DESCRIPTION
The ECM controls the engine water pump assembly by calculating the necessary amount of coolant flow based on engine coolant temperature, engine speed and vehicle speed information. The speed of the engine water pump assembly is controlled steplessly using a duty cycle signal sent from the ECM. This optimal control enhances warm-up performance and reduces cooling losses, thus reducing the specific fuel consumption of the engine. The ECM monitors the speed of the engine water pump assembly and stores a DTC when it determines that the engine water pump assembly rotates excessively based on the fact that the actual speed is higher than the target for a certain amount of time. (However, the engine warning light will not illuminate.)
HINT
The engine coolant temperature indicator light built into the combination meter sub-assembly illuminates or blinks when the coolant temperature becomes 117°C (243°F) or higher.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P148F | When both of the following conditions are met for 5 seconds or more (1 trip detection logic): Engine water pump assembly duty ratio is 85% or more Actual engine water pump assembly speed has been more than the target by a certain amount | Lack of engine coolant Engine coolant leak Engine water pump assembly |
The throttle actuator is operated by the ECM and 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 assembly. The throttle position sensor provides feedback to the ECM. This feedback allows the ECM to appropriately control the throttle actuator and monitor the throttle opening angle as the ECM responds to driver inputs.
HINT
This electronic throttle control system does not use a throttle cable.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2102 | Both of the following conditions continue for 2 seconds (1 trip detection logic): (a) The throttle actuator drive duty cycle is 80% or more (b) The throttle actuator current is below 0.5 A | Open in throttle actuator circuit Throttle actuator ECM |
| P2103 | Either condition is met (1 trip detection logic): A hybrid IC diagnosis signal fails A hybrid IC high current limiter port failure | Short in throttle actuator circuit Throttle actuator Throttle valve Throttle body assembly ECM |
MONITOR DESCRIPTION
The ECM monitors the electrical current through the electronic actuator, and detects malfunctions and open circuits in the throttle actuator based on this value. If the current is outside the standard range, the ECM determines that there is a malfunction in the throttle actuator. In addition, if the throttle valve does not function properly (for example, stuck on), the ECM determines that there is a malfunction. The ECM then illuminates the MIL and stores a DTC.
Example
When the electrical current is below 0.5 A and the throttle actuator duty ratio exceeds 80%, the ECM interprets this as the current being outside the standard range, illuminates the MIL and stores a DTC.
If the malfunction is not repaired successfully, a DTC is stored when the engine is quickly revved to a high engine speed several times after the engine has idled for 5 seconds after engine start.
The throttle actuator is operated by the ECM, and 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 assembly. The throttle position sensor provides feedback to the ECM so that the ECM can control the throttle actuator (throttle valve) appropriately in response to driver inputs.
HINT
This electronic throttle control system does not use a throttle cable.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2111 | Throttle actuator does not close even when the ECM commands it to close (1 trip detection logic). | Throttle actuator Throttle body assembly Throttle valve Wire harness or connector ECM |
| P2112 | Throttle actuator does not open even when the ECM commands it to open (1 trip detection logic). | Throttle actuator Throttle body assembly Throttle valve Wire harness or connector ECM |
The ECM determines that there is a malfunction in the electronic throttle control system when the throttle valve remains at a fixed angle despite a high drive current from the ECM. The ECM illuminates the MIL and stores a DTC.
If the malfunction is not repaired successfully, a DTC is stored when the accelerator pedal is fully depressed and released quickly (to fully open and close the throttle valve) after the engine is next started.
The electronic throttle control system has a dedicated power supply circuit. The voltage (+BM) is monitored and when it is low (below 4 V), the ECM determines that there is a malfunction in the electronic throttle control system and cuts off the current to the throttle actuator.
When the voltage becomes unstable, the electronic throttle control system itself becomes unstable. For this reason, when the voltage is low, the current to the throttle actuator is cut. If repairs are made and the system returns to normal, turn the power switch off. The ECM then allows the current to flow to the throttle actuator so that it can be restarted.
HINT
This electronic throttle control system does not use a throttle cable.
Scheme 42
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2118 | An open in electronic throttle control system power source (+BM) circuit (1 trip detection logic). | Open in electronic throttle control system power source circuit Auxiliary battery Auxiliary battery terminals ETCS fuse ECM |
The ECM monitors the auxiliary battery supply voltage applied to the throttle actuator.
When the power supply voltage (+BM) drops below 4 V for 0.8 seconds or more, the ECM interprets this as an open in the power supply circuit (+BM). The ECM illuminates the MIL and stores the DTC.
If the malfunction is not repaired successfully, the DTC is stored 5 seconds after the engine is next started.
The electronic throttle control system is composed of the throttle actuator, throttle position sensor, accelerator pedal position sensor, and ECM. The ECM operates the throttle actuator to regulate the throttle valve in response to driver inputs. The throttle position sensor detects the opening angle of the throttle valve, and provides the ECM with feedback so that the throttle valve can be appropriately controlled by the ECM.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2119 | Throttle valve opening angle continues to vary greatly from the target opening angle (1 trip detection logic). | Electronic throttle control system Wire harness or connector ECM |
The ECM determines the actual opening angle of the throttle valve from the throttle position sensor signal. The actual opening angle is compared to the target opening angle calculated by the ECM. If the difference between these two values is outside the standard range, the ECM interprets this as a malfunction in the electronic throttle control system. The ECM then illuminates the MIL and stores the DTC.
If the malfunction is not repaired successfully, the DTC is stored when the accelerator pedal is quickly released (to close the throttle valve) after the engine speed reaches 5000 RPM by the accelerator pedal being fully depressed (fully opening the throttle valve).
The air fuel ratio sensor generates voltage* that corresponds to the actual air fuel ratio. This sensor voltage is used to provide the ECM with feedback so that it can control the air fuel ratio. The ECM determines the deviation from the stoichiometric air fuel ratio level, and regulates the fuel injection duration. If the air fuel ratio sensor malfunctions, the ECM is unable to control the air fuel ratio accurately.
The air fuel ratio sensor is a planar type with an integrated heater, which heats the solid electrolyte (zirconia element). This heater is controlled by the ECM. When the intake air volume is low (the exhaust gas temperature is low), current flows to the heater to heat the sensor, in order to facilitate accurate oxygen concentration detection. In addition, the sensor and heater portions are narrower than the conventional type. The heat generated by the heater is conducted to the solid electrolyte through the alumina, therefore the sensor activation is accelerated.
A three-way catalytic converter is used in order to convert the carbon monoxide (CO), hydrocarbon (HC), and nitrogen oxide (NOx) into less harmful substances. To allow the three-way catalytic converter to function effectively, it is necessary to keep the air fuel ratio of the engine near the stoichiometric air fuel ratio.
*: Value changes inside the ECM. Since the air fuel ratio sensor uses the current output element, the current is converted to a voltage inside the ECM. Any measurements taken at the air fuel ratio sensor or ECM connectors will show a constant voltage.
Scheme 43
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2195 | Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is higher than 3.8 V. (b) Heated oxygen sensor voltage is 0.21 V or higher. | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) Intake system Fuel pressure Fuel injector assembly EGR valve assembly ECM |
| While the fuel-cut operation is performed (during vehicle deceleration), the air fuel ratio sensor current is 2.2 mA or higher for 3 seconds (2 trip detection logic). | Air fuel ratio sensor (sensor 1) ECM | |
| P2196 | Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is below 2.8 V. (b) Heated oxygen sensor voltage is below 0.59 V. | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) Intake system Fuel pressure Fuel injector assembly EGR valve assembly ECM |
| While the fuel-cut operation is performed (during vehicle deceleration), the air fuel ratio sensor current is below 0.7 mA for 3 seconds (2 trip detection logic). | Air fuel ratio sensor (sensor 1) ECM |
HINT
- When any of these DTCs are stored, check the air fuel ratio sensor output voltage by entering the following menus: Powertrain / Engine and ECT / Data List / Gas AF Control / AFS Voltage B1S1.
- Short-term fuel trim values can also be read using the Techstream.
- The ECM regulates the voltages at the A1A+ and A1A- terminals of the ECM to a constant level. Therefore, the air fuel ratio sensor output voltage cannot be confirmed without using the Techstream.
- If an air fuel ratio sensor malfunction is detected, the ECM stores a DTC.
Sensor voltage detection monitor
Under air-fuel ratio feedback control, if the air fuel ratio sensor output voltage is below 2.8 V (very rich condition) for 5 seconds despite the rear heated oxygen sensor output voltage being below 0.59 V, the ECM stores DTC P2196. Alternatively, if the air fuel ratio sensor output voltage is higher than 3.8 V (very lean condition) for 5 seconds despite the rear heated oxygen sensor output voltage being 0.21 V or higher, DTC P2195 is stored.
Sensor current detection monitor
A rich air-fuel mixture causes a low air fuel ratio sensor current, and a lean air-fuel mixture causes a high air fuel ratio sensor current. Therefore, the sensor output becomes low during acceleration, and it becomes high during deceleration with the throttle valve fully closed. The ECM monitors the air fuel ratio sensor current during fuel-cut and detects any abnormal current values.
If the air fuel ratio sensor output is 2.2 mA or higher for more than 3 seconds of cumulative time, the ECM interprets this as a malfunction in the air fuel ratio sensor and stores DTC P2195 (stuck on high side). If the air fuel ratio sensor output is below 0.7 mA for more than 3 seconds of cumulative time, the ECM stores DTC P2196 (stuck on low side).
Scheme 44
Refer to P0300. Refer to DESCRIPTION .
Refer to P2195. Refer to DESCRIPTION .
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P219A | When the air fuel ratio imbalance between the cylinders exceeds the threshold, the ECM determines that there is a malfunction (2 trip detection logic). | Fuel injector assembly Intake system Gas leak from exhaust system Ignition system Compression pressure Air fuel ratio sensor (sensor 1) ECM |
Fuel System Air-fuel Ratio Cylinder Imbalance Monitor
The ECM uses the air fuel ratio sensor monitoring method and the crankshaft position sensor monitoring method to monitor injector injection volume inconsistencies and air fuel ratio imbalance between the cylinders due to leaks in the air intake/exhaust system, etc.
If the air fuel ratios between the cylinders are inconsistent due to cylinders being lean or rich, the ECM stores a DTC.
A/F Sensor Monitoring Method
When the ECM detects an air fuel ratio imbalance between the cylinders based on the fluctuations in air fuel ratio sensor output through all 4 strokes of one cycle (2 rotations of the crankshaft), the ECM determines that there is a malfunction.
Crankshaft Position Sensor Monitoring Method
The ECM monitors engine speed fluctuations. When the engine speed fluctuates significantly, the ECM judges this as an air fuel ratio imbalance and then determines this as a malfunction.
Refer to DTC P2195. Refer to DESCRIPTION .
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2237 | Open in the circuit between terminals A1A+ and A1A- of the air fuel ratio sensor while engine is running (2 trip detection logic). | Open in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) ECM |
| P2238 | Case 1 Condition (a) or (b) continues for 5.0 seconds or more (2 trip detection logic): (a) A1A+ voltage is 0.5 V or less (b) A1A+ - A1A- is 0.1 V or less Case 2 Air fuel ratio sensor admittance is less than 0.0074 1/ohms (2 trip detection logic). | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) ECM |
| P2239 | A1A+ voltage is higher than 4.5 V for 5 seconds (2 trip detection logic). | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) ECM |
| P2252 | A1A- voltage is 0.5 V or less for 5 seconds (2 trip detection logic). | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) ECM |
| P2253 | A1A- voltage is higher than 4.5 V for 5 seconds (2 trip detection logic). | Open or short in air fuel ratio sensor (sensor 1) circuit Air fuel ratio sensor (sensor 1) ECM |
These DTCs are output when there is an open or short in the air fuel ratio sensor circuit, or if air fuel ratio sensor output drops.
To detect these problems, the voltage of the air fuel ratio sensor is monitored when turning the power switch on (IG), and the admittance (admittance is an electrical term that indicates the ease of flow of current) is checked while driving. If the voltage of the air fuel ratio sensor is between 0.5 V and 4.5 V, it is considered normal. If the voltage is outside of the specified range, or the admittance is below the standard value, the ECM will determine that there is a malfunction in the air fuel ratio sensor. If the same malfunction is detected in the next driving cycle, the MIL is illuminated and a DTC is stored.
The air fuel ratio sensor varies its output voltage in proportion to the air-fuel ratio. If the air fuel ratio sensor impedance (alternating current resistance) or output voltage deviates greatly from the standard range, the ECM determines that there is an open or short in the air fuel ratio sensor circuit.
The description can be found in the EVAP (Evaporative Emission) System. Refer to DESCRIPTION .
5 hours*1 after the power switch is turned off, the leak detection pump creates negative pressure (vacuum) in the EVAP (Evaporative Emission) system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure.
HINT
*1: 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 | Operation | Description | Duration |
|---|---|---|---|
| ECM activation | Activated by soak timer, 5, 7 or 9.5 hours after power switch turned off. | ||
| A | Atmospheric pressure measurement | Vent valve is turned off (vent) and EVAP system pressure is measured by ECM in order to register atmospheric pressure. If pressure in EVAP system is not between 70 kPa(abs) and 111 kPa(abs) [525 mmHg(abs) and 833 mmHg(abs)], ECM cancels EVAP system monitor. | 60 seconds |
| B | First reference pressure measurement | In order to determine reference pressure, leak detection pump creates negative pressure (vacuum) through reference orifice and then ECM checks if leak detection pump and vent valve operate normally. | 360 seconds |
| C | EVAP system pressure measurement | Vent valve is turned on (closed) to shut EVAP system. Negative pressure (vacuum) is created in EVAP system, and EVAP system pressure is then measured. Write down measured value as it will be used in leak check If EVAP pressure does not stabilize within 15 minutes, ECM cancels EVAP system monitor. | 15 minutes*2 |
| D | Purge VSV monitor | Purge VSV is opened and then EVAP system pressure is measured by ECM. Large increase indicates normal. | 10 seconds |
| E | Second reference pressure measurement | After second reference pressure measurement, leak check is performed by comparing first and second reference pressure measurements. If stabilized system pressure is higher than second reference pressure, ECM determines that EVAP system is leaking. | 60 seconds |
| Final check | Atmospheric pressure is measured and then monitoring result is recorded by ECM. |
*2: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize.
Scheme 45
| *1 | Purge VSV: Off (Closed) | *2 | Purge VSV: On (Open) |
|---|---|---|---|
| *3 | Vent Valve: Off (Vent) | *4 | Vent Valve: On (Closed) |
| *5 | Leak Detection Pump: Off | *6 | Leak Detection Pump: On |
| *7 | Reference Orifice (0.02 inch) | *8 | Canister Pressure Sensor |
| *9 | Canister | *10 | Fuel Tank |
| *11 | Canister Pump Module | *12 | Canister Filter |
| *a | Operation A: Atmospheric Pressure Measurement | *b | Operation B, E: Reference Pressure Measurement |
| *c | Operation C: EVAP System Pressure Measurement | *d | Operation D: Purge VSV Monitor |
| *e | Atmospheric Pressure | *f | Negative Pressure |
TEXT IN ILLUSTRATION
P2420: Vent valve stuck open (vent)
In operation C, the vent valve turns on (closed) and the EVAP system pressure is then measured by the ECM using the canister pressure sensor to conduct an EVAP leak check. If the pressure does not increase when the vent valve is open, the ECM interprets this as the vent valve being stuck open. The ECM illuminates the MIL and stores the DTC.
Scheme 46
The soak timer operates after the power switch is turned off. When a certain amount of time has elapsed after turning the power switch off, the soak timer activates the ECM to perform malfunction checks witch can only be performed after the engine is stopped. The soak timer is built into the ECM.
Scheme 47
If the soak timer activates the ECM even though only a short amount of time has elapsed since the power switch was turned off, or if the soak timer does not activate the ECM even though a considerable amount of time has elapsed since the power switch was turned off, the ECM determines that the soak timer is malfunctioning, illuminates the MIL and stores a DTC the next time the power switch is turned on (IG).
While the engine is running, the ECM monitors the synchronization of the soak timer and the CPU clock. If these two are not synchronized, the ECM interprets this as a malfunction, illuminates the MIL and stores the DTC (2 trip detection logic).
The ECM controls the engine water pump assembly by calculating the necessary amount of coolant flow based on engine coolant temperature, engine speed and vehicle speed information. The speed of the engine water pump assembly is controlled steplessly using a duty cycle signal sent from the ECM. This optimal control enhances warm-up performance and reduces cooling losses, thus reducing the specific fuel consumption of the engine.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P261B | Engine water pump assembly speed is less than 900 RPM while the engine water pump assembly is operating (1 trip detection logic). | Open or short in engine water pump assembly circuit Engine water pump assembly ECM |
| P261C | Engine water pump assembly output voltage is less than specified value while the engine water pump assembly is operating (1 trip detection logic). | Short in engine water pump assembly circuit Engine water pump assembly ECM |
| P261D | Engine water pump assembly output voltage is higher than specified value while the engine water pump assembly is operating (1 trip detection logic). | Open in engine water pump assembly circuit Engine water pump assembly ECM |
The ECM calculates the speed of the engine water pump assembly using a duty cycle signal sent from the engine water pump assembly. When the speed of the engine water pump assembly becomes less than 900 RPM while it is operating, the ECM detects the malfunction and stores DTC P261B.
The engine water pump assembly operates steplessly based on a duty cycle signal sent from the ECM. If actual drive duty cycle ratio does not correspond to the target drive duty cycle of the engine water pump assembly, the ECM detects the malfunction.
From the power management control ECU, the ECM receives data such as power output required for the engine (required output), estimated torque produced by the engine (estimated torque), engine speed of control target (target speed), and whether the engine is in start mode or not. Then, based on the required output and target speed, 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 the coolant temperature, an abnormal condition is detected.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P3190 | Following conditions continue at a fixed engine speed or a fixed length of time (1 trip detection logic): Communication with power management control ECU is normal Engine speed 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% | Intake system Throttle body assembly Fuel system Engine Mass air flow meter sub-assembly Out of fuel Engine coolant temperature sensor Crankshaft position sensor Camshaft position sensor EGR valve assembly ECM |
| P3191 | Following conditions continue at a fixed engine speed or a fixed length of time (1 trip detection logic): Communication with power management control ECU is normal Engine speed is a fixed value or more Engine start mode is active No engine start determination for 100 engine revolutions or more, and 6 seconds or more | Intake system Throttle body assembly Fuel system Engine Mass air flow meter sub-assembly Out of fuel Engine coolant temperature sensor Crankshaft position sensor Camshaft position sensor EGR valve assembly ECM |
| P3193 | Fuel low level signal input into ECM (1 trip detection logic). | Out of fuel ECM |
The ECM and power management control ECU are connected using CAN communication. The ECM sends engine speed data and other data to the power management control ECU while the power management control ECU sends information such as a requirement for engine power to the ECM using CAN communication. When the communication between the ECM and power management control ECU is normal and the following items meet the specified conditions, the ECM illuminates the MIL and stores a DTC.
- Engine speed
- Target torque
- Ratio of target torque against estimated torque
- Fuel level
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 malfunctions. Through the combination of the CANH and CANL bus lines, the CAN is able to maintain communication based on differential voltage.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| U0293 | Communication with power management control ECU is interrupted (1 trip detection logic). | Wire harness Power management control ECU |
When the power switch is turned on (IG), auxiliary battery voltage is applied to IGSW of the ECM. The output signal from the MREL terminal of the ECM causes a current to flow to the coil, closing the contacts of the No. 2 integration relay (EFI MAIN relay) and supplying power to either terminal +B and +B2 of the ECM.
Scheme 48
The ECM constantly uses 5 V from the auxiliary battery voltages supplied to the +B (BATT) terminal to operate the microprocessor. The ECM also provides this power to the sensors through the VC output circuit.
Scheme 49
When the VC circuit is shorted, the microprocessor in the ECM and sensors that are supplied power through the VC circuit are inactivated because the power is not supplied from the VC circuit. Under this condition, the system does not start up and the MIL does not illuminate even if the system malfunctions.
HINT
Under normal conditions, the MIL is illuminated for several seconds when the power switch is first turned on (IG). The MIL goes off when the power switch on (READY).
Scheme 50
When the NE signal is input to the ECM, Tr is turned on, current flows to the coil of the circuit opening relay, the relay switches on, power is supplied to the fuel pump and the fuel pump operates.
While the NE signal is generated (engine running), the ECM keeps Tr on (circuit opening relay on) and the fuel pump also keeps operating.
Scheme 51
Scheme 52
The fuel injectors are located on the intake manifold. They inject fuel into the cylinders based on the signals from the ECM.
Scheme 53
Scheme 54
- CHECK TERMINAL VOLTAGE (POWER SOURCE OF FUEL INJECTOR ASSEMBLY) Disconnect the fuel injector assembly connectors. Turn the power switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition D14-1 - Body ground Power switch on (IG) 11 to 14 V D15-1 - Body ground Power switch on (IG) 11 to 14 V D16-1 - Body ground Power switch on (IG) 11 to 14 V D17-1 - Body ground Power switch on (IG) 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Fuel Injector Assembly) NG --> See step 4 OK: Go to next step
- INSPECT FUEL INJECTOR ASSEMBLY Inspect the fuel injector assembly. Refer to «INSPECTION»(ref-568741-S13114467992013072300000) . NG --> See step 5 OK: Go to next step
- CHECK HARNESS AND CONNECTOR (FUEL INJECTOR ASSEMBLY - ECM) Disconnect the fuel injector assembly connectors. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition D14-2 - D27-85 (#10) Always Below 1 ohms D15-2 - D27-84 (#20) Always Below 1 ohms D16-2 - D27-83 (#30) Always Below 1 ohms D17-2 - D27-82 (#40) Always Below 1 ohms D14-2 or D27-85 (#10) - Body ground Always 10 ohms or higher D15-2 or D27-84 (#20) - Body ground Always 10 ohms or higher D16-2 or D27-83 (#30) - Body ground Always 10 ohms or higher D17-2 or D27-82 (#40) - Body ground Always 10 ohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 6
- CHECK HARNESS AND CONNECTOR (FUEL INJECTOR ASSEMBLY - NO. 2 INTEGRATION RELAY (IG2 RELAY)) Disconnect the fuel injector assembly connectors. Remove the No. 2 integration relay (IG2 relay) from the engine room relay block and junction block assembly. Disconnect the No. 2 integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition D14-1 - 1A-4 Always Below 1 ohms D15-1 - 1A-4 Always Below 1 ohms D16-1 - 1A-4 Always Below 1 ohms D17-1 - 1A-4 Always Below 1 ohms D14-1 or 1A-4 - Body ground Always 10 kohms or higher D15-1 or 1A-4 - Body ground Always 10 kohms or higher D16-1 or 1A-4 - Body ground Always 10 kohms or higher D17-1 or 1A-4 - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 7
- REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-568741-S26257196172013072300000)
- PROCEED TO NEXT SUSPECTED AREA SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-568607-S08029264032013072300000)
- CHECK ECM POWER SOURCE CIRCUIT. Refer to «ECM Power Source Circuit»(ref-568734-S10888225042013072300000)
The MIL (Malfunction Indicator Lamp) is used to indicate vehicle malfunctions detected by the ECM. When the power switch is turned on (IG), power is supplied to the MIL circuit, and the ECM provides the circuit ground which illuminates the MIL.
The MIL operation can be checked visually: When the power switch is turned on (IG), the MIL should be illuminated and should turn off after power switch on (READY). If the MIL remains illuminated or is not illuminated, conduct the following troubleshooting procedure using the Techstream.
