Introduction: Diagnosis Lexus GS III

TROUBLESHOOTING

TROUBLESHOOTING tables are included for each system to help you diagnose the problem and find the cause. The fundamentals of how to proceed with troubleshooting are described in HOW TO PROCEED WITH TROUBLESHOOTING .

Be sure to read this before performing troubleshooting.

FOR USING OBD II SCAN TOOL OR LEXUS HAND-HELD TESTER

1. Before using the OBD II scan tool or LEXUS hand-held tester, the OBD II scan tool's instruction book or LEXUS hand-held tester's operator manual should be read thoroughly.
2. Be sure to route all cables securely when driving with the OBD II scan tool or LEXUS hand-held tester connected to the vehicle, (i.e. Keep cables away from feet, pedals, steering wheel and shift lever.)
3. Two persons are required when test driving with the OBD II scan tool or LEXUS hand-held tester, one person to drive the vehicle and the other person to operate the OBD II scan tool or LEXUS hand-held tester.

1. Before using the scan tool or tester, the scan tool's instruction book or tester's operator manual should be read thoroughly.
2. If the scan tool or tester cannot communicate with ECU controlled systems when you have connected the cable of the scan tool or tester to DLC3, turned the ignition switch ON and operated the scan tool, there is a problem on the vehicle side or tool side. If communication is normal when the tool is connected to another vehicle, inspect the diagnosis data link line (Bus (c) line) or ECU power circuit of the vehicle. If communication is still not possible when the tool is connected to another vehicle, the problem is probably in the tool itself, so perform the Self Test procedures outline in the Tester Operator's Manual.

HOW TO PROCEED WITH TROUBLESHOOTING

Carry out troubleshooting in accordance with the following procedures. Here, only the basic procedure is shown. Details are provided in the Diagnostics articles, showing the most effective methods for each circuit. Confirm the troubleshooting procedures first for the relevant circuit before beginning troubleshooting of that circuit.

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1. CUSTOMER PROBLEM ANALYSIS In troubleshooting, the problem symptoms must be confirmed accurately and all preconceptions must be cleared away in order to give an accurate judgment. To ascertain just what the problem symptoms are, it is extremely important to ask the customer about the problem and the conditions at the time it occurred. Important Point in the Problem Analysis: The following 5 items are important points in the problem analysis. Past problems which are thought to be unrelated and the repair history, etc. may also help in some cases, so as much information as possible should be gathered and its relationship with the problem symptoms should be correctly ascertained for reference in troubleshooting. A customer problem analysis table is provided in each diagnostics article for your use. Important Points in the Customer Problem Analysis What - Vehicle model, system name When - Date, time, occurrence frequency Where - Road conditions Under what conditions? - Running conditions, driving conditions, weather conditions How did it happen? - Problem symptoms (Sample) Engine control system check sheet.
2. SYMPTOM CONFIRMATION AND DIAGNOSTIC TROUBLE CODE CHECK The diagnostic system in the LEXUS GS300/GS430 fulfills various functions. The first function is the Diagnostic Trouble Code Check in which a malfunction in the signal circuits to the ECU is stored in code in the ECU memory at the time of occurrence, to be output by the technician during troubleshooting. Another function is the Input Signal Check which checks if the signals from various switches are sent to the ECU correctly. By using these check functions, the problem areas can be narrowed down quickly and troubleshooting can be performed effectively. Diagnostic functions are incorporated in the following systems in the LEXUS GS300/GS430. In diagnostic trouble code check, it is very important to determine whether the problem indicated by the diagnostic trouble code is still occurring or occurred in the past but returned to normal at present. In addition, it must be checked in the problem symptom check whether the malfunction indicated by the diagnostic trouble code is directly related to the problem symptom or not. For this reason, the diagnostic trouble codes should be checked before and after the symptom confirmation to determine the current conditions (Scheme 6)below. If this is not done, it may, depending on the case, result in unnecessary troubleshooting for normally operating systems, thus making it more difficult to locate the problem, or in repairs not pertinent to the problem. Therefore, always follow the procedure in correct order and perform the diagnostic trouble code check. DIAGNOSTIC TROUBLE CODE CHECK PROCEDURE Taking into account the points on the previous steps, a flow chart showing how to proceed with troubleshooting using the diagnostic trouble code check is shown below. This flow chart shows how to utilize the diagnostic trouble code check effectively, then by carefully checking the results, indicates how to proceed either to diagnostic trouble code troubleshooting or to troubleshooting of problem symptoms table.
3. SYMPTOM SIMULATION The most difficult case in troubleshooting is when there are no problem symptoms occurring. In such cases, a thorough customer problem analysis must be carried out, then simulate the same or similar conditions and environment in which the problem occurred in the customer's vehicle. No matter how much experience a technician has, or how skilled he may be, if he proceeds to troubleshoot without confirming the problem symptoms he will tend to overlook something important in the repair operation and make a wrong guess somewhere, which will only lead to a standstill. For example, for a problem which only occurs when the engine is cold, or for a problem which occurs due to vibration caused by the road during driving, etc., the problem can never be determined so long as the symptoms are confirmed with the engine hot condition or the vehicle at a standstill. Since vibration, heat or water penetration (moisture) is likely cause for problem which is difficult to reproduce, the symptom simulation tests introduced here are effective measures in that the external causes are applied to the vehicle in a stopped condition. Important Points in the Symptom Simulation Test: In the symptom simulation test, the problem symptoms should of course be confirmed, but the problem area or parts must also be found out. To do this, narrow down the possible problem circuits according to the symptoms before starting this test and connect a tester beforehand. After that, carry out the symptom simulation test, judging whether the circuit being tested is defective or normal and also confirming the problem symptoms at the same time. Refer to the problem symptoms table for each system to narrow down the possible causes of the symptom. VIBRATION METHOD: When vibration seems to be the major cause. CONNECTORS Slightly shake the connector vertically and horizontally. WIRE HARNESS Slightly shake the wire harness vertically and horizontally. The connector joint, fulcrum of the vibration, and body through portion are the major areas to be checked thoroughly. Inspecting wire harness connector Joint. PARTS AND SENSOR Apply slight with a finger to the part of the sensor considered to be problem cause and check that the malfunction occurs. HINT: Applying strong vibration to relays may result in open relays. HEAT METHOD: When the problem seems to occur when the suspect area is heated. Heat the component that is the likely cause of the malfunction with a hair dryer or similar object. Check to see if the malfunction occurs. NOTE: Do not heat to more than 60 °C (140 °F). (Temperature is limited not to damage the components.) Do not apply heat directly to parts in the ECU. WATER SPRINKLING METHOD- When the malfunction seems to occur on a rainy day or in a high-humidity condition. Sprinkle water onto the vehicle and check to see if the malfunction occurs. NOTE: Never sprinkle water directly into the engine compartment, but indirectly change the temperature and humidity by applying water spray onto the radiator front surface. Never apply water directly onto the electronic components. HINT: If a vehicle is subject to water leakage, the leaked water may contaminate the ECU. When testing a vehicle with a water leakage problem, special caution must be taken. OTHER: When a malfunction seems to occur when electrical load is excessive. Turn on all electrical loads including the heater blower, head lights, rear window defogger, etc. and check to see if the malfunction occurs.
4. DIAGNOSTIC TROUBLE CODE CHART The inspection procedure is shown in the (Scheme 13) below. This table permits efficient and accurate troubleshooting using the diagnostic trouble codes displayed in the diagnostic trouble code check. Proceed with troubleshooting in accordance with the inspection procedure given in the diagnostic chart corresponding to the diagnostic trouble codes displayed. The engine diagnostic trouble code chart is shown below as an example.
5. PROBLEM SYMPTOMS TABLE The suspected circuits or parts for each problem symptom are shown in the (Scheme 14) below. Use this table to troubleshoot the problem when a "Normal" code is displayed in the diagnostic trouble code check but the problem is still occurring. Numbers in the table indicate the inspection order in which the circuits or parts should be checked. HINT: When the problem is not detected by the diagnostic system even though the problem symptom is present, it is considered that the problem is occurring outside the detection range of the diagnostic system, or that the problem is occurring in a system other than the diagnostic system.
6. CIRCUIT INSPECTION How to read and use charts / tables and figures as shown below. Sample of a DTC Detecting Condition Chart located under "Circuit Description" in a diagnostic article (Scheme 15). Sample of a wiring diagram illustration located under "Wiring Diagram" in a diagnostic article (Scheme 16). Sample of a inspection procedure located under "Inspection Procedure" in a diagnostic article (Scheme 15).

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1. CONNECTOR CONNECTION AND TERMINAL INSPECTION For troubleshooting, a diagnostic trouble code chart or problem symptom table is provided for each circuit with detailed inspection procedures. When all the component parts, wire harnesses and connectors of each circuit except the ECU are found to be normal in troubleshooting, then it is determined that the problem is in the ECU. So always confirm that the problem symptoms are occurring, or proceed with inspection while using the symptom simulation method. The instructions "Check wire harness and connector" and "Check and replace ECU" which appear in the inspection procedure, are common and applicable to all diagnostic trouble codes. Follow the procedure outlined below whenever these instructions appear. OPEN CIRCUIT: This could be due to a disconnected wire harness, faulty contact in the connector, and a connector terminal pulled out, etc. HINT: It is rarely the case that a wire is broken in the middle of it. Most cases occur at the connector. In particular, carefully check the connectors of sensors and actuators Faulty contact could be due to rusting of the connector terminals, to foreign materials entering terminals or a deformation of connector terminals. Simply disconnecting and reconnecting the connectors once changes the condition of the connection and may result in a return to normal operation. Therefore, in troubleshooting, if no abnormality is found in the wire harness and connector check, but the problem disappears after the check, then the cause is considered to be in the wire harness or connectors. SHORT CIRCUIT: This could be due to a contact between wire harness and the body ground or to a short circuit occurred inside the switch, etc. HINT: When there is a short circuit between the wire harness and body ground, check thoroughly whether the wire harness is caught in the body or is clamped properly.
2. CONNECTOR HANDLING When inserting tester probes into a connector, insert them from the rear of the connector. When necessary, use mini test leads. For water resistant connectors which cannot be accessed from behind, take good care not to deform the connector terminals.
3. CONTINUITY CHECK (OPEN CIRCUIT CHECK) Disconnect the connectors at both ECU and sensor sides. Measure the resistance between the applicable terminals of the connectors. Resistance: 1 ohm. or less HINT: Measure the resistance while lightly shaking the wire harness vertically and horizontally.
4. RESISTANCE CHECK (SHORT CIRCUIT CHECK) Disconnect the connectors on both ends. Measure the resistance between the applicable terminals of the connectors and body ground. Be sure to carry out this check on the connectors on both ends. Resistance: 1 Mohm. or higher HINT: Measure the resistance while lightly shaking the wire harness vertically and horizontally.
5. VISUAL CHECK AND CONTACT PRESSURE CHECK Disconnect the connectors at both ends. Check for rust or foreign material, etc. in the terminals of the connectors. Check crimped portions for looseness or damage and check that the terminals are secured in lock portion. HINT: The terminals should not come out when pulled lightly from the back. Prepare a test male terminal and insert it in the female terminal, then pull it out. NOTE: When testing a gold-plated female terminal, always use a gold-plated male terminal. HINT: When the test terminal is pulled out more easily than others, there may be poor contact in that section.
6. CHECK OPEN CIRCUIT For the open circuit in the wire harness in (Scheme 26), perform "(a) Continuity Check" or "(b) Voltage Check" to locate the section. Check the continuity. Disconnect connectors "A" and "C" and measure the resistance between them. In the case of (Scheme 27): Between terminal 1 of connector "A" and terminal 1 of connector "C" ->No continuity (open) Between terminal 2 of connector "A" and terminal 2 of connector "C" ->Continuity Therefore, it is found out that there is an open circuit between terminal 1 of connector "A" and terminal 1 of connector "C". Disconnect connector "B" and measure the resistance between the connectors. In the case of (Scheme 28): Between terminal 1 of connector "A" and terminal 1 of connector "B1" ->Continuity Between terminal 1 of connector "B2" and terminal 1 of connector "C" ->No continuity (open) Therefore, it is found out that there is an open circuit between terminal 1 of connector "B2" and terminal of connector "C". Check the voltage. In a circuit in which voltage is applied (to the ECU connector terminal), an open circuit can be checked for by conducting a voltage check. (Scheme 29), with each connector still connected, measure the voltage between body ground and terminal 1 of connector "A" at the ECU 5V output terminal, terminal 1 of connector "B", and terminal 1 of connector "C", in that order. If the results are: 5V: Between Terminal 1 of connector "A" and Body Ground 5V: Between Terminal 1 of connector "B" and Body Ground 0V: Between Terminal 1 of connector "C" and Body Ground Then it is found out that there is an open circuit in the wire harness between terminal 1 of "B" and terminal 1 of "C".
7. CHECK SHORT CIRCUIT If the wire harness is ground shorted as in (Scheme 30), locate the section by conducting a "continuity check with ground". Check the continuity with ground. Disconnect connectors "A" and "C" and measure the resistance between terminal 1 and 2 of connector "A" and body ground. In the case of (Scheme 31): Between terminal 1 of connector "A" and body ground ->Continuity (short) Between terminal 2 of connector "A" and body ground ->No continuity Therefore, it is found out that there is a short circuit between terminal 1 of connector "A" and terminal 1 of connector "C". Disconnect connector "B" and measure the resistance between terminal 1 of connector "A" and body ground, and terminal 1 of connector "B2" and body ground. In the case of (Scheme 32): Between terminal 1 of connector "A" and body ground ->No continuity Between terminal 1 of connector "B2" and body ground ->Continuity (short) Therefore, it is found out that there is a short circuit between terminal 1 of connector "B2" and terminal 1 of connector "C".
8. CHECK AND REPLACE ECU First check the ECU ground circuit. If it is faulty, repair it. If it is normal, the ECU could be faulty, so replace the ECU with a normal functioning one and check that the symptoms appear. Measure the resistance between the ECU ground terminal and the body ground. Resistance: 1 ohm. or less Disconnect the ECU connector, check the ground terminals on the ECU side and the wire harness side for bend and check the contact pressure.