF. (b) Disconnect the vent hose (fresh air line) as shown in the illustration. (c) Allow the engine to idle. (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (e) Turn the purge VSV (EVAP VSV) ON and check the EVAP pressure (VAPOR PRESS) for 10 seconds. OK: EVAP pressure is higher than 755 mmHg. ES A135512 21 NG Go to step 22 OK Go to step 32 CHECK HARNESS AND CONNECTOR (LEAK DETECTION PUMP - ECM) (a) Disconnect the V7 canister connector Wire Harness Side V7 MTRB Canister Connector MGND Front View A085258E49 (b) Disconnect the E7 ECM connector. (c) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E7 MPMP ECM Connector Tester Connection Specified Condition V7-1 (MTRB) - E7-13 (MPMP) Below 1 Ω V7-6 (MGND) - Body ground Below 1 Ω Standard resistance (Check for short) A065744E71 Tester Connection Specified Condition V7-1 (MTRB) or E7-13 (MPMP) - Body ground 10 kΩ higher (d) Reconnect the canister connector. (e) Reconnect the ECM connector. ES–233 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 22 NG Go to step 30 OK Go to step 31 REPLACE TRAP CANISTER WITH PUMP MODULE Replace the trap canister with pump module (see page EC17). NEXT 23 Go to step 34 ES CHECK FOR VENT HOSE DAMAGE Check for hose damage as shown in the illustration. If necessary, replace the vent hose. Vent Hose Inspection Area* Canister Filter Vent Hose Air Inlet Port *: Check for disconnection and/or crack A130304E01 NEXT Go to step 22 ES–234 24 25 ES 26 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM REPAIR OR REPLACE LEAK POINT NEXT Go to step 34 NEXT Go to step 34 REPLACE FUEL CAP CHECK HARNESS AND CONNECTOR (PURGE VSV - ECM) (a) Disconnect the V1 purge VSV connector. Wire Harness Side Purge VSV Connector V1 Front View A052933E24 (b) Disconnect the E5 ECM connector. (c) Check the harness and the connectors between the ECM and the purge VSV connectors. (1) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E5 ECM Connector EVP1 A065745E73 Tester Connection Specified Condition V1-1 - E5-14 (EVP1) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition V1-1 or E5-14 (EVP1) - Body ground 10 kΩ higher (d) Remove the integration relay from the engine room relay block. (e) Check the harness and connectors between the purge VSV connector and the EFI M relay. (1) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V1-2 - 3I-8 (EFI M relay) Below 1 Ω A082810E01 Standard resistance (Check for short) Tester Connection Specified Condition V1-2 or 3I-8 (EFI M relay) - Body ground 10 kΩ higher (f) Reconnect the purge VSV connector. (g) Reconnect the ECM connector. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–235 (h) Reinstall the integration relay. 27 NG Go to step 30 OK Go to step 31 REPLACE HOSE (PURGE VSV - THROTTLE BODY) NEXT 28 Go to step 34 REPLACE PURGE VSV Replace the purge VSV (see page EC-23). NEXT 29 Go to step 34 CHECK HARNESS AND CONNECTOR (VENT VALVE - ECM) (a) Disconnect the V7 canister connector. Wire Harness Side VLVB V7 Canister Connector Front View VGND A085258E50 (b) Disconnect the E7 ECM connector. (c) Check the harness and the connectors between the ECM and the canister connectors. (1) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E7 VPMP ECM Connector A065744E72 Tester Connection Specified Condition V7-8 (VGND) - E7-26 (VPMP) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition V7-8 (VGND) or E7-26 (VPMP) - Body ground 10 kΩ higher ES ES–236 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (d) Remove the integration relay from the engine room relay block. (e) Check the harness and connectors between the canister connector and the EFI M relay. (1) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V7-9 (VLVB) - 3I-8 (EFI M relay) Below 1 Ω A082810E01 Standard resistance (Check for short) ES Tester Connection Specified Condition V7-9 (VLVB) or 3I-8 (EFI M relay) Body ground 10 kΩ higher (f) Reconnect the canister connector. (g) Reconnect the ECM connector. (h) Reinstall the integration relay. 30 NG Go to step 30 OK Go to step 31 REPAIR OR REPLACE HARNESS AND CONNECTOR NEXT 31 Go to step 34 REPLACE ECM Replace the ECM (see page ES-469). NEXT 32 CHECK AND REPLACE VENT HOSE OR CANISTER FILTER NEXT 33 Go to step 34 Go to step 34 REPLACE HOSE (PRESSURE SWITCHING VALVE AND FUEL TANK) NEXT 34 PERFORM EVAP SYSTEM CHECK (a) Turn the power switch ON (IG). (b) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (c) After the system check is finished, check for pending DTCs. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–237 OK: No DTC is present. NG Go to step 6 OK 35 PERFORM EVAP MONITOR DRIVE PATTERN (a) Check that the following conditions are met: • Fuel level is 1/8 to 7/8. • Engine coolant temperature (ECT) is 4.4 to 35°C (40 to 95°F). • Intake air temperature (IAT) is 4.4 to 35°C (40 to 95°F). • Difference of ECT and IAT is less than 7°C (13°F). (b) Enter the check mode. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / CHECK MODE. (c) Allow the engine to idle until the ECT is 75°C (167°F). (d) Drive the vehicle at 50 km/h (30 mph) or faster and maintain that speed for 60 seconds or more. (e) Stop the vehicle. Do not turn the power switch OFF. (f) Check that the EVAP monitor status is complete. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / MONITOR STATUS. (g) If the EVAP monitor is incomplete, drive the vehicle at 50 km/h (30 mph) or faster and maintain that speed for 120 seconds or more. After that, recheck the EVAP monitor status. (h) Check for pending DTCs. OK: No DTC is present. NG OK REPAIR COMPLETED Go to step 2 ES ES–238 DTC 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P0446 Evaporative Emission Control System Vent Control Circuit DESCRIPTION DTC DTC Detection Condition Trouble Area P0446 One of the following condition is met while vehicle is driving (2 trip detection logic): • No change in fuel tank pressure when purge VSV and pressure switching valve are opened • No change in fuel tank pressure when fuel tank is depressurized until 740 mmHg and purge VSV is closed • • • • • Leak from EVAP system Pressure switching valve Purge VSV Vent valve Fuel tank pressure sensor ES This DTC is designed to detect the pressure switching valve (3-way VSV) malfunction. If the malfunction is detected while the vehicle is running, the ECM illuminates the MIL and sets a DTC (2 detection logic). The pressure switching valve located on the canister is used to detect leakage from the bladder tank into the fuel tank. The valve opens during the bladder tank leak check. Then, the fuel tank's fuel vapor flows to the intake manifold without passing the canister. MONITOR DESCRIPTION Pressure switching valve is stuck OFF (Closed) The pressure switching valve opens when the purge VSV opens while the vehicle is running. Then, the fuel tank pressure drops 2 mmHg or more when the pressure switching valve is normal. If the pressure does not change, the ECM interprets this as a malfunction. The ECM illuminates the MIL and sets a DTC (2 trip detection logic). Pressure switching valve is stuck ON (Open) In order to depressurize the fuel tank, the pump module's vent valve is turned ON (close) when the purge VSV opens while the vehicle is running. After the fuel tank pressure drops 20 mmHg, the purge VSV closes. Then, the fuel tank pressure rises slightly when the pressure switching valve is normal. If the pressure rises quickly, the ECM interprets this as a malfunction. The ECM illuminates the MIL and sets a DTC (2 trip detection logic). MONITOR STRATEGY Related DTCs P0466: Pressure switching valve fixed Required Sensors/Components Pressure switching valve Frequency of Operation Once per driving cycle Duration Within 10 seconds MIL Operation 2 driving cycles Sequence of Operation None TYPICAL ENABLING CONDITIONS Monitor runs whenever following DTC not present P0441: Purge VSV P1450 - P1453: FTP sensor Altitude Less than 2,400 m (8,000 ft.) Battery voltage 11 V or more IAT at engine start - ECT at engine start -7 to 11°C (-12.6 to 20°F) ECT at engine start 4.4 to 35°C (40 to 95°F) IAT at engine start 4.4 to 35°C (40 to 95°F) Vehicle speed Constant between 45 and 130 km/h (28 and 80 mph) Time after engine start Less than 30 minutes HV ECU OK ES–239 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Fail-safe via HV ECU Not executed Purge flow volume 0.08 g/sec. or more TYPICAL MALFUNCTION THRESHOLDS Either of following condition 1 or 2 is met - 1. Following conditions are met - FTP change when pressure switching valve is ON 0.267 kPa (2 mmHg) or more FTP -2.667 kPa (740 mmHg) or higher FTP increase after 20 mmHg vacuum is applied to fuel tank 1.333 kPa (10 mmHg) or more WIRING DIAGRAM ES ECM EFI M Pressure Switching Valve TPB EFI MREL P/I MAIN A130545E01 ES–240 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECTION PROCEDURE 1 CONFIRM DTC (a) (b) (c) (d) (e) (f) Turn the power switch OFF and wait for 10 seconds. Turn the power switch ON (IG). Turn the power switch OFF and wait for 10 seconds. Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (g) Check if DTC P0446 is output. ES NO Go to step 5 YES 2 PERFORM EVAP SYSTEM CHECK (a) Note the freeze frame data and DTCs. (b) Clear DTCs. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (d) After the system check is finished, check for pending DTCs. OK: No DTC is present. NG Go to step 6 OK 3 CHECK OPERATION FOR PRESSURE SWITCHING VALVE (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / TANK BYPASS VSV. (b) Touch the pressure switching valve (TANK BYPASS VSV) to feel the operating vibration. OK: The pressure switching valve is operated by the ACTIVE TEST. NG OK Go to step 18 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4 ES–241 CHECK PRESSURE SWITCHING VALVE Air Air E E F (a) (b) (c) (d) Turn the power switch OFF. Remove the pressure switching valve (see page EC-31). Reconnect the pressure switching valve connector. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / TANK BYPASS VSV. (e) Check the airflow for the pressure switching valve. OK: The pressure switching valve operates normally. F VSV is ON VSV is OFF A087973E01 5 NG Go to step 19 OK Go to step 33 PERFORM EVAP SYSTEM CHECK (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (b) After the system check is finished, check for pending DTCs. OK: DTCs are present. NG CHECK INTERMITTENT PROBLEMS OK 6 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P043E, P043F, P2401, P2402 and P2419 are present. NG Go to step 10 OK 7 CHECK VENT VALVE CLOSE STUCK (a) Allow the engine to idle. (b) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (c) Turn the EVAP VSV ON (purge VSV open) and check the VAPOR PRESS (EVAP pressure) for 10 seconds. OK: EVAP pressure is higher than 755 mmHg. NG Go to step 20 ES ES–242 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK 8 CHECK LEAK DETECTION PUMP OPERATION (a) Turn the power switch OFF. (b) Turn the power switch ON (IG). (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VACUUM PUMP. (d) Touch the pump module to feel the operating vibration. OK: The leak detection pump is operated by the ACTIVE TEST. ES NG Go to step 21 OK 9 CHECK TRAP CANISTER (a) Disconnect the vent hose from the pump module. (b) Check that no moisture is in the pump module or the vent hose. OK: No moisture. OK Go to step 22 NG Go to step 23 A135512 10 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P0441, P0455 and/or P0456 are present. NG Go to step 16 NG 11 CHECK INSTALLATION FOR FUEL CAP (a) (b) (c) (d) Remove the fuel cap. Reinstall the fuel cap. Clear DTCs. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (e) After the system check is finished, check for pending DTCs. ES–243 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM HINT: If no DTC is present, this indicates that the fuel cap is loosened. OK: No DTC is present. OK REPAIR COMPLETED NG 12 LOCATE LEAK POINT (a) Disconnect the vent hose (fresh air line) as shown in the illustration. Canister Filter Vent Hose to Canister Vent Hose Adapter EVAP Tester A131407E01 (b) Connect the pressure gauge and air pump as shown in the illustration. (c) Pressurize the EVAP system until 24 to 28 mmHg. (d) Locate the leak point. HINT: If the EVAP system has leakage, a whistling sound may be heard. OK: The leak point is found. OK Go to step 24 NG 13 CHECK FUEL CAP Check that the fuel cap meets OEM specifications. HINT: If an EVAP tester is available, perform the fuel cap test according to the tester's instructions. OK: Fuel cap meets OEM specifications. NG Go to step 25 ES ES–244 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK 14 CHECK OPERATION FOR PURGE VSV (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (b) Touch the purge VSV to feel the operating vibration. OK: The purge VSV (EVAP VSV) is operated by the ACTIVE TEST. ES NG Go to step 26 OK 15 CHECK INTAKE MANIFOLD PRESSURE (a) Disconnect the purge VSV hose that is connected to the throttle body. (b) Allow the engine to idle. (c) Check that the hose has suction using your finger. OK: The hose has suction. Purge VSV Hose (to Intake Manifold) A130450E01 16 NG Go to step 27 OK Go to step 28 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P0451 is not present. NG Go to step 9 OK 17 CHECK OPERATION FOR VENT VALVE (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VENT VALVE. (b) Touch the pump module to feel the operating vibration. OK: The vent valve is operated by the ACTIVE TEST. OK Go to step 9 NG Go to step 29 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 18 ES–245 CHECK HARNESS AND CONNECTOR (PRESSURE SWITCHING VALVE - ECM AND EFI M RELAY) Wire Harness Side Pressure Switching Valve Connector (a) Check the harness and the connectors between the pressure switching valve and the ECM. (1) Disconnect the V8 pressure switching valve connector. V8 Front View ES A072890E04 (2) Disconnect the E7 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance Check for open) E7 TBP Tester Connection Specified Condition V8-1 (Pressure switching valve) - E718 (TBP) Below 1 Ω Standard resistance (Check for short) ECM Connector A065744E70 Tester Connection Specified Condition V8-1 (Pressure switching valve) or E7-18 (TBP) - Body ground 10 kΩ higher (4) Reconnect the pressure switching valve connector. (5) Reconnect the ECM connector. (b) Check the harness and the connectors between the pressure switching valve and the EFI M relay. (1) Disconnect the V8 pressure switching valve connector. (2) Remove the integration relay from the engine room relay block. (3) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V8-2 (Pressure switching valve) - 3I-8 (EFI M relay) Below 1 Ω Standard resistance (Check for short) A082810E01 Tester Connection Specified Condition V8-2 (Pressure switching valve) or 3I8 (EFI M relay) - Body ground 10 kΩ or higher (4) Reconnect the pressure switching valve connector. (5) Reinstall the integration relay. NG Go to step 30 OK Go to step 31 ES–246 19 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM REPLACE PRESSURE SWITCHING VALVE Replace the pressure switching valve (see page EC-31). NEXT 20 Go to step 34 CHECK FOR VENT HOSE CLOG (a) Turn the power switch OFF. (b) Disconnect the vent hose (fresh air line) as shown in the illustration. (c) Allow the engine to idle. (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (e) Turn the purge VSV (EVAP VSV) ON and check the EVAP pressure (VAPOR PRESS) for 10 seconds. OK: EVAP pressure is higher than 755 mmHg. ES A135512 21 NG Go to step 22 OK Go to step 32 CHECK HARNESS AND CONNECTOR (LEAK DETECTION PUMP - ECM) (a) Disconnect the V7 canister connector Wire Harness Side V7 MTRB Canister Connector MGND Front View A085258E49 (b) Disconnect the E7 ECM connector. (c) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E7 MPMP ECM Connector Tester Connection Specified Condition V7-1 (MTRB) - E7-13 (MPMP) Below 1 Ω V7-6 (MGND) - Body ground Below 1 Ω Standard resistance (Check for short) A065744E71 Tester Connection Specified Condition V7-1 (MTRB) or E7-13 (MPMP) - Body ground 10 kΩ higher (d) Reconnect the canister connector. (e) Reconnect the ECM connector. ES–247 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 22 NG Go to step 30 OK Go to step 31 REPLACE TRAP CANISTER WITH PUMP MODULE Replace the trap canister with pump module (see page EC17). NEXT 23 Go to step 34 ES CHECK FOR VENT HOSE DAMAGE Check for hose damage as shown in the illustration. If necessary, replace the vent hose. Vent Hose Inspection Area* Canister Filter Vent Hose Air Inlet Port *: Check for disconnection and/or crack A130304E01 NEXT Go to step 22 ES–248 24 25 ES 26 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM REPAIR OR REPLACE LEAK POINT NEXT Go to step 34 NEXT Go to step 34 REPLACE FUEL CAP CHECK HARNESS AND CONNECTOR (PURGE VSV - ECM) (a) Disconnect the V1 purge VSV connector. Wire Harness Side Purge VSV Connector V1 Front View A052933E24 (b) Disconnect the E5 ECM connector. (c) Check the harness and the connectors between the ECM and the purge VSV connectors. (1) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E5 ECM Connector EVP1 A065745E73 Tester Connection Specified Condition V1-1 - E5-14 (EVP1) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition V1-1 or E5-14 (EVP1) - Body ground 10 kΩ higher (d) Remove the integration relay from the engine room relay block. (e) Check the harness and connectors between the purge VSV connector and the EFI M relay. (1) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V1-2 - 3I-8 (EFI M relay) Below 1 Ω A082810E01 Standard resistance (Check for short) Tester Connection Specified Condition V1-2 or 3I-8 (EFI M relay) - Body ground 10 kΩ higher (f) Reconnect the purge VSV connector. (g) Reconnect the ECM connector. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–249 (h) Reinstall the integration relay. 27 NG Go to step 30 OK Go to step 31 REPLACE HOSE (PURGE VSV - THROTTLE BODY) NEXT 28 Go to step 34 REPLACE PURGE VSV Replace the purge VSV (see page EC-23). NEXT 29 Go to step 34 CHECK HARNESS AND CONNECTOR (VENT VALVE - ECM) (a) Disconnect the V7 canister connector. Wire Harness Side VLVB V7 Canister Connector Front View VGND A085258E50 (b) Disconnect the E7 ECM connector. (c) Check the harness and the connectors between the ECM and the canister connectors. (1) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E7 VPMP ECM Connector A065744E72 Tester Connection Specified Condition V7-8 (VGND) - E7-26 (VPMP) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition V7-8 (VGND) or E7-26 (VPMP) - Body ground 10 kΩ higher ES ES–250 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (d) Remove the integration relay from the engine room relay block. (e) Check the harness and connectors between the canister connector and the EFI M relay. (1) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V7-9 (VLVB) - 3I-8 (EFI M relay) Below 1 Ω A082810E01 Standard resistance (Check for short) ES Tester Connection Specified Condition V7-9 (VLVB) or 3I-8 (EFI M relay) Body ground 10 kΩ higher (f) Reconnect the canister connector. (g) Reconnect the ECM connector. (h) Reinstall the integration relay. 30 NG Go to step 30 OK Go to step 31 REPAIR OR REPLACE HARNESS AND CONNECTOR NEXT 31 Go to step 34 REPLACE ECM Replace the ECM (see page ES-469). NEXT 32 CHECK AND REPLACE VENT HOSE OR CANISTER FILTER NEXT 33 Go to step 34 Go to step 34 REPLACE HOSE (PRESSURE SWITCHING VALVE AND FUEL TANK) NEXT 34 PERFORM EVAP SYSTEM CHECK (a) Turn the power switch ON (IG). (b) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (c) After the system check is finished, check for pending DTCs. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–251 OK: No DTC is present. NG Go to step 6 OK 35 PERFORM EVAP MONITOR DRIVE PATTERN (a) Check that the following conditions are met: • Fuel level is 1/8 to 7/8. • Engine coolant temperature (ECT) is 4.4 to 35°C (40 to 95°F). • Intake air temperature (IAT) is 4.4 to 35°C (40 to 95°F). • Difference of ECT and IAT is less than 7°C (13°F). (b) Enter the check mode. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / CHECK MODE. (c) Allow the engine to idle until the ECT is 75°C (167°F). (d) Drive the vehicle at 50 km/h (30 mph) or faster and maintain that speed for 60 seconds or more. (e) Stop the vehicle. Do not turn the power switch OFF. (f) Check that the EVAP monitor status is complete. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / MONITOR STATUS. (g) If the EVAP monitor is incomplete, drive the vehicle at 50 km/h (30 mph) or faster and maintain that speed for 120 seconds or more. After that, recheck the EVAP monitor status. (h) Check for pending DTCs. OK: No DTC is present. NG OK REPAIR COMPLETED Go to step 2 ES ES–252 ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0450 Evaporative Emission Control System Pressure Sensor Malfunction DTC P0451 Evaporative Emission Control System Pressure Sensor Range / Performance DTC P0452 Evaporative Emission Control System Pressure Sensor / Switch Low Input DTC P0453 Evaporative Emission Control System Pressure Sensor / Switch High Input DTC SUMMARY DTC No. P0450 Monitoring Items Malfunction Detection Conditions Canister pressure sensor voltage abnormal fluctuation Sensor output voltage rapidly fluctuates beyond upper and lower malfunction thresholds for 0.5 seconds. Trouble Area • • • • • P0451 Canister pressure sensor noisy Sensor output voltage fluctuates frequently in certain time period. • • • P0451 Canister pressure sensor stuck Sensor output voltage does not vary in certain time period. • • P0452 Canister pressure sensor voltage low Sensor output voltage less than 0.45 V for 0.5 seconds. • • • P0453 Canister pressure sensor voltage high Sensor output voltage more than 4.9 V for 0.5 seconds. Detection Timing • • Canister pump module ECM Canister pump module EVAP system hose (pipe from air inlet port to canister pump module, canister filter, fuel tank vent hose) ECM Canister pump module EVAP system hose (pipe from air inlet port to canister pump module, canister filter, fuel tank vent hose) ECM Canister pump module Connector/wire harness (canister pump module ECM) ECM Canister pump module Connector/wire harness (canister pump module ECM) ECM • • • • • • • • Detection logic EVAP monitoring (power switch OFF) Power switch ON (IG) 1 trip EVAP monitoring (power switch OFF) Engine running 2 trip EVAP monitoring (power switch OFF) 2 trip EVAP monitoring (power switch OFF) Power switch ON (IG) 1 trip EVAP monitoring (power switch OFF) Power switch ON (IG) 1 trip 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–253 HINT: The canister pressure sensor is built into the canister pump module. DESCRIPTION NOTICE: In this vehicle's EVAP system, turning ON the vent valve does not seal off the EVAP system. To check for leaks in the EVAP system, disconnect the air inlet vent hose and apply pressure from the atmosphere side of the canister. While the engine is running, if a predetermined condition (closed loop, etc.) is met, the purge VSV is opened by the ECM and stored fuel vapors in the canister are purged to the intake manifold. The ECM changes the duty cycle ratio of the purge VSV to control purge flow volume. The purge flow volume is also determined by the intake manifold pressure. Atmospheric pressure is allowed into the canister through the vent valve to ensure that the purge flow is maintained when the negative pressure (vacuum) is applied to the canister. Key-off monitor This monitor checks for Evaporative Emission (EVAP) system leaks and canister pump module malfunctions. The monitor starts 5 hours* after the power switch is turned OFF. More than 5 hours are required to allow the fuel to cool down to stabilize the Fuel Tank Pressure (FTP), thus making the EVAP system monitor more accurate. The leak detection pump creates negative pressure (vacuum) in the EVAP system and the pressure is measured. Finally, the ECM monitors for leaks from the EVAP system and malfunctions in both the canister pump module and purge VSV, based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the power switch is turned OFF, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the power switch is turned OFF, the monitor check starts 2.5 hours later. ES ES–254 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Location EVAP Hose (From Canister) Purge Line ES EVAP Hose (To Intake Manifold) Purge VSV Pump Module Trap Canister - Leak Detection Pump - Canister Pressure Sensor - Vent Valve Fuel Tank Pressure Sensor Pressure Switching Valve Canister Filter Canister Fuel Tank Air Inlet Port Fuel Cap A131350E01 ES–255 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Diagram Intake Manifold Purge VSV Fuel Tank Pressure Sensor Fuel Cap Pressure Switching Valve Fresh Air Line ES Canister Fuel Pump Chamber Canister Filter Bladder Tank Trap Canister with Pump Module Outer Tank Roll Over Valve A130305E01 Pump Module : Air Flow Vent Valve (ON) From Canister Filter Trap Canister Vent Valve (OFF) Reference Orifice Pressure Sensor Leak Detection Pump (OFF) Leak Detection Pump (ON) A131438E01 ES–256 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Canister Pressure Sensor Specification Malfunction Area Output Voltage 4.900 V 4.150 V Usable Range ES 1.425 V Malfunction Area 0.450 V 60 kPa 110 kPa (450 mmHg) (825 mmHg) Pressure HINT: Standard atmospheric pressure is 101.3 kPa (760mmHg) A115543E09 Components Operations Canister, Trap canister Contains activated charcoal to absorb EVAP generated in fuel tank. Cut-off valve Located in fuel tank. Valve floats and closes when fuel tank 100% full. Purge Vacuum Switching Valve (VSV) Opens or closes line between canister and intake manifold. ECM uses purge VSV to control EVAP purge flow. In order to discharge EVAP absorbed by canister to intake manifold, ECM opens purge VSV. EVAP discharge volume to intake manifold controlled by purge VSV duty cycle ratio (current-carrying time) (open: ON; closed: OFF). Roll-over valve Located in fuel tank. Valve closes by its own weight when vehicle overturns to prevent fuel from spilling out. Soak timer Built into ECM. To ensure accurate EVAP monitor, measures 5 hours (+-15 min) after power switch OFF. This allows fuel to cool down, stabilizing Fuel Tank Pressure (FTP). When approximately 5 hours elapsed, ECM activates. Pressure switching valve The pressure switching valve located on the canister is used to detect leakage from the bladder tank into the fuel tank. The valve opens during the bladder tank leak check. Then, the fuel tank's fuel vapor flows to the intake manifold without passing the canister. Pump module Consists of (a) to (d) below. pump module cannot be disassembled. (a) Vent valve Vents and closes EVAP system. When ECM turns valve ON, EVAP system closed. When ECM turns valve OFF, EVAP system vented. Negative pressure (vacuum) created in EVAP system to check for EVAP leaks by closing purge VSV, turning vent valve ON (closed) and operating leak detection pump. (b) Canister pressure sensor Indicates pressure as voltage. ECM supplies regulated 5 V to canister pressure sensor, and uses feedback from sensor to monitor EVAP system pressure. (c) Leak detection pump Creates negative pressure (vacuum) in EVAP system for leak check. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Components ES–257 Operations Has opening with 0.02 inch diameter. Vacuum produced through orifice by closing purge VSV, turning vent valve OFF and operating leak detection pump to monitor 0.02 inch leak criterion. 0.02 inch leak criterion indicates small leak of EVAP. (d) Reference orifice MONITOR DESCRIPTION Canister Pressure Sensor Specification ES Malfunction Area Output Voltage 4,900 V 4,150 V Usable Range 1,425 V Malfunction Area 0.450 V 60 kPa 110 kPa Pressure HINT: Standard atmospheric pressure is 101.3 kPa A115543E03 (a)DTC P0450: Canister pressure sensor voltage abnormal fluctuation If the canister pressure sensor voltage output rapidly fluctuates between less than 0.45 V and more than 4.9 V, the ECM interprets this as an open or short circuit malfunction in the canister pressure sensor or its circuit, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC (1 trip detection logic). (b)DTC P0451: Canister pressure sensor noisy or stuck If the canister pressure sensor voltage output fluctuates rapidly for 10 seconds, the ECM stops the EVAP system monitor. The ECM interprets this as noise from the canister pressure sensor, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC. Alternatively, if the sensor voltage output does not change for 10 seconds, the ECM interprets this as the sensor being stuck, and stops the monitor. The ECM then illuminates the MIL and sets the DTC. (Both of the malfunctions are detected by 2 trip detection logic). (c) DTC P0452: Canister pressure sensor voltage low If the canister pressure sensor voltage output is below 0.45 V, the ECM interprets this as an open or short circuit malfunction in the canister pressure sensor or its circuit, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC (1 trip detection logic). (d)DTC P0453: Canister pressure sensor voltage high If the canister pressure sensor voltage output is 4.9 V or more, the ECM interprets this as an open or short circuit malfunction in the canister pressure sensor or its circuit, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC (1 trip detection logic). ES–258 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MONITOR STRATEGY Required Sensors/Components Canister pump module Frequency of Operation Continuous Duration Within 15 minutes MIL Operation Immediate: P0450, P0452, P0453 2 driving cycles: P0451 Sequence of Operation None TYPICAL ENABLING CONDITIONS P0451 (Noise Monitor): ES Monitor runs whenever following DTCs are not present None Atmospheric pressure 70 to 110 kPa (525 to 825 mmHg) [absolute pressure] Battery voltage 10.5 V or more Intake air temperature 4.4 to 35 °C (40 to 95°F) EVAP canister pressure sensor malfunction (P0450, P0452, P0453) Not detected Either of following conditions is met A or B A. Engine Running B. Soak time (power switch OFF time) 5 hours Example of restart time First time 7 hours Second time 9 hours and 30 minutes P0451 (Stuck Monitor): Monitor runs whenever following DTCs are not present None Atmospheric pressure 70 to 110 kPa (525 to 825 mmHg) Battery voltage 10.5 V or more Intake air temperature 4.4 to 35°C (40 to 95°F) EVAP pressure sensor malfunction Not detected Soak time (power switch OFF time) 5 hours Example of restart time First time 7 hours Second time 9 hours and 30 minutes P0450, P0452 and P0453: Monitor runs whenever following DTCs are not present None When either of following condition is met (a) or (b) (a) Power switch ON (b) Soak timer ON TYPICAL MALFUNCTION THRESHOLDS 1. P0450: Canister pressure sensor chattering EVAP pressure Less than 42.1 kPa (315.9 mmHg) or more than 123.8 kPa (928.4 mmHg) 2. P0451: Canister pressure sensor noise Pressure variation indicated by canister pressure sensor in 10 seconds More than +-0.3 kPa (+-2.25 mmHg) 10 times 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–259 3. P0451: Canister pressure sensor stuck EVAP pressure change during reference pressure in 10 seconds Less than 1 kPa (7.5 mmHg) 4. P0452: Canister pressure sensor low voltage EVAP pressure Less than 42.1 kPa (315.9 mmHg) 5. P0453: Canister pressure sensor high voltage EVAP pressure More than 123.8 kPa (928.4 mmHg) ES ES–260 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM Canister Pump Module ECM Leak Detection Pump MGND MTRB MPMP ES 5V VCC Canister Pressure Sensor VC VOUT PPMP E2 SGND Vent Valve VLVB VPMP VGND Purge VSV EVP1 MAIN P/I EFI EFI M MREL A127933E01 ES–261 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECTION PROCEDURE NOTICE: • When a vehicle is brought into the workshop, leave it as it is. Do not change the vehicle condition. For example, do not tighten the fuel cap. • Do not disassemble the canister pump module. • The intelligent tester is required to conduct the following diagnostic troubleshooting procedure. 1 CONFIRM DTC AND EVAP PRESSURE (a) Connect the intelligent tester to the DLC3. (b) Turn the power switch ON (IG) and turn the intelligent tester ON. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (d) Read the values. (e) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / EVAP / VAPOR PRESS. (f) Read the EVAP pressure displayed on the intelligent tester. Result Display (DTC Output) Test Result P0451 - P0452 Suspected Trouble Areas Proceed to • Canister pressure sensor A • Wire harness/connector (ECM - canister pressure sensor) Canister pressure sensor Short in ECM circuit B Wire harness/connector (ECM - canister pressure sensor) Canister pressure sensor Open in ECM circuit C Less than 45 kPa (430 mmHg) • • • P0453 More than 120 kPa (900 mmHg) • • A Go to step 5 C Go to step 4 B 2 CHECK HARNESS AND CONNECTOR (CANISTER PUMP MODULE - ECM) (a) Turn the power switch OFF. (b) Disconnect the E7 ECM connector. (c) Measure the resistance between the PPMP (E7-30) terminal of the ECM connector and the body ground. E7 PPMP ECM Connector A065744E68 ES ES–262 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Result Test Results • 10 Ω or less • • 10 kΩ or more • Suspected Trouble Areas Proceed to Wire harness/connector (ECM canister pressure sensor) Short in canister pressure sensor circuit A Wire harness/connector (ECM canister pressure sensor) Short in ECM circuit B B Go to step 7 A ES 3 CHECK HARNESS AND CONNECTOR (CANISTER PUMP MODULE - ECM) (a) Disconnect the V7 canister connector. (b) Disconnect the E7 ECM connector. A130306 (c) Measure the resistance between the PPMP (E7-30) terminal of the ECM connector and the body ground. E7 PPMP ECM Connector A065744E68 Result Test Results 10 kΩ or more 10 kΩ or less Suspected Trouble Areas Proceed to • Short in canister pressure sensor circuit A • Short in wire harness/connector (ECM - canister pressure sensor) B B A Go to step 6 ES–263 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4 CHECK HARNESS AND CONNECTOR (CANISTER PUMP MODULE - ECM) (a) Disconnect the V7 canister connector. ES A130306 Wire Harness Side (b) Turn the power switch ON (IG). (c) Measure the voltage and resistance of the canister pump module connector. Standard voltage VOUT SGND VCC V7 Tester Connection Specified Condition V7-4 (VCC) - Body ground 4.5 to 5.0 V V7-3 (VOUT) - Body ground 4.5 to 5.0 V Canister Pump Module Connector Standard resistance A085258E38 Tester Connection Specified Condition V7-2 (SGND) - Body ground 100 Ω or less Result Test Results Suspected Trouble Areas Proceed to Voltage and resistance within standard ranges • Open in canister pressure sensor circuit A Voltage and resistance outside standard ranges • Open in wire harness/connector (ECM - canister pressure sensor) B B Go to step 6 A 5 REPLACE CANISTER ASSEMBLY (a) Replace the canister assembly (see page EC-9). NOTICE: When replacing the canister, check the canister pump module interior and related pipes for water, fuel or other liquids. If liquids are present, check for disconnections and/or cracks in the following: 1) the pipe from the air inlet port to the canister pump module; 2) the canister filter; and 3) the fuel tank vent hose. ES–264 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES Vent Hose Inspection Area* Canister Filter Vent Hose Air Inlet Port *: Check for disconnection and/or crack A130304E01 NEXT 6 Go to step 8 REPAIR OR REPLACE HARNESS OR CONNECTOR HINT: If the exhaust tailpipe has been removed, go to the next step before reinstalling it. NEXT 7 Go to step 8 REPLACE ECM (a) Replace the ECM (see page ES-469). NEXT 8 Go to step 8 CHECK WHETHER DTC OUTPUT RECURS (AFTER REPAIR) (a) Connect the intelligent tester to the DLC3. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–265 (b) Turn the power switch ON (IG) and turn the intelligent tester ON. (c) Wait for at least 60 seconds. (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / PENDING CODES. HINT: If no pending DTC is displayed on the intelligent tester, the repair has been successfully completed. NEXT COMPLETED ES ES–266 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0455 Evaporative Emission Control System Leak Detected (Gross Leak) DTC P0456 Evaporative Emission Control System Leak Detected (Very Small Leak) DTC SUMMARY DTC No. Monitoring Items ES P0455 P0456 EVAP gross leak EVAP small leak Malfunction Detection Conditions Leak detection pump creates negative pressure (vacuum) in EVAP system and EVAP system pressure measured. 0.02 inch leak criterion measured at start and at end of leak check. If stabilized pressure higher than [second 0.02 inch leak criterion x 0.15], ECM determines that EVAP system has large leakage. Leak detection pump creates negative pressure (vacuum) in EVAP system and EVAP system pressure measured. 0.02 inch leak criterion measured at start and at end of leak check. If stabilized pressure higher than second 0.02 inch leak criterion, ECM determines that EVAP system has small leakage. Trouble Area • • • • • • Fuel cap (loose) Leakage from EVAP line (canister - fuel tank) Leakage from EVAP line (purge VSV - canister) Canister pump module Leakage from fuel tank Leakage from canister Same as above Detection Timing Detection Logic While power switch OFF 2 trip While power switch OFF 2 trip DESCRIPTION NOTICE: In this vehicle's EVAP system, turning ON the vent valve does not seal off the EVAP system. To check for leaks in the EVAP system, disconnect the air inlet vent hose and apply pressure from the atmosphere side of the canister. While the engine is running, if a predetermined condition (closed loop, etc.) is met, the purge VSV is opened by the ECM and stored fuel vapors in the canister are purged to the intake manifold. The ECM changes the duty cycle ratio of the purge VSV to control purge flow volume. The purge flow volume is also determined by the intake manifold pressure. Atmospheric pressure is allowed into the canister through the vent valve to ensure that the purge flow is maintained when the negative pressure (vacuum) is applied to the canister. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–267 Key-off monitor This monitor checks for Evaporative Emission (EVAP) system leaks and canister pump module malfunctions. The monitor starts 5 hours* after the power switch is turned OFF. More than 5 hours are required to allow the fuel to cool down to stabilize the Fuel Tank Pressure (FTP), thus making the EVAP system monitor more accurate. The leak detection pump creates negative pressure (vacuum) in the EVAP system and the pressure is measured. Finally, the ECM monitors for leaks from the EVAP system and malfunctions in both the canister pump module and purge VSV, based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the power switch is turned OFF, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the power switch is turned OFF, the monitor check starts 2.5 hours later. ES ES–268 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Location EVAP Hose (From Canister) Purge Line ES EVAP Hose (To Intake Manifold) Purge VSV Pump Module Trap Canister - Leak Detection Pump - Canister Pressure Sensor - Vent Valve Fuel Tank Pressure Sensor Pressure Switching Valve Canister Filter Canister Fuel Tank Air Inlet Port Fuel Cap A131350E01 ES–269 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Diagram Intake Manifold Purge VSV Fuel Tank Pressure Sensor Fuel Cap Pressure Switching Valve Fresh Air Line ES Canister Fuel Pump Chamber Canister Filter Bladder Tank Trap Canister with Pump Module Outer Tank Roll Over Valve A130305E01 Pump Module : Air Flow Vent Valve (ON) From Canister Filter Trap Canister Vent Valve (OFF) Reference Orifice Pressure Sensor Leak Detection Pump (OFF) Leak Detection Pump (ON) A131438E01 ES–270 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Canister Pressure Sensor Specification Malfunction Area Output Voltage 4.900 V 4.150 V Usable Range ES 1.425 V Malfunction Area 0.450 V 60 kPa 110 kPa (450 mmHg) (825 mmHg) Pressure HINT: Standard atmospheric pressure is 101.3 kPa (760mmHg) A115543E09 Components Operations Canister, Trap canister Contains activated charcoal to absorb EVAP generated in fuel tank. Cut-off valve Located in fuel tank. Valve floats and closes when fuel tank 100% full. Purge Vacuum Switching Valve (VSV) Opens or closes line between canister and intake manifold. ECM uses purge VSV to control EVAP purge flow. In order to discharge EVAP absorbed by canister to intake manifold, ECM opens purge VSV. EVAP discharge volume to intake manifold controlled by purge VSV duty cycle ratio (current-carrying time) (open: ON; closed: OFF). Roll-over valve Located in fuel tank. Valve closes by its own weight when vehicle overturns to prevent fuel from spilling out. Soak timer Built into ECM. To ensure accurate EVAP monitor, measures 5 hours (+-15 min) after power switch OFF. This allows fuel to cool down, stabilizing Fuel Tank Pressure (FTP). When approximately 5 hours elapsed, ECM activates. Pressure switching valve The pressure switching valve located on the canister is used to detect leakage from the bladder tank into the fuel tank. The valve opens during the bladder tank leak check. Then, the fuel tank's fuel vapor flows to the intake manifold without passing the canister. Pump module Consists of (a) to (d) below. Pump module cannot be disassembled. (a) Vent valve Vents and closes EVAP system. When ECM turns valve ON, EVAP system closed. When ECM turns valve OFF, EVAP system vented. Negative pressure (vacuum) created in EVAP system to check for EVAP leaks by closing purge VSV, turning vent valve ON (closed) and operating leak detection pump (refer to fig. 1). (b) Canister pressure sensor Indicates pressure as voltage. ECM supplies regulated 5 V to canister pressure sensor, and uses feedback from sensor to monitor EVAP system pressure (refer to fig. 2). (c) Leak detection pump Creates negative pressure (vacuum) in EVAP system for leak check. ES–271 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Components Operations Has opening with 0.02 inch diameter. Vacuum produced through orifice by closing purge VSV, turning vent valve OFF and operating leak detection pump to monitor 0.02 inch leak criterion. 0.02 inch leak criterion indicates small leak of EVAP. (d) Reference orifice MONITOR DESCRIPTION 5 hours* after the power switch is turned OFF, the leak detection pump creates negative pressure (vacuum) in the EVAP system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the power switch is turned OFF, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the power switch is turned OFF, the monitor check starts 2.5 hours later. Sequence Descriptions Duration ECM activation Activated by soak timer 5, 7 or 9.5 hours after power switch OFF. - Atmospheric pressure measurement Vent valve turned OFF (vent) and EVAP system pressure measured by ECM in order to register atmospheric pressure. If pressure in EVAP system not between 70 kPa and 110 kPa (525 mmHg and 825 mmHg), ECM cancels EVAP system monitor. 10 seconds First 0.02 inch leak criterion measurement In order to determine 0.02 inch leak criterion, leak detection pump creates negative pressure (vacuum) through reference orifice and then ECM checks if leak detection pump and vent valve operate normally. 60 seconds EVAP system pressure measurement Vent valve turned ON (closed) to shut EVAP system. Negative pressure (vacuum) created in EVAP system, and EVAP system pressure then measured. Write down measured value as it will be used in leak check. If EVAP pressure does not stabilize within 900 seconds, ECM cancels EVAP system monitor. 900 seconds* Purge VSV monitor Purge VSV opened and then EVAP system pressure measured by ECM. Large increase indicates normal. 10 seconds E Second 0.02 inch leak criterion measurement After second 0.02 inch leak criterion measurement, leak check performed by comparing first and second 0.02 inch leak criterion. If stabilized system pressure higher than second 0.02 inch leak criterion, ECM determines that EVAP system leaking. 60 seconds - Final check Atmospheric pressure measured and then monitoring result recorded by ECM. - - A B C D Operations *: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize. ES ES–272 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Operation A: Atmospheric Pressure Measurement Purge VSV: OFF Canister Fuel Tank Vent Valve: OFF (vent) Reference Orifice OFF OFF (vent) Canister Pump Module ES Canister Pressure Sensor Operation B, E: 0.02 Inch Leak Criterion Measurement Canister Filter ON Leak Detection Pump: OFF Operation C: EVAP System Pressure Measurement OFF ON ON (closed) Atmospheric Pressure Negative Pressure Operation D: Purge VSV Monitor ON ON (closed) ON A122912E01 1. P0455: EVAP gross leak In operation C, the leak detection pump creates negative pressure (vacuum) in the EVAP system and the EVAP system pressure is measured. If the stabilized system pressure is higher than [second 0.02 inch leak criterion x 0.15] (near atmospheric pressure), the ECM determines that the EVAP system has a large leakage, illuminates the MIL and sets the DTC (2 trip detection logic). ES–273 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 2. P0456: EVAP very small leak In operation C, the leak detection pump creates negative pressure (vacuum) in the EVAP system and the EVAP system pressure is measured. If the stabilized system pressure is higher than the second 0.02 inch leak criterion, the ECM determines that the EVAP system has a small leakage, illuminates the MIL and sets the DTC (2 trip detection logic). EVAP Pressure when EVAP System Leaks: ON Purge VSV ON: Open OFF: Closed Vent Valve ON Leak Detection Pump ON EVAP Pressure P0455 ON: Closed OFF: Vent Positive Negative P0456 0.02 Inch Leak Criterion OK Sequence A B C D E Time (Second) 10 60 Within 900 10 60 A106061E03 MONITOR STRATEGY Required Sensors/Components Purge VSV and canister pump module Frequency of Operation Once per driving cycle Duration Maximum 15 seconds MIL Operation 2 driving cycles Sequence of Operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever these DTCs are not present P0011, P0012, P0021, P0022 (VVT system-Advance, Retard) P0100, P0101, P0102, P0103 (MAF sensor) P0110, P0112, P0113 (IAT sensor) P0115, P0116, P0117, P0118 (ECT sensor) P0120, P0122, P0123, P0220, P0222, P0223, P2135,(TP sensor) P0125 (Insufficient ECT for closed loop) P0171, P0172, P0174, P0175 (Fuel system) P0300, P0301, P0302, P0303, P0304 (Misfire) P0335 (CKP sensor) P0340, P0341 (CMP sensor) P0351, P0352, P0353, P0354 (Igniter) P0450, P0452, P0453 (EVAP press sensor) P0500 (VSS) Atmospheric pressure 70 to 110 kPa (525 to 825 mmHg) ES ES–274 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Battery voltage 10.5 V or higher Vehicle speed Less than 4 km/h (2.5 mph) Power switch OFF Time after key off 5 or 7 or 9.5 hours Purge VSV Not operated by scan tool Vent valve Not operated by scan tool Leak detection pump Not operated by scan tool Both of the following conditions 1 and 2 are met before key off - 1. Duration that vehicle has been driven 5 minutes or more 2. EVAP purge operation Performed ECT 4.4 to 35°C (40 to 95°F) IAT 4.4 to 35°C (40 to 95°F) ES 1. Key-off monitor sequence 1 to 8 1. Atmospheric pressure measurement Next sequence is run if the following condition is met - Atmospheric pressure change Within 0.3 kPa (2.25 mmHg) in 1 second 2. First reference pressure measurement Next sequence is run if the following conditions are met - EVAP pressure just after reference pressure measurement start -1 kPa (-7.5 mmHg) or lower Reference pressure -4.85 to -1.05 kPa (726 to 754 mmHg) Reference pressure Saturated within 60 seconds 3. Vent valve stuck closed check Next sequence is run if the following condition is met - EVAP pressure change after vent valve is ON 0.3 kPa (2.25 mmHg) or more 4. Vacuum introduction Next sequence is run if the following condition is met - EVAP pressure Saturated within 900 seconds 5. Purge VSV stuck closed check Next sequence is run if the following condition is met - EVAP pressure change after purge valve is open 0.3 kPa (2.25 mmHg) or more 6. Second reference pressure measurement Next sequence is run if the following conditions are met - EVAP pressure just after reference pressure measurement -1 kPa (-7.5 mmHg) or lower Reference pressure -4.85 to -1.05 kPa (726 to 754 mmHg) Reference pressure Saturated within 60 seconds Reference pressure difference between first and second Less than 0.7 kPa (5.25 mmHg) 7. Leak check Next sequence is run if the following condition is met - EVAP pressure when vacuum introduction is complete Lower than second reference pressure 8. Atmospheric pressure measurement EVAP monitor is complete if the following condition is met - Atmospheric pressure difference between sequence 1 and 8 Within 0.3 kPa (2.25 mmHg) TYPICAL MALFUNCTION THRESHOLDS "Saturated" indicates that the EVAP pressure change is less than 0.1 kPa (0.75 mmHg) in 30 seconds. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–275 P0455: EVAP gross leak FTP when vacuum introduction complete Higher than reference pressure x 0.15 P0456: EVAP small leak FTP when vacuum introduction complete Between "reference pressure" and "reference pressure x 0.15" MONITOR RESULT Refer to CHECKING MONITOR STATUS (see page ES-15). ES ES–276 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM Canister Pump Module ECM Leak Detection Pump MGND MTRB MPMP ES 5V VCC Canister Pressure Sensor VC VOUT PPMP E2 SGND Vent Valve VLVB VPMP VGND Purge VSV EVP1 MAIN P/I EFI EFI M MREL A127933E01 INSPECTION PROCEDURE NOTICE: The intelligent tester is required to conduct the following diagnostic troubleshooting procedure. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–277 HINT: • Using the intelligent tester monitor results enable the EVAP system to be confirmed. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine conditions when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CONFIRM DTC (a) (b) (c) (d) (e) (f) Turn the power switch OFF and wait for 10 seconds. Turn the power switch ON (IG). Turn the power switch OFF and wait for 10 seconds. Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (g) Check if DTC P0446 is output. NO Go to step 5 YES 2 PERFORM EVAP SYSTEM CHECK (a) Note the freeze frame data and DTCs. (b) Clear DTCs. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (d) After the system check is finished, check for pending DTCs. OK: No DTC is present. NG Go to step 6 OK 3 CHECK OPERATION FOR PRESSURE SWITCHING VALVE (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / TANK BYPASS VSV. (b) Touch the pressure switching valve (TANK BYPASS VSV) to feel the operating vibration. OK: The pressure switching valve is operated by the ACTIVE TEST. NG OK Go to step 18 ES ES–278 4 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK PRESSURE SWITCHING VALVE Air Air E E F Turn the power switch OFF. Remove the pressure switching valve (see page EC-31). Reconnect the pressure switching valve connector. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / TANK BYPASS VSV. (e) Check the airflow for the pressure switching valve. OK: The pressure switching valve operates normally. F VSV is ON ES (a) (b) (c) (d) VSV is OFF A087973E01 5 NG Go to step 19 OK Go to step 33 PERFORM EVAP SYSTEM CHECK (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (b) After the system check is finished, check for pending DTCs. OK: DTCs are present. NG CHECK INTERMITTENT PROBLEMS OK 6 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P043E, P043F, P2401, P2402 and P2419 are present. NG Go to step 10 OK 7 CHECK VENT VALVE CLOSE STUCK (a) Allow the engine to idle. (b) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (c) Turn the EVAP VSV ON (purge VSV open) and check the VAPOR PRESS (EVAP pressure) for 10 seconds. OK: EVAP pressure is higher than 755 mmHg. NG Go to step 20 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–279 OK 8 CHECK LEAK DETECTION PUMP OPERATION (a) Turn the power switch OFF. (b) Turn the power switch ON (IG). (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VACUUM PUMP. (d) Touch the pump module to feel the operating vibration. OK: The leak detection pump is operated by the ACTIVE TEST. NG Go to step 21 OK 9 CHECK TRAP CANISTER (a) Disconnect the vent hose from the pump module. (b) Check that no moisture is in the pump module or the vent hose. OK: No moisture. OK Go to step 22 NG Go to step 23 A135512 10 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P0441, P0455 and/or P0456 are present. NG Go to step 16 OK 11 CHECK INSTALLATION FOR FUEL CAP (a) (b) (c) (d) Remove the fuel cap. Reinstall the fuel cap. Clear DTCs. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (e) After the system check is finished, check for pending DTCs. ES ES–280 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM HINT: If no DTC is present, this indicates that the fuel cap is loosened. OK: No DTC is present. OK REPAIR COMPLETED NG 12 LOCATE LEAK POINT (a) Disconnect the vent hose (fresh air line) as shown in the illustration. ES Canister Filter Vent Hose to Canister Vent Hose Adapter EVAP Tester A131407E01 (b) Connect the pressure gauge and air pump as shown in the illustration. (c) Pressurize the EVAP system until 24 to 28 mmHg. (d) Locate the leak point. HINT: If the EVAP system has leakage, a whistling sound may be heard. OK: The leak point is found. OK Go to step 24 NG 13 CHECK FUEL CAP Check that the fuel cap meets OEM specifications. HINT: If an EVAP tester is available, perform the fuel cap test according to the tester's instructions. OK: Fuel cap meets OEM specifications. NG Go to step 25 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–281 OK 14 CHECK OPERATION FOR PURGE VSV (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (b) Touch the purge VSV to feel the operating vibration. OK: The purge VSV (EVAP VSV) is operated by the ACTIVE TEST. NG Go to step 26 OK 15 CHECK INTAKE MANIFOLD PRESSURE (a) Disconnect the purge VSV hose that is connected to the throttle body. (b) Allow the engine to idle. (c) Check that the hose has suction using your finger. OK: The hose has suction. Purge VSV Hose (to Intake Manifold) A130450E01 16 NG Go to step 27 OK Go to step 28 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P0451 is not present. NG Go to step 9 OK 17 CHECK OPERATION FOR VENT VALVE (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VENT VALVE. (b) Touch the pump module to feel the operating vibration. OK: The vent valve is operated by the ACTIVE TEST. OK Go to step 9 NG Go to step 29 ES ES–282 18 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK HARNESS AND CONNECTOR (PRESSURE SWITCHING VALVE - ECM AND EFI M RELAY) Wire Harness Side Pressure Switching Valve Connector (a) Check the harness and the connectors between the pressure switching valve and the ECM. (1) Disconnect the V8 pressure switching valve connector. V8 ES Front View A072890E04 (2) Disconnect the E7 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E7 TBP Tester Connection Specified Condition V8-1 (Pressure switching valve) - E718 (TBP) Below 1 Ω Standard resistance (Check for short) ECM Connector A065744E70 Tester Connection Specified Condition V8-1 (Pressure switching valve) or E7-18 (TBP) - Body ground 10 kΩ higher (4) Reconnect the pressure switching valve connector. (5) Reconnect the ECM connector. (b) Check the harness and the connectors between the pressure switching valve and the EFI M relay. (1) Disconnect the V8 pressure switching valve connector. (2) Remove the integration relay from the engine room relay block. (3) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V8-2 (Pressure switching valve) - 3I-8 (EFI M relay) Below 1 Ω Standard resistance (Check for short) A082810E01 Tester Connection Specified Condition V8-2 (Pressure switching valve) or 3I8 (EFI M relay) - Body ground 10 kΩ or higher (4) Reconnect the pressure switching valve connector. (5) Reinstall the integration relay. NG Go to step 30 OK Go to step 31 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 19 ES–283 REPLACE PRESSURE SWITCHING VALVE Replace the pressure switching valve (see page EC-31). NEXT 20 Go to step 34 CHECK FOR VENT HOSE CLOG (a) Turn the power switch OFF. (b) Disconnect the vent hose (fresh air line) as shown in the illustration. (c) Allow the engine to idle. (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (e) Turn the purge VSV (EVAP VSV) ON and check the EVAP pressure (VAPOR PRESS) for 10 seconds. OK: EVAP pressure is higher than 755 mmHg. A135512 21 NG Go to step 22 OK Go to step 32 CHECK HARNESS AND CONNECTOR (LEAK DETECTION PUMP - ECM) (a) Disconnect the V7 canister connector Wire Harness Side V7 MTRB Canister Connector MGND Front View A085258E49 (b) Disconnect the E7 ECM connector. (c) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E7 MPMP ECM Connector Tester Connection Specified Condition V7-1 (MTRB) - E7-13 (MPMP) Below 1 Ω V7-6 (MGND) - Body ground Below 1 Ω Standard resistance (Check for short) A065744E71 Tester Connection Specified Condition V7-1 (MTRB) or E7-13 (MPMP) - Body ground 10 kΩ higher (d) Reconnect the canister connector. (e) Reconnect the ECM connector. ES ES–284 22 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM NG Go to step 30 OK Go to step 31 REPLACE TRAP CANISTER WITH PUMP MODULE Replace the trap canister with pump module (see page EC17). NEXT ES 23 Go to step 34 CHECK FOR VENT HOSE DAMAGE Check for hose damage as shown in the illustration. If necessary, replace the vent hose. Vent Hose Inspection Area* Canister Filter Vent Hose Air Inlet Port *: Check for disconnection and/or crack A130304E01 NEXT Go to step 22 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 24 25 26 ES–285 REPAIR OR REPLACE LEAK POINT NEXT Go to step 34 NEXT Go to step 34 REPLACE FUEL CAP ES CHECK HARNESS AND CONNECTOR (PURGE VSV - ECM) (a) Disconnect the V1 purge VSV connector. Wire Harness Side Purge VSV Connector V1 Front View A052933E24 (b) Disconnect the E5 ECM connector. (c) Check the harness and the connectors between the ECM and the purge VSV connectors. (1) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E5 ECM Connector EVP1 A065745E73 Tester Connection Specified Condition V1-1 - E5-14 (EVP1) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition V1-1 or E5-14 (EVP1) - Body ground 10 kΩ higher (d) Remove the integration relay from the engine room relay block. (e) Check the harness and connectors between the purge VSV connector and the EFI M relay. (1) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V1-2 - 3I-8 (EFI M relay) Below 1 Ω A082810E01 Standard resistance (Check for short) Tester Connection Specified Condition V1-2 or 3I-8 (EFI M relay) - Body ground 10 kΩ higher (f) Reconnect the purge VSV connector. (g) Reconnect the ECM connector. ES–286 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (h) Reinstall the integration relay. 27 NG Go to step 30 OK Go to step 31 REPLACE HOSE (PURGE VSV - THROTTLE BODY) NEXT ES 28 Go to step 34 REPLACE PURGE VSV Replace the purge VSV (see page EC-23). NEXT 29 Go to step 34 CHECK HARNESS AND CONNECTOR (VENT VALVE - ECM) (a) Disconnect the V7 canister connector. Wire Harness Side VLVB V7 Canister Connector Front View VGND A085258E50 (b) Disconnect the E7 ECM connector. (c) Check the harness and the connectors between the ECM and the canister connectors. (1) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E7 VPMP ECM Connector A065744E72 Tester Connection Specified Condition V7-8 (VGND) - E7-26 (VPMP) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition V7-8 (VGND) or E7-26 (VPMP) - Body ground 10 kΩ higher 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–287 (d) Remove the integration relay from the engine room relay block. (e) Check the harness and connectors between the canister connector and the EFI M relay. (1) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V7-9 (VLVB) - 3I-8 (EFI M relay) Below 1 Ω A082810E01 Standard resistance (Check for short) Tester Connection Specified Condition V7-9 (VLVB) or 3I-8 (EFI M relay) Body ground 10 kΩ higher (f) Reconnect the canister connector. (g) Reconnect the ECM connector. (h) Reinstall the integration relay. 30 NG Go to step 30 OK Go to step 31 REPAIR OR REPLACE HARNESS AND CONNECTOR NEXT 31 Go to step 34 REPLACE ECM Replace the ECM (see page ES-469). NEXT 32 CHECK AND REPLACE VENT HOSE OR CANISTER FILTER NEXT 33 Go to step 34 Go to step 34 REPLACE HOSE (PRESSURE SWITCHING VALVE AND FUEL TANK) NEXT 34 PERFORM EVAP SYSTEM CHECK (a) Turn the power switch ON (IG). (b) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (c) After the system check is finished, check for pending DTCs. ES ES–288 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK: No DTC is present. NG Go to step 6 OK 35 PERFORM EVAP MONITOR DRIVE PATTERN (a) Check that the following conditions are met: • Fuel level is 1/8 to 7/8. • Engine coolant temperature (ECT) is 4.4 to 35°C (40 to 95°F). • Intake air temperature (IAT) is 4.4 to 35°C (40 to 95°F). • Difference of ECT and IAT is less than 7°C (13°F). (b) Enter the check mode. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / CHECK MODE. (c) Allow the engine to idle until the ECT is 75°C (167°F). (d) Drive the vehicle at 50 km/h (30 mph) or faster and maintain that speed for 60 seconds or more. (e) Stop the vehicle. Do not turn the power switch OFF. (f) Check that the EVAP monitor status is complete. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / MONITOR STATUS. (g) If the EVAP monitor is incomplete, drive the vehicle at 50 km/h (30 mph) or faster and maintain that speed for 120 seconds or more. After that, recheck the EVAP monitor status. (h) Check for pending DTCs. OK: No DTC is present. ES NG OK REPAIR COMPLETED Go to step 2 ES–289 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0505 Idle Control System Malfunction MONITOR DESCRIPTION The idle speed is controlled by the Electronic Throttle Control System (ETCS). The ETCS is composed of the throttle motor which operates the throttle valve, and the throttle position sensor which detects the opening angle of the throttle valve. The ECM controls the throttle motor to provide the proper throttle valve opening angle to obtain the target idle speed. The ECM regulates the idle speed by opening and closing the throttle valve using the ETCS. If the actual idle RPM varies more than a specified amount or a learned value of the idle speed control remains at the maximum or minimum five times or more during a trip, the ECM concludes that there is a problem in the idle speed control ECM function. The ECM will turn on the MIL and a DTC is set. Example: If the actual idle RPM varies from the target idle RPM by more than 200 (*1) rpm five times during a drive cycle, the ECM will turn on the MIL and a DTC is set. HINT: *1: RPM threshold varies depending on engine loads. Large Target RPM Idle Engine RPM Maximum Learned Value of Idle Speed Control 0 Actual Idle RPM Minimum Small Time Time A082389E21 DTC No. DTC Detection Condition Trouble Area P0505 Idle speed continues to vary greatly from target speed (1 trip detection logic) • • • • Electric throttle control system Air induction system PCV hose connection ECM MONITOR STRATEGY Related DTCs P0505: Idle air control malfunction (Functional check) ES ES–290 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Required sensors/components Main: Crankshaft position sensor Related: Vehicle speed sensor, engine coolant temperature sensor Frequency of operation Once per driving cycle Duration 10 minutes MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Engine Running ES TYPICAL MALFUNCTION THRESHOLDS Following conditions are met: (during idling after driving for more than 6.2 mph (10 km/h) per cycle) A, B and C A. Either of following conditions is met: 1 or 2 1. Deviation of engine speed (when shift position N or A/C ON) Less than -100 rpm, or more than 200 rpm 2. Deviation of engine speed (when shift position D or A/C OFF) Less than -100 rpm, or more than 150 rpm B. IAC flow rate (learned value) 0.6 L/sec or less or 4.5 L/sec or more C. Number of detection 5 times/trip INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P0505) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC output) Proceed to P0505 A P0505 and other DTCs B HINT: If any other codes besides P0505 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–291 A 2 CHECK CONNECTION OF PCV HOSE OK: PCV hose is connected correctly and has no damage. NG REPAIR OR REPLACE PCV HOSE OK 3 CHECK AIR INDUCTION SYSTEM ES (a) Check for vacuum leaks in the air induction system. OK: No leakage in the air induction system. NG OK CHECK ELECTRIC THROTTLE CONTROL SYSTEM REPAIR OR REPLACE AIR INDUCTION SYSTEM ES–292 DTC 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P0560 System Voltage MONITOR DESCRIPTION The battery supplies electricity to the ECM even if the power switch is OFF. This electricity allows the ECM to store DTC history, freeze frame data, fuel trim values, and other data. If the battery voltage falls below a minimum level, the ECM will conclude that there is a fault in the power supply circuit. The next time the engine starts, the ECM will turn on the MIL and a DTC will be set. ES DTC No. DTC Detection Condition Trouble Area P0560 Open in back-up power source circuit • • Open in back-up power source circuit ECM HINT: If DTC P0560 is present, the ECM will not store other DTCs. MONITOR STRATEGY Related DTCs P0560: System voltage malfunction Required sensors/components (main) ECM Frequency of operation Continuous Duration 3 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Stand-by RAM Initialized TYPICAL MALFUNCTION THRESHOLDS Battery voltage Less than 3.5 V ES–293 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM P/I EFI BATT MAIN E1 ES Battery A127919E01 INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK FUSE (EFI FUSE) (a) Remove the EFI fuse from the engine room relay block. (b) Measure the resistance of the EFI fuse. Standard resistance: Below 1 Ω (c) Reinstall the EFI fuse. Engine Room Relay Block NG EFI Fuse A082798E01 OK CHECK FOR SHORT IN ALL HARNESS AND COMPONENTS CONNECTED TO FUSE ES–294 2 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK ECM (BATTERY VOLTAGE) E5 (a) Measure the voltage between the specified terminals of the E5 and E7 ECM connectors. Standard voltage E7 Tester Connection Specified Condition E7-6 (BATT) - E5-28 (E1) 9 to 14 V OK E1 (-) BATT (+) ECM Connector ES REPLACE ECM A065741E39 NG 3 CHECK HARNESS AND CONNECTOR (ECM - EFI FUSE, EFI FUSE - BATTERY) (a) Check the harness and the connectors between the EFI fuse and the ECM connector. (1) Remove the integration relay from the engine room relay block. (2) Disconnect the E7 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E7 BATT ECM Connector A065744E32 Tester Connection Specified Condition 2 (EFI fuse) - E7-6 (BATT) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition 2 (EFI fuse) or E7-6 (BATT) - Body ground 10 kΩ or higher (4) Reinstall the integration relay. (5) Reconnect the ECM connector. (b) Check the harness and the connectors between the EFI fuse and the battery. (1) Remove the integration relay from the engine room relay block. (2) Disconnect the positive battery terminal. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) Engine Room Relay Block 1 2 EFI Fuse A093903E01 Tester Connection Specified Condition Battery positive terminal - 1 (EFI fuse) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition Battery positive terminal or 1 (EFI fuse) - Body ground 10 kΩ or higher (4) Reinstall the integration relay. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–295 (5) Reconnect the positive battery terminal. NG REPAIR OR REPLACE HARNESS AND CONNECTOR OK CHECK AND REPLACE ENGINE ROOM RELAY BLOCK ES ES–296 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P0604 Internal Control Module Random Access Memory (RAM) Error DTC P0606 ECM / PCM Processor DTC P0607 Control Module Performance DTC P0657 Actuator Supply Voltage Circuit / Open MONITOR DESCRIPTION ES The ECM continuously monitors its internal memory status, internal circuits, and output signals to the throttle actuator. This self-check ensures that the ECM is functioning properly. If any malfunction is detected, the ECM will set the appropriate DTC and illuminate the MIL. The ECM memory status is diagnosed by internal "mirroring" of the main CPU and the sub CPU to detect random access memory (RAM) errors. The two CPUs also perform continuous mutual monitoring. The ECM sets a DTC if: 1) output from the 2 CPUs are different and deviate from the standards, 2) the signals to the throttle actuator deviate from the standards, 3) malfunction is found in the throttle actuator supply voltage, and 4) any other ECM malfunction is found. DTC No. DTC Detection Condition Trouble Area P0604 P0606 P0607 P0657 ECM internal errors • ECM MONITOR STRATEGY Related DTCs P0604: ECM RAM errors P0606: ECM CPU malfunction P0657: ETCS power supply function of ECM malfunction Required sensors/components ECM Frequency of operation Continuous: P0604, P0606, P0607 Once per driving cycle: P0657 Duration Within 4 minutes MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None TYPICAL MALFUNCTION THRESHOLDS ECM RAM errors: Difference between main and sub CPUs output Larger than the specified range ECM CPU malfunction: Difference between throttle position of main CPU and throttle position of sub CPU 0.3 V or more Electronic throttle control system power supply function of ECM malfunction: Electronic throttle control system power supply when power switch is turned from OFF to ON 7 V or more 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–297 INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK ECM VOLTAGE (IN ADDITION TO DTC P0604 / P0606 / 0P607 / P0657) (a) Connect the intelligent tester to the DLC3. (b) Turn the tester ON. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (d) Read DTCs. Result Display (DTC output) Proceed to P0604 or P0606 or P0607 or P0657 A P0604 or P0606 or P0607 or P0657 and other DTCs B B A REPLACE ECM GO TO RELEVANT DTC CHART ES ES–298 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P1115 Coolant Temperature Sensor Circuit for Coolant Heat Storage System DTC P1117 Coolant Temperature Sensor Circuit Low for Coolant Heat Storage DTC P1118 Coolant Temperature Sensor Circuit High for Coolant Heat Storage DESCRIPTION ES HINT: Although each DTC title says "Coolant Temperature Sensor", these DTCs are related to the coolant heat storage tank outlet temperature sensor. Coolant Heat Storage System (CHS System) Coolant Flow Water Pump for Air Conditioner Cabin Heater Water Valve Cylinder Head Cylinder Block Coolant Heat Storage Tank Radiator CHS Water Pump Coolant flow during preheat mode Coolant flow during normal engine operating ECM CHS Tank Outlet Temperature Sensor A082803E01 This system uses an electric pump to supply hot coolant stored in the coolant heat storage tank into the cylinder head of the engine, in order to optimize engine starting combustion and reduce the amount of unburned gas that is discharged while the engine is started. Before the engine starts, the ECM operates the electric water pump to direct the hot coolant in the heat storage tank into the engine, in order to heat the cylinder head (this process is called "preheat mode"). The duration of the operation of the electric water pump is variable, depending on the temperature of the cylinder head. During the normal operation of the engine, the water valve opens the passage between the cylinder head and the heater and closes the passage between the cylinder head and the tank. During preheat mode in which the cylinder head is heated, the water valve opens the passage between the tank and the cylinder head, in order to allow the coolant to flow from the tank to the cylinder head. At this time, in order to warm up the intake port quickly before the engine is started, the coolant flows in the reverse direction. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–299 The sensor for the system, which is provided at the tank outlet, is constructed similarly to the engine coolant temperature sensor and is connected to the ECM. The CHS tank outlet temperature sensor has a built in thermistor, whose resistance varies with the coolant temperature. HINT: If the ECM detects the DTC P0115, P0117 or P0118, it operates the fail-safe function in which the engine coolant temperature is assumed to be 80°C (176°F). DTC No. DTC Detection Condition Trouble Area P1115 Open or short in CHS tank outlet temperature sensor circuit for 0.5 seconds • • • P1117 Short in CHS tank outlet temperature sensor circuit • • • P1118 Open in CHS tank outlet temperature sensor circuit • • • Open or short in CHS tank outlet temperature sensor circuit CHS tank outlet temperature sensor ECM Short in CHS tank outlet temperature sensor circuit CHS tank outlet temperature sensor ECM Open in CHS tank outlet temperature sensor circuit CHS tank outlet temperature sensor ECM MONITOR DESCRIPTION The ECM monitors the sensor voltage and uses this value to control the coolant heat storage (CHS) system properly. If the sensor output voltage deviates from the normal operating range, the ECM determines that the CHS tank outlet temperature sensor circuit has malfunctioned, and outputs a DTC. Example: A sensor output voltage of -40°C (-40°F) or 140°C (284°F) is determined to be malfunction. MONITOR STRATEGY Related DTCs P1115: Coolant temperature sensor circuit for coolant heat storage system P1117: Coolant temperature sensor circuit low for coolant heat storage system P1118: Coolant temperature sensor circuit high for coolant heat storage system Required sensors/components Coolant heat storage tank outlet temperature sensor Frequency of operation Continuous Duration 0.5 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None TYPICAL MALFUNCTION THRESHOLDS P1115: Sensor resistance (coolant temperature at CHS tank outlet) Less than 0.14 V or more than 4.91 V (more than 140°C (284°F) or -40°C (-40°F) or less) P1117: Sensor resistance (coolant temperature at CHS tank outlet) Less than 0.14 V (more than 140°C (284°F)) P1118: Sensor resistance (coolant temperature at CHS tank outlet) More than 4.19 V (-40°C (-40°F) or less) ES ES–300 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM COMPONENT OPERATING RANGE 79 Ω (140°C (284°F)) to 156 kΩ (-40°C (-40°F)) Sensor resistance WIRING DIAGRAM ECM CHS Tank Outlet Temperature Sensor 5V THW ES R E2 A119255E04 INSPECTION PROCEDURE CAUTION: Be careful when replacing any part in the system or changing the coolant because the coolant in the heat storage tank is hot even if the engine is cold. HINT: • If different DTCs related to different systems that have terminal E2 as the ground terminal are output simultaneously, terminal E2 may have an open circuit. • To check the coolant heat storage (CHS) system, the ECM may cause the water pump of the CHS system to operate 5 hours after the power switch has been turned OFF. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 READ VALUE OF INTELLIGENT TESTER (a) Connect the intelligent tester to the DLC3. (b) Turn the power switch ON (IG) and turn the intelligent tester ON. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II /DTC INFO / CURRENT CODES. (d) Read DTCs. Result Display (DTC Output) Proceed to P1115 A P1117 B P1118 B B Go to step 3 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–301 A 2 CHECK ECM (THW2 - E2 VOLTAGE) (a) Turn the power switch ON (IG). (b) Measure voltage between the terminals THW2 and E2 of the ECM E4 and E7 connector. Standard voltage E7 E4 Water Temperature °C (°F) E2 THW2 ECM Connector A124045E09 Voltage 20 (68) 0.5 to 3.4 V 60 (140) 0.2 to 1.0 V OK CHECK FOR INTERMITTENT PROBLEMS NG 3 CHECK HARNESS AND CONNECTOR (CHS TANK OUTLET TEMPERATURE SENSOR ECM) (a) Check the harness and the connectors between the coolant heat storage tank outlet temperature sensor and the ECM connectors. (1) Disconnect the C19 engine coolant heat storage tank outlet temperature sensor connector. Wire Harness Side Front View C19 CHS Tank Outlet Temperature Sensor Connector A082813E02 E4 (2) Disconnect the E4 and E7 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E7 E2 THW2 ECM Connector Tester Connection Specified Condition C19-2 (CHS temperature sensor) E7-33 (THW2) Below 1 Ω C19-1 (CHS temperature sensor) E4-28 (E2) Below 1 Ω A082814E01 Standard resistance (Check for short) Tester Connection Specified Condition C19-2 (CHS temperature sensor) or E7-33 (THW2) - Body ground 10 kΩ or higher (4) Reconnect the coolant heat storage tank outlet temperature sensor connector. (5) Reconnect the ECM connector. NG REPAIR OR REPLACE HARNESS AND CONNECTOR ES ES–302 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK 4 INSPECT TEMPERATURE SENSOR (CHS TANK OUTLET TEMPERATURE SENSOR) (a) Remove the coolant heat storage (CHS) tank outlet temperature sensor. (b) Measure the resistance between the terminals. Standard resistance Ohmmeter Resistance kΩ ES Acceptable Temperature °C (°F) A081700E08 Tester Connection Specified Condition 1-2 2 to 3 kΩ at 20°C (68°F) 1-2 0.2 to 0.4 kΩ at 80°C (176°F) NOTICE: In case of checking the CHS tank outlet temperature sensor in the water, be careful not to allow water to contact the terminals. After checking, dry the sensor. HINT: Alternate procedure: Connect an ohmmeter to the installed CHS tank outlet temperature sensor and read the resistance. Use an infrared thermometer to measure the CHS tank outlet temperature in the immediate vicinity of the sensor. Compare these values to the resistance/ temperature graph. Change the engine temperature (warm up or allow to cool down) and repeat the test. (c) Reinstall the coolant heat storage tank outlet temperature sensor. NG OK REPLACE ECM REPLACE TEMPERATURE SENSOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P1116 ES–303 Coolant Temperature Sensor Circuit Stack for Coolant Heat Storage DESCRIPTION Refer to DTC P1115 (see page ES-291). DTC No. DTC Detection Condition Trouble Area P1116 • • • Temperature change during hot coolant recovering: 3°C (1.8°F) or less Difference between CHS tank outlet temperature and engine coolant temperature during hot coolant recovering: More than 25°C (45°F) • Coolant heat storage tank outlet temperature sensor Cooling system (clogging) MONITOR DESCRIPTION The coolant heat storage (CHS) tank outlet temperature sensor is used for monitoring coolant temperature in the vicinity of the outlet port of the heat storage tank of the CHS system. The resistance of the sensor increases when the CHS tank outlet temperature is low, and conversely, the resistance decreases when the temperature is high. The changes in resistance are reflected in the voltage that is output by the sensor. The ECM monitors the sensor voltage and uses this value to control CHS system properly. If the sensor output voltage deviates from the normal operating range, the ECM determines that the CHS tank outlet temperature sensor circuit has malfunctioned, and sets a DTC. Examples: 1) No changes occur in the CHS tank outlet temperature sensor signal (over 1°C [1.8°F]) after a predetermined length of time has elapsed from the start of the coolant recovering. 2) A significant difference (over 25°C [45°F]) exists between the engine coolant temperature signal and the CHS tank outlet temperature sensor signal after a predetermined length of time has elapsed from the start of the coolant recovering. MONITOR STRATEGY Related DTCs P1116 : Coolant temperature sensor circuit range check (stuck) Required sensors/components Main: Coolant heat storage tank outlet temperature sensor Related: Engine coolant temperature sensor Frequency of operation Once per driving cycle Duration 45 seconds MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Coolant heat storage system malfunction Not detected Coolant heat recovering ON Difference between engine coolant temperature and CHS tank outlet temperature More than 30°C (54°F) TYPICAL MALFUNCTION THRESHOLDS Temperature variation of CHS tank outlet during hot coolant recovery 3°C or less ES ES–304 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Difference between temperatures of CHS tank outlet and engine coolant during hot coolant recovery More than 25°C (45°F) WIRING DIAGRAM Refer to DTC P1115 (see page ES-293). INSPECTION PROCEDURE ES CAUTION: Be careful when replacing any part in the system or changing the coolant because the coolant in the heat storage tank is hot even if the engine is cold. HINT: • To check the coolant heat storage (CHS) system, the ECM may cause the water pump of the CHS system to operate 5 hours after the power switch has been turned OFF. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P1116) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC output) Proceed to P1116 A P1116 and other DTCs B HINT: If any other codes besides P1116 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART A 2 CHECK COOLING SYSTEM (CHECK FOR CLOGGING IN THE COOLANT SYSTEM) OK: Coolant passage has no blockage. NG REPAIR OR REPLACE COOLING SYSTEM OK REPLACE TEMPERATURE SENSOR (CHS TANK OUTLET TEMPERATURE SENSOR) ES–305 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P1120 Coolant Flow Control Valve Position Sensor Circuit DTC P1122 Coolant Flow Control Valve Position Sensor Circuit Low DTC P1123 Coolant Flow Control Valve Position Sensor Circuit High DESCRIPTION Coolant Heat Storage System (CHS System) Coolant Flow ES Water Pump for Air Conditioner Cabin Heater Water Valve Cylinder Head Cylinder Block Coolant Heat Storage Tank Radiator CHS Water Pump Coolant flow during preheat mode Coolant flow during normal engine operating ECM CHS Tank Outlet Temperature Sensor A082803E01 This system uses an electric pump to supply hot coolant stored in the heat storage tank into the cylinder head of the engine, in order to optimize engine starting combustion and reduce the amount of unburned gas that is discharged while the engine is started. Before the engine starts, the ECM operates the electric water pump to direct the hot coolant in the heat storage tank into the engine, in order to heat the cylinder head (this process is called "preheat mode"). The duration of the operation of the electric water pump is variable, depending on the temperature of the cylinder head. During the normal operation of the engine, the water valve opens the passage between the cylinder head and the heater and closes the passage between the cylinder head and the tank. During preheat mode in which the cylinder head is heated, the water valve opens the passage between the tank and the cylinder head, in order to allow the coolant to flow from the tank to the cylinder head. At this time, in order to warm up the intake port quickly before the engine is started, the coolant flows in the reverse direction. The water valve for the coolant heat storage (CHS) system, which is located at the heater hoses, controls the coolant passages to the engine, heater core, and the CHS tank in accordance with the operating conditions of the system. ES–306 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM The water valve consists of a water valve, valve position sensor, and valve control motor. The potentiometer, which is coupled coaxially to the water valve, converts the valve position into voltage and transmits it to the ECM in the form of a position signal. DTC No. DTC Detection Condition Trouble Area P1120 Water valve position sensor voltage is less than 0.2 V or more than 4.8 V • • • Open or short in water valve position sensor circuit Water valve (coolant flow control valve) ECM P1122 Water valve position sensor voltage stays less than 0.2 V for 2 seconds or more • • • • Water valve (coolant flow control valve) Short in WBAD circuit Open in VC circuit ECM P1123 Water valve position sensor voltage stays more than 4.8 V for 2 seconds or more • • • • • Water valve (coolant flow control valve) Short in WBAD circuit Open in E2 circuit VC and WBAD circuits are short-circuited ECM ES MONITOR DESCRIPTION Valve Position C Valve Position B Valve Position A to Tank to Heater to Tank to Tank to Heater to Heater to Engine to Engine Storage operation (During Driving) Preheat operation storage operation (after Power Switch OFF) to Engine No storage operation (Engine Running) A082804E01 A potentiometer is provided in the coolant heat storage (CHS) system. The ECM uses the valve position signal output by the water valve for effecting control that is appropriate for the operating condition of the engine. The water valve effects control in three steps as indicated below, and the ECM determines the position of the valve according to the voltage of the respective step. If the signal output by the water valve exceeds the normal range, the ECM determines that a malfunction has occurred in the water valve position sensor circuit and outputs a DTC. Water Valve Operation System Condition Valve Position Coolant Flow Normal engine operation C Engine to Cabin heater Preheat mode A Coolant heat storage tank to Engine Coolant recovering (after engine stop) A Engine to Coolant heat storage tank Coolant recovering (while engine is running) B Engine to Cabin heater and Coolant heat storage tank Soak mode A Coolant heat storage tank to Engine 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–307 MONITOR STRATEGY Related DTCs • • • Required sensors/components P1120: Coolant flow control valve (water valve) position sensor circuit range check (fluttering) P1122: Coolant flow control valve (water valve) position sensor circuit range check (low voltage) P1123: Coolant flow control valve (water valve) position sensor circuit range check (high voltage) Water valve position sensor Frequency of operation Continuous Duration 2 seconds MIL operation Immediately Sequence of operation None ES TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None TYPICAL MALFUNCTION THRESHOLDS P1120: Water valve position signal Less than 0.2 V or more than 4.8 V P1122: Water valve position signal Less than 0.2 V P1123: Water valve position signal More than 4.8 V COMPONENT OPERATING RANGE Water valve position signal 0.4 to 2.2 V ES–308 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM ECM Water Valve WSL1 WSL1 WSL2 WSL2 WSAD WBAD ES VC VC E2 E2 CHS Tank Outlet Temperature Sensor No. 2 Engine Room Relay Block THW2 CHP W/P WPL E1 DC/DC M CHS Water CHS W/P Engine Room Relay Block Fusible Link Block Pump MAIN A127922E03 INSPECTION PROCEDURE HINT: Although each DTC title says "Coolant Flow Control Valve", these DTCs are related to the water valve. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–309 CAUTION: Be careful when replacing any part in the system or changing the coolant because the coolant in the heat storage tank is hot even if the engine is cold. HINT: • To check the coolant heat storage (CHS) system, the ECM may cause the water pump of the CHS system to operate 5 hours after the power switch has been turned OFF. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK ECM (WBAD - E2 VOLTAGE) (a) Turn the power switch ON (IG). (b) Measure voltage between the terminals WBAD and E2 of the E4 and E7 ECM connectors. Standard voltage E7 E4 Water Valve E2 WBAD ECM Connector A124045E10 Specified Condition Valve position "A" (Preheat mode) Approximately 2.5 V Valve position "B" (Recovering mode) Approximately 3.5 V Valve position "C" (Normal Operation) Approximately 4.5 V HINT: After the HV main system is turned OFF (READY to IG OFF condition), the valve position will be set to position A. OK CHECK FOR INTERMITTENT PROBLEMS NG 2 INSPECT WATER M/BRACKET VALVE ASSEMBLY (a) Disconnect the W5 water valve connector. (b) Measure resistance between terminals WSL1 and WSL2 of the water valve connector. (c) Measure resistance between terminals WSAD and E2 of the water valve connector. Standard resistance Component Side Water Valve Connector WSL2 WSL1 VC W5 E2 Front View WSAD Tester Connection Specification Condition 1 (WSL1) - 2 (WSL2) Approximately 0.04 kΩ 5 (WSAD) - 6 (E2) 0.2 to 5.7 kΩ A072922E10 NG OK REPLACE WATER W/BRACKET VALVE ASSEMBLY ES ES–310 3 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK HARNESS AND CONNECTOR (WATER VALVE - ECM) (a) Disconnect the W5 water valve connector. Wire Harness Side Water Valve Connector E2 W5 VC WSAD Front View ES E4 A075544E05 (b) Disconnect the E4 and E7 ECM connectors. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E7 Tester Connection VC E2 WBAD ECM Connector A082814E02 Specified Condition W5-5 (Water valve) - E7-20 (WBAD) Below 1 Ω W5-4 (Water valve) - E4-18 (VC) Below 1 Ω W5-6 (Water valve) - E4-28 (E2) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition W5-5 (Water valve) or E7-20 (WBAD) Body ground 10 kΩ or higher (d) Reconnect the water valve connector. (e) Reconnect the ECM connectors. NG OK REPLACE ECM REPAIR OR REPLACE HARNESS AND CONNECTOR ES–311 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P1121 Coolant Flow Control Valve Position Sensor Circuit Stuck DESCRIPTION Refer to DTC P1120 (see page ES-298). DTC No. DTC Detection Condition Trouble Area P1121 • • • • • • Water valve position sensor output voltage: No change despite the ECM sending a valve control signal or slow response CHS tank outlet temperature sensor output: 60°C (140°F) or more (when hot coolant recovering starts) CHS tank outlet temperature sensor output: No change despite the hot coolant is recovered Water valve Cooling system (clogging) ECM ES MONITOR DESCRIPTION Valve Position A Valve Position C Valve Position B to Tank to Heater to Tank to Engine Preheat operation storage operation (after Power Switch OFF) to Heater to Tank to Heater to Engine Storage operation (During Driving) to Engine No storage operation (Engine Running) A082804E01 The ECM monitors the position of the water valve based on the valve position signal that is output by the water valve position sensor (potentiometer), which is coupled coaxially to the valve. The water valve effects control in three steps as indicated above, and the ECM determines the position of the valve according to the voltage of the respective step. In order to ensure the proper monitoring of the water valve, the ECM checks for malfunctions with the combination of the output of the potentiometer and CHS tank outlet temperature sensor. If no changes occur in the valve position signal that is being input into the ECM or if the response signal from the water valve is very slow, despite of the ECM commanding the water valve motor to operate the ECM determines that malfunction has occurred in the water valve position sensor circuit, and sets a DTC. MONITOR STRATEGY Potentiometer detection Related DTCs P1121: Coolant flow control valve position sensor circuit stuck Required sensors/components Main: Water valve Related: CHS tank outlet temperature sensor Frequency of operation Once per driving cycle ES–312 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Duration 20 seconds MIL operation 2 driving cycle Sequence of operation None Tank outlet coolant temperature detection ES Related DTCs P1121: Coolant flow control valve position sensor circuit stuck Required sensors/components Main: Water valve Related: CHS tank outlet temperature sensor Frequency of operation Once per driving cycle Duration 10 seconds MIL operation 2 driving cycle Sequence of operation None TYPICAL ENABLING CONDITIONS Potentiometer detection The monitor will run whenever the following DTCs are not present None Coolant heat storage system malfunction Not detected Battery voltage 10 V or more Engine coolant temperature 0°C (32°F) or more Water valve operation Commanded Response time of valve movement Time under calculation with valve position Tank outlet coolant temperature detection The monitor will run whenever the following DTCs are not present None Coolant heat storage system malfunction Not detected Battery voltage 10 V or more System status During recovering CHS tank outlet temperature difference between preheating start and engine start 20°C (36°F) or more Difference between engine coolant temperature and CHS tank outlet temperature More than 30°C (54°F) TYPICAL MALFUNCTION THRESHOLDS Potentiometer detection Either of the following conditions is met: (a) or (b) (a) Potentiometer output difference [D divided C] C: Difference between previous and current target D: Difference between potentiometer output and previous target 10% or more (b) Potentiometer output deviation from target 0.1 V or more Tank outlet coolant temperature detection Either of the following conditions is met: (a) or (b) (a) Heat storage tank outlet coolant temperature when recover starts 60°C (108°F) or more (b) Heat storage tank outlet coolant temperature difference during water valve check Less than 3°C (5.4°F) WIRING DIAGRAM Refer to DTC P1120 (see page ES-301). 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–313 INSPECTION PROCEDURE HINT: • Although each DTC title says "Coolant Flow Control Valve", these DTCs are related to the water valve. • CHS stands for Coolant Heat Storage. CAUTION: Be careful when replacing any part in the system or changing the coolant because the coolant in the heat storage tank is hot even if the engine is cold. HINT: • If DTCs P1121 and P1150 are detected simultaneously, there may be malfunction in the water valve system. • If DTC P1121 is detected, coolant passages may be clogged. • To check the coolant heat storage (CHS) system, the ECM may cause the water pump of the CHS system to operate 5 hours after the power switch has been turned OFF. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P1121) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC Output) Proceed to P1121 A P1121 and other DTCs B HINT: If any other codes besides P1121 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART A 2 PERFORM ACTIVE TEST BY INTELLIGENT TESTER (a) (b) (c) (d) (e) (f) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Put the engine in inspection mode (see page ES-1). Start the engine and warm it up. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / WATER FLW VLV3, WATER FLW VLV4 or WATER FLW VLV5. (g) Measure the voltage between terminals WBAD and E2 of the ECM connector. ES ES–314 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Standard voltage Tester Operation Specified Condition "WATER FLW VLV 3" ON Approximately 2.5 V "WATER FLW VLV 4" ON Approximately 3.5 V "WATER FLW VLV 5" ON Approximately 4.5 V NG REPLACE WATER W/BRACKET VALVE ASSEMBLY OK ES 3 CHECK COOLING SYSTEM (CHECK FOR CLOGGING IN THE COOLANT SYSTEM) OK: Coolant passages are not clogged. NG OK REPLACE ECM REPAIR OR REPLACE COOLING SYSTEM ES–315 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P1150 Coolant Path Clog of Coolant Heat Storage System DESCRIPTION Coolant Heat Storage System (CHS System) Coolant Flow Water Pump for Air Conditioner Cabin Heater Water Valve Cylinder Head ES Coolant Heat Storage Tank Cylinder Block Radiator CHS Water Pump Coolant flow during preheat mode ECM Coolant flow during normal engine operating CHS Tank Outlet Temperature Sensor A082803E01 This system uses an electric pump to supply hot coolant stored in the coolant heat storage (CHS) tank into the cylinder head of the engine, in order to optimize engine starting combustion and reduce the amount of unburned gas that is discharged while the engine is started. Before the engine starts, the ECM operates the electric water pump to direct the hot coolant in the CHS tank into the engine, in order to heat the cylinder head (this process is called "preheat mode"). The duration of the operation of the electric water pump is variable, depending on the temperature of the cylinder head. During normal operation of the engine, the water valve opens the passage between the cylinder head and the heater and closes the passage between the cylinder head and the tank. During the preheat mode in which the cylinder head is heated, the water valve opens the passage between the tank and the cylinder head, in order to allow the coolant to flow from the tank to the cylinder head. At this time, in order to warm up the intake port quickly before the engine is started, the coolant flows in the reverse direction. This system consists of the CHS tank, CHS water pump, CHS tank outlet temperature sensor, water valve, and a soak timer that is built in the ECM. DTC No. DTC Detection Condition Trouble Area P1150 Following conditions are met: • Change in CHS tank outlet temperature and engine coolant temperature after water pump is ON during preheat mode: below 2°C (3.6°F) • Change in CHS tank outlet temperature as water valve is opened to tank, on a warm engine: below 3°C (5.4°F) • • • • CHS tank outlet temperature sensor Water valve (coolant flow control valve) Cooling system (clogging) ECM ES–316 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MONITOR DESCRIPTION The ECM detects malfunction in the coolant heat storage (CHS) system with the CHS tank outlet temperature signal, the position of the water valve and the engine running condition. In order to ensure the reliable malfunction detection, the ECM detects coolant passage clogging malfunction in two ways. Thus, when the following two detection conditions are met, the ECM determines that the coolant passage has clogged and sets a DTC. • When starting the engine, a variation in the CHS tank outlet temperature and engine coolant temperature before and after preheating is below 2°C (3.6°F). • After the engine is warmed up, a variation in the CHS tank outlet temperature when the ECM opens the water valve is below 3°C (5.4°F). ES MONITOR STRATEGY Related DTCs P1150: Coolant path clog up for coolant heat storage system Required sensors/components (main) CHS tank outlet temperature sensor Frequency of operation Once per driving cycle Duration 10 seconds MIL operation 1 driving cycle Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Coolant heat storage system malfunction Not detected Coolant heat storage water pump operation time 3 seconds or more Variation in CHS tank coolant temperature and engine coolant temperature before and after preheating 2°C (3.6°F) or less Engine coolant temperature 65°C(149°F) or more TYPICAL MALFUNCTION THRESHOLDS Variation in CHS tank coolant temperature during passage clogging check Less than 3°C (5.4°F) WIRING DIAGRAM Refer to DTC P1115 (see page ES-293). INSPECTION PROCEDURE CAUTION: Be careful when replacing any part in the system or changing the coolant because the coolant in the heat storage tank is hot even if the engine and the radiator are cold. HINT: • The detection of this DTC may indicate that the coolant heat storage (CHS) tank outlet water temperature sensor stuck or the water valve stuck. • If DTC P1121 is detected, coolant passages may be clogged. • To check the coolant heat storage (CHS) system, the ECM may cause the water pump of the CHS system to operate 5 hours after the power switch has been turned OFF. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 1 ES–317 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P1150) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC Output) Proceed to P1150 A P1150 and other DTCs B HINT: If any other codes besides P1150 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART A 2 PERFORM ACTIVE TEST BY INTELLIGENT TESTER (a) (b) (c) (d) (e) (f) E7 E4 E2 WBAD ECM Connector A124045E10 Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Put the engine in inspection mode (see page ES-1). Start the engine and warm it up. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / WATER FLW VLV3, WATER FLW VLV4 or WATER FLW VLV5. (g) Measure the voltage between terminals WBAD and E2 of the ECM connector. Standard voltage Tester Operation Specified Condition "WATER FLW VLV 3" ON Approximately 2.5 V "WATER FLW VLV 4" ON Approximately 3.5 V "WATER FLW VLV 5" ON Approximately 4.5 V NG OK REPLACE WATER W/BRACKET VALVE ASSEMBLY ES ES–318 3 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECT TEMPERATURE SENSOR (a) Remove the CHS tank outlet temperature sensor. (b) Measure the resistance between the terminals. Standard resistance Ohmmeter Resistance kΩ ES Acceptable Temperature °C (°F) A081700E08 Tester Connection Specified Condition 1-2 2 to 3 kΩ at 20°C (68°F) 1-2 0.2 to 0.4 kΩ at 80°C (176°F) NOTICE: In case of checking the CHS tank outlet temperature sensor in the water, be careful not to allow water to contact the terminals. After checking, dry the sensor. HINT: Alternate procedure: Connect an ohmmeter to the installed CHS tank outlet temperature sensor and read the resistance. Use an infrared thermometer to measure the CHS tank outlet temperature in the immediate vicinity of the sensor. Compare these values to the resistance/ temperature graph. Change the engine temperature (warm up or allow to cool down) and repeat the test. (c) Reinstall the CHS tank outlet temperature sensor. NG REPLACE TEMPERATURE SENSOR OK CHECK COOLING SYSTEM (CHECK FOR CLOGGING IN THE COOLING SYSTEM) ES–319 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P1151 Coolant Heat Storage Tank DESCRIPTION Coolant Heat Storage System (CHS System) Coolant Flow Water Pump for Air Conditioner Cabin Heater Water Valve Cylinder Head ES Coolant Heat Storage Tank Cylinder Block Radiator CHS Water Pump Coolant flow during preheat mode ECM Coolant flow during normal engine operating CHS Tank Outlet Temperature Sensor A082803E01 This system uses an electric pump to supply hot coolant stored in the coolant heat storage (CHS) tank into the cylinder head of the engine, in order to optimize engine starting combustion and reduce the amount of unburned gas that is discharged while the engine is started. Before the engine starts, the ECM operates the electric water pump to direct the hot coolant in the CHS tank into the engine, in order to heat the cylinder head (this process is called "preheat mode"). The duration of the operation of the electric water pump is variable, depending on the temperature of the cylinder head. During normal operation of the engine, the water valve opens the passage between the cylinder head and the heater and closes the passage between the cylinder head and the tank. During the preheat mode in which the cylinder head is heated, the water valve opens the passage between the tank and the cylinder head, in order to allow the coolant to flow from the tank to the cylinder head. At this time, in order to warm up the intake port quickly before the engine is started, the coolant flows in the reverse direction. This system consists of the CHS tank, CHS water pump, CHS tank outlet temperature sensor, water valve, and a soak timer that is built in the ECM. DTC No. DTC Detection Condition Trouble Area P1151 Following conditions are successively met: • CHS tank outlet temperature during preheating: below 50°C (122°F) (2 trip detection condition) • CHS tank outlet temperature during soaking: 30°C (54°F) or more lower than during coolant recovering • Coolant heat storage tank ES–320 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MONITOR DESCRIPTION ES The ECM detects malfunction in the coolant heat storage (CHS) system with the CHS tank coolant temperature, the position of the water valve, the running condition of the engine and the operating condition of the soak timer. The soak timer built in the ECM prompts the ECM to actuate the water pump 5 hours after the HV main system has been turned OFF by using the power switch. The ECM then checks the heat retention condition of the CHS tank. In order to ensure the reliable malfunction detection, the ECM detects the CHS tank heat retention malfunction in two ways. thus, when the following two detection conditions are consecutively met, the ECM determines that the heat retention has deteriorated and sets a DTC. (1) During preheating, the CHS tank outlet water temperature is below 50°C (122°F) (2 trip detection logic). (2) During soaking, the CHS tank outlet temperature is more than 30°C (86°F) lower than that during the got coolant recovery. MONITOR STRATEGY Related DTCs P1151: Coolant heat storage tank Required sensors/components CHS tank outlet temperature sensor Frequency of operation Once per driving cycle Duration 10 seconds MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Coolant heat storage system malfunction Not detected Coolant heat storage water pump operation time 3 seconds or more Storage coolant temperature More than 65°C (149°F) TYPICAL MALFUNCTION THRESHOLDS Difference storage coolant temperature and heat storage tank outlet coolant temperature 30°C (54°F) or more INSPECTION PROCEDURE CAUTION: Be careful when replacing any part in the system or changing the coolant because the coolant in the heat storage tank is hot even if the engine and the radiator are cold. NOTICE: If air breeding is not performed completely, this DTC may be detected after changing the coolant. HINT: • To check the coolant heat storage (CHS) system, the ECM may cause the water pump of the CHS system to operate 5 hours after the power switch has been turned OFF. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 1 ES–321 REPLACE COOLANT HEAT STORAGE TANK NEXT REPAIR COMPLETED ES ES–322 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P1450 Fuel Tank Pressure Sensor DTC P1451 Fuel Tank Pressure Sensor Range/Performance DTC P1452 Fuel Tank Pressure Sensor Low Input DTC P1453 Fuel Tank Pressure Sensor High Input DTC SUMMARY ES DTC No. Monitoring Item DTC Detection Condition P1450 Pressure sensor abnormal voltage fluctuation Sensor output voltage rapidly fluctuates beyond upper and lower malfunction thresholds for 7 seconds. P1451 Pressure sensor abnormal voltage fluctuation Sensor output voltage fluctuates frequently in certain time period. Trouble Area • • Fuel tank pressure sensor ECM • • Fuel tank pressure sensor Connector/wire harness (Fuel tank pressure sensor - ECM) ECM • P1451 Pressure sensor constant voltage Sensor output voltage does not vary in certain time period. • • • P1452 Pressure sensor voltage low Sensor output is less than -3,999 Pa for 7 seconds. • • • P1453 Pressure sensor voltage high Sensor output 1,999 Pa for 7 seconds. • • • Detection Timing Detection Logic • Power switch ON (IG) 1 trip • 2 trips • EVAP monitoring (power switch OFF) Engine running • Engine running) 2 trips Fuel tank pressure sensor Connector/wire harness (Fuel tank pressure sensor - ECM) ECM • EVAP monitoring (power switch OFF) Power switch ON (IG) 1 trip Fuel tank pressure sensor Connector/wire harness (Fuel tank pressure sensor - ECM) ECM • EVAP monitoring (power switch OFF) Power switch ON (IG) 1 trip Fuel tank pressure sensor Connector/wire harness (Fuel tank pressure sensor - ECM) ECM • • DESCRIPTION NOTICE: In this vehicle's EVAP system, turning ON the vent valve does not seal off the EVAP system. To check for leaks in the EVAP system, disconnect the air inlet vent hose and apply pressure from the atmosphere side of the canister. While the engine is running, if a predetermined condition (closed loop, etc.) is met, the purge VSV is opened by the ECM and stored fuel vapors in the canister are purged to the intake manifold. The ECM changes the duty cycle ratio of the purge VSV to control purge flow volume. The purge flow volume is also determined by the intake manifold pressure. Atmospheric pressure is allowed into the canister through the vent valve to ensure that the purge flow is maintained when the negative pressure (vacuum) is applied to the canister. Key-off monitor This monitor checks for Evaporative Emission (EVAP) system leaks and canister pump module malfunctions. The monitor starts 5 hours* after the power switch is turned OFF. More than 5 hours are required to allow the fuel to cool down to stabilize the Fuel Tank Pressure (FTP), thus making the EVAP system monitor more accurate. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–323 The leak detection pump creates negative pressure (vacuum) in the EVAP system and the pressure is measured. Finally, the ECM monitors for leaks from the EVAP system and malfunctions in both the canister pump module and purge VSV, based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the power switch is turned OFF, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the power switch is turned OFF, the monitor check starts 2.5 hours later. ES ES–324 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Location EVAP Hose (From Canister) Purge Line ES EVAP Hose (To Intake Manifold) Purge VSV Pump Module Trap Canister - Leak Detection Pump - Canister Pressure Sensor - Vent Valve Fuel Tank Pressure Sensor Pressure Switching Valve Canister Filter Canister Fuel Tank Air Inlet Port Fuel Cap A131350E01 ES–325 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Diagram Intake Manifold Purge VSV Fuel Tank Pressure Sensor Fuel Cap Pressure Switching Valve Fresh Air Line ES Canister Fuel Pump Chamber Canister Filter Bladder Tank Trap Canister with Pump Module Outer Tank Roll Over Valve A130305E01 Pump Module : Air Flow Vent Valve (ON) From Canister Filter Trap Canister Vent Valve (OFF) Reference Orifice Pressure Sensor Leak Detection Pump (OFF) Leak Detection Pump (ON) A131438E01 ES–326 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Canister Pressure Sensor Specification Malfunction Area Output Voltage 4.900 V 4.150 V Usable Range ES 1.425 V Malfunction Area 0.450 V 60 kPa 110 kPa (450 mmHg) (825 mmHg) Pressure HINT: Standard atmospheric pressure is 101.3 kPa (760mmHg) A115543E09 Components Operations Canister, Trap canister Contains activated charcoal to absorb EVAP generated in fuel tank. Cut-off valve Located in fuel tank. Valve floats and closes when fuel tank 100% full. Purge Vacuum Switching Valve (VSV) Opens or closes line between canister and intake manifold. ECM uses purge VSV to control EVAP purge flow. In order to discharge EVAP absorbed by canister to intake manifold, ECM opens purge VSV. EVAP discharge volume to intake manifold controlled by purge VSV duty cycle ratio (current-carrying time) (open: ON; closed: OFF). Roll-over valve Located in fuel tank. Valve closes by its own weight when vehicle overturns to prevent fuel from spilling out. Soak timer Built into ECM. To ensure accurate EVAP monitor, measures 5 hours (+-15 min) after power switch OFF. This allows fuel to cool down, stabilizing Fuel Tank Pressure (FTP). When approximately 5 hours elapsed, ECM activates. Pressure switching valve The pressure switching valve located on the canister is used to detect leakage from the bladder tank into the fuel tank. The valve opens during the bladder tank leak check. Then, the fuel tank's fuel vapor flows to the intake manifold without passing the canister. Pump module Consists of (a) to (d) below. pump module cannot be disassembled. (a) Vent valve Vents and closes EVAP system. When ECM turns valve ON, EVAP system closed. When ECM turns valve OFF, EVAP system vented. Negative pressure (vacuum) created in EVAP system to check for EVAP leaks by closing purge VSV, turning vent valve ON (closed) and operating leak detection pump. (b) Canister pressure sensor Indicates pressure as voltage. ECM supplies regulated 5 V to canister pressure sensor, and uses feedback from sensor to monitor EVAP system pressure. (c) Leak detection pump Creates negative pressure (vacuum) in EVAP system for leak check. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Components ES–327 Operations Has opening with 0.02 inch diameter. Vacuum produced through orifice by closing purge VSV, turning vent valve OFF and operating leak detection pump to monitor 0.02 inch leak criterion. 0.02 inch leak criterion indicates small leak of EVAP. (d) Reference orifice MONITOR DESCRIPTION 1. DTC P1451: Pressure sensor abnormal voltage fluctuation or being constant If the pressure sensor output voltage fluctuates rapidly for 10 seconds, the ECM stops the EVAP system monitor. The ECM interprets this as the pressure sensor voltage fluctuating, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC. Alternatively, if the sensor output voltage does not change for 10 seconds, the ECM interprets this as the sensor voltage being constant, and stops the monitor. The ECM then illuminates the MIL and sets the DTC. (Both the malfunctions are detected by 2 trip detection logic). Fuel Tank Pressure Sensor Specification Output Voltage Malfunction Area 4.9 V 4.5 V 2.14 V Malfunction Area 0.5 V 0.45 V -3.5 0 1.5 Pressure (kPa) A109185E04 2. DTC P1452: Pressure sensor voltage low If the pressure sensor output voltage is below 0.45 V, the ECM interprets this as an open or short circuit malfunction in the pressure sensor or its circuit, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC (1 trip detection logic). 3. DTC P1453: Pressure sensor voltage high If the pressure sensor voltage output is 4.9 V or more, the ECM interprets this as an open or short circuit malfunction in the pressure sensor or its circuit, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC (1 trip detection logic). MONITOR STRATEGY Required Sensors/Components Pump module Frequency of Operation Once per driving cycle: P1451 sensor constant voltage Continuous: P1451 sensor abnormal voltage fluctuation, P1452 and P1453 Duration Within 10 seconds MIL Operation 2 driving cycles Sequence of Operation None TYPICAL ENABLING CONDITIONS P1450, P1452, P1453: Engine Running Time after engine start Less than 10 seconds ES ES–328 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ECT at engine start 10 to 35°C (50 to 95°F) IAT at engine start 10 to 35°C (50 to 95°F) ECT at engine start - IAT at engine start Less than 12°C (53.6°F) P1451: ES Altitude Less than 2,400 m (8,000 ft.) Battery voltage 11 V or higher Conditions Power switch ON (IG) and DLC3 connector OFF or OBD check mode ON and idle ON Throttle position learning Completed Canister pressure sensor No malfunction IAT at engine start - ECT at engine start -7 to 11.1°C (19.4 to 52°F) Purge VSV and pressure switching valve Not operated by scan tool ECT at engine start 4.4 to 35°C (40 to 95°F) IAT at engine start 4.4 to 35°C (40 to 95°F) TYPICAL MALFUNCTION THRESHOLDS P1450: Fuel tank pressure Less than -3,999 Pa (-30 mmHg) or 1,999 Pa (15 mmHg) or more P1451 (Noise Monitor): Sensor output change 0.667 kPa or more during 5 to 15 seconds after idling and vehicle stop 7 times or more P1451 (Stuck Monitor): Not to make pass determination 20 minutes or more P1452: Fuel tank pressure Less than -3,999 Pa (-30 mmHg) P1453: Fuel tank pressure 1,999 Pa (15 mmHg) or more ES–329 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM ECM Fuel Tank Pressure Sensor PTNK PTNK VCC VC E2 E2 ES Purge VSV Pump Module EVP1 VCC SGND PPMP VOUT MPMP MTRB VGND Pressure Switching Valve VPMP TBP VLVB EFI M MGND EFI MREL P/I MAIN Battery A127937E01 ES–330 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECTION PROCEDURE NOTICE: • When a vehicle is brought into the workshop, leave it as it is. Do not change the vehicle condition. For example, do not tighten the fuel tank cap. • Do not disassemble the pump module. • The intelligent tester is required to conduct the following diagnostic troubleshooting procedure. 1 CONFIRM DTC AND FUEL TANK PRESSURE (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester on. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. (f) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DATA LIST / EVAP / VAPOR PRESS TANK. (g) Read the EVAP (Evaporative Emission) pressure displayed on the tester. ES Result Display (DTC Output) Test Result P1451 - P1450 and/or P1452 Suspected Trouble Area Less than -17.187 kPa (-128.93 mmHg) • Pressure sensor C • Wire harness/connector (ECM pressure sensor) Pressure sensor Short in ECM circuit A Wire harness/connector (ECM pressure sensor) Pressure sensor Open in ECM circuit B • • • P1450 and/or P1453 More than 23.5 kPa (176.69 mmHg) B C Proceed to • • Go to step 4 GO TO EVAP INSPECTION PROCEDURE A 2 CHECK HARNESS AND CONNECTOR (FUEL TANK PRESSURE SENSOR - ECM) (a) Turn the power switch OFF. (b) Disconnect the E7 ECM connector. (c) Measure the resistance between the PTNK terminal of the ECM connector and the body ground. E7 PTNK ECM Connector A065744E69 ES–331 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Result Test Result Suspected Trouble Area • 10 Ω or less • • 10 kΩ or more • Proceed to Wire harness/connector (ECM pressure sensor) Short in pressure sensor circuit A Wire harness/connector (ECM pressure sensor) Short in ECM (included in HV Control ECU) circuit B (d) Reconnect the ECM connector. B Go to step 7 A 3 ES CHECK HARNESS AND CONNECTOR (FUEL TANK PRESSURE SENSOR - ECM) (a) (b) (c) (d) Remove the fuel tank assembly. Disconnect the V6 fuel tank pressure sensor connector. Disconnect the E7 ECM connector. Measure the resistance between the PTNK terminal of the ECM connector and the body ground. E7 ECM Connector PTNK A131349E01 Result Test Result Suspected Trouble Area Proceed to 10 kΩ or more • Short in pressure sensor circuit A 10 Ω or less • Short in wire harness/connector (ECM - pressure sensor) B (e) Reconnect the pressure sensor connector. (f) Reconnect the ECM connector. A Go to step 5 B Go to step 6 ES–332 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4 CHECK HARNESS AND CONNECTOR (FUEL TANK PRESSURE SENSOR - ECM) (a) (b) (c) (d) Wire Harness Side: V6 Remove the fuel tank assembly. Disconnect the V6 fuel tank pressure sensor connector. Turn the power switch ON (IG). Measure the voltage and resistance according to the value(s) in the table below. Standard voltage Tester Connection Specified Condition V6-3 - Body ground 4.5 to 5.0 V Standard resistance ES Tester Connection Specified Condition V6-2 - Body ground 100 Ω or less Fuel Tank Pressure Sensor Connector A109175E02 Result Test Result Voltage and resistance within standard ranges Voltage and resistance outside standard ranges Suspected Trouble Area Proceed to • Open in pressure sensor circuit A • Open in wire harness/connector (ECM - pressure sensor) B (e) Reconnect the canister connector. B Go to step 6 A 5 REPLACE FUEL TANK PRESSURE SENSOR NEXT 6 Go to step 8 REPAIR OR REPLACE HARNESS AND CONNECTOR HINT: If the exhaust tail pipe has been removed, go to the next step before reinstalling it. 7 NEXT Go to step 8 NEXT Go to step 8 REPLACE ECM 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 8 ES–333 CHECK WHETHER DTC OUTPUT RECURS (AFTER REPAIR) (a) (b) (c) (d) NEXT COMPLETED Connect the intelligent tester to the DLC3. Turn the power switch ON (IG) and turn the tester on. Wait for at least 60 seconds. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / PENDING CODES. HINT: If no pending DTC is displayed on the tester, the repair has been successfully completed. ES ES–334 DTC 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P1455 Vapor Reducing Fuel Tank System Malfunction DESCRIPTION Using the heated oxygen sensor and pressure switching VSV, the ECM detects fuel leaks from inside a bladder tank the fuel tank. Based on signals from the heated oxygen sensor while the VSV for purge flow switching valve is ON, the ECM judges if fuel is leaked from the bladder tank or not. DTC No. DTC Detection Condition Trouble Area P1455 When VSV for purge flow switching valve is ON, vapor density of air which flows from purge VSV into intake manifold is high • • • Hose and pipe for EVAP system Fuel system ECM ES MONITOR DESCRIPTION The ECM detects leakage of evaporative emissions from the bladder membrane by using the heated oxygen sensor and pressure switching valve. By opening the purge VSV and then closing the pressure switching valve, air in the outer tank is drawn into the intake manifold. The ECM checks concentration of hydrocarbon (HC) molecules in the air drawn from the bladder membrane area. Also, the ECM checks the sensor output before and after closing the pressure switching valve. If there is change in the HC concentration when the pressure switching valve is opened or closed, the ECM will conclude that the bladder membrane is leaking. The ECM will illuminates the MIL and a DTC is set. MONITOR STRATEGY Related DTCs P1455: Vapor reducing fuel tank system leak detected (small leak) monitor Required sensors/components (main) Fuel tank Frequency of operation Once per driving cycle Duration None MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS Monitor runs whenever following DTC not present None Engine Running ECT 4.4°C (40°F) or more IAT 4.4°C (40°F) or more EVAP control system pressure sensor malfunction Not detected Purge VSV Not detected by scan tool EVAP system check Not detected by scan tool Battery voltage 11 V or higher Purge duty cycle 15% or more TYPICAL MALFUNCTION THRESHOLDS Vapor concentration in purge air Less than -7 to -4% (depending on intake air temperature) FAF smoothing value Less than 5% VSV for purge flow switching valve No malfunction Purge air volume after purge flow switching valve monitoring 2 g or more 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–335 MONITOR RESULT Refer to detailed information (see page ES-15). INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P1455) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC Output) Proceed to P1455 A P1455 and other DTCs B HINT: If any other codes besides P1455 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART A 2 INSPECT FUEL TANK ASSEMBLY (a) Remove the fuel tank (see page FU-23). (b) Drain fuel from the tank and turn it upside down. OK: Fuel does not come out from anywhere except the main fuel hose. OK NG REPLACE FUEL TANK ASSEMBLY REPLACE ECM ES ES–336 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P2102 Throttle Actuator Control Motor Circuit Low DTC P2103 Throttle Actuator Control Motor Circuit High DESCRIPTION The throttle motor is operated by the ECM and it opens and closes the throttle valve. The opening angle of the throttle valve is detected by the throttle position sensor which is mounted on the throttle body. The throttle position sensor provides feedback to the ECM. This feedback allows the ECM to control the throttle motor and monitor the throttle opening angle as the ECM responds to driver inputs. HINT: This Electrical Throttle Control System (ETCS) does not use a throttle cable. ES DTC No. DTC Detection Condition Trouble Area P2102 Conditions (a) and (b) continue for 2.0 seconds: (a) Throttle control motor output duty is 80% or more (b) Throttle control motor current is less than 0.5 A • • • Open in throttle control motor circuit Throttle control motor ECM P2103 Following conditions are met. • Hybrid IC diagnosis signal: Fail • Hybrid IC current limiter port: Fail When electric throttle actuator is ON (i.e. actuator power ON or actuator power supply voltage is 8 V or more) • • • • • Short in throttle control motor circuit Throttle control motor Throttle valve Throttle body assembly ECM MONITOR DESCRIPTION The ECM monitors the flow of electrical current through the electronic throttle motor, and detects malfunction or open circuits in the throttle motor based on the value of the electrical current. When the current deviates from the standard values, the ECM concludes that there is a fault in the throttle motor. Or, if the throttle valve is not functioning properly (for example, stuck ON), the ECM concludes that there is a fault in the throttle motor and turns on the MIL and a DTC is set. Example: When the current is more than 10 A. Or, the current is less than 0.5 A when the motor driving duty ratio is more than 80%. The ECM concludes that the current is deviated from the standard values, turns on the MIL and a DTC is set. FAIL-SAFE If the Electronic Throttle Control System (ETCS) has a malfunction, the ECM cuts off current to the throttle control motor. The throttle control valve returns to a predetermined opening angle (approximately 16°) by the force of the return spring. The ECM then adjusts the engine output by controlling the fuel injection (intermittent fuel-cut) and ignition timing in accordance with the accelerator pedal opening angle to enable the vehicle to continue to drive. If the accelerator pedal is depressed firmly and slowly, the vehicle can be driven slowly. If a "pass" condition is detected and then the power switch is turned OFF, the fail-safe operation will stop and the system will return to normal condition. MONITOR STRATEGY P2102: Throttle actuator control motor current (low current) Related DTCs P2102: Throttle actuator control motor current (low current) Required sensors/components Throttle actuator motor Frequency of operation Continuous Duration 2 seconds MIL operation Immediately ES–337 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Sequence of operation None P2103: Throttle actuator control motor current (high current) Related DTCs P2103: Throttle actuator control motor current (high current) Required sensors/components Throttle actuator motor Frequency of operation Continuous Duration 0.6 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS P2102: Throttle actuator control motor current (low current) The monitor will run whenever the following DTCs are not present None Throttle motor ON Difference between motor current of present and 0.016 second ago Less than 0.2 A ES P2103: Throttle actuator control motor current (high current) The monitor will run whenever the following DTCs are not present None Throttle motor ON TYPICAL MALFUNCTION THRESHOLDS P2102: Throttle actuator control motor current (low current) Throttle motor current Less than 0.5 A (when motor drive duty is 80% or more) P2103: Throttle actuator control motor current (high current) Hybrid IC Fail WIRING DIAGRAM Throttle Body Assembly (Throttle Control Motor) ECM M+ M+ M- MShielded Motor Control Circuit GE01 A115327E04 ES–338 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 INSPECT THROTTLE W/MOTOR BODY ASSEMBLY (THROTTLE CONTROL MOTOR) (a) Disconnect the throttle control motor connector. (b) Measure the motor resistance between terminals 1 (M-) and 2 (M+). Standard resistance Component Side Throttle Control Motor Connector ES T2 M+ M- Tester Connection Specified Condition 1 (M-) - 2 (M+) 0.3 to 100 Ω at 20°C (68°F) NG A088591E01 REPLACE THROTTLE W/MOTOR BODY ASSEMBLY OK 2 CHECK HARNESS AND CONNECTOR (ECM - THROTTLE CONTROL MOTOR) (a) Disconnect the E5 ECM connector. E5 M+ M- ECM Connector A065745E46 (b) Disconnect the T2 throttle control motor connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) Wire Harness Side Throttle Control Motor Connector T2 M- Front View M+ Tester Connection Specified Condition 2 (Throttle control motor) - E5-6 (M+) Below 1 Ω 1 (Throttle control motor) - E5-5 (M-) Below 1 Ω Standard resistance (Check for short) A053155E03 Tester Connection Specified Condition 2 (Throttle control motor) or E5-6 (M+) - Body ground 10 kΩ or higher 1 (Throttle control motor) or E5-5 (M-) - Body ground 10 kΩ or higher (d) Reconnect the ECM connector and the throttle control motor connector. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM NG ES–339 REPAIR OR REPLACE HARNESS AND CONNECTOR OK 3 INSPECT THROTTLE W/MOTOR BODY ASSEMBLY (a) Visually check between the throttle valve and the housing for foreign objects. Also, check if the valve can open and close smoothly. OK: The throttle valve is not contaminated by foreign objects and can move smoothly. NG OK REPLACE ECM REMOVE FOREIGN OBJECT AND CLEAN THROTTLE BODY ES ES–340 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P2111 Throttle Actuator Control System - Stuck Open DTC P2112 Throttle Actuator Control System - Stuck Closed DESCRIPTION ES The throttle motor is operated by the ECM and it opens and closes the throttle valve using gears. The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on the throttle body. The throttle position sensor provides to ECM with feedback to control the throttle motor and set the throttle valve angle in response to driver input. HINT: This Electrical Throttle Control System (ETCS) does not use a throttle cable. DTC No. DTC Detection Condition Trouble Area P2111 Throttle motor locked during ECM orders to open • • • • Throttle control motor circuit Throttle control motor Throttle body Throttle valve P2112 Throttle motor locked during ECM orders to close • • • • Throttle control motor circuit Throttle control motor Throttle body Throttle valve MONITOR DESCRIPTION The ECM concludes that there is malfunction of the ETCS when the throttle valve remains at a fixed angle despite high drive current supplying from the ECM. The ECM will turn on the MIL and a DTC is set. FAIL-SAFE If the Electronic Throttle Control System (ETCS) has malfunction, the ECM cuts off current to the throttle control motor. The throttle control valve returns to a predetermined opening angle (approximately 16°) by the force of the return spring. The ECM then adjusts the engine output by controlling the fuel injection (intermittent fuel-cut) and ignition timing in accordance with the accelerator pedal opening angle to enable the vehicle to continue to drive. If the accelerator pedal is depressed firmly and slowly, the vehicle can be driven slowly. If a "pass" condition is detected and then the power switch is turned OFF, the fail-safe operation will stop and the system will return to normal condition. MONITOR DESCRIPTION Related DTCs P2111: Throttle motor actuator lock (open) P2112: Throttle motor actuator lock (closed) Main sensors/components Throttle actuator motor Frequency of operation Continuous Duration 0.5 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS P2111: The monitor will run whenever the following DTCs are not present None Throttle motor current 2 A or more Throttle motor duty to open 80% or more 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–341 P2112: The monitor will run whenever the following DTCs are not present None Throttle motor current 2 A or more Throttle motor duty to close 80% or more TYPICAL MALFUNCTION THRESHOLDS Difference between throttle position sensor output voltage of present and 16 milliseconds ago Less than 0.1 V WIRING DIAGRAM Refer to DTC P2102 (see page ES-330). ES INSPECTION PROCEDURE Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P2111 AND/OR P2112) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC output) Proceed to P2111 or P2112 A P2111 or P2112, and other DTCs B HINT: If any other codes besides P2111 and/or P2112 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART A 2 INSPECT THROTTLE W/MOTOR BODY ASSEMBLY (VISUALLY CHECK THROTTLE VALVE) (a) Check for contamination between the throttle valve and the housing. If necessary, clean the throttle body. And check that the throttle valve moves smoothly. B OK REPLACE THROTTLE W/MOTOR BODY ASSEMBLY ES–342 3 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK IF DTC OUTPUT RECURS (DTC P2111 AND/OR P2112) (a) (b) (c) (d) (e) (f) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Clear the DTC. Put the engine in inspection mode (see page ES-1). Start the engine, and depress and release the accelerator pedal quickly (fully open and fully close). (g) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (h) Start the engine, and depress and release the accelerator pedal quickly (fully open and fully close). (i) Read DTCs. Result ES Display (DTC output) Proceed to No output A P2111 and/or P2112 B B A CHECK FOR INTERMITTENT PROBLEMS REPLACE ECM ES–343 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P2118 Throttle Actuator Control Motor Current Range / Performance DESCRIPTION The Electronic Throttle Control System (ETCS) has a dedicated power supply circuit. The voltage (+BM) is monitored and when the voltage is low (less than 4 V), the ECM concludes that the ETCS has a fault and current to the throttle control motor is cut. When the voltage becomes unstable, the ETCS itself becomes unstable. For this reason, when the voltage is low, the current to the motor is cut. If repairs are made and the system has returned to normal, turn the power switch OFF. The ECM then allows current to flow to the motor and the motor can be restarted. HINT: This Electrical Throttle Control System (ETCS) does not use a throttle cable. ECM ETCS Fuse From Battery +BM Throttle Control Motor Motor Control Circuit +M -M ME01 A085832E07 DTC No. DTC Detection Condition Trouble Area P2118 Open in ETCS power source circuit • • • Open in ETCS power source circuit ETCS fuse ECM MONITOR DESCRIPTION The ECM monitors the battery supply voltage applied to the electronic throttle motor. When the power supply voltage drops below the threshold, the ECM concludes that there is an open in the power supply circuit. A DTC is set and the MIL is turned on. FAIL-SAFE If the Electronic Throttle Control System (ETCS) has malfunction, the ECM cuts off current to the throttle control motor. The throttle control valve returns to a predetermined opening angle (approximately 16°) by the force of the return spring. The ECM then adjusts the engine output by controlling the fuel injection (intermittent fuel-cut) and ignition timing in accordance with the accelerator pedal opening angle to enable the vehicle to continue to drive. If the accelerator pedal is depressed firmly and slowly, the vehicle can be driven slowly. ES ES–344 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM If a "pass" condition is detected and then the power switch is turned OFF, the fail-safe operation will stop and the system will return to normal condition. MONITOR STRATEGY Related DTCs P2118: Throttle actuator motor power supply line range check (low voltage) Required sensors/components Throttle actuator motor Frequency of operation Continuous Duration 0.8 seconds MIL operation Immediately Sequence of operation None ES TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Actuator power ON Battery voltage 8 V or more TYPICAL MALFUNCTION THRESHOLDS Throttle actuator motor power supply voltage Less than 4 V COMPONENT OPERATING RANGE Throttle actuator motor power supply voltage 9 to 14 V ES–345 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM ECM ETCS +BM Motor Control Circuit ES MAIN E1 A128754E01 INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 INSPECT FUSE (ETCS FUSE) (a) Remove the ETCS fuse from the engine room relay block. (b) Check the resistance of the ETCS fuse. Standard resistance: Below 1 Ω (c) Reinstall the ETCS fuse. Engine Room Relay Block NG ETCS Fuse A088592E01 OK CHECK FOR SHORT IN ALL HARNESS AND COMPONENTS CONNECTED FUSE ES–346 2 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK ECM (+BM VOLTAGE) (a) Measure the voltage between the specified terminals of the E5 and E7 ECM connectors. Standard voltage E7 E5 Specified Condition E7-5 (+BM) - E5-28 (E1) 9 to 14 V OK E1 +BM ECM Connector ES Tester Connection REPLACE ECM A124045E11 NG 3 CHECK HARNESS AND CONNECTOR (ECM - ETCS FUSE, ETCS FUSE - BATTERY) (a) Check the harness and the connectors between the ETCS fuse and the ECM connector. (1) Remove the ETCS fuse from the engine room relay block. Engine Room Relay Block ETCS Fuse A093905E01 (2) Disconnect the E7 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E7 +BM Tester Connection Specified Condition 2 (ETCS fuse) - E7-5 (+BM) Below 1 Ω Standard resistance (Check for short) ECM Connector A065744E35 Tester Connection Specified Condition 2 (ETCS fuse) or + E7-5 (BM) - Body ground 10 kΩ or higher (4) Reinstall the ETCS fuse. (5) Reconnect the ECM connector. (b) Check the harness and the connectors between the ETCS fuse and the battery. (1) Remove the ETCS fuse from the engine room relay block. (2) Disconnect the positive battery terminal. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) Tester Connection Specified Condition Battery positive terminal - 1 (ETCS fuse) Below 1 Ω 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–347 Standard resistance (Check for short) Tester Connection Specified Condition Battery positive terminal or 1 (ETCS fuse) - Body ground 10 kΩ or higher (4) Reinstall the ETCS fuse. (5) Reconnect the positive battery terminal. NG REPAIR OR REPLACE HARNESS AND CONNECTOR OK CHECK AND REPLACE FUSIBLE LINK BLOCK ASSEMBLY ES ES–348 DTC 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P2119 Throttle Actuator Control Throttle Body Range / Performance DESCRIPTION The Electric Throttle Control System (ETCS) is composed of a throttle motor that operates the throttle valve, a throttle position sensor that detects the opening angle of the throttle valve, an accelerator pedal position sensor that detects the accelerator pedal position, and the ECM that controls the ETCS system. The ECM operates the throttle motor to position the throttle valve for proper response to driver inputs. The throttle position sensor, mounted on the throttle body, provides this signal to the ECM so that the ECM can regulate the throttle motor. ES DTC No. DTC Detection Condition Trouble Area P2119 Throttle opening angle continues to vary greatly from its target angle • • Electric throttle control system ECM MONITOR DESCRIPTION The ECM determines the "actual" throttle valve angle based on the throttle position sensor signal. The "actual" throttle valve position is compared to the "target" throttle valve position commanded by the ECM. If the difference of these two values exceeds a specified limit, the ECM interprets this as a fault in the ETCS system. The ECM turns on the MIL and a DTC is set. FAIL-SAFE If the Electronic Throttle Control System (ETCS) has malfunction, the ECM cuts off current to the throttle control motor. The throttle control valve returns to a predetermined opening angle (approximately 16°) by the force of the return spring. The ECM then adjusts the engine output by controlling the fuel injection (intermittent fuel-cut) and ignition timing in accordance with the accelerator pedal opening angle to enable the vehicle to continue to drive. If the accelerator pedal is depressed firmly and slowly, the vehicle can be driven slowly. If a "pass" condition is detected and then the power switch is turned OFF, the fail-safe operation will stop and the system will return to normal condition. MONITOR STRATEGY Related DTCs P2119: Electronic throttle control system failure Required sensors/components Main: Throttle actuator motor Related: Throttle position sensor Frequency of operation Continuous Duration Within 1 second MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None TYPICAL MALFUNCTION THRESHOLDS Difference between commanded throttle valve position and current throttle valve position 0.3 V or more 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–349 COMPONENT OPERATING RANGE Commanded throttle valve position Same as current throttle valve position WIRING DIAGRAM Refer to DTC P2102 (see page ES-330). INSPECTION PROCEDURE HINT: Read freeze frame data using intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P2119) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC Output) Proceed to P2119 A P2119 and other DTCs B HINT: If any other codes besides P2119 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART A 2 CHECK IF DTC OUTPUT RECURS (a) Clear the DTCs (see page ES-29). (b) Allow the engine to idle for 15 seconds. (c) Securely apply the parking brake, and place the shift position in D. (d) Depress the brake pedal securely and the accelerator pedal fully for 5 seconds. (e) Read DTCs. HINT: Actual throttle position (TP) sensor voltage can be confirmed using the intelligent tester [DATA LIST / USER DATA /THROTTLE POS #1]. OK: No DTC output. OK SYSTEM OK ES ES–350 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM NG REPLACE THROTTLE W/MOTOR BODY ASSEMBLY ES ES–351 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P2195 Oxygen (A/F) Sensor Signal Stuck Lean (Bank 1 Sensor 1) DTC P2196 Oxygen (A/F) Sensor Signal Stuck Rich (Bank 1 Sensor 1) DESCRIPTION The air-fuel ratio (A/F) sensor provides output voltage* which is almost equal to the existing air-fuel ratio. The A/F sensor output voltage is used to provide feedback for the ECM to control the air-fuel ratio. With the A/F sensor output, the ECM can determine deviation from the stoichiometric air-fuel ratio and control proper injection time. If the A/F sensor is malfunctioning, the ECM is unable to accurately control the air-fuel ratio. The A/F sensor is equipped with a heater which heats the zirconia element. The heater is also controlled by the ECM. When the intake air volume is low (the temperature of the exhaust gas is low), current flows to the heater to heat the sensor to facilitate detection of accurate oxygen concentration. The A/F sensor is a planar type. Compared to a conventional type, the sensor and heater portions are narrower. Because the heat of the heater is conducted through the alumina to zirconia (of the sensor portion), sensor activation is accelerated. To obtain a high purification rate of carbon monoxides (CO), hydrocarbons (HC) and nitrogen oxides (NOx) components of the exhaust gas, a three-way catalytic converter is used. The converter is most efficient when the air-fuel ratio is maintained near the stoichiometric air-fuel ratio. *: The voltage value changes inside the ECM only. ECM Monitored A/F Sensor Voltage Solid Electrolyte (Zirconia Element) Alumina Heater Platinum Electrode Cover Element Exhaust Gas A A Atmospheric Air A-A Cross Section Air-fuel Ratio A073819E02 DTC No. DTC Detection Condition Trouble Area P2195 Conditions (a) and (b) continue for 2 seconds or more : (a) A/F sensor voltage is more than 3.8 V. (b) Rear oxygen sensor voltage is 0.15 V or more. • A/F sensor current is 3.6 mA or more. • • • • • • • • • Open or short in A/F sensor (bank 1 sensor 1) circuit A/F sensor (bank 1 sensor 1) A/F sensor heater Integration relay A/F sensor heater and relay circuit Air induction system Fuel pressure Injector PCV hose connection ECM ES ES–352 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC No. DTC Detection Condition Trouble Area P2196 Conditions (a) and (b) continue for 2 seconds or more : (a) A/F sensor voltage is less than 2.8 V. (b) Rear oxygen sensor voltage is less than 0.6 V. • A/F sensor current is less than 1.4 mA. ES • • • • • • • • • Open or short in A/F sensor (bank 1 sensor 1) circuit A/F sensor (bank 1 sensor 1) A/F sensor heater Integration relay A/F sensor heater and relay circuit Air induction system Fuel pressure Injector PCV hose connection ECM HINT: • Sensor 1 refers to the sensor closest to the engine assembly. • After confirming DTC P2195 and P2196, use the intelligent tester to confirm voltage output of A/F sensor (AFS B1 S1) from the "DIAGNOSIS / ENHANCED OBD II / DATA LIST / PRIMARY." • The A/F sensor's output voltage and the short-term fuel trim value can be read using the intelligent tester. • The ECM controls the voltage of the A1A+, and A1A- terminals of the ECM to a fixed voltage. Therefore, it is impossible to confirm the A/F sensor output voltage without the intelligent tester. • The OBD II scan tool (excluding the intelligent tester) displays the one fifth of the A/F sensor output voltage which is displayed on the intelligent tester. MONITOR DESCRIPTION Under the air-fuel ratio feedback control, if the voltage output of the A/F sensor indicates RICH or LEAN for a certain period of time or more, the ECM concludes that there is a fault in the A/F sensor system. The ECM will turn on the MIL and a DTC is set. If the A/F sensor voltage output is less than 2.8 V (indicates very RICH) 10 seconds even though voltage output of the heated oxygen sensor output voltage is less than 0.6 V, the ECM sets DTC P2196 Also, if the heated oxygen sensor output voltage is 0.15 V or more, but the A/F sensor voltage output is more than 3.8 V (indicates very LEAN) for 10 seconds, DTC P2195 or is set. MONITOR STRATEGY Related DTCs P2195: A/F sensor signal stuck lean P2196: A/F sensor signal stuck rich Required sensors/components Main: A/F sensor Related: Heated oxygen sensor Frequency of operation Continuous Duration 10 seconds MIL operation 2 driving cycles Sequence of operation None 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–353 TYPICAL ENABLING CONDITIONS All: Monitor runs whenever following DTCs not present P0031, P0032 (A/F sensor heater - Sensor 1) P0037, P0038 (O2 sensor heater - Sensor 2) P0100 - P0103 (MAF meter) P0110 - P0113 (IAT sensor) P0115 - P0118 (ECT sensor) P0120 - P0223, P2135 (TP sensor) P0125 (Insufficient ECT for Closed Loop) P0136 (O2 sensor - sensor 2) P0171, P0172 (Fuel system) P0300 - P0304 (Misfire) P0335 (CKP sensor) P0340 (CMP sensor) P0455, P0456 (EVAP system) P0500 (VSS) Sensor voltage detection monitor (Lean side malfunction P2195): Duration while all of following conditions met 2 seconds or more Rear HO2 sensor voltage 0.15 V or more Time after engine start 30 seconds or more A/F sensor status Activated Fuel system status Closed-loop Engine Running Sensor voltage detection monitor (Rich side malfunction P2196): Duration while all of following conditions met 2 seconds or more Rear HO2 sensor voltage Below 0.6 V Time after engine start 30 seconds or more A/F sensor status Activated Fuel system status Closed-loop Engine Running Sensor current detection monitor P2195 and P2196: Battery voltage 11 V or more Atmospheric pressure 76 kPa (570 mmHg) or more A/F sensor status Activated Continuous time of fuel cut 3 to 10 seconds ECT 75°C (167°F) or more TYPICAL MALFUNCTION THRESHOLDS Sensor voltage detection monitor (Lean side malfunction P2195) A/F sensor output voltage More than 3.8 V Sensor voltage detection monitor (Rich side malfunction P2196) A/F sensor output voltage Less than 2.8 V Sensor current detection monitor P2195 A/F sensor current 3.6 mA or more Sensor current detection monitor P2196 A/F sensor current Less than 1.4 mA ES ES–354 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM ECM Engine Room Relay Block MREL Air Fuel Ratio Sensor (Bank 1 Sensor 1) Shielded EFI M ES HA1A EFI A1A+ P/I A1AMAIN E1 A127920E01 CONFIRMATION DRIVING PATTERN Vehicle Speed (e) 70 to 120 km/h (44 to 75 mph) Idling (d) Power Switch OFF (a), (b) 2 minutes 5 to 10 minutes Time A079199E59 (a) Connect the intelligent tester to the DLC3. (b) Switch the ECM from normal mode to check mode using the intelligent tester (see page ES-29). ES–355 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (c) Put the engine in inspection mode (see page ES-1). (d) Start the engine and warm it up with all the accessory switches OFF. (e) Deactivate the inspection mode and drive the vehicle at 70 to 120 km/h (44 to 75 mph) for 5 to 10 minutes (the engine must be run during monitoring). HINT: If malfunction exists, the MIL will be illuminated during step (d). NOTICE: • If the conditions in this test are not strictly followed, no malfunction will be detected. If you do not have the intelligent tester, turn the power switch OFF after performing steps (d) and (e), then perform steps (d) and (e) again. • Do not drive the vehicle without deactivating inspection mode, otherwise damaging the transaxle may result. ES INSPECTION PROCEDURE HINT: • Although each DTC title says "oxygen sensor", these DTCs are related to the A/F sensor. • Malfunctioning areas can be found by performing the ACTIVE TEST / A/F CONTROL operation. The A/F CONTROL operation can determine if the A/F sensor, heated oxygen sensor or other potential trouble area are malfunctioning or not. (a) Perform the ACTIVE TEST A/F CONTROL operation. HINT: The A/F CONTROL operation lowers the injection volume 12.5% or increases the injection volume 25%. (1) Connect the intelligent tester to the DLC3. (2) Turn the power switch ON (IG). (3) Put the engine in inspection mode (see page ES-1). (4) Warm up the engine by running the engine at 2,500 rpm, depressing the accelerator pedal more than 60% for approximately 90 seconds. (5) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / A/F CONTROL. (6) Perform the A/F CONTROL operation with the engine in an idle condition (press the right or left button). Result: A/F sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: Less than 3.0 V -12.5% → lean output: More than 3.35 V Heated oxygen sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: More than 0.55 V -12.5% → lean output: Less than 0.4 V NOTICE: The A/F sensor output has a few seconds of delay and the heated oxygen sensor output has about 20 seconds of delay at maximum. Case A/F Sensor (Sensor 1) Output Voltage HO2 Sensor (Sensor 2) Output Voltage Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage More than 0.55 V Less than 0.4 V Main Suspected Trouble Area - 1 ES–356 Case 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM A/F Sensor (Sensor 1) Output Voltage Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Output Voltage More than 0.55 V Less than 0.4 V Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage Almost no reaction Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Output Voltage Almost no reaction 2 3 ES Main Suspected Trouble Area HO2 Sensor (Sensor 2) Output Voltage 4 • • • A/F sensor A/F sensor heater A/F sensor circuit • • • HO2 sensor HO2 sensor heater HO2 sensor circuit • • • Fuel Injector Fuel pressure Gas leakage from exhaust system (Airfuel ratio extremely or lean rich) The following A/F CONTROL procedure enables the technician to check and graph the voltage output of both A/F sensor and heated oxygen sensor. To display the graph, enter ACTIVE TEST/ A/F CONTROL/USER DATA, select "AFS B1S1 and O2S B1S2" by pressing the "YES" button followed by the "ENTER" button and then the "F4" button. HINT: • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. • A high A/F sensor voltage could be caused by a RICH air-fuel mixture. Check the conditions that would cause the engine to run with the RICH air-fuel mixture. • A low A/F sensor voltage could be caused by a LEAN air-fuel mixture. Check the conditions that would cause the engine to run with the LEAN air-fuel mixture. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC A/F SENSOR DTCS) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC output) Proceed to A/F sensor circuit DTC A A/F sensor circuit DTCs and other DTCs B HINT: If any other codes besides A/F sensor DTCs are output, perform troubleshooting for those DTCs first. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM B ES–357 GO TO RELEVANT DTC CHART A 2 READ VALUE OF INTELLIGENT TESTER (OUTPUT VOLTAGE OF A/F SENSOR) (a) Connect the intelligent tester to the DLC 3. (b) Put the engine in inspection mode (see page ES-1). (c) Warm up the A/F sensors (bank 1 sensor 1) by running the engine at 2,500 rpm with the accelerator pedal depressed more than 60 % for approximately 90 seconds. (d) Read A/F sensor voltage output on the intelligent tester. (e) Enter the following menus: ENHANCED OBD II / SNAPSHOT / MANUAL SNAPSHOT / USER DATA. (f) Select "AFS B1 S1/ENGINE SPD" and press button "YES". (g) Monitor the A/F sensor voltage carefully. (h) Check the A/F sensor voltage output under the following conditions: (1) Put the engine in inspection mode and allow the engine to idle for 30 seconds. (2) Put the engine in inspection mode and running the engine at 2,500 rpm with the accelerator pedal depressed more than 60% (where engine RPM is not suddenly changed). (3) Deactivate the inspection mode and drive the vehicle with shift position "B" range. (4) Accelerate the vehicle to 70 km/h (44 mph) and quickly release the accelerator pedal so that the throttle valve is fully closed. CAUTION: • Strictly observe of posted speed limits, traffic laws, and road conditions when performing these drive patterns. • Do not drive the vehicle without deactivating inspection mode, otherwise damaging the transaxle may result. OK: Condition (1) and (2) Voltage changes in the vicinity of 3.3 V (between approximately 3.1 to 3.5 V) as shown in the illustration. Condition (4) A/F sensor voltage increases to 3.8 V or more during engine deceleration (when fuel cut) as shown in the illustration. ES ES–358 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Malfunction Condition Normal Condition (4) Approximately 4,000 rpm (2) 2,500 rpm (2) 2,500 rpm (1) Idle (1) Idle (1) Idle (1) Idle Engine RPM ES (4) Approximately 4,000 rpm Engine RPM "Condition (3)" 3.8 V or More A/F Sensor Voltage A/F Sensor Voltage Fuel Cut Fuel Cut "Condition (1), (2)" Change in the vicinity of approximately 3.3 V When A/F sensor circuit is malfunctioning, voltage output does not change A072304E10 HINT: • Whenever the output voltage of the A/F sensor remains at approximately 3.3 V (see diagram Malfunction Condition) under any condition as well as the above conditions, the A/ F sensor may have an open-circuit. (This will happen also when the A/F sensor heater has an open-circuit.) • Whenever the output voltage of the A/F sensor remains at a certain value of approximately 3.8 V or more, or 2.8 V or less (see diagram Malfunction Condition) under any condition as well as the above conditions, the A/F sensor may have a short-circuit. • The ECM will stop fuel injection (fuel cut) during engine deceleration. This will cause a LEAN condition and should result in a momentary increase in A/F sensor voltage output. • The ECM must establish a closed throttle position learned value to perform fuel cut. If the battery terminal was reconnected, the vehicle must be driven over 10 mph to allow the ECM to learn the closed throttle position. • When the vehicle is driven: The output voltage of the A/F sensor may be below 2.8 V during fuel enrichment. For the vehicle, this translates to a sudden increase in speed with the accelerator pedal fully depressed when trying to overtake another vehicle. The A/ F sensor is functioning normally. • The A/F sensor is a current output element, and therefore the current is converted into voltage inside the ECM. If measuring voltage at connectors of A/F sensor or ECM, you will observe a constant voltage. OK Go to step 13 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–359 NG 3 INSPECT AIR FUEL RATIO SENSOR (RESISTANCE OF A/F SENSOR HEATER) (a) Disconnect the A5 A/F sensor connector. (b) Measure the resistance between the terminals of the A/F sensor. Standard resistance Component Side A/F Sensor Connector HT +B A5 AF- Front View Tester Connection Resistance 1 (HT) - 2 (+B) 1.8 to 3.4 Ω at 20°C (68°F) (c) Reconnect the A/F sensor connector. AF+ A085152E51 NG REPLACE AIR FUEL RATIO SENSOR OK 4 INSPECT INTEGRATION RELAY (EFI M RELAY) Integration Relay Connector IGCT HORN AM2 IG2 EFI EFI M Relay Detail Tester Connection Specified Condition 3K-1 - 3I-8 10 kΩ or higher 3K-1 - 3I-8 Below 1 Ω (Apply battery voltage to terminals 3I-6 and 3I-7) (c) Reinstall the integration relay. 6 3I 7 3I 8 3I 1 3K NG 8 3I 7 3I 6 3I 1 3K A082812E01 OK (a) Remove the integration relay from the engine room relay block. (b) Inspect the EFI M relay. Standard resistance REPLACE INTEGRATION RELAY ES ES–360 5 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK HARNESS AND CONNECTOR (A/F SENSOR - ECM) (a) Disconnect the A5 A/F sensor connector. Wire Harness Side A/F Sensor Connector A5 HT +B AF+ AFFront View ES A085153E07 (b) Disconnect the E5 ECM connector. (c) Check the resistance between the wire harness side connectors. Standard resistance (Check for open) E5 HA1A A1A- A1A+ ECM Connector A065745E71 Tester Connection Specified Condition A5-3 (AF+) - E5-23 (A1A+) Below 1 Ω A5-4 (AF-) - E5-22 (A1A-) Below 1 Ω A5-1 (HT) - E5-7 (HA1A) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition A5-3 (AF+) or E5-23 (A1A+) - Body ground 10 kΩ or higher A5-4 (AF-) or E5-22 (A1A-) - Body ground 10 kΩ or higher A5-1 (HT) or E5-7 (HA1A) - Body ground 10 kΩ or higher (d) Reconnect the A/F sensor connector. (e) Reconnect the ECM connector. Reference (Bank 1 Sensor 1 System Diagram) From Battery EFI EFI M ECM A/F Sensor HA1A Heater A1A+ Sensor A1A- Duty Control MREL B062793E19 NG REPAIR OR REPLACE HARNESS AND CONNECTOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–361 OK 6 CHECK AIR INDUCTION SYSTEM (a) Check for vacuum leaks in the air induction system. OK: No leakage in the air induction system. NG REPAIR OR REPLACE AIR INDUCTION SYSTEM OK ES 7 CHECK FUEL PRESSURE OK: Fuel pressure: 304 to 343 kPa (3.1 to 3.5 kgf/cm2, 44 to 50 psi) NG REPAIR OR REPLACE FUEL SYSTEM OK 8 INSPECT FUEL INJECTOR ASSEMBLY (a) Check injector injection (high or low fuel injection quantity or poor injection pattern). OK: Injection volume: 36 to 46 cm3 (2.1 to 2.8 cu in.) per 15 seconds. NG REPLACE FUEL INJECTOR ASSEMBLY OK 9 REPLACE AIR FUEL RATIO SENSOR GO 10 PERFORM CONFIRMATION DRIVING PATTERN HINT: Clear all DTCs prior to performing the confirmation driving pattern. GO 11 READ OUTPUT DTCS (SEE IF A/F SENSOR DTCS ARE OUTPUT AGAIN) (a) Connect the intelligent tester to the DLC3. (b) Turn the power switch ON (IG). ES–362 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (c) Turn the intelligent tester ON. (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs using the intelligent tester. Result Display (DTC Output) No output A A/F sensor circuit DTCs B B ES Proceed to REPLACE ECM AND PERFORM CONFIRMATION DRIVING PATTERN A 12 CONFIRM IF VEHICLE HAS RUN OUT OF FUEL IN PAST OK: Vehicle has run out of fuel in past. NO CHECK FOR INTERMITTENT PROBLEMS YES DTCS ARE CAUSED BY RUNNING OUT OF FUEL 13 PERFORM CONFIRMATION DRIVING PATTERN HINT: Clear all DTCs prior to performing the confirmation driving pattern. GO 14 READ OUTPUT DTCS (SEE IF A/F SENSOR DTCS ARE OUTPUT AGAIN) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs using the intelligent tester. Result Display (DTC Output) Proceed to A/F sensor circuit DTCs A No output B B A Go to step 18 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 15 ES–363 REPLACE AIR FUEL RATIO SENSOR GO 16 PERFORM CONFIRMATION DRIVING PATTERN HINT: Clear all DTCs prior to performing the confirmation driving pattern. GO 17 ES READ OUTPUT DTCS (SEE IF A/F SENSOR DTCS ARE OUTPUT AGAIN) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs using the intelligent tester. Result Display (DTC Output) Proceed to No output A A/F sensor circuit DTCs B B REPLACE ECM AND PERFORM CONFIRMATION DRIVING PATTERN A 18 CONFIRM IF VEHICLE HAS RUN OUT OF FUEL IN PAST OK: Vehicle has run out of fuel in past. NO YES DTCS ARE CAUSED BY RUNNING OUT OF FUEL CHECK FOR INTERMITTENT PROBLEMS ES–364 ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P2238 Oxygen (A/F) Sensor Pumping Current Circuit Low (Bank 1 Sensor 1) DTC P2239 Oxygen (A/F) Sensor Pumping Current Circuit High (Bank 1 Sensor 1) DTC P2252 Oxygen (A/F) Sensor Reference Ground Circuit Low (Bank 1 Sensor 1) DTC P2253 Oxygen (A/F) Sensor Reference Ground Circuit High (Bank 1 Sensor 1) DESCRIPTION Refer to DTC P2195 (see page ES-344). DTC No. DTC Detection Condition Trouble Area P2238 • • AF+ is 0.5 V or less for 5 seconds or more A/F sensor admittance: Less than 0.022 1/Ω • • • • • • Open or short in A/F sensor circuit A/F sensor A/F sensor heater EFI M relay A/F sensor heater and relay circuit ECM P2239 AF+ is more than 4.5 V for 5 seconds or more • • • • • • Open or short in A/F sensor circuit A/F sensor A/F sensor heater EFI M relay A/F sensor heater and relay circuit ECM P2252 AF- is 0.5 V or less for 5 seconds or more • • • • • • Open or short in A/F sensor circuit A/F sensor A/F sensor heater EFI M relay A/F sensor heater and relay circuit ECM P2253 AF- is more than 4.5 V for 5 seconds or more • • • • • • Open or short in A/F sensor circuit A/F sensor A/F sensor heater EFI M relay A/F sensor heater and relay circuit ECM MONITOR DESCRIPTION The air fuel ratio (A/F) sensor has a characteristic that it varies its voltage output in proportion to the airfuel ratio. If impedance (alternating current resistance) or voltage output of the sensor extraordinarily deviates from the standard range, the ECM determines to detect an open or short malfunction in the A/F sensor circuit. MONITOR STRATEGY Related DTCs P2238: A/F sensor pumping current circuit low P2239: A/F sensor pumping current circuit high P2252: A/F sensor reference ground circuit low P2253: A/F sensor reference ground circuit high 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Required sensors/components (main) Main: A/F sensor Related: Engine speed sensor, vehicle speed sensor, engine coolant temperature sensor Frequency of operation Continuous Duration 10 seconds MIL operation 2 driving cycles Sequence of operation None ES–365 TYPICAL ENABLING CONDITIONS "General precondition" is defined as follows: Battery voltage 10.5 V or more Power switch ON Time after power switch from OFF to ON 5 seconds or more "A/F sensor admittance precondition" is defined as follows: Engine coolant temperature Closed - loop fuel control or more Engine Running Time after A/F sensor heating 20 seconds or more P2238: A/F sensor pumping current circuit low (AF+, AF- open) The monitor will run whenever the following DTCs are not present None Time while A/F sensor admittance precondition is met 10 seconds or more P2238: A/F sensor pumping current circuit low (AF+, AF- short) General precondition Met P2238: A/F sensor pumping current circuit low (AF+, GND short) General precondition Met P2239: A/F sensor pumping current circuit high General precondition Met P2252: A/F sensor reference ground circuit low General precondition Met P2253: A/F sensor reference ground circuit high General precondition Met TYPICAL MALFUNCTION THRESHOLDS P2238: A/F sensor pumping current circuit low (AF+, AF- open) A/F sensor admittance Less than 0.022 1/Ω P2238: A/F sensor pumping current circuit low (AF+, AF- short) A/F sensor admittance 0.1 V or less P2238: A/F sensor pumping current circuit low (AF+, GND short) Difference between voltage of terminals AF+ and AF- 0.5 V or less ES ES–366 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM P2239: A/F sensor pumping current circuit high (AF+, +B, VCC short) AF+ terminal voltage (AF+ and +B, or AF+ and VCC short) More than 4.5 V P2252: A/F sensor reference ground circuit low AF- terminal voltage (AF- and GND short) 0.5 V or less P2253: A/F sensor reference ground circuit high AF- terminal voltage (AF- and +B, or AF- and VCC short) More than 4.5 V WIRING DIAGRAM Refer to DTC P2195 (see page ES-347). ES INSPECTION PROCEDURE HINT: • Although the each DTC title says "oxygen sensor", these DTCs are related to the A/F sensor. • Malfunctioning areas can be found by performing the ACTIVE TEST / A/F CONTROL operation. The A/F CONTROL operation can determine if the A/F sensor, heated oxygen sensor or other potential trouble area are malfunctioning or not. (a) Perform the ACTIVE TEST A/F CONTROL operation. HINT: The A/F CONTROL operation lowers the injection volume 12.5% or increases the injection volume 25%. (1) Connect the intelligent tester to the DLC3. (2) Turn the power switch ON (IG). (3) Put the engine in inspection mode (see page ES-1). (4) Warm up the engine by running the engine at 2,500 rpm, depressing the accelerator pedal more than 60% for approximately 90 seconds. (5) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / A/F CONTROL. (6) Perform the A/F CONTROL operation with the engine in an idle condition (press the right or left button). Result: A/F sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: Less than 3.0 V -12.5% → lean output: More than 3.35 V Heated oxygen sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: More than 0.55 V -12.5% → lean output: Less than 0.4 V NOTICE: The A/F sensor output has a few seconds of delay and the heated oxygen sensor output has about 20 seconds of delay at maximum. Case A/F Sensor (Sensor 1) Output Voltage HO2 Sensor (Sensor 2) Output Voltage Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage More than 0.55 V Less than 0.4 V Main Suspected Trouble Area - 1 ES–367 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Case 2 A/F Sensor (Sensor 1) Output Voltage Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Main Suspected Trouble Area HO2 Sensor (Sensor 2) Output Voltage Output Voltage More than 0.55 V Less than 0.4 V Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage Almost no reaction Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Output Voltage Almost no reaction 3 4 • • • A/F sensor A/F sensor heater A/F sensor circuit • • • HO2 sensor HO2 sensor heater HO2 sensor circuit • • • Fuel Injector Fuel pressure Gas leakage from exhaust system (Airfuel ratio extremely or lean rich) The following A/F CONTROL procedure enables the technician to check and graph the voltage output of both A/F sensor and heated oxygen sensor. To display the graph, enter ACTIVE TEST/ A/F CONTROL/USER DATA, select "AFS B1S1 and O2S B1S2" by pressing the "YES" button followed by the "ENTER" button and then the "F4" button. HINT: • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. • A high A/F sensor voltage could be caused by a RICH air-fuel mixture. Check the conditions that would cause the engine to run with the RICH air-fuel mixture. • A low A/F sensor voltage could be caused by a LEAN air-fuel mixture. Check the conditions that would cause the engine to run with the LEAN air-fuel mixture. 1 INSPECT AIR FUEL RATIO SENSOR (RESISTANCE OF A/F SENSOR HEATER) (a) Disconnect the A5 A/F sensor connector. (b) Measure the resistance between the terminals of the A/F sensor. Standard resistance Component Side A/F Sensor Connector HT +B A5 AF- Front View Resistance 1 (HT) - 2 (+B) 1.8 to 3.4 Ω at 20°C (68°F) (c) Reconnect the A/F sensor connector. AF+ A085152E51 OK Tester Connection NG REPLACE AIR FUEL RATIO SENSOR ES ES–368 2 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECT INTEGRATION RELAY (EFI M RELAY) Integration Relay Connector IGCT ES HORN AM2 IG2 EFI EFI M Relay Detail (a) Remove the integration relay from the engine room relay block. (b) Inspect the EFI M relay. Standard resistance Tester Connection Specified Condition 3K-1 - 3I-8 10 kΩ or higher 3K-1 - 3I-8 Below 1 Ω (Apply battery voltage to terminals 3I-6 and 3I-7) (c) Reinstall the integration relay. 6 3I 7 3I 8 3I 1 3K NG REPLACE INTEGRATION RELAY 8 3I 7 3I 6 3I 1 3K A082812E01 OK 3 CHECK HARNESS AND CONNECTOR (A/F SENSOR - ECM) (a) Disconnect the A5 A/F sensor connector. Wire Harness Side A/F Sensor Connector A5 HT +B AF+ AFFront View A085153E07 (b) Disconnect the E5 ECM connector. (c) Check the resistance between the wire harness side connectors. Standard resistance (Check for open) E5 HA1A A1A+ A1AECM Connector A065745E71 Tester Connection Specified Condition A5-3 (AF+) - E5-23 (A1A+) Below 1 Ω A5-4 (AF-) - E5-22 (A1A-) Below 1 Ω A5-1 (HT) - E5-7 (HA1A) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition A5-3 (AF+) or E5-23 (A1A+) - Body ground 10 kΩ or higher ES–369 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Tester Connection Specified Condition A5-4 (AF-) or E5-22 (A1A-) - Body ground 10 kΩ or higher A5-1 (HT) or E5-7 (HA1A) - Body ground 10 kΩ or higher (d) Reconnect the A/F sensor connector. (e) Reconnect the ECM connector. Reference (Bank 1 Sensor 1 System Diagram) From Battery EFI EFI M ECM A/F Sensor HA1A ES Heater A1A+ Sensor A1A- Duty Control MREL B062793E19 NG OK REPLACE ECM REPAIR OR REPLACE HARNESS AND CONNECTOR ES–370 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P2420 Evaporative Emission Pressure Switching Valve Stuck OFF DTC SUMMARY DTC No. P2420 ES Monitoring Items Vent valve stuck open (vent) Malfunction Detection Conditions The following condition is met during key-off EVAP monitor: • EVAP pressure change when vent valve is closed (ON) less than 0.3 kPa-g (2.25 mmHg-g) Trouble Areas • • • Canister pump module (reference orifice, leak detection pump, vent valve) Connector/wire harness (canister pump module ECM) ECM Detection Timing Power switch OFF Detection Logic 2 trip DESCRIPTION NOTICE: In this vehicle's EVAP system, turning ON the vent valve does not seal off the EVAP system. To check for leaks in the EVAP system, disconnect the air inlet vent hose and apply pressure from the atmosphere side of the canister. While the engine is running, if a predetermined condition (closed loop, etc.) is met, the purge VSV is opened by the ECM and stored fuel vapors in the canister are purged to the intake manifold. The ECM changes the duty cycle ratio of the purge VSV to control purge flow volume. The purge flow volume is also determined by the intake manifold pressure. Atmospheric pressure is allowed into the canister through the vent valve to ensure that the purge flow is maintained when the negative pressure (vacuum) is applied to the canister. Key-off monitor This monitor checks for Evaporative Emission (EVAP) system leaks and canister pump module malfunctions. The monitor starts 5 hours* after the power switch is turned OFF. More than 5 hours are required to allow the fuel to cool down to stabilize the Fuel Tank Pressure (FTP), thus making the EVAP system monitor more accurate. The leak detection pump creates negative pressure (vacuum) in the EVAP system and the pressure is measured. Finally, the ECM monitors for leaks from the EVAP system and malfunctions in both the canister pump module and purge VSV, based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the power switch is turned OFF, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the power switch is turned OFF, the monitor check starts 2.5 hours later. ES–371 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Location EVAP Hose (From Canister) Purge Line EVAP Hose (To Intake Manifold) Purge VSV ES Pump Module Trap Canister - Leak Detection Pump - Canister Pressure Sensor - Vent Valve Fuel Tank Pressure Sensor Pressure Switching Valve Canister Filter Canister Fuel Tank Air Inlet Port Fuel Cap A131350E01 ES–372 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Diagram Intake Manifold Purge VSV Fuel Tank Pressure Sensor ES Fuel Cap Pressure Switching Valve Fresh Air Line Canister Fuel Pump Chamber Canister Filter Bladder Tank Trap Canister with Pump Module Outer Tank Roll Over Valve A130305E01 Pump Module : Air Flow Vent Valve (ON) From Canister Filter Trap Canister Vent Valve (OFF) Reference Orifice Pressure Sensor Leak Detection Pump (OFF) Leak Detection Pump (ON) A131438E01 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–373 Canister Pressure Sensor Specification Malfunction Area Output Voltage 4.900 V 4.150 V Usable Range ES 1.425 V Malfunction Area 0.450 V 60 kPa 110 kPa (450 mmHg) (825 mmHg) Pressure HINT: Standard atmospheric pressure is 101.3 kPa (760mmHg) A115543E09 Components Operations Canister, Trap canister Contains activated charcoal to absorb EVAP generated in fuel tank. Cut-off valve Located in fuel tank. Valve floats and closes when fuel tank 100% full. Purge Vacuum Switching Valve (VSV) Opens or closes line between canister and intake manifold. ECM uses purge VSV to control EVAP purge flow. In order to discharge EVAP absorbed by canister to intake manifold, ECM opens purge VSV. EVAP discharge volume to intake manifold controlled by purge VSV duty cycle ratio (current-carrying time) (open: ON; closed: OFF). Roll-over valve Located in fuel tank. Valve closes by its own weight when vehicle overturns to prevent fuel from spilling out. Soak timer Built into ECM. To ensure accurate EVAP monitor, measures 5 hours (+-15 min) after power switch OFF. This allows fuel to cool down, stabilizing Fuel Tank Pressure (FTP). When approximately 5 hours elapsed, ECM activates. Pressure switching valve The pressure switching valve located on the canister is used to detect leakage from the bladder tank into the fuel tank. The valve opens during the bladder tank leak check. Then, the fuel tank's fuel vapor flows to the intake manifold without passing the canister. Pump module Consists of (a) to (d) below. Pump module cannot be disassembled. (a) Vent valve Vents and closes EVAP system. When ECM turns valve ON, EVAP system closed. When ECM turns valve OFF, EVAP system vented. Negative pressure (vacuum) created in EVAP system to check for EVAP leaks by closing purge VSV, turning vent valve ON (closed) and operating leak detection pump (refer to fig. 1). (b) Canister pressure sensor Indicates pressure as voltage. ECM supplies regulated 5 V to canister pressure sensor, and uses feedback from sensor to monitor EVAP system pressure (refer to fig. 2). (c) Leak detection pump Creates negative pressure (vacuum) in EVAP system for leak check. ES–374 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Components Operations Has opening with 0.02 inch diameter. Vacuum produced through orifice by closing purge VSV, turning vent valve OFF and operating leak detection pump to monitor 0.02 inch leak criterion. 0.02 inch leak criterion indicates small leak of EVAP. (d) Reference orifice MONITOR DESCRIPTION ES 5 hours* after the power switch is turned OFF, the leak detection pump creates negative pressure (vacuum) in the EVAP system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the power switch is turned OFF, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the power switch is turned OFF, the monitor check starts 2.5 hours later. Sequence Descriptions Duration ECM activation Activated by soak timer 5, 7 or 9.5 hours after power switch OFF. - Atmospheric pressure measurement Vent valve turned OFF (vent) and EVAP system pressure measured by ECM in order to register atmospheric pressure. If pressure in EVAP system not between 70 kPa and 110 kPa (525 mmHg and 825 mmHg), ECM cancels EVAP system monitor. 10 seconds First 0.02 inch leak criterion measurement In order to determine 0.02 inch leak criterion, leak detection pump creates negative pressure (vacuum) through reference orifice and then ECM checks if leak detection pump and vent valve operate normally. 60 seconds EVAP system pressure measurement Vent valve turned ON (closed) to shut EVAP system. Negative pressure (vacuum) created in EVAP system, and EVAP system pressure then measured. Write down measured value as it will be used in leak check. If EVAP pressure does not stabilize within 900 seconds, ECM cancels EVAP system monitor. 900 seconds* Purge VSV monitor Purge VSV opened and then EVAP system pressure measured by ECM. Large increase indicates normal. 10 seconds E Second 0.02 inch leak criterion measurement After second 0.02 inch leak criterion measurement, leak check performed by comparing first and second 0.02 inch leak criterion. If stabilized system pressure higher than second 0.02 inch leak criterion, ECM determines that EVAP system leaking. 60 seconds - Final check Atmospheric pressure measured and then monitoring result recorded by ECM. - - A B C D Operations *: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize. ES–375 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Operation A: Atmospheric Pressure Measurement Purge VSV: OFF Canister Fuel Tank Vent Valve: OFF (vent) Reference Orifice Canister Pressure Sensor Operation B, E: 0.02 Inch Leak Criterion Measurement OFF OFF (vent) Canister Pump Module Canister Filter ES ON Leak Detection Pump: OFF Operation C: EVAP System Pressure Measurement OFF ON ON (closed) Atmospheric Pressure Negative Pressure Operation D: Purge VSV Monitor ON ON (closed) ON A122912E01 ES–376 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 1. P2420: Vent valve stuck open (vent) In operation C, the vent valve turns ON (closes) and the EVAP system pressure is then measured by the ECM using the canister pressure sensor to conduct an EVAP leak check. If pressure does not drop when the vent valve is open, the ECM interprets this as the vent valve being stuck open. The ECM illuminates the MIL and sets the DTC. EVAP Pressure when Vent Valve Stuck OFF: ON Purge VSV OFF: Closed ON: Closed ON Vent Valve ES ON: Open OFF: Vent Leak Detection Pump ON EVAP Pressure Positive Negative OK 0.02 Inch Leak Criterion Malfunction Sequence A B C D E Time (Second) 10 60 Within 900 10 60 A106067E03 MONITOR STRATEGY Required Sensors/Components Purge VSV and canister pump module Frequency of Operation Once per driving cycle Duration Maximum 15 seconds MIL Operation 2 driving cycles Sequence of Operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever these DTCs are not present P0011, P0012, P0021, P0022 (VVT system-Advance, Retard) P0100, P0101, P0102, P0103 (MAF sensor) P0110, P0112, P0113 (IAT sensor) P0115, P0116, P0117, P0118 (ECT sensor) P0120, P0122, P0123, P0220, P0222, P0223, P2135,(TP sensor) P0125 (Insufficient ECT for closed loop) P0171, P0172, P0174, P0175 (Fuel system) P0300, P0301, P0302, P0303, P0304 (Misfire) P0335 (CKP sensor) P0340, P0341 (CMP sensor) P0351, P0352, P0353, P0354 (Igniter) P0450, P0452, P0453 (EVAP press sensor) P0500 (VSS) Atmospheric pressure 70 to 110 kPa (525 to 825 mmHg) 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Battery voltage 10.5 V or higher Vehicle speed Less than 4 km/h (2.5 mph) Power switch OFF Time after key off 5, 7 or 9.5 hours Purge VSV Not operated by scan tool Vent valve Not operated by scan tool Leak detection pump Not operated by scan tool Both of the following conditions 1 and 2 are met before key off - 1. Duration that vehicle has been driven 5 minutes or more 2. EVAP purge operation Performed ECT 4.4 to 35°C (40 to 95°F) IAT 4.4 to 35°C (40 to 95°F) 1. Key-off monitor sequence 1 to 8 1. Atmospheric pressure measurement Next sequence is run if the following condition is met - Atmospheric pressure change Within 0.3 kPa (2.25 mmHg) in 1 second 2. First reference pressure measurement Next sequence is run if the following conditions are met - EVAP pressure just after reference pressure measurement start 1 kPa ( 7.5 mmHg) or lower Reference pressure -4.85 to -1.05 kPa (726 to 754 mmHg) Reference pressure Saturated within 60 seconds 3. Vent valve stuck closed check Next sequence is run if the following condition is met - EVAP pressure change after vent valve is ON 0.3 kPa (2.25 mmHg) or more 4. Vacuum introduction Next sequence is run if the following condition is met - EVAP pressure Saturated within 900 seconds 5. Purge VSV stuck closed check Next sequence is run if the following condition is met - EVAP pressure change after purge valve is open 0.3 kPa (2.25 mmHg) or more 6. Second reference pressure measurement Next sequence is run if the following conditions are met - EVAP pressure just after reference pressure measurement 1 kPa (7.5 mmHg) or lower Reference pressure -4.85 to -1.05 kPa (726 to 754 mmHg) Reference pressure Saturated within 60 seconds Reference pressure difference between first and second Less than 0.7 kPa (5.25 mmHg) 7. Leak check Next sequence is run if the following condition is met - EVAP pressure when vacuum introduction is complete Lower than second reference pressure 8. Atmospheric pressure measurement EVAP monitor is complete if the following condition is met - Atmospheric pressure difference between sequence 1 and 8 Within 0.3 kPa (2.25 mmHg) TYPICAL MALFUNCTION THRESHOLDS 1. P2420: Vent valve stuck open (vent) EVAP pressure change after EVAP canister vent valve is ON Less than 0.3 kPa (2.25 mmHg) ES–377 ES ES–378 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM MONITOR RESULT Refer to CHECKING MONITOR STATUS (see page ES-15). WIRING DIAGRAM Canister Pump Module ES ECM Leak Detection Pump MGND MTRB MPMP 5V VCC Canister Pressure Sensor VC VOUT PPMP E2 SGND Vent Valve VLVB VPMP VGND Purge VSV EVP1 MAIN P/I EFI EFI M MREL A127933E01 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–379 INSPECTION PROCEDURE NOTICE: The intelligent tester is required to conduct the following diagnostic troubleshooting procedure. HINT: • Using the intelligent tester monitor results enable the EVAP system to be confirmed. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine conditions when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CONFIRM DTC (a) (b) (c) (d) (e) (f) Turn the power switch OFF and wait for 10 seconds. Turn the power switch ON (IG). Turn the power switch OFF and wait for 10 seconds. Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (g) Check if DTC P0446 is output. NO Go to step 5 YES 2 PERFORM EVAP SYSTEM CHECK (a) Note the freeze frame data and DTCs. (b) Clear DTCs. (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (d) After the system check is finished, check for pending DTCs. OK: No DTC is present. NG Go to step 6 OK 3 CHECK OPERATION FOR PRESSURE SWITCHING VALVE (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / TANK BYPASS VSV. (b) Touch the pressure switching valve (TANK BYPASS VSV) to feel the operating vibration. OK: The pressure switching valve is operated by the ACTIVE TEST. NG Go to step 18 ES ES–380 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK 4 ES CHECK PRESSURE SWITCHING VALVE Air Air E E F (a) (b) (c) (d) Turn the power switch OFF. Remove the pressure switching valve (see page EC-31). Reconnect the pressure switching valve connector. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / TANK BYPASS VSV. (e) Check the airflow for the pressure switching valve. OK: The pressure switching valve operates normally. F VSV is ON VSV is OFF A087973E01 5 NG Go to step 19 OK Go to step 33 PERFORM EVAP SYSTEM CHECK (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (b) After the system check is finished, check for pending DTCs. OK: DTCs are present. NG CHECK INTERMITTENT PROBLEMS OK 6 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P043E, P043F, P2401, P2402 and P2419 are present. NG Go to step 10 OK 7 CHECK VENT VALVE CLOSE STUCK (a) Allow the engine to idle. (b) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (c) Turn the EVAP VSV ON (purge VSV open) and check the VAPOR PRESS (EVAP pressure) for 10 seconds. OK: EVAP pressure is higher than 755 mmHg. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM NG ES–381 Go to step 20 OK 8 CHECK LEAK DETECTION PUMP OPERATION (a) Turn the power switch OFF. (b) Turn the power switch ON (IG). (c) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VACUUM PUMP. (d) Touch the pump module to feel the operating vibration. OK: The leak detection pump is operated by the ACTIVE TEST. NG Go to step 21 OK 9 CHECK TRAP CANISTER (a) Disconnect the vent hose from the pump module. (b) Check that no moisture is in the pump module or the vent hose. OK: No moisture. OK Go to step 22 NG Go to step 23 A135512 10 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P0441, P0455 and/or P0456 are present. NG Go to step 16 OK 11 CHECK INSTALLATION FOR FUEL CAP (a) (b) (c) (d) Remove the fuel cap. Reinstall the fuel cap. Clear DTCs. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. ES ES–382 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (e) After the system check is finished, check for pending DTCs. HINT: If no DTC is present, this indicates that the fuel cap is loosened. OK: No DTC is present. OK REPAIR COMPLETED NG ES 12 LOCATE LEAK POINT (a) Disconnect the vent hose (fresh air line) as shown in the illustration. Canister Filter Vent Hose to Canister Vent Hose Adapter EVAP Tester A131407E01 (b) Connect the pressure gauge and air pump as shown in the illustration. (c) Pressurize the EVAP system until 24 to 28 mmHg. (d) Locate the leak point. HINT: If the EVAP system has leakage, a whistling sound may be heard. OK: The leak point is found. OK Go to step 24 NG 13 CHECK FUEL CAP Check that the fuel cap meets OEM specifications. HINT: If an EVAP tester is available, perform the fuel cap test according to the tester's instructions. OK: Fuel cap meets OEM specifications. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM NG ES–383 Go to step 25 OK 14 CHECK OPERATION FOR PURGE VSV (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (b) Touch the purge VSV to feel the operating vibration. OK: The purge VSV (EVAP VSV) is operated by the ACTIVE TEST. NG Go to step 26 OK 15 CHECK INTAKE MANIFOLD PRESSURE (a) Disconnect the purge VSV hose that is connected to the throttle body. (b) Allow the engine to idle. (c) Check that the hose has suction using your finger. OK: The hose has suction. Purge VSV Hose (to Intake Manifold) A130450E01 16 NG Go to step 27 OK Go to step 28 CHECK DTC (a) Check the DTCs that were present at the EVAP system check. OK: P0451 is not present. NG Go to step 9 OK 17 CHECK OPERATION FOR VENT VALVE (a) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / VENT VALVE. (b) Touch the pump module to feel the operating vibration. OK: The vent valve is operated by the ACTIVE TEST. OK Go to step 9 NG Go to step 29 ES ES–384 18 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK HARNESS AND CONNECTOR (PRESSURE SWITCHING VALVE - ECM AND EFI M RELAY) Wire Harness Side Pressure Switching Valve Connector (a) Check the harness and the connectors between the pressure switching valve and the ECM. (1) Disconnect the V8 pressure switching valve connector. V8 ES Front View A072890E04 (2) Disconnect the E7 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E7 TBP Tester Connection Specified Condition V8-1 (Pressure switching valve) - E718 (TBP) Below 1 Ω Standard resistance (Check for short) ECM Connector A065744E70 Tester Connection Specified Condition V8-1 (Pressure switching valve) or E7-18 (TBP) - Body ground 10 kΩ higher (4) Reconnect the pressure switching valve connector. (5) Reconnect the ECM connector. (b) Check the harness and the connectors between the pressure switching valve and the EFI M relay. (1) Disconnect the V8 pressure switching valve connector. (2) Remove the integration relay from the engine room relay block. (3) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V8-2 (Pressure switching valve) - 3I-8 (EFI M relay) Below 1 Ω Standard resistance (Check for short) A082810E01 Tester Connection Specified Condition V8-2 (Pressure switching valve) or 3I8 (EFI M relay) - Body ground 10 kΩ or higher (4) Reconnect the pressure switching valve connector. (5) Reinstall the integration relay. NG Go to step 30 OK Go to step 31 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 19 ES–385 REPLACE PRESSURE SWITCHING VALVE Replace the pressure switching valve (see page EC-31). NEXT 20 Go to step 34 CHECK FOR VENT HOSE CLOG (a) Turn the power switch OFF. (b) Disconnect the vent hose (fresh air line) as shown in the illustration. (c) Allow the engine to idle. (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / EVAP VSV. (e) Turn the purge VSV (EVAP VSV) ON and check the EVAP pressure (VAPOR PRESS) for 10 seconds. OK: EVAP pressure is higher than 755 mmHg. A135512 21 NG Go to step 22 OK Go to step 32 CHECK HARNESS AND CONNECTOR (LEAK DETECTION PUMP - ECM) (a) Disconnect the V7 canister connector Wire Harness Side V7 MTRB Canister Connector MGND Front View A085258E49 (b) Disconnect the E7 ECM connector. (c) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E7 MPMP ECM Connector Tester Connection Specified Condition V7-1 (MTRB) - E7-13 (MPMP) Below 1 Ω V7-6 (MGND) - Body ground Below 1 Ω Standard resistance (Check for short) A065744E71 Tester Connection Specified Condition V7-1 (MTRB) or E7-13 (MPMP) - Body ground 10 kΩ higher (d) Reconnect the canister connector. (e) Reconnect the ECM connector. ES ES–386 22 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM NG Go to step 30 OK Go to step 31 REPLACE TRAP CANISTER WITH PUMP MODULE Replace the trap canister with pump module (see page EC17). NEXT ES 23 Go to step 34 CHECK FOR VENT HOSE DAMAGE Check for hose damage as shown in the illustration. If necessary, replace the vent hose. Vent Hose Inspection Area* Canister Filter Vent Hose Air Inlet Port *: Check for disconnection and/or crack A130304E01 NEXT Go to step 22 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 24 25 26 ES–387 REPAIR OR REPLACE LEAK POINT NEXT Go to step 34 NEXT Go to step 34 REPLACE FUEL CAP ES CHECK HARNESS AND CONNECTOR (PURGE VSV - ECM) (a) Disconnect the V1 purge VSV connector. Wire Harness Side Purge VSV Connector V1 Front View A052933E24 (b) Disconnect the E5 ECM connector. (c) Check the harness and the connectors between the ECM and the purge VSV connectors. (1) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E5 ECM Connector EVP1 A065745E73 Tester Connection Specified Condition V1-1 - E5-14 (EVP1) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition V1-1 or E5-14 (EVP1) - Body ground 10 kΩ higher (d) Remove the integration relay from the engine room relay block. (e) Check the harness and connectors between the purge VSV connector and the EFI M relay. (1) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V1-2 - 3I-8 (EFI M relay) Below 1 Ω A082810E01 Standard resistance (Check for short) Tester Connection Specified Condition V1-2 or 3I-8 (EFI M relay) - Body ground 10 kΩ higher (f) Reconnect the purge VSV connector. (g) Reconnect the ECM connector. ES–388 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (h) Reinstall the integration relay. 27 NG Go to step 30 OK Go to step 31 REPLACE HOSE (PURGE VSV - THROTTLE BODY) NEXT ES 28 Go to step 34 REPLACE PURGE VSV Replace the purge VSV (see page EC-23). NEXT 29 Go to step 34 CHECK HARNESS AND CONNECTOR (VENT VALVE - ECM) (a) Disconnect the V7 canister connector. Wire Harness Side VLVB V7 Canister Connector Front View VGND A085258E50 (b) Disconnect the E7 ECM connector. (c) Check the harness and the connectors between the ECM and the canister connectors. (1) Measure the resistance between the wire harness side connector. Standard resistance (Check for open) E7 VPMP ECM Connector A065744E72 Tester Connection Specified Condition V7-8 (VGND) - E7-26 (VPMP) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition V7-8 (VGND) or E7-26 (VPMP) - Body ground 10 kΩ higher 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–389 (d) Remove the integration relay from the engine room relay block. (e) Check the harness and connectors between the canister connector and the EFI M relay. (1) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) 8 3I Engine Room Relay Block Tester Connection Specified Condition V7-9 (VLVB) - 3I-8 (EFI M relay) Below 1 Ω A082810E01 Standard resistance (Check for short) Tester Connection Specified Condition V7-9 (VLVB) or 3I-8 (EFI M relay) Body ground 10 kΩ higher (f) Reconnect the canister connector. (g) Reconnect the ECM connector. (h) Reinstall the integration relay. 30 NG Go to step 30 OK Go to step 31 REPAIR OR REPLACE HARNESS AND CONNECTOR NEXT 31 Go to step 34 REPLACE ECM Replace the ECM (see page ES-469). NEXT 32 CHECK AND REPLACE VENT HOSE OR CANISTER FILTER NEXT 33 Go to step 34 Go to step 34 REPLACE HOSE (PRESSURE SWITCHING VALVE AND FUEL TANK) NEXT 34 PERFORM EVAP SYSTEM CHECK (a) Turn the power switch ON (IG). (b) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / SYSTEM CHECK / EVAP SYS CHECK / AUTO OPERATION. (c) After the system check is finished, check for pending DTCs. ES ES–390 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM OK: No DTC is present. NG Go to step 6 OK 35 PERFORM EVAP MONITOR DRIVE PATTERN (a) Check that the following conditions are met: • Fuel level is 1/8 to 7/8. • Engine coolant temperature (ECT) is 4.4 to 35°C (40 to 95°F). • Intake air temperature (IAT) is 4.4 to 35°C (40 to 95°F). • Difference of ECT and IAT is less than 7°C (13°F). (b) Enter the check mode. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / CHECK MODE. (c) Allow the engine to idle until the ECT is 75°C (167°F). (d) Drive the vehicle at 50 km/h (30 mph) or faster and maintain that speed for 60 seconds or more. (e) Stop the vehicle. Do not turn the power switch OFF. (f) Check that the EVAP monitor status is complete. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / MONITOR STATUS. (g) If the EVAP monitor is incomplete, drive the vehicle at 50 km/h (30 mph) or faster and maintain that speed for 120 seconds or more. After that, recheck the EVAP monitor status. (h) Check for pending DTCs. OK: No DTC is present. ES NG OK REPAIR COMPLETED Go to step 2 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P2601 ES–391 Coolant Pump Control Circuit Range / Performance DESCRIPTION The coolant heat storage system uses an electric pump to supply hot coolant stored in the CHS tank into the cylinder head of the engine, in order to optimize engine starting combustion and reduce the amount of unburned gas that is discharged while the engine is started. Before the engine starts, the ECM operates the electric water pump to direct the hot coolant in the CHS tank into the engine, in order to heat the cylinder head (this process is called "preheat mode"). This system consists of the CHS tank, CHS water pump, CHS tank outlet temperature sensor, water valve, and a soak timer that is built in the ECM. DTC No. DTC Detection Condition Trouble Area P2601 Following conditions are successively met: • Difference in CHS tank outlet water temperature and engine coolant temperatures before and after starting preheating: within 2°C (3.6°F) • Change in CHS tank outlet water temperature during soaking: Below 1°C (1.8°F) of its temperature before CHS water pump is ON • • • • CHS water pump CHS water pump relay Open or short in CHS water pump circuit ECM MONITOR DESCRIPTION The ECM detects malfunction in the coolant heat storage (CHS) system with the CHS tank coolant temperature, the position of the water valve, the running condition of the engine and the operating condition of the soak timer. The soak timer built in the ECM prompts the ECM to actuate the water pump 5 hours after the HV system has been turned OFF by using the power switch. The ECM then checks the HV main system based on variations in the CHS tank outlet temperature (soak mode). In order to ensure the reliable malfunction detection, the ECM detects the CHS water pump malfunction DTC in two ways. Thus, when the following two detection conditions are consecutively met, the ECM determines that there is malfunction in the water pump circuit and sets the DTC. (1) Difference in the CHS tank outlet temperature and the engine coolant temperature before and after starting preheating at engine start (system start) is below 2°C (3.6°F). (2) Variation in the CHS tank outlet temperature during soak mode is within 1°C (1.8°F) of its temperature before the CHS water pump was ON. MONITOR STRATEGY Related DTCs P2601: Coolant pump control circuit range/performance Required sensors/components Coolant heat storage tank outlet temperature sensor Frequency of operation Once per driving cycle Duration 10 seconds MIL operation 1 driving cycle Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Coolant heat storage system malfunction Not detected CHS water pump operation time 3 seconds or more Variation in CHS tank outlet temperature and engine coolant temperature before and after preheating 2°C (3.6°F) or less Storage coolant temperature More than 65°C (149°F) ES ES–392 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM TYPICAL MALFUNCTION THRESHOLDS Difference in CHS tank outlet coolant temperature before and after CHS water pump ON Less than 1°C (1.8°F) WIRING DIAGRAM Refer to DTC P1120 (see page ES-301). INSPECTION PROCEDURE ES CAUTION: Be careful when replacing any part in the CHS system or changing the coolant because the coolant in the CHS tank is hot even if the engine and the radiator are cold. NOTICE: If air bleeding is not performed completely, this DTC may be detected after changing the coolant. HINT: • CHS stands for Coolant Heat Storage. • Although the DTC title says "Coolant Pump", this DTC is related to the CHS water pump. • The detection of this DTC indicates a malfunction in both the CHS water pump and the CHS W/P relay. Therefore, make sure to also check the relay when this DTC is output. • To check the coolant heat storage (CHS) system, the ECM may cause the water pump of the CHS system to operate 5 hours after the power switch has been turned OFF. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P2601) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC Output) Proceed to P2601 A P2601 and other DTCs B HINT: If any other codes besides P2601 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART A 2 PERFORM ACTIVE TEST BY INTELLIGENT TESTER (OPERATE WATER PUMP) (a) Connect the intelligent tester to the DLC3. (b) Turn the power switch ON (IG). (c) Turn the tester ON. 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–393 (d) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / WATER PUMP. (e) Check that the CHS W/P relay operates and the operating sounds of the water pump occurs. Result Tester operation Specified Condition WATER PUMP ON CHS W/P relay and water pump operates NG Go to step 5 OK 3 INSPECT TEMPERATURE SENSOR (CHS TANK OUTLET TEMPERATURE SENSOR) (a) Remove the coolant heat storage (CHS) tank outlet temperature sensor. (b) Measure the resistance between the terminals. Standard resistance Ohmmeter Resistance kΩ Acceptable Temperature °C (°F) A081700E08 Tester Connection Specified Condition 1-2 2 to 3 kΩ at 20°C (68°F) 1-2 0.2 to 0.4 kΩ at 80°C (176°F) NOTICE: In case of checking the CHS tank outlet temperature sensor in the water, be careful not to allow water to contact the terminals. After checking, dry the sensor. HINT: Alternate procedure: Connect an ohmmeter to the installed CHS tank outlet temperature sensor and read the resistance. Use an infrared thermometer to measure the CHS tank outlet temperature in the immediate vicinity of the sensor. Compare these values to the resistance/ temperature graph. Change the engine temperature (warm up or allow to cool down) and repeat the test. (c) Reinstall the coolant heat storage tank outlet temperature sensor. NG OK REPLACE TEMPERATURE SENSOR ES ES–394 4 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK HARNESS AND CONNECTOR (ECM - CHS TANK OUTLET TEMPERATURE SENSOR) Wire Harness Side CHS Tank Outlet Temperature Sensor Connector (a) Check the harness and the connectors between the CHS tank outlet temperature sensor connector and the ECM connector. (1) Disconnect the C19 CHS tank outlet temperature sensor connector. C19 Front View ES A082813E03 E4 (2) Disconnect the E4 and E7 ECM connectors. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open): E7 E2 THW2 ECM Connector Tester Connection Specified Condition C19-2 (CHS tank outlet temperature sensor) - E7-33 (THW2) Below 1 Ω C19-1 (CHS tank outlet temperature sensor) - E4-28 (E2) Below 1 Ω A082814E01 Standard resistance (Check for short): Tester Connection Specified Condition C19-2 (CHS tank outlet temperature sensor) or E7-33 (THW2) - Body ground 10 kΩ or higher (4) Reconnect the CHS tank outlet temperature sensor connector. (5) Reconnect the ECM connectors. NG OK REPLACE ECM REPAIR OR REPLACE HARNESS AND CONNECTOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 5 ES–395 INSPECT COOLANT HEAT STORAGE WATER PUMP RELAY (CHS WATER PUMP RELAY) (a) Remove the CHS W/P relay from the engine room No. 2 relay block. (b) Inspect the CHS W/P relay. Standard resistance B016200E02 Tester Connection Specified Condition 3-5 Below 1 Ω 3-5 10 kΩ or higher (Apply battery voltage to terminals 1 and 2) (c) Reinstall the CHS W/P relay. NG REPLACE COOLANT HEAT STORAGE WATER PUMP RELAY OK 6 INSPECT WATER W/MOTOR & BRACKET PUMP ASSEMBLY (a) Disconnect the C20 CHS water pump connector. (b) Measure the resistance between the terminals of the water pump. Standard resistance Component Side CHS Water Pump Connector C20 (+) (-) Tester Connection Specified Condition 1-2 0.3 to 100 Ω (c) Reconnect the CHS water pump connector. Front View A075926E01 NG REPLACE WATER W/MOTOR & BRACKET PUMP ASSEMBLY OK 7 CHECK HARNESS AND CONNECTOR (CHS W/P RELAY - WATER PUMP AND ECM, WATER PUMP - GROUND) (a) Check the harness and the connectors between the CHS water pump connector and the ECM connector. (1) Remove the CHS W/P relay from the engine room No. 2 relay block. Wire Harness Side CHS Water Pump Connector C20 Front View A052933E20 ES ES–396 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (2) Disconnect the E7 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E7 Tester Connection Specified Condition E7-15 (WPL) - 2 (CHS W/P relay) Below 1 Ω WPL Standard resistance (Check for short) ECM Connector A065744E36 ES Engine Room No. 2 Relay Block CHS W/P Relay Tester Connection Specified Condition 2 (CHS W/P relay) or E7-15 (WPL) Body ground 10 kΩ or higher (4) Reinstall the integration relay. (5) Reconnect the ECM connector. (b) Check the harness and the connectors between the CHS water pump connector and the CHS W/P relay. (1) Disconnect the CHS water pump connector. (2) Remove the CHS W/P relay from the engine room relay block No.2. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) Tester Connection Specified Condition 2 (CHS water pump) - 5 (CHS W/P relay) Below 1 Ω 1 (CHS water pump) - Body ground Below 1 Ω A082840E01 Standard resistance (Check for short) Tester Connection Specified Condition 2 (CHS water pump) or 5 (CHS W/P relay) - Body ground 10 kΩ or higher (4) Reconnect the CHS water pump connector. (5) Reinstall the integration relay. NG OK REPLACE ECM REPAIR OR REPLACE HARNESS AND CONNECTOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P2610 ES–397 ECM / PCM Internal Engine Off Timer Performance MONITOR DESCRIPTION To check the heat retention of the tank in the coolant heat storage (CHS) system, the ECM may cause the water pump of the CHS system to operate 5 hours after the power switch has been turned OFF. A timer and a clock are contained in the ECM internal circuit, and the timer starts when the power switch is turned OFF (this process is called the "soak mode"). When the HV main system is started at the power switch, the ECM monitors its internal circuit. If the ECM detects a deviation between the clock and the timer, or an abnormal condition during a comparison between the starting history and the length of time the HV main power has been turned OFF, the ECM determines that its internal circuit has malfunction and sets a DTC. DTC No. DTC Detection Condition Trouble Area P2610 ECM internal error • ECM MONITOR STRATEGY Related DTCs P2610: ECM internal engine off timer performance Required sensors/components (main) ECM Frequency of operation Once per driving cycle Duration 600 seconds MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Engine Running TYPICAL MALFUNCTION THRESHOLDS Case 1 Time internal engine off timer clock reads when CPU clock has elapsed 600 seconds Less than 420 seconds or more than 780 seconds Case 2 Presents of history that ECM had woken up by internal engine off timer YES Time period vehicle has been soaked Less than programmed period Case 3 Presents of history that ECM had woken up by internal engine off timer NO Time period vehicle has been soaked More than or equal to programmed period INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. ES ES–398 1 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM REPLACE ECM NEXT REPAIR COMPLETED ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC ES–399 A/F Sensor Circuit Slow Response (Bank 1 Sensor 1) P2A00 DESCRIPTION Refer to DTC P2195 (see page ES-344). DTC No. DTC Detection Condition Trouble Area P2A00 When A/F sensor output voltage change is below compared to fuel trim change, ECM judges that A/F sensor circuit response is slow if conditions (a), (b) and (c) are met (2 trip detection logic): (a) After engine is warmed up (b) Engine speed is 1,100 rpm or more (c) Vehicle speed 37.5 mph (60 km/h) or more • • • • • • • • • • Open or short in A/F sensor (bank 1 sensor 1) circuit A/F sensor (bank 1 sensor 1) A/F sensor heater EFI M relay A/F sensor heater and relay circuit Air induction system Fuel pressure Injector PCV hose connection ECM HINT: Sensor 1 refers to the sensor mounted before the TWC and is located near the engine assembly. MONITOR DESCRIPTION Locus Length A/F Output (V) Fuel Trim Fast Sensor Slow Sensor A082390E04 The air fuel-ratio (A/F) sensor varies its output voltage in proportion to the air-fuel ratio. Based on the output voltage, the ECM determines if the air-fuel ratio is RICH or LEAN and adjusts the stoichiometric airfuel ratio. The ECM also checks the fuel injection volume compensation value to check if the A/F sensor is deteriorating or not. The output voltage variation, known as locus length, should be high when the air-fuel ratio fluctuates. ES ES–400 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM When the A/F sensor response rate has deteriorated, the locus length should be short. The ECM concludes that there is malfunction in the A/F sensor when the locus length is short and the response rate has deteriorated. MONITOR STRATEGY ES Related DTCs P2A00: A/F sensor circuit slow response Required sensors/components Main: A/F sensor Related: Engine speed sensor, vehicle speed sensor Frequency of operation Once per driving cycle Duration 60 seconds MIL operation 2 driving cycles Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present P0031, P0032 (A/F sensor heater - Sensor 1) P0100 - P0103 (MAF meter) P0110 - P0113 (IAT sensor) P0115 - P0118 (ECT sensor) P0120 - P0223, P2135 (TP sensor) P0125 (Insufficient ECT for closed loop) P0171, P0172 (Fuel system) P0300 - P0304 (Misfire) P0335 (CKP sensor) P0340, P0341 (CMP sensor) P0442 - P0456 (EVAP system) P0500 (VSS) P2196 (A/F sensor - Rationality) Engine Running Time after first engine start 120 seconds Fuel system status Closed-loop A/F sensor status Activated Idle OFF Time after idle off 2 seconds or more Engine speed 1,100 rpm or more, and less than 3,400 rpm Vehicle speed 37.5 mph (60 km/h) or more, and Less than 75 mph (120 km/h) Fuel cut OFF Time after fuel cut is off 3 seconds or more TYPICAL MALFUNCTION THRESHOLDS Response rate deterioration level 8 or more COMPONENT OPERATING RANGE Heated oxygen sensor heater current MONITOR RESULT Refer to detailed information (see page ES-15). WIRING DIAGRAM Refer to DTC P2195 (see page ES-347). 0.4 to 1.0 A (during idling and battery voltage 11 to 14 V) ES–401 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECTION PROCEDURE HINT: Malfunctioning areas can be found by performing the ACTIVE TEST / A/F CONTROL operation. The A/F CONTROL operation can determine if the A/F sensor, heated oxygen sensor or other potential trouble area are malfunctioning or not. (a) Perform the ACTIVE TEST A/F CONTROL operation. HINT: The A/F CONTROL operation lowers the injection volume 12.5% or increases the injection volume 25%. (1) Connect the intelligent tester to the DLC3. (2) Turn the power switch ON (IG). (3) Put the engine in inspection mode (see page ES-1). (4) Warm up the engine by running the engine at 2,500 rpm, depressing the accelerator pedal more than 60% for approximately 90 seconds. (5) Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / A/F CONTROL. (6) Perform the A/F CONTROL operation with the engine in an idle condition (press the right or left button). Result: A/F sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: Less than 3.0 V -12.5% → lean output: More than 3.35 V Heated oxygen sensor reacts in accordance with increase and decrease of injection volume: +25% → rich output: More than 0.55 V -12.5% → lean output: Less than 0.4 V NOTICE: The A/F sensor output has a few seconds of delay and the heated oxygen sensor output has about 20 seconds of delay at maximum. Case A/F Sensor (Sensor 1) Output Voltage Main Suspected Trouble Area HO2 Sensor (Sensor 2) Output Voltage Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage More than 0.55 V Less than 0.4 V Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Output Voltage More than 0.55 V Less than 0.4 V Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage More than 3.35 V Less than 3.0 V Output Voltage Almost no reaction Injection Volume +25% -12.5% Injection Volume +25% -12.5% Output Voltage Almost no reaction Output Voltage Almost no reaction - 1 2 3 4 • • • A/F sensor A/F sensor heater A/F sensor circuit • • • HO2 sensor HO2 sensor heater HO2 sensor circuit • • • Fuel Injector Fuel pressure Gas leakage from exhaust system (Airfuel ratio extremely or lean rich) ES ES–402 ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM The following A/F CONTROL procedure enables the technician to check and graph the voltage output of both A/F sensor and heated oxygen sensor. To display the graph, enter ACTIVE TEST/ A/F CONTROL/USER DATA, select "AFS B1S1 and O2S B1S2" by pressing the "YES" button followed by the "ENTER" button and then the "F4" button. HINT: • DTC P2A00 may be also detected, when the air-fuel ratio stays RICH or LEAN. • Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. • A high A/F sensor voltage could be caused by a RICH air-fuel mixture. Check the conditions that would cause the engine to run with the RICH air-fuel mixture. • A low A/F sensor voltage could be caused by a LEAN air-fuel mixture. Check the conditions that would cause the engine to run with the LEAN air-fuel mixture. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO A/F SENSOR DTC) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC Output) Proceed to P2A00 A P2A00 and other DTCs B HINT: If any other code besides P2A00 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART A 2 READ VALUE OF INTELLIGENT TESTER (OUTPUT VOLTAGE OF A/F SENSOR) (a) Connect the intelligent tester to the DLC 3. (b) Put the engine in inspection mode (see page ES-1). (c) Warm up the A/F sensors (bank 1 sensor 1) by running the engine at 2,500 rpm with the accelerator pedal depressed more than 60 % for approximately 90 seconds. (d) Read A/F sensor voltage output on the intelligent tester. (e) Enter the following menus: ENHANCED OBD II / SNAPSHOT / MANUAL SNAPSHOT / USER DATA. (f) Select "AFS B1 S1/ENGINE SPD" and press button "YES". (g) Monitor the A/F sensor voltage carefully. (h) Check the A/F sensor voltage output under the following conditions: (1) Put the engine in inspection mode and allow the engine to idle for 30 seconds. ES–403 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (2) Put the engine in inspection mode and running the engine at 2,500 rpm with the accelerator pedal depressed more than 60% (where engine RPM is not suddenly changed). (3) Deactivate the inspection mode and drive the vehicle with shift position "B" range. (4) Accelerate the vehicle to 70 km/h (44 mph) and quickly release the accelerator pedal so that the throttle valve is fully closed. CAUTION: • Strictly observe of posted speed limits, traffic laws, and road conditions when performing these drive patterns. • Do not drive the vehicle without deactivating inspection mode, otherwise damaging the transaxle may result. OK: Condition (1) and (2) Voltage changes in the vicinity of 3.3 V (between approximately 3.1 to 3.5 V) as shown in the illustration. Condition (4) A/F sensor voltage increases to 3.8 V or more during engine deceleration (when fuel cut) as shown in the illustration. Malfunction Condition Normal Condition (4) Approximately 4,000 rpm (2) 2,500 rpm (2) 2,500 rpm (1) Idle (1) Idle (4) Approximately 4,000 rpm (1) Idle (1) Idle Engine RPM Engine RPM "Condition (3)" 3.8 V or More A/F Sensor Voltage A/F Sensor Voltage Fuel Cut "Condition (1), (2)" Change in the vicinity of approximately 3.3 V Fuel Cut When A/F sensor circuit is malfunctioning, voltage output does not change A072304E10 HINT: • Whenever the output voltage of the A/F sensor remains at approximately 3.3 V (see diagram Malfunction Condition) under any condition as well as the above conditions, the A/ F sensor may have an open-circuit. (This will happen also when the A/F sensor heater has an open-circuit.) ES ES–404 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM • Whenever the output voltage of the A/F sensor remains at a certain value of approximately 3.8 V or more, or 2.8 V or less (see diagram Malfunction Condition) under any condition as well as the above conditions, the A/F sensor may have a short-circuit. • The ECM will stop fuel injection (fuel cut) during engine deceleration. This will cause a LEAN condition and should result in a momentary increase in A/F sensor voltage output. • The ECM must establish a closed throttle position learned value to perform fuel cut. If the battery terminal was reconnected, the vehicle must be driven over 10 mph to allow the ECM to learn the closed throttle position. • When the vehicle is driven: The output voltage of the A/F sensor may be below 2.8 V during fuel enrichment. For the vehicle, this translates to a sudden increase in speed with the accelerator pedal fully depressed when trying to overtake another vehicle. The A/ F sensor is functioning normally. • The A/F sensor is a current output element, and therefore the current is converted into voltage inside the ECM. If measuring voltage at connectors of A/F sensor or ECM, you will observe a constant voltage. ES OK Go to step 14 NG 3 INSPECT AIR FUEL RATIO SENSOR (RESISTANCE OF A/F SENSOR HEATER) (a) Disconnect the A5 A/F sensor connector. (b) Measure the resistance between the terminals of the A/F sensor. Standard resistance Component Side A/F Sensor Connector HT +B A5 AF- Front View Resistance 1 (HT) - 2 (+B) 1.8 to 3.4 Ω at 20°C (68°F) (c) Reconnect the A/F sensor connector. AF+ A085152E51 OK Tester Connection NG REPLACE AIR FUEL RATIO SENSOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4 ES–405 INSPECT INTEGRATION RELAY (EFI M RELAY) Integration Relay Connector IGCT HORN AM2 IG2 EFI EFI M Relay Detail (a) Remove the integration relay from the engine room relay block. (b) Inspect the EFI M relay. Standard resistance Tester Connection Specified Condition 3K-1 - 3I-8 10 kΩ or higher 3K-1 - 3I-8 Below 1 Ω (Apply battery voltage to terminals 3I-6 and 3I-7) (c) Reinstall the integration relay. 6 3I 7 3I 8 3I 1 3K NG REPLACE INTEGRATION RELAY 8 3I 7 3I 6 3I 1 3K A082812E01 OK 5 CHECK HARNESS AND CONNECTOR (A/F SENSOR - ECM) (a) Disconnect the A5 A/F sensor connector. Wire Harness Side A/F Sensor Connector A5 HT +B AF+ AFFront View A085153E07 (b) Disconnect the E5 ECM connector. (c) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E5 Tester Connection HA1A A1A+ A1AECM Connector A065745E71 Specified Condition A5-3 (AF+) - E5-23 (A1A+) Below 1 Ω A5-4 (AF-) - E5-22 (A1A-) Below 1 Ω A5-1 (HT) - E5-7 (HA1A) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition A5-3 (AF+) or E5-23 (A1A+) - Body ground 10 kΩ or higher ES ES–406 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Tester Connection Specified Condition A5-4 (AF-) or E5-22 (A1A-) - Body ground 10 kΩ or higher A5-1 (HT) or E5-7 (HA1A) - Body ground 10 kΩ or higher (d) Reconnect the A/F sensor connector. (e) Reconnect the ECM connector. Reference (Bank 1 Sensor 1 System Diagram) ES From Battery EFI ECM A/F Sensor EFI M HA1A Heater A1A+ Sensor A1A- Duty Control MREL B062793E19 NG REPAIR OR REPLACE HARNESS AND CONNECTOR OK 6 CHECK AIR INDUCTION SYSTEM (a) Check for vacuum leaks in the air induction system. OK: There is no leakage in the air induction system. NG REPAIR OR REPLACE AIR INDUCTION SYSTEM OK 7 CHECK CONNECTION OF PCV HOSE OK: PCV hose is connected correctly and PCV hose has no damage. NG OK REPAIR OR REPLACE PCV HOSE 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 8 ES–407 CHECK FUEL PRESSURE OK: Fuel pressure: 304 to 343 kPa (3.1 to 3.5 kgf/cm2, 44 to 50 psi) NG REPAIR OR REPLACE FUEL SYSTEM OK 9 INSPECT FUEL INJECTOR ASSEMBLY (a) Check the injector injection (high or low fuel injection quantity or poor injection pattern). OK: Injection volume: 36 to 46 cm3 (2.1 to 2.8 cu in.) per 15 seconds. NG REPLACE FUEL INJECTOR ASSEMBLY OK 10 REPLACE AIR FUEL RATIO SENSOR GO 11 PERFORM CONFIRMATION DRIVING PATTERN HINT: Clear all DTCs prior to performing the confirmation driving pattern (see page ES-347). GO 12 READ OUTPUT DTC (SEE IF A/F SENSOR DTC IS OUTPUT AGAIN) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC Output) Proceed to No output A P2A00 again. B B REPLACE ECM AND PERFORM CONFIRMATION DRIVING PATTERN ES ES–408 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM A 13 CONFIRM IF VEHICLE HAS RUN OUT OF FUEL IN PAST OK: Vehicle has run out of the fuel in the past. NO CHECK FOR INTERMITTENT PROBLEMS YES ES DTC IS CAUSED BY RUNNING OUT OF FUEL 14 PERFORM CONFIRMATION DRIVING PATTERN HINT: Clear all DTCs prior to performing the confirmation driving pattern (see page ES-347). GO 15 READ OUTPUT DTC (SEE IF A/F SENSOR DTC IS OUTPUT AGAIN) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC Output) Proceed to P2A00 A No output B B Go to step 19 A 16 REPLACE AIR FUEL RATIO SENSOR GO 17 PERFORM CONFIRMATION DRIVING PATTERN HINT: Clear all DTCs prior to performing the confirmation driving pattern (see page ES-347). 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–409 GO 18 READ OUTPUT DTC (SEE IF A/F SENSOR DTC IS OUTPUT AGAIN) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC Output) Proceed to No output A P2A00 B B REPLACE ECM AND PERFORM CONFIRMATION DRIVING PATTERN A 19 CONFIRM IF VEHICLE HAS RUN OUT OF FUEL IN PAST OK: Vehicle has run out of the fuel in the past. NO YES DTC IS CAUSED BY RUNNING OUT OF FUEL CHECK FOR INTERMITTENT PROBLEMS ES ES–410 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC P3190 Poor Engine Power DTC P3191 Engine dose not Start DTC P3193 Fuel Run Out DESCRIPTION ES From the HV ECU, the ECM receives data such as power output required for the engine (required output), estimated torque produced by the engine (estimated torque), engine RPM of control target (target RPM), whether the engine is in start mode or not. Then, based on the required output and target RPM, the ECM calculates a target torque that is to be produced by the engine and compares it with the estimated torque. If the estimated torque is very low compared with the target torque, or the engine start mode continues for the specific duration calculated by water temperature, an abnormal condition is detected. DTC No. DTC Detection Condition Trouble Area PP3190 Following conditions continue at a fixed engine RPM or a fixed length of time: • Communication with HV ECU is normal • Engine RPM is a fixed value or more • Engine start mode is not active • Target torque is a fixed value • Ratio of estimated torque against target torque is less than 20% • • • • • • • • • • Air induction system Throttle body Fuel pressure Engine Mass Air flow meter Out of fuel Engine coolant temperature sensor Crankshaft position sensor Camshaft position sensor ECM PP3191 Following conditions continue at a fixed engine RPM or a fixed length of time: • Communication with HV ECU is normal • Engine RPM is a fixed value or more • Engine start mode is not active • • • • • • • • • • Air induction system Throttle body Fuel pressure Engine Mass Air flow meter Out of fuel Engine coolant temperature sensor Crankshaft position sensor Camshaft position sensor ECM PP3193 Following conditions are met: • Fuel low level signal input into ECM • Detection condition for P3190 or P3191 is satisfied • • Out of fuel ECM MONITOR DESCRIPTION The ECM and HV control ECU are connected by a communication line called CAN. The ECM sends information on the engine speed and other data to the HV control ECU while the HV control ECU sends the information such as a requirement for the engine power to the ECM using the CAN communication line. When the communication between the ECM and HV control ECU is normal and the following items becomes specific condition, the ECM will illuminates the MIL and sets a DTC. (a) Engine speed (b) Power switch (c) Target torque (d) Ratio of target torque against estimated torque (e) Fuel level MONITOR STRATEGY Related DTCs P3190: Poor engine power P3191: Engine does not start P3193: Fuel run out 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Required sensors/components ES–411 Main sensors: Crankshaft position sensor Related sensors: HV control ECU Frequency of operation Continuous Duration 100 engine revolutions and 6 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Fuel cut operation Not operated Engine speed 750 rpm or more (varies with engine coolant temperature) ES TYPICAL MALFUNCTION THRESHOLDS Case1: P3190 Time for low engine torque 100 engine revolutions or more, or 6 seconds or more (varies with engine coolant temperature) Case2: P3191 Engine start no-determination time (receive from HV ECU) 100 engine revolutions or more, and 6 seconds or more (varies with engine coolant temperature) Case3: P3193 Time for low engine torque or Engine start no-determination time 100 engine revolutions or more, and 6 seconds or more (varies with engine coolant temperature) INSPECTION PROCEDURE HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. 1 CHECK OTHER DTC OUTPUT (IN ADDITION TO DTC P3190, P3191 AND/OR P3193) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the intelligent tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / DTC INFO / CURRENT CODES. (e) Read DTCs. Result Display (DTC output) Proceed to P3190, P3191 and/or P3193 A P3190, P3191 and/or P3193, and other DTCs B HINT: If any other codes besides P3190, P3191 and/or P3193 are output, perform troubleshooting for those DTCs first. B GO TO RELEVANT DTC CHART ES–412 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM A 2 CHECK SHORTAGE OF FUEL NG REFILL FUEL OK 3 CHECK AIR INDUCTION SYSTEM OK: The air induction system has no leakage and blockages. ES NG REPAIR OR REPLACE AIR INDUCTION SYSTEM OK 4 CHECK FOR UNUSUAL NOISE OR VIBRATION WHEN STARTING ENGINE OR REVVING UP OK: Unusual noise and vibration do not occur. NG REPAIR OR REPLACE OK 5 CHECK FUEL PRESSURE OK: Fuel pressure: 304 to 343 kPa (3.1 to 3.5 kgf/cm2, 44 to 50 psi) NG OK CHECK AND REPAIR FUEL SYSTEM 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 6 ES–413 INSPECT MASS AIR FLOW METER Air E2 VG THA +B E2G 5 4 3 2 1 30 20 0.1 Acceptable Sensor output voltage fluctuates between 0.3 V and 4.8 V Tester Connection Specified Condition 4 (THA) - 5 (E2) 13.6 to 18.4 kΩ at -20°C (-4°F) 4 (THA) - 5 (E2) 2.21 to 2.69 kΩ at 20°C (68°F) 4 (THA) - 5 (E2) 0.49 to 0.67 kΩ at 60°C (140°F) (d) Reinstall the mass air flow meter. Temperature °C (°F) NG 20 40 60 80 100 -20 0 (-4) (32) (68) (104) (140) (176) (212) A060548E05 OK Specified Condition 3 (VG) - 2 (E2G) (c) Inspect resistance. (1) Measure the resistance between the terminals of the mass air flow meter. Standard resistance 1 0.5 0.3 0.2 Tester Connection Resistance kΩ 10 5 3 2 (a) Remove the mass air flow meter. (b) Inspect output voltage. (1) Apply battery voltage across terminals +B and E2G. (2) Connect the positive (+) tester probe to terminal VG, and negative (-) tester probe to terminal E2G. (3) Blow air into the mass air flow meter, and check that the voltage fluctuates. Standard voltage REPLACE MASS AIR FLOW METER ES ES–414 7 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECT ENGINE COOLANT TEMPERATURE SENSOR (a) Remove the engine coolant temperature sensor. (b) Measure the resistance between the terminals of the engine coolant temperature sensor. Standard resistance Ohmmeter Resistance kΩ ES Acceptable Temperature °C (°F) A081700E08 Tester Connection Specified Condition 1-2 2 to 3 kΩ at 20°C (68°F) 1-2 0.2 to 0.4 kΩ at 80°C (176°F) NOTICE: When checking the engine coolant temperature sensor in water, be careful not to allow water to contact the terminals. After checking, dry the sensor. HINT: Alternate procedure: Connect an ohmmeter to the installed engine coolant temperature sensor and read the resistance. Use an infrared thermometer to measure the engine temperature in the immediate vicinity of the sensor. Compare these values to the resistance/temperature graph. Change the engine temperature (warm up or allow to cool down) and repeat the test. (c) Reinstall the engine coolant temperature sensor. NG REPLACE ENGINE COOLANT TEMPERATURE SENSOR OK 8 INSPECT CRANKSHAFT POSITION SENSOR (a) Disconnect the C7 crankshaft position sensor connector. (b) Measure the resistance between the terminals of the crankshaft position sensor connector. Standard resistance Component Side Crankshaft Position Sensor C7 Front View A078431E13 Tester Connection Specified Condition 1-2 985 to 1,600 Ω at cold 1-2 1,265 to 1,890 Ω at hot (c) Reconnect the crankshaft position sensor connector. NOTICE: Terms "cold" and "hot" refer to the temperature of the sensor. "Cold" means approximately -10 to 50 °C (14 to 122°F). "Hot" means approximately 50 to 100°C (122 to 212°F). NG OK REPLACE CRANKSHAFT POSITION SENSOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 9 ES–415 INSPECT CAMSHAFT POSITION SENSOR (a) Disconnect the C1 camshaft position sensor connector. (b) Measure the resistance between the terminals of camshaft position sensor connector. Standard resistance Component Side Camshaft Position Sensor C1 Front View A073303E08 Tester Connection Specified Condition 1-2 1,630 to 2,740 Ω at cold 1-2 2,065 to 3,225 Ω at hot (c) Reconnect the camshaft position sensor connector. NOTICE: Terms "cold" and "hot" refer to the temperature of the sensor. "Cold" means approximately -10 to 50 °C (14 to 122°F). "Hot" means approximately 50 to 100°C (122 to 212°F). NG REPLACE CAMSHAFT POSITION SENSOR OK 10 INSPECT THROTTLE CONTROL MOTOR (a) Disconnect the throttle control motor connector. (b) Using an ohmmeter, measure the motor resistance between terminals 1 (M-) and 2 (M+). Standard resistance Component Side Throttle Control Motor Connector T2 M+ M- Tester Connection Specified Condition 1-2 0.3 to 100 Ω at 20°C (68°F) NG REPLACE THROTTLE CONTROL MOTOR A088591E01 OK 11 INSPECT THROTTLE POSITION SENSOR Component Side VTA2 VTA1 E2 T3 VC 4 3 2 1 Front View Throttle Position Sensor Connector (a) Disconnect the throttle position sensor connector. (b) Measure the resistance between the terminals of the throttle position sensor. Standard resistance Tester Connection Specified Condition 1 (VC) - 4 (E2) 1.2 to 3.2 kΩ at 20°C (68°F) 2 (VTA1) - 4 (E2) 1.8 to 10.5 kΩ at 20°C (68°F) 3 (VTA2) - 4 (E2) 1.8 to 10.5 kΩ at 20°C (68°F) A054410E01 NG REPLACE THROTTLE POSITION SENSOR ES ES–416 OK REPLACE ECM ES 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM DTC U0293 ES–417 Lost Communication with HV ECU DESCRIPTION The Controller Area Network (CAN) is a serial data communication system for real-time application. It is a multiplex communication system designed for on-vehicle use that provides a superior communication speed of 500 kbps and a capability to detect malfunction. Through the combination of the CANH and CANL bus lines, the CAN is able to maintain communication based on differential voltage. HINT: • Malfunction in the CAN bus (communication line) can be checked through the DLC3 connector, except in case of an open circuit in the DLC3 sub bus line. • DTCs pertaining to CAN communication can be accessed through the use of the intelligent tester II (with CAN extension module). • Malfunction in the DLC3 sub bus line cannot be detected through CAN communication, even though the DLC3 connector is connected to CAN communication. DTC No. DTC Detection Condition Trouble Area U0293 When communication with HV ECU is interrupted • • • Wire harness HV ECU ECM MONITOR DESCRIPTION The ECM and the HV control ECU are connected through a set of communication lines on the CAN, in order to maintain mutual communication. The ECM uses the communication lines to transmit the engine speed or other pieces of information to the HV control ECU. The HV control ECU transmits signals such as a engine torque request signal to the ECM. A few seconds after the power switch is turned ON (IG), the ECM starts checking for any malfunction in the communication with the HV ECU. If the ECM detects a malfunction in the communication, the ECM sets a DTC and illuminates the MIL. MONITOR STRATEGY Related DTCs U0293: Lost communication with HV ECU Required sensors/components ECM Frequency of operation Continuous Duration 0.68 seconds MIL operation Immediately Sequence of operation None TYPICAL ENABLING CONDITIONS The monitor will run whenever the following DTCs are not present None Power switch ON TYPICAL MALFUNCTION THRESHOLDS Communication signal No signal from HV ECU WIRING DIAGRAM Refer to CAN Communication System (see page CA-4). INSPECTION PROCEDURE Refer to CAN Communication System (see page CA-6). ES ES–418 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM HINT: Read freeze frame data using the intelligent tester. Freeze frame data records the engine condition when malfunction is detected. When troubleshooting, freeze frame data can help determine if the vehicle was running or stopped, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. ES ES–419 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ECM Power Source Circuit DESCRIPTION The power source circuit of the hybrid system differs from the conventional power source circuit in the method in which the battery voltage is supplied to IGSW terminal of the ECM. The hybrid system has adopted one relay to serve as the power switch, which is controlled by the power source control ECU. When the HV system is turned ON, the power source control ECU actuates the IG2 relay, which applies the battery voltage to IGSW terminal of the ECM. This causes the MREL terminal to transmit a signal to the EFI M relay. Then, the current that passes through the contact points of the EFI M relay (which is actuated by the MREL signal) flows to the +B terminal of the ECM. When the power switch is turned OFF, the ECM keeps the EFI M relay ON for a maximum of 2 seconds, in order to initialize the throttle valve. WIRING DIAGRAM ECM Driver Side Junction Block IGN IGSW IG2D Power Source Control ECU +B MREL IG2 P/I EFI AM2 MAIN Fusible Link Block EFI M Engine Room Relay Block E1 A127923E01 ES ES–420 1 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK ECM (+B VOLTAGE) E5 (a) Turn the power switch ON (IG). (b) Measure the voltage between the specified terminals of the E5 and E7 ECM connectors. Standard voltage E7 E1 (-) +B (+) ECM Connector ES Tester Connection Specified Condition E7-4 (+B) - E5-28 (E1) 9 to 14 V OK A124045E12 PROCEED TO NEXT CIRCUIT INSPECTION SHOWN ON PROBLEM SYMPTOMS TABLE NG 2 CHECK HARNESS AND CONNECTOR (ECM - BODY GROUND) (a) Disconnect the E5 ECM connector. (b) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) E5 E1 ECM Connector A065745E47 Tester Connection Specified Condition E5-28 (E1) - Body ground Below 1 Ω (c) Reconnect the ECM connector. NG REPAIR OR REPLACE HARNESS AND CONNECTOR OK 3 CHECK ECM (IGSW VOLTAGE) E5 E6 E1 (-) IGSW (+) ECM Connector A124045E13 NG (a) Turn the power switch ON (IG). (b) Measure the voltage between the specified terminals of the E5 and E6 ECM connectors. Standard voltage Tester Connection Specified Condition E6-9 (IGSW) - E5-28 (E1) 9 to 14 V OK Go to step 7 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 4 ES–421 INSPECT FUSE (IGN FUSE) (a) Remove the IGN fuse from the driver side junction block. (b) Measure the resistance of the IGN fuse. Standard resistance: Below 1 Ω (c) Reinstall the IGN fuse. Driver Side Junction Block NG CHECK FOR SHORT IN ALL HARNESS AND COMPONENTS CONNECTED TO FUSE IGN Fuse ES A082809E01 OK 5 INSPECT INTEGRATION RELAY (IG2 RELAY) Integration Relay Connector IGCT HORN AM2 2 3I 3 3I 4 3I Tester Connection Specified Condition 3K-1 - 3I-4 10 kΩ or higher 3K-1 - 3I-4 Below 1 Ω (Apply battery voltage to terminals 3I-2 and 3I-3) (c) Reinstall the integration relay. NG IG2 EFI EFI M 4 3I 2 3I 3 3I 1 3K Relay Detail A082812E02 OK (a) Remove the integration relay from the engine room relay block. (b) Inspect the EFI M relay. Standard resistance REPLACE INTEGRATION RELAY ES–422 6 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECT FUSE (AM2 FUSE) (a) Remove the AM2 fuse from the engine room relay block. (b) Measure the resistance of the AM2 fuse. Standard resistance: Below 1 Ω (c) Reinstall the AM2 fuse. Engine Room Relay Block NG AM2 Fuse ES CHECK FOR SHORT IN ALL HARNESS AND COMPONENTS CONNECTED TO FUSE A088628E01 OK CHECK AND REPAIR HARNESS AND CONNECTOR (BATTERY - IG2 RELAY, IG2 RELAY - ECM) 7 CHECK ECM (MREL VOLTAGE) E5 (a) Turn the power switch ON (IG). (b) Measure the voltage between the specified terminals of the E5 and E7 ECM connectors. Standard voltage E7 E1 (-) MREL (+) ECM Connector Tester Connection Specified Condition E7-7 (MREL) - E5-28 (E1) 9 to 14 V NG REPLACE ECM A124045E14 OK 8 INSPECT FUSE (EFI FUSE) (a) Remove the EFI fuse from the engine room relay block. (b) Measure the resistance of the EFI fuse. Standard resistance: Below 1 Ω (c) Reinstall the EFI fuse. Engine Room Relay Block NG EFI Fuse A082798E01 OK CHECK FOR SHORT IN ALL HARNESS AND COMPONENTS CONNECTED TO FUSE 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM 9 ES–423 INSPECT INTEGRATION RELAY (EFI M RELAY) Integration Relay Connector IGCT HORN AM2 IG2 EFI (a) Remove the integration relay from the engine room relay block. (b) Inspect the EFI M relay. Standard resistance Tester Connection Specified Condition 3K-1 - 3I-8 10 kΩ or higher 3K-1 - 3I-8 Below 1 Ω (Apply battery voltage to terminals 3I-6 and 3I-7) (c) Reinstall the integration relay. 6 3I 7 3I 8 3I 1 3K NG REPLACE INTEGRATION RELAY 8 3I 7 3I 6 3I 1 3K EFI M Relay Detail A082812E01 OK 10 CHECK HARNESS AND CONNECTOR (EFI M RELAY - ECM, EFI M RELAY - BODY GROUND) (a) Check the harness and connectors between the EFI M relay and ECM connector. (1) Remove the integration relay from the engine room relay block. 7 3I 6 3I Engine Room Relay Block A082810E03 (2) Disconnect the E7 ECM connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) Wire Harness Side E7 MREL ECM Connector A065744E39 Tester Connection Specified Condition 3I-6 (EFI M relay) - E7-7 (MREL) Below 1 Ω Standard resistance (Check for short) Tester Connection Specified Condition 3I-6 (EFI M relay) or E7-7 (MREL) Body ground 10 kΩ or higher (4) Reinstall the integration relay. ES ES–424 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM (5) Reconnect the ECM connector. (b) Check the harness and the connectors between the EFI M relay and the body ground. (1) Remove the integration relay from the engine room relay block. (2) Measure the resistance between the wire harness side connector and the body ground. Standard resistance (Check for open) Tester Connection Specified Condition 3I-7 (EFI M relay) - Body ground Below 1 Ω (3) Reinstall the integration relay. NG ES REPAIR OR REPLACE HARNESS AND CONNECTOR OK CHECK AND REPAIR HARNESS AND CONNECTOR (TERMINAL +B OF ECM - BATTERY POSITIVE TERMINAL) 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–425 VC Output Circuit DESCRIPTION The VC voltage (5 V) is generated in the ECM. The voltage is used to supply power to the throttle position sensor, canister pump module, etc. ES ES–426 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM ECM Throttle Position Sensor (Built into Throttle Body) VC VC VTA VTA1 VTA2 VTA2 ES E2 Canister Pump Module VCC Canister Pressure Sensor VOUT PPMP SGND Water Valve WSAD WBAD VC E2 E2 Fuel Tank Pressure Sensor VCC E2 PTNK PTNK A128755E01 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–427 INSPECTION PROCEDURE 1 CHECK MIL (a) Check that MIL (Malfunction Indicator Lamp) lights up when turning the power switch ON (IG). OK: MIL lights up OK SYSTEM IS OK NG 2 ES CHECK CONNECTION BETWEEN INTELLIGENT TESTER AND ECM (a) Connect the intelligent tester to the DLC3. (b) Turn the power switch ON (IG) and turn the intelligent tester ON. (c) Check the connection between the intelligent tester and ECM. Result Condition Proceed to Communication is possible A Communication is not possible B A GO TO MIL CIRCUIT B 3 CHECK ECM (VC VOLTAGE) E4 VC (+) (a) Turn the power switch ON (IG). (b) Measure the voltage of the ECM connector. Standard voltage E5 Tester Connection Proceed to E4-18 (VC) - E5-28 (E1) Voltage is not 5 V E1 (-) A119979E47 NEXT 4 CHECK MIL (THROTTLE POSITION SENSOR) (a) Disconnect the T3 throttle body connector. (b) Turn the power switch ON (IG). (c) Check the MIL. ES–428 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Result Condition Proceed to MIL illuminates A MIL does not illuminate B A REPLACE THROTTLE BODY B 5 CHECK MIL (WATER VALVE) (a) Disconnect the W5 water valve connector. (b) Turn the power switch ON (IG). (c) Check the MIL. Result ES Condition Proceed to MIL illuminates A MIL does not illuminate B A REPLACE WATER VALVE B 6 CHECK MIL (CANISTER PUMP MODULE) (a) Disconnect the V7 canister pump module connector. (b) Turn the power switch ON (IG). (c) Check the MIL. Result Condition Proceed to MIL illuminates A MIL does not illuminate B A REPLACE CHARCOAL CANISTER ASSEMBLY B 7 CHECK MIL (VAPOR PRESSURE SENSOR) (a) Disconnect the V6 vapor pressure sensor connector. (b) Turn the power switch ON (IG). (c) Check the MIL. Result Condition Proceed to MIL illuminates A MIL does not illuminate B A REPLACE VAPOR PRESSURE SENSOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–429 B 8 CHECK HARNESS AND CONNECTOR (ECM - BODY GROUND) (a) (b) (c) (d) (e) (f) E4 VC ECM Connector A065743E90 Disconnect the T3 throttle body connector. Disconnect the W5 water valve connector. Disconnect the V7 canister pump module connector. Disconnect the V6 vapor pressure sensor connector. Disconnect the E4 ECM connector. Measure the resistance of the wire harness side connector. Standard resistance Tester Connection Specified Condition E4-18 (VC) - Body ground 10 kΩ or higher NG OK REPLACE ECM REPAIR OR REPLACE HARNESS AND CONNECTOR ES ES–430 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM Fuel Pump Control Circuit DESCRIPTION The fuel pump is operated by the ECM according to the vehicle running condition. After the ECM receives the engine start requirement signal from the HV control ECU, an NE signal comes in immediately when the engine is cranked by MG1 (basically, the fuel pump can operate while the NE signal is generated). The ECM grounds the FC terminal line after receiving NE signal. It causes to energize the coil in the circuit opening relay, and the current flows to the fuel pump. When the signal to stop the engine comes from the HV control ECU to the ECM, or when the fuel cut operation is performed such as decelerating by the engine brake, the fuel pump is stopped. ES ES–431 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM ECM Engine Room Relay Block IGSW ES FC C/OPN IGN From EFI M Relay E1 Power Source Control ECU M Fuel Pump IG2D MAIN P/I AM2 IG2 Fusible Link Block Engine Room Relay Block A127924E01 ES–432 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM INSPECTION PROCEDURE 1 PERFORM ACTIVE TEST BY INTELLIGENT TESTER (OPERATE CIRCUIT OPENING RELAY) (a) (b) (c) (d) Connect the intelligent tester to the DLC3. Turn the power switch ON (IG). Turn the tester ON. Enter the following menus: DIAGNOSIS / ENHANCED OBD II / ACTIVE TEST / FUEL PUMP / SPD. (e) Check the relay operation while operating it with the tester. OK: Operating noise can be heard from the relay. ES OK PROCEED TO NEXT CIRCUIT INSPECTION SHOWN IN PROBLEMS TABLE NG 2 INSPECT POWER SOURCE CIRCUIT NG REPAIR OR REPLACE POWER SOURCE CIRCUIT COMPONENTS OK 3 INSPECT INTEGRATION RELAY (C/OPN RELAY) Integration Relay Connector AC W/P BK/UP FAN C/OPN Relay Detail (a) Remove the integration relay from the engine room relay block. (b) Inspect the circuit opening relay. Standard resistance Tester Connection Specified Condition 3G-5 - 3G-8 10 kΩ or higher 3G-5 - 3G-8 Below 1 Ω (Apply battery voltage to terminals 3G-6 and 3G-7) (c) Reinstall the integration relay. 5 3G 6 3G 7 3G 8 3G NG 5 3G 8 3G 7 3G 6 3G A082815E01 REPLACE INTEGRATION RELAY 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–433 OK 4 CHECK ECM (FC VOLTAGE) E5 E6 E1 (-) FC (+) ECM Connector (a) Turn the power switch ON (IG). (b) Measure the voltage between the specified terminals of the E5 and E6 ECM connectors. Standard voltage Tester Connection Specified Condition E6-10 (FC) - E5-28 (E1) 9 to 14 V GO Go to step 5 A124045E15 NG CHECK AND REPAIR HARNESS AND CONNECTOR 5 INSPECT FUEL PUMP (a) Disconnect the F14 fuel pump connector. (b) Inspect the fuel pump resistance. (1) Measure the resistance between terminals 3 and 7. Standard resistance Component Side Fuel Pump Connector (+) F14 (-) Fuel Pump A082833E03 Tester Connection Specified Condition 3-7 0.2 to 3.0 Ω at 20°C (68°F) (c) Inspect the fuel pump operation. (1) Apply battery voltage to the fuel pump terminals. Check that the pump operates. NOTICE: • These tests must be done quickly (within 10 seconds) to prevent the coil from burning out. • Keep fuel pump as far away from the battery as possible. • Always do the switching at the battery side. (d) Reconnect the fuel pump connector. NG OK REPAIR OR REPLACE FUEL TANK ASSEMBLY ES ES–434 6 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK HARNESS AND CONNECTOR (C/OPN RELAY - FUEL PUMP, FUEL PUMP - BODY GROUND) (a) Check the harness and the connectors between the circuit opening relay and the fuel pump connector. (1) Remove the integration relay from the engine room relay block. (2) Disconnect the F14 fuel pump connector. (3) Measure the resistance between the wire harness side connectors. Standard resistance (Check for open) Engine Room Relay Block 8 3G ES A082811E01 Tester Connection Specified Condition 3G-8 (Circuit opening relay) - F14-3 (Fuel pump) Below 1 Ω Standard resistance (Check for short) Specified Condition 3G-8 (Circuit opening relay ) or F14-3 (Fuel pump) - Body ground 10 kΩ or higher (4) Reinstall the integration relay. (5) Reconnect the fuel pump connector. (b) Check the harness and the connectors between the fuel pump connector and the body ground. (1) Disconnect the F14 fuel pump connector. (2) Measure the resistance between the wire harness side connector and the body ground. Standard resistance (Check for open) Wire Harness Side Fuel Pump Connector (+) 1 2 3 4 F14 Tester Connection 5 6 7 8 (-) Front View A082834E01 Tester Connection Specified Condition F14-7 (Fuel pump) - Body ground Below 1 Ω (3) Reconnect the fuel pump connector. NG OK REPLACE ECM REPAIR OR REPLACE HARNESS AND CONNECTOR 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–435 MIL Circuit DESCRIPTION The IG2 relay energized by the power source control ECU applies the battery voltage to the malfunction indicator lamp (MIL) in the combination meter while the main system is turned ON. When it is necessary, the ECM grounds the W terminal line and illuminates the MIL. In order to perform functional check visually, the MIL is illuminated when the power switch is first turned ON (IG). If the MIL is ON or OFF all of the time, use the procedure below to troubleshoot it. The MIL is used to indicate vehicle malfunction which was detected by the ECM. Follow this procedure using the intelligent tester or the OBD II scan tool to determine cause of the problem and to check the MIL. ES ES–436 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM WIRING DIAGRAM ECM IGN W Driver Side Junction Block Combination Meter ES MIL Engine Room Relay Block P/I AM2 IG2 IG2D Power Source Control ECU MAIN Fusible Link Block AM2 A127925E02 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM ES–437 INSPECTION PROCEDURE 1 CHECK MIL CONDITION (a) Perform troubleshooting in accordance with the chart below. Result Condition Proceed to MIL remains ON A MIL does not illuminate B B Go to step 4 A 2 CLEAR DTC (a) (b) (c) (d) (e) (f) Connect the intelligent tester to the DLC3. Turn the power ON (IG). Turn the tester ON. Read DTCs (see page ES-29). Clear the DTCs (see page ES-29). Check the MIL is not illuminated. OK: MIL is not illuminated. OK REPAIR CIRCUITS INDICATED BY OUTPUT DTCS NG 3 CHECK HARNESS AND CONNECTOR (CHECK FOR SHORT IN WIRE HARNESS) (a) Disconnect the E6 ECM connector. (b) Turn the power switch ON (IG). (c) Check the MIL is not illuminated. OK: MIL is not illuminated. (d) Reconnect the ECM connector. E6 OK REPLACE ECM ECM Connector A065748E33 NG CHECK AND REPAIR HARNESS AND CONNECTOR (COMBINATION METER - ECM) ES ES–438 4 1NZ-FXE ENGINE CONTROL SYSTEM – SFI SYSTEM CHECK THAT MIL IS ILLUMINATED (a) Check that MIL is illuminated when the power switch is turned ON (IG). Standard: MIL is illuminated. OK SYSTEM OK NG ES 5 CHECK THAT ENGINE STARTS (a) Turn the power switch to ON (IG). (b) Start the engine. Result Result Proceed To Engine starts A Engine does not start* B HINT: *: The intelligent tester cannot communicate with the ECM. B GO TO VC OUTPUT CIRCUIT A 6 INSPECT COMBINATION METER ECU (MIL CIRCUIT) (a) See the combination meter troubleshooting (see page ME-11). NG REPAIR OR REPLACE BULB OR COMBINATION METER ASSEMBLY OK CHECK AND REPAIR HARNESS AND CONNECTOR (COMBINATION METER - ECM) ES–432 1NZ-FXE ENGINE CONTROL SYSTEM – MASS AIR FLOW METER MASS AIR FLOW METER 1NZ-FXE ENGINE CONTROL SYSTEM ENGINE COMPONENTS RADIATOR SUPPORT OPENING COVER ES MASS AIR FLOW METER CONNECTOR O-RING MASS AIR FLOW METER N*m (kgf*cm, ft.*lbf) : Specified torque Non-reusable part A112275E01 ES–433 1NZ-FXE ENGINE CONTROL SYSTEM – MASS AIR FLOW METER ON-VEHICLE INSPECTION NOTICE: • Perform the MAF meter inspection according to the procedures below. • Only replace the MAF meter when both the LONG FT#1 value and MAF value in the DATA LIST (with the engine stopped) are not within the normal operating range. 1. Intelligent Tester CAN VIM DLC3 A087542E04 CHECK MASS AIR FLOW METER (a) Perform confirmation driving pattern. (1) Connect the intelligent tester to the DLC3. (2) Turn the power switch ON. (3) Turn the intelligent tester ON. (4) Clear the DTCs (see page ES-29). (5) Start the engine and warm it up with all accessory switches OFF (until the engine coolant temperature is 75°C (167°F) or more). (6) Drive the vehicle at 50 km/h (31 mph) or more for 3 minutes or more*1. (7) Let the engine to idle (accelerator pedal fully released) for 2 minutes or more*2. (8) Perform steps *1 and *2 at least 3 times. (Vehicle Speed) *1 *1 *1 50 km/h (31 mph) Idling Power Switch OFF *2 Warming up *2 *2 *1: 3 to 5 minutes *2: 2 minutes A116436E07 (b) Read value using intelligent tester (LONG FT#1). (1) Enter the following menus: Powertrain / Engine and ECT / Data List / Long FT#1. (2) Read the values displayed on the tester. Standard value: Within -15 to +15 % If the result is not within the specified range, perform the inspection below. ES ES–434 ES 1NZ-FXE ENGINE CONTROL SYSTEM – MASS AIR FLOW METER (c) Read value using intelligent tester (MAF). NOTICE: • Turn off the engine. • Perform the inspection with the vehicle indoors and on a level surface. • Perform the inspection of the MAF meter while it is installed to the air cleaner case (installed to the vehicle). • During the test, do not use the exhaust air duct to perform suction on the exhaust pipe. (1) Turn the power switch ON (ACC). (2) Turn the power switch ON (do not start the engine). (3) Turn the intelligent tester ON. (4) Enter the following menus: Powertrain / Engine and ECT / Data List / MAF. (5) Wait 30 seconds, and read the values on the intelligent tester. Standard condition: Less than 0.07 g/sec. • If the result is not as specified, replace the MAF meter. • If the result is within the specified range, inspect the cause of the extremely rich or lean air fuel ratio (see page ES-128). 1NZ-FXE ENGINE CONTROL SYSTEM – MASS AIR FLOW METER ES–435 REMOVAL 1. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL CAUTION: Wait at least 90 seconds after disconnecting the cable from the negative (-) battery terminal to prevent airbag and seat belt pretensioner activation. 2. REMOVE RADIATOR SUPPORT OPENING COVER (See page ES-450) 3. REMOVE MASS AIR FLOW METER (a) Disconnect the MAF meter connector. (b) Remove the 2 screws and MAF meter. A087413E01 INSTALLATION A087413E01 1. INSTALL MASS AIR FLOW METER (a) Install a new O-ring to the MAF meter. (b) Install the MAF meter with the 2 screws. (c) Connect the MAF meter connector. 2. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL 3. INSTALL RADIATOR SUPPORT OPENING COVER (See page ES-454) 4. PERFORM INITIALIZATION (a) Perform initialization (see page IN-32). NOTICE: Certain systems need to be initialized after disconnecting and reconnecting the cable from the negative (-) battery terminal. ES ES–436 1NZ-FXE ENGINE CONTROL SYSTEM – CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY 1NZ-FXE ENGINE CONTROL SYSTEM ENGINE COMPONENTS RADIATOR SUPPORT OPENING COVER ES AIR CLEANER ASSEMBLY 7.0 (71, 62 in.*lbf) 3.0 (31, 27 in.*lbf) O-RING CAMSHAFT TIMING OIL CONTROL VALVE CONNECTOR CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY N*m (kgf*cm, ft.*lbf) : Specified torque Non-reusable part A112276E01 1NZ-FXE ENGINE CONTROL SYSTEM – CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY ES–437 REMOVAL A087587E01 1. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL CAUTION: Wait at least 90 seconds after disconnecting the cable from the negative (-) battery terminal to prevent airbag and seat belt pretensioner activation. 2. REMOVE RADIATOR SUPPORT OPENING COVER (See page ES-450) 3. REMOVE AIR CLEANER ASSEMBLY (See page ES450) 4. REMOVE CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY (a) Disconnect the camshaft timing oil control valve connector. (b) Remove the bolt and camshaft timing oil control valve. ES ES–438 1NZ-FXE ENGINE CONTROL SYSTEM – CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY INSPECTION 1. 1 INSPECT CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY (a) Measure the resistance of the oil control valve. Standard resistance: 6.9 to 7.9 Ω at 20°C (68°F) If the result is not as specified, replace the camshaft timing oil control valve assembly. (b) Inspect the operation. (1) Connect the battery positive (+) lead to terminal 1 and negative (-) lead to terminal 2, and inspect the movement of the valve. Specified condition 2 Valve ES Condition Specified Condition Battery positive (+) voltage is applied Valve moves in black arrow direction shown in illustration Battery positive (+) voltage is cut off Valve moves in white arrow direction shown in illustration A050377E02 If the result is not as specified, replace the camshaft timing oil control valve assembly. NOTICE: Confirm that the valve moves freely and is not stuck in any position. HINT: Foreign objects in the oil can cause subtle pressure leaks in the valve. The pressure leaks will cause the cam to advance. This condition will usually set a DTC. INSTALLATION New O-Ring 1. INSTALL CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY (a) Apply a light coat of engine oil to a new O-ring, then install it to the camshaft timing oil control valve. (b) Install the camshaft timing oil control valve with the bolt. Torque: 7.5 N*m (76 kgf*cm, 66 in.*lbf) NOTICE: Be careful that the O-ring is not cracked or jammed when installing it. (c) Connect the camshaft timing oil control valve connector. 2. INSTALL AIR CLEANER ASSEMBLY (See page ES453) 3. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL 4. CHECK FOR ENGINE OIL LEAKS 5. INSTALL RADIATOR SUPPORT OPENING COVER (See page ES-454) A087549E02 1NZ-FXE ENGINE CONTROL SYSTEM – CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY 6. ES–439 PERFORM INITIALIZATION (a) Perform initialization (see page IN-32). NOTICE: Certain systems need to be initialized after disconnecting and reconnecting the cable from the negative (-) battery terminal. ES 1NZ-FXE ENGINE CONTROL SYSTEM – CAMSHAFT POSITION SENSOR ES–439 CAMSHAFT POSITION SENSOR 1NZ-FXE ENGINE CONTROL SYSTEM ENGINE COMPONENTS RADIATOR SUPPORT OPENING COVER ES INVERTER COVER INVERTER WITH CONVERTER CAMSHAFT POSITION SENSOR CONNECTOR CAMSHAFT POSITION SENSOR 7.5 (76, 66 in.*lbf) ENGINE UNDER COVER RH ENGINE UNDER COVER LH N*m (kgf*cm, ft.*lbf) : Specified torque A112339E01 ES–440 1NZ-FXE ENGINE CONTROL SYSTEM – CAMSHAFT POSITION SENSOR REMOVAL 1. REMOVE RADIATOR SUPPORT OPENING COVER (See page ES-450) 2. REMOVE ENGINE UNDER COVER LH 3. REMOVE ENGINE UNDER COVER RH 4. DRAIN ENGINE COOLANT (See page CO-6) 5. DRAIN HV COOLANT (See page HX-58) 6. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL CAUTION: Wait at least 90 seconds after disconnecting the cable from the negative (-) battery terminal to prevent airbag and seat belt pretensioner activation. 7. REMOVE INVERTER WITH CONVERTER (a) Remove the inverter with converter (see page HV530). 8. REMOVE CAMSHAFT POSITION SENSOR (a) Disconnect the sensor connector. (b) Remove the bolt and sensor. ES INSPECTION 1. A073303E09 INSPECT CAMSHAFT POSITION SENSOR (a) Measure the resistance of the sensor. Standard resistance Tester Connection Condition Specified Condition 1-2 Cold 1,630 to 2,740 Ω 1-2 Hot 2,065 to 3,225 Ω NOTICE: The terms "Cold" and "Hot" refer to the temperature of the sensor. "Cold" means approximately -10 to 50°C (14 to 122°F). "Hot" means approximately 50 to 100°C (122 to 212°F). If the result is not as specified, replace the camshaft position sensor. 1NZ-FXE ENGINE CONTROL SYSTEM – CAMSHAFT POSITION SENSOR ES–441 INSTALLATION 1. INSTALL CAMSHAFT POSITION SENSOR (a) Install the sensor with the bolt. Torque: 7.5 N*m (76 kgf*cm, 66 in.*lbf) (b) Connect the sensor connector. 2. INSTALL INVERTER WITH CONVERTER (a) Install the inverter with converter (see page HV535). 3. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL 4. ADD HV COOLANT (See page HX-58) 5. ADD ENGINE COOLANT (See page CO-7) 6. CHECK FOR ENGINE COOLANT LEAKS (See page CO-2) 7. CHECK FOR HV COOLANT LEAKS 8. INSTALL RADIATOR SUPPORT OPENING COVER (See page ES-454) 9. INSTALL ENGINE UNDER COVER RH 10. INSTALL ENGINE UNDER COVER LH 11. PERFORM INITIALIZATION (a) Perform initialization (see page IN-32). NOTICE: Certain systems need to be initialized after disconnecting and reconnecting the cable from the negative (-) battery terminal. ES ES–442 1NZ-FXE ENGINE CONTROL SYSTEM – CRANKSHAFT POSITION SENSOR CRANKSHAFT POSITION SENSOR 1NZ-FXE ENGINE CONTROL SYSTEM ENGINE COMPONENTS ES 20 (204, 15) CRANKSHAFT POSITION SENSOR CONNECTOR CRANKSHAFT POSITION SENSOR ENGINE UNDER COVER RH 5.0 (51, 44 in.*lbf) N*m (kgf*cm, ft.*lbf) : Specified torque A112274E01 1NZ-FXE ENGINE CONTROL SYSTEM – CRANKSHAFT POSITION SENSOR ES–443 REMOVAL 1. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL CAUTION: Wait at least 90 seconds after disconnecting the cable from the negative (-) battery terminal to prevent airbag and seat belt pretensioner activation. 2. REMOVE ENGINE UNDER COVER RH 3. REMOVE CRANKSHAFT POSITION SENSOR (a) Disconnect the sensor connector. (b) Remove the bolt and sensor. INSPECTION 1. A078431E11 ES INSPECT CRANKSHAFT POSITION SENSOR (a) Measure the resistance of the sensor. Standard resistance Tester Connection Condition Specified Condition 1-2 Cold 985 to 1,600 Ω 1-2 Hot 1,265 to 1,890 Ω NOTICE: The terms "Cold" and "Hot" refer to the temperature of the sensor. "Cold" means approximately -10 to 50°C (14 to 122°F). "Hot" means approximately 50 to 100°C (122 to 212°F). If the result is not as specified, replace the crankshaft position sensor. ES–444 1NZ-FXE ENGINE CONTROL SYSTEM – CRANKSHAFT POSITION SENSOR INSTALLATION ES 1. INSTALL CRANKSHAFT POSITION SENSOR (a) Install the sensor with the bolt. Torque: 7.5 N*m (76 kgf*cm, 66 in.*lbf) (b) Connect the sensor connector. 2. INSTALL ENGINE UNDER COVER RH 3. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL 4. PERFORM INITIALIZATION (a) Perform initialization (see page IN-32). NOTICE: Certain systems need to be initialized after disconnecting and reconnecting the cable from the negative (-) battery terminal. ES–444 1NZ-FXE ENGINE CONTROL SYSTEM – ENGINE COOLANT TEMPERATURE SENSOR ENGINE COOLANT TEMPERATURE SENSOR 1NZ-FXE ENGINE CONTROL SYSTEM ENGINE COMPONENTS RADIATOR SUPPORT OPENING COVER ES ENGINE COOLANT TEMPERATURE SENSOR CONNECTOR INVERTER WITH CONVERTER 20 (204, 15) ENGINE COOLANT TEMPERATURE SENSOR GASKET ENGINE UNDER COVER RH ENGINE UNDER COVER LH N*m (kgf*cm, ft.*lbf) : Specified torque Non-reusable part A112277E01 1NZ-FXE ENGINE CONTROL SYSTEM – ENGINE COOLANT TEMPERATURE SENSOR ES–445 REMOVAL CAUTION: The hybrid system uses high voltage circuits, so improper handling could cause an electric shock or leakage. During servicing (e.g. installing or removing the parts, replacing the parts), be sure to follow the procedures below. 19 mm Deep Socket Wrench A087601E02 1. REMOVE RADIATOR SUPPORT OPENING COVER (See page ES-450) 2. REMOVE ENGINE UNDER COVER LH 3. REMOVE ENGINE UNDER COVER RH 4. DRAIN ENGINE COOLANT (See page CO-6) 5. DRAIN HV COOLANT (See page HX-58) 6. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL CAUTION: Wait at least 90 seconds after disconnecting the cable from the negative (-) battery terminal to prevent airbag and seat belt pretensioner activation. 7. REMOVE INVERTER WITH CONVERTER (a) Remove the inverter with converter (see page HV530). 8. REMOVE ENGINE COOLANT TEMPERATURE SENSOR (a) Disconnect the sensor connector. (b) Using a 19 mm deep socket wrench, remove the sensor and gasket. ES ES–446 1NZ-FXE ENGINE CONTROL SYSTEM – ENGINE COOLANT TEMPERATURE SENSOR INSPECTION 1. INSPECT ENGINE COOLANT TEMPERATURE SENSOR (a) Measure the resistance of the sensor. Standard resistance Tester Connection Condition Specified Condition 1-2 20°C (68°F) 2.32 to 2.59 kΩ 1-2 80°C (176°F) 0.310 to 0.326 kΩ NOTICE: If checking the sensor in water, be careful not to allow water to contact the terminals. After checking, dry the sensor. ES (kΩ) Resistance (°C) (°F) Temperature ) A114177E01 If the result is not as specified, replace the engine coolant temperature sensor. INSTALLATION 19 mm Deep Socket Wrench 1. INSTALL ENGINE COOLANT TEMPERATURE SENSOR (a) Using a 19 mm deep socket wrench, install a new gasket and the sensor. Torque: 20 N*m (204 kgf*cm, 15 ft.*lbf) (b) Connect the sensor connector. 2. INSTALL INVERTER WITH CONVERTER (a) Install the inverter with converter (see page HV535). 3. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL 4. ADD ENGINE COOLANT (See page CO-7) 5. ADD HV COOLANT (See page HX-58) A087601E02 1NZ-FXE ENGINE CONTROL SYSTEM – ENGINE COOLANT TEMPERATURE SENSOR ES–447 6. CHECK FOR ENGINE COOLANT LEAKS (See page CO-2) 7. CHECK FOR HV COOLANT LEAKS 8. INSTALL ENGINE UNDER COVER RH 9. INSTALL ENGINE UNDER COVER LH 10. INSTALL RADIATOR SUPPORT OPENING COVER (See page ES-454) 11. PERFORM INITIALIZATION (a) Perform initialization (see page IN-32). NOTICE: Certain systems need to be initialized after disconnecting and reconnecting the cable from the negative (-) battery terminal. ES ES–448 1NZ-FXE ENGINE CONTROL SYSTEM – THROTTLE BODY THROTTLE BODY 1NZ-FXE ENGINE CONTROL SYSTEM ENGINE COMPONENTS AIR CLEANER ASSEMBLY x2 ES 7.0 (71, 62 in.*lbf) NO. 1 AIR CLEANER INLET 3.0 (31, 27 in.*lbf) MASS AIR FLOW METER CONNECTOR 3.0 (31, 27 in.*lbf) x6 RADIATOR SUPPORT OPENING COVER ENGINE UNDER COVER LH x2 x4 x3 N*m (kgf*cm, ft.*lbf) : Specified torque A112278E01 ES–449 1NZ-FXE ENGINE CONTROL SYSTEM – THROTTLE BODY NO. 1 VENTILATION HOSE NO. 2 VENTILATION HOSE 20 (204, 15) NO. 1 FUEL VAPOR FEED HOSE ES THROTTLE BODY ASSEMBLY WITH MOTOR THROTTLE CONTROL MOTOR CONNECTOR NO. 1 WATER BY-PASS HOSE THROTTLE POSITION SENSOR CONNECTOR NO. 2 WATER BY-PASS HOSE GASKET N*m (kgf*cm, ft.*lbf) : Specified torque Non-reusable part A112279E01 ES–450 1NZ-FXE ENGINE CONTROL SYSTEM – THROTTLE BODY REMOVAL 1. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL CAUTION: Wait at least 90 seconds after disconnecting the cable from the negative (-) battery terminal to prevent airbag and seat belt pretensioner activation. 2. REMOVE ENGINE UNDER COVER LH 3. DRAIN ENGINE COOLANT (See page CO-6) 4. REMOVE RADIATOR SUPPORT OPENING COVER (a) Remove the 6 clips and radiator support opening cover. 5. REMOVE AIR CLEANER ASSEMBLY (a) Disconnect the MAF meter connector. (b) Disconnect the wire harness from the wire harness clamp. (c) Loosen the hose clamp bolt, and then disconnect the No. 1 air cleaner inlet. ES A087414E01 A087415E01 (d) Remove the 2 bolts. (e) Loosen the hose clamp bolt, and then remove the air cleaner. Hose Clamp Bolt A087416E02 6. A087573E01 REMOVE THROTTLE BODY ASSEMBLY WITH MOTOR (a) Disconnect the ventilation hose. (b) Disconnect the No. 2 ventilation hose. (c) Disconnect the No. 1 fuel vapor feed hose. 1NZ-FXE ENGINE CONTROL SYSTEM – THROTTLE BODY ES–451 (d) Disconnect the water by-pass hose. (e) Disconnect the No. 2 water by-pass hose. A087574E01 (f) Disconnect the throttle control motor connector. (g) Disconnect the throttle position sensor connector. A087575E01 (h) Remove the bolt, 2 nuts and throttle with motor body. A087576E01 (i) A087577E02 Remove the gasket from the intake manifold. ES ES–452 1NZ-FXE ENGINE CONTROL SYSTEM – THROTTLE BODY INSPECTION 1. Throttle Valve ES INSPECT THROTTLE WITH MOTOR BODY ASSEMBLY (a) Check the appearance. (1) Check that the throttle valve shaft does not rattle. (2) Check that each port is not clogged. (3) Check that the throttle valve opens and closes smoothly. (4) Check that there is no clearance between the throttle stop screw and lever when the throttle valve is fully closed. NOTICE: Do not adjust the throttle stop screw. Throttle Valve Shaft Throttle Stop Screw Lever A088226E01 (b) Inspect the resistance of the throttle control motor. (1) Using an ohmmeter, measure the resistance between the terminals. Standard resistance: 50 MΩ or more at 25°C (77°F) If the resistance is not as specified, replace the throttle with motor body. A087470E02 (c) Inspect the resistance of the throttle position sensor. (1) Using an ohmmeter, measure the resistance between terminals 1 and 4. Standard resistance: 1.2 to 3.5 kΩ at 25°C (77°F) If the resistance is not as specified, replace the throttle with motor body. A114365 INSTALLATION 1. A087577E02 INSTALL THROTTLE BODY ASSEMBLY WITH MOTOR (a) Install a new gasket to the intake manifold. 1NZ-FXE ENGINE CONTROL SYSTEM – THROTTLE BODY ES–453 (b) Install the throttle with motor body with the bolt and 2 nuts. Torque: 20 N*m (204 kgf*cm, 15 ft.*lbf) A087576E01 (c) Connect the throttle position sensor connector. (d) Connect the throttle control motor connector. A087575E01 (e) Connect the No. 2 water by-pass hose. (f) Connect the water by-pass hose. A087574E01 (g) Connect the No. 1 fuel vapor feed hose. (h) Connect the No. 2 ventilation hose. (i) Connect the ventilation hose. A087573E01 2. Hose Clamp Bolt A087416E02 INSTALL AIR CLEANER ASSEMBLY (a) Install the air cleaner with the 2 bolts. Torque: 7.0 N*m (71 kgf*cm, 62 in.*lbf) (b) Tighten the hose clamp bolt. Torque: 3.0 N*m (31 kgf*cm, 27 in.*lbf) (c) Connect the No. 1 air cleaner inlet, and tighten the hose clamp bolt. Torque: 3.0 N*m (31 kgf*cm, 27 in.*lbf) (d) Connect the MAF meter connector. ES ES–454 1NZ-FXE ENGINE CONTROL SYSTEM – THROTTLE BODY ES A087414E01 3. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL 4. ADD ENGINE COOLANT (See page CO-7) 5. CHECK FOR ENGINE COOLANT LEAKS (See page CO-2) 6. INSTALL ENGINE UNDER COVER LH 7. INSTALL RADIATOR SUPPORT OPENING COVER (a) Install the cover with the 6 clips. 8. PERFORM INITIALIZATION (a) Perform initialization (see page IN-32). NOTICE: Certain systems need to be initialized after disconnecting and reconnecting the cable from the negative (-) battery terminal. 1NZ-FXE ENGINE CONTROL SYSTEM – KNOCK SENSOR ES–455 KNOCK SENSOR 1NZ-FXE ENGINE CONTROL SYSTEM ENGINE COMPONENTS AIR CLEANER ASSEMBLY x2 7.0 (71, 62 in.*lbf) ES NO. 1 AIR CLEANER INLET 3.0 (31, 27 in.*lbf) MAF METER CONNECTOR 3.0 (31, 27 in.*lbf) x6 RADIATOR SUPPORT OPENING COVER ENGINE UNDER COVER LH x2 x4 x3 N*m (kgf*cm, ft.*lbf) : Specified torque A112278E02 ES–456 1NZ-FXE ENGINE CONTROL SYSTEM – KNOCK SENSOR NO. 1 VENTILATION HOSE NO. 2 VENTILATION HOSE INTAKE MANIFOLD SUB-ASSEMBLY 20 (204, 15) 20 (204, 15) NO. 1 FUEL VAPOR FEED HOSE ES GASKET NO. 1 WATER BY-PASS HOSE NO. 2 WATER BY-PASS HOSE 9.0 (92, 80 in.*lbf) ENGINE HARNESS - THROTTLE CONTROL MOTOR CONNECTOR - THROTTLE POSITION SENSOR CONNECTOR OIL DIPSTICK OIL DIPSTICK GUIDE O-RING 9.0 (92, 80 in.*lbf) 20 (204, 15) KNOCK SENSOR KNOCK SENSOR CONNECTOR N*m (kgf*cm, ft.*lbf) : Specified torque Non-reusable part A112281E01 1NZ-FXE ENGINE CONTROL SYSTEM – KNOCK SENSOR ES–457 REMOVAL 1. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL CAUTION: Wait at least 90 seconds after disconnecting the cable from the negative (-) battery terminal to prevent airbag and seat belt pretensioner activation. 2. REMOVE RADIATOR SUPPORT OPENING COVER (See page ES-450) 3. REMOVE ENGINE UNDER COVER LH 4. DRAIN ENGINE COOLANT (See page CO-6) 5. REMOVE AIR CLEANER ASSEMBLY (See page ES450) 6. REMOVE OIL DIPSTICK GUIDE (a) Remove the dipstick. (b) Disconnect the wire harness clamp. (c) Remove the bolt and dipstick guide. 7. REMOVE INTAKE MANIFOLD SUB-ASSEMBLY (a) Disconnect the ventilation hose from the throttle with motor body. (b) Disconnect the No. 2 ventilation hose. (c) Disconnect the No. 1 fuel vapor feed hose. A087582E01 A087573E01 (d) Disconnect the water by-pass hose. (e) Disconnect the No. 2 water by-pass hose. A087574E01 ES ES–458 1NZ-FXE ENGINE CONTROL SYSTEM – KNOCK SENSOR (f) Disconnect the throttle control motor connector. (g) Disconnect the throttle position sensor connector. A087575E01 (h) Disconnect the 3 wire harness clamps. (i) Disconnect the connector clamp. (j) Remove the bolt and harness clamp bracket. ES A087583E01 (k) Remove the No. 1 fuel vapor feed hose from the hose clamp. (l) Remove the 3 bolts, 2 nuts and intake manifold. A087584E01 (m) Remove the gasket from the cylinder head. A087585E01 1NZ-FXE ENGINE CONTROL SYSTEM – KNOCK SENSOR 8. ES–459 REMOVE KNOCK SENSOR (a) Disconnect the knock sensor connector. (b) Remove the nut and sensor. A087586E01 INSPECTION 1. A065174E05 INSPECT KNOCK SENSOR (a) Measure the resistance of the sensor. Standard resistance: 120 to 280 kΩ at 20°C (68°F) If the result is not as specified, replace the knock sensor. • A flat type knock sensor (non-resonant type) has a structure that can detect vibrations between approximately 6 kHz and 15 kHz. • Knock sensors are fitted onto the engine block to detect engine knocking. • The knock sensor contains a piezoelectric element which generates a voltage when it becomes deformed. The voltage is generated when the engine block vibrates due to knocking. Any occurrence of engine knocking can be suppressed by delaying the ignition timing. DTC No. DTC Detection Condition Trouble Area P0327 Output voltage of knock sensor is 0.5 V or less (1 trip detection logic) • • • Short in knock sensor circuit Knock sensor ECM P0328 Output voltage of knock sensor is 4.5 V or more (1 trip detection logic) • • • Open in knock sensor circuit Knock sensor ECM HINT: When either of the DTCs P0327 and P0328 are set, the ECM enters fail-safe mode. During fail-safe mode, the power timing is delayed to its maximum retardation. Fail-safe mode continues until the power switch OFF. Reference: Inspection using an oscilloscope. The correct waveform is shown. KNK1 Signal Waveform GND A085286E13 Items Contents Terminals KNK1 - EKNK Equipment Settings 0.01 to 10 V/Division, 0.01 to 10 msec./ Division Conditions Keep engine speed at 4,000 rpm with warm engine ES ES–460 1NZ-FXE ENGINE CONTROL SYSTEM – KNOCK SENSOR INSTALLATION Upper 1. INSTALL KNOCK SENSOR (a) Install the knock sensor with the nut. Torque: 20 N*m (204 kgf*cm, 15 ft.*lbf) NOTICE: Be careful to install the knock sensor in the correct direction. (b) Connect the knock sensor connector. 2. INSTALL INTAKE MANIFOLD (a) Install a new gasket to the cylinder head. Engine Rear A093710E01 ES A087585E01 (b) Install the intake manifold with the 3 bolts and 2 nuts. Torque: 20 N*m (204 kgf*cm, 15 ft.*lbf) (c) Install the No. 1 fuel vapor feed hose to the hose clamp. A087584E01 (d) Install the harness clamp bracket with the bolt. Torque: 9.0 N*m (92 kgf*cm, 80 in.*lbf) (e) Install the connector clamp. (f) Install the 3 wire harness clamps. A087583E01 1NZ-FXE ENGINE CONTROL SYSTEM – KNOCK SENSOR ES–461 (g) Connect the throttle position sensor connector. (h) Connect the throttle control motor connector. A087575E01 (i) (j) Connect the No. 2 water by-pass hose. Connect the water by-pass hose. A087574E01 (k) Connect the No. 1 fuel vapor feed hose. (l) Connect the No. 2 ventilation hose. (m) Connect the ventilation hose. A087573E01 3. INSTALL OIL DIPSTICK GUIDE (a) Apply a light coat of engine oil to a new O-ring and install it to the dipstick guide. New O-Ring A087556E02 (b) Install the dipstick guide with the bolt. Torque: 9.0 N*m (92 kgf*cm, 80 in.*lbf) NOTICE: Be careful that the O-ring is not cracked or jammed when installing it. (c) Connect the wire harness clamp. (d) Install the dipstick. 4. A087582E01 INSTALL AIR CLEANER ASSEMBLY (See page ES453) ES ES–462 ES 1NZ-FXE ENGINE CONTROL SYSTEM – KNOCK SENSOR 5. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL 6. ADD ENGINE COOLANT (See page CO-7) 7. CHECK FOR ENGINE COOLANT LEAKS (See page CO-2) 8. INSTALL ENGINE UNDER COVER LH 9. INSTALL RADIATOR SUPPORT OPENING COVER (See page ES-454) 10. PERFORM INITIALIZATION (a) Perform initialization (see page IN-32). NOTICE: Certain systems need to be initialized after disconnecting and reconnecting the cable from the negative (-) battery terminal. 1NZ-FXE ENGINE CONTROL SYSTEM – EFI RELAY ES–463 EFI RELAY ON-VEHICLE INSPECTION 1. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL CAUTION: Wait at least 90 seconds after disconnecting the cable from the negative (-) battery terminal to prevent airbag and seat belt pretensioner activation. 2. INSPECT INTEGRATION RELAY (UNIT B: EFI RELAY M RELAY) NOTICE: • The EFI relay is built into the integration relay (unit B: EFI MAIN). • Some relays are built into the integration relay. The integration relay cannot be disassembled. If there is a malfunction in the circuit of the integration relay, replace the integration relay. (a) Using a screwdriver, detach the 2 claws and disconnect the integration relay from the engine room No. 1 junction block. HINT: Tape the screwdriver tip before use. (b) Disconnect the 3 connectors from the integration relay. A135397 (c) Measure the resistance between the terminals. Standard resistance 3I Tester Connection Specified Condition 3I-5 - 3I-8 10 kΩ or higher 3I-5 - 3I-8 Below 1 Ω (when battery voltage is applied to terminals 3I-6 and 3I-7) If the result is not as specified, replace the integration relay. (d) Connect the 3 connectors to the integration relay. (e) Install the integration relay to the engine room No. 1 junction block. 3I 5 8 6 7 A114366E01 3. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL 4. PERFORM INITIALIZATION (a) Perform initialization (see page IN-32). NOTICE: Certain system need to be initialized after disconnecting and reconnecting the cable from the negative (-) battery terminal. ES ES–464 1NZ-FXE ENGINE CONTROL SYSTEM – CIRCUIT OPENING RELAY CIRCUIT OPENING RELAY ON-VEHICLE INSPECTION 1. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL CAUTION: Wait at least 90 seconds after disconnecting the cable from the negative (-) battery terminal to prevent airbag and seat belt pretensioner activation. 2. INSPECT INTEGRATION RELAY (UNIT C: C/OPN RELAY) NOTICE: • The EFI relay is built into the integration relay (unit C: C/OPN RELAY). • Some relays are built into the integration relay. The integration relay cannot be disassembled. If there is a malfunction in the circuit of the integration relay, replace the integration relay. ES (a) Using a screwdriver, detach the 2 claws and disconnect the integration relay from the No. 1 engine room junction block. HINT: Tape the screwdriver tip before use. (b) Disconnect the 2 connectors from the integration relay. A135397 (c) Measure the resistance between the terminals. Standard resistance 3G Tester Connection Specified Condition 3G-5 - 3G-8 10 kΩ or higher 3G-5 - 3G-8 Below 1 Ω (when battery voltage is applied to terminals 3G-6 and 3G-7) If the result is not as specified, replace the integration relay. (d) Connect the 2 connectors to the integration relay. (e) Install the integration relay to the engine room No. 1 junction block. 3G 5 8 6 7 A114366E02 3. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL 4. PERFORM INITIALIZATION (a) Perform initialization (see page IN-32). NOTICE: Certain system need to be initialized after disconnecting and reconnecting the cable from the negative (-) battery terminal. ES–465 1NZ-FXE ENGINE CONTROL SYSTEM – ECM ECM 1NZ-FXE ENGINE CONTROL SYSTEM ENGINE COMPONENTS NO. 1 INSTRUMENT PANEL SPEAKER PANEL SUB-ASSEMBLY (w/ JBL Sound System) FRONT PILLAR GARNISH RH ES FRONT PILLAR GARNISH LH FRONT PILLAR GARNISH CORNER PIECE RH FRONT PILLAR GARNISH CORNER PIECE LH 20 (204, 15) INSTRUMENT PANEL SUB-ASSEMBLY CLOCK ASSEMBLY INSTRUMENT CLUSTER FINISH PANEL END MULTI-DISPLAY ASSEMBLY N*m (kgf*cm, ft.*lbf) : Specified torque B126622E02 ES–466 1NZ-FXE ENGINE CONTROL SYSTEM – ECM UPPER INSTRUMENT PANEL FINISH PANEL SUB-ASSEMBLY INSTRUMENT PANEL HOLE COVER INSTRUMENT PANEL HOLE COVER ES GLOVE COMPARTMENT DOOR NO. 2 INSTRUMENT PANEL REGISTER ASSEMBLY NO. 4 INSTRUMENT PANEL REGISTER ASSEMBLY NO. 3 INSTRUMENT PANEL REGISTER ASSEMBLY INSTRUMENT PANEL CUSHION NO. 1 INSTRUMENT PANEL REGISTER ASSEMBLY GLOVE COMPARTMENT DOOR STOPPER SUB-ASSEMBLY LOWER INSTRUMENT PANEL FINISH PANEL SUB-ASSEMBLY GLOVE COMPARTMENT DOOR ASSEMBLY B126623E03 1NZ-FXE ENGINE CONTROL SYSTEM – ECM ES–467 ES NO. 3 HEATER TO REGISTER DUCT ECM WITH HYBRID VEHICLE CONTROL ECU A112299E02 ES–468 1NZ-FXE ENGINE CONTROL SYSTEM – ECM NO. 1 ECM BRACKET 3.0 (31, 27 in.*lbf) ECM 3.0 (31, 27 in.*lbf) ES NO. 1 ECM BRACKET 3.0 (31, 27 in.*lbf) 3.0 (31, 27 in.*lbf) NO. 2 ECM BRACKET NO. 3 ECM BRACKET 3.0 (31, 27 in.*lbf) NO. 1 ECM BRACKET NO. 2 ECM BRACKET HYBRID VEHICLE CONTROL ECU N*m (kgf*cm, ft.*lbf) : Specified torque A112300E01 1NZ-FXE ENGINE CONTROL SYSTEM – ECM ES–469 REMOVAL 1. DISCONNECT CABLE FROM NEGATIVE BATTERY TERMINAL CAUTION: Wait at least 90 seconds after disconnecting the cable from the negative (-) battery terminal to prevent airbag and seat belt pretensioner activation. 2. REMOVE INSTRUMENT PANEL SUB-ASSEMBLY (a) Remove the instrument panel (see page IP-5). 3. REMOVE NO. 3 HEATER TO REGISTER DUCT (See page AC-147) 4. REMOVE ECM (a) Disconnect the 4 ECM connectors. (b) Disconnect the 4 hybrid vehicle control ECU connectors. A087532E01 (c) Remove the 2 nuts and bolt, and ECM with bracket. A087535E01 (d) Remove the 2 nuts and ECM. A087475E01 ES ES–470 1NZ-FXE ENGINE CONTROL SYSTEM – ECM (e) Remove the 6 screws and 3 No. 1 ECM brackets. A087476E01 (f) Remove the 4 screws and 2 No. 2 ECM brackets. ES A087477E01 (g) Remove the 2 screws and No. 3 ECM bracket. A087478E01 INSTALLATION 1. INSTALL ECM (a) Install the No. 3 ECM bracket with the 2 screws. A087478E01 (b) Install the 2 No. 2 ECM brackets with the 4 screws. A087477E01 1NZ-FXE ENGINE CONTROL SYSTEM – ECM ES–471 (c) Install the 3 No. 1 ECM brackets with the 6 screws. A087476E01 (d) Install the ECM with the 2 nuts. Torque: 3.0 N*m (31 kgf*cm, 27 in.*lbf) A087475E01 (e) Install the ECM with bracket with the 2 nuts and bolt. Torque: 3.0 N*m (31 kgf*cm, 27 in.*lbf) A087535E01 (f) Connect the 4 hybrid vehicle control ECU connectors. (g) Connect the 4 ECM connectors. 2. INSTALL NO. 3 HEATER TO REGISTER DUCT (See page AC-159) 3. INSTALL INSTRUMENT PANEL SUB-ASSEMBLY (a) Install the instrument panel (see page IP-11). 4. CONNECT CABLE TO NEGATIVE BATTERY TERMINAL 5. PERFORM INITIALIZATION (a) Perform initialization (see page IN-32). NOTICE: Certain systems need to be initialized after disconnecting and reconnecting the cable from the negative (-) battery terminal. A087532E01 ES