MONITOR DESCRIPTION
The ECM continuously monitors its internal processors (CPUs) and heated oxygen sensor transistors. This self-check ensures that the ECM functioning properly.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0607 | ECM CPUs malfunction Heated oxygen sensor transistor (built into ECM) malfunction | ECM Heated oxygen sensor Exhaust gas leak |
The ECM continuously monitors its internal processors (CPUs) and heated oxygen sensor transistors. This self-check ensures that the ECM functioning properly.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0607 | ECM CPUs malfunction Heated oxygen sensor transistor (built into ECM) malfunction | ECM Heated oxygen sensor Exhaust gas leak |
The main CPU and sub CPU of the ECM perform data communication between each other. The main CPU monitors the communications and WDC pulses from the sub CPU. When the malfunction below is detected, the DTC is stored.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P060A | ECM sub CPU error | ECM |
The main CPU and sub CPU of the ECM perform data communication between each other. The main CPU monitors the communications and WDC pulses from the sub CPU. When the malfunction below is detected, the DTC is stored.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P060A | ECM sub CPU error | ECM |
DESCRIPTION
This DTC is output when a communication error occurs in the ECM.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P060B | ECM main CPU communication error | ECM |
This DTC is output when a communication error occurs in the ECM.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P060B | ECM main CPU communication error | ECM |
The ECM monitors the input signals of the No. 1 accelerator pedal position sensor. When the input signals and control signals deviate, the DTC is stored.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P060D | ECM main CPU error | ECM |
The ECM monitors the input signals of the No. 1 accelerator pedal position sensor. When the input signals and control signals deviate, the DTC is stored.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P060D | ECM main CPU error | ECM |
The ECM monitors the signals of the No. 1 throttle position sensor and stop light switch assembly. When the ECM monitors the input signals of the No. 1 throttle position sensor and the STP signals of the stop light switch assembly, if the input signals and control signals deviate, the DTC is stored.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P060E | ECM main CPU error | ECM |
The ECM monitors the signals of the No. 1 throttle position sensor and stop light switch assembly. When the ECM monitors the input signals of the No. 1 throttle position sensor and the STP signals of the stop light switch assembly, if the input signals and control signals deviate, the DTC is stored.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P060E | ECM main CPU error | ECM |
While the engine is being cranked, positive battery voltage is applied to terminal STA of the ECM.
If the ECM detects the starter (STA) signal while the vehicle is being driven, it determines that there is a malfunction in the STA circuit. The ECM then illuminates the MIL and sets the DTC.
This monitor runs when the vehicle is driven at 12.43 mph (20 km/h) or more for over 20 seconds.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0617 | When conditions (a), (b) and (c) are met, positive (+B) battery voltage 10.5 V or more is applied to ECM for 20 seconds (1 trip detection logic): (a) Vehicle speed is 12.43 mph (20 km/h) or more (b) Engine speed is 1000 rpm or more (c) STA signal is on | Cranking holding function circuit Starter signal circuit Park/neutral position switch assembly ECM |
While the engine is being cranked, positive battery voltage is applied to terminal STA of the ECM.
If the ECM detects the starter (STA) signal while the vehicle is being driven, it determines that there is a malfunction in the STA circuit. The ECM then illuminates the MIL and sets the DTC.
This monitor runs when the vehicle is driven at 12.43 mph (20 km/h) or more for over 20 seconds.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0617 | When conditions (a), (b) and (c) are met, positive (+B) battery voltage 10.5 V or more is applied to ECM for 20 seconds (1 trip detection logic): (a) Vehicle speed is 12.43 mph (20 km/h) or more (b) Engine speed is 1000 rpm or more (c) STA signal is on | Cranking holding function circuit Starter signal circuit Park/neutral position switch assembly ECM |
The ECM monitors its internal operation and it stores this DTC when it detects an internal malfunction.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P062F | An ECM internal error (EEPROM) | ECM |
The ECM monitors its internal operation. If the internal operation is malfunctioning, the ECM illuminates the MIL and stores a DTC.
The ECM monitors its internal operation and it stores this DTC when it detects an internal malfunction.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P062F | An ECM internal error (EEPROM) | ECM |
The ECM monitors its internal operation. If the internal operation is malfunctioning, the ECM illuminates the MIL and stores a DTC.
DTC P0630 is set when the VIN is not stored in the ECM or the input VIN is not accurate. Input the VIN with the Techstream.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0630 | VIN is not stored in ECM Input VIN in ECM is not accurate | ECM |
DTC P0630 is set when the VIN is not stored in the ECM or the input VIN is not accurate. Input the VIN with the Techstream.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0630 | VIN is not stored in ECM Input VIN in ECM is not accurate | ECM |
The ECM monitors the output voltage to the throttle actuator. This self-check ensures that the ECM is functioning properly. The output voltage is usually 0 V when the engine switch is turned off. If the output voltage is higher than 7 V when the engine switch is turned off, the ECM will illuminate the MIL and set a DTC when the engine switch is turned on (IG).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0657 | Throttle actuator power supply error | ECM |
The ECM monitors the output voltage to the throttle actuator. This self-check ensures that the ECM is functioning properly. The output voltage is usually 0 V when the engine switch is turned off. If the output voltage is higher than 7 V when the engine switch is turned off, the ECM will illuminate the MIL and set a DTC when the engine switch is turned on (IG).
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0657 | Throttle actuator power supply error | ECM |
The park/neutral position switch assembly detects the shift lever position and sends signals to the ECM.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0705 | (A) Any 2 or more of the following signals are on simultaneously (2 trip detection logic): P input signal is on. N input signal is on. R input signal is on. D input signal is on. (B) Any of the following conditions is met for 2.0 seconds or more in the S position (2 trip detection logic): NSW input signal is on. P input signal is on. N input signal is on. R input signal is on. (C) All switches are off simultaneously for NSW, P, R, N and D. (2 trip detection logic) | Open or short in park/neutral position switch circuit Short in park/neutral position switch assembly Open or short in transmission control switch circuit Lower shift lever assembly GAUGE No. 2 fuse ECM |
These DTCs indicate a problem with the park/neutral position switch assembly and the wire harness in the park/neutral position switch assembly circuit.
The park/neutral position switch assembly detects the shift lever position and sends a signal to the ECM.
For security, the park/neutral position switch assembly detects the shift lever position so that the engine can be started only when the shift lever is in P or N.
The park/neutral position switch assembly sends a signal to the ECM according to the shift lever position (P, R, N, D, or S). The ECM determines that there is a problem with the switch or related parts if it receives more than 1 position signal simultaneously. The ECM will turn on the MIL and store the DTC.
The park/neutral position switch assembly detects the shift lever position and sends signals to the ECM.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0705 | (A) Any 2 or more of the following signals are on simultaneously (2 trip detection logic): P input signal is on. N input signal is on. R input signal is on. D input signal is on. (B) Any of the following conditions is met for 2.0 seconds or more in the S position (2 trip detection logic): NSW input signal is on. P input signal is on. N input signal is on. R input signal is on. (C) All switches are off simultaneously for NSW, P, R, N and D. (2 trip detection logic) | Open or short in park/neutral position switch circuit Short in park/neutral position switch assembly Open or short in transmission control switch circuit Lower shift lever assembly GAUGE No. 2 fuse ECM |
These DTCs indicate a problem with the park/neutral position switch assembly and the wire harness in the park/neutral position switch assembly circuit.
The park/neutral position switch assembly detects the shift lever position and sends a signal to the ECM.
For security, the park/neutral position switch assembly detects the shift lever position so that the engine can be started only when the shift lever is in P or N.
The park/neutral position switch assembly sends a signal to the ECM according to the shift lever position (P, R, N, D, or S). The ECM determines that there is a problem with the switch or related parts if it receives more than 1 position signal simultaneously. The ECM will turn on the MIL and store the DTC.
The purpose of this circuit is to prevent the engine from stalling, while driving with the lock-up torque converter clutch on, when brakes are suddenly applied.
When the brake pedal is depressed, the stop light switch sends a signal to the ECM. Then the ECM cancels the operation of the lock-up clutch while braking is in progress.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0724 | Stop light switch assembly remains on even when vehicle is driven in GO (18.65 mph (30 km/h) or more) and STOP (less than 1.86 mph (3 km/h)) pattern 5 times (2 trip detection logic) | Short in stop light switch assembly signal circuit Stop light switch assembly ECM |
This DTC indicates that the stop light switch assembly remains on. When the stop light switch assembly remains on during "stop and go" driving, the ECM interprets this as a malfunction in the stop light switch assembly and the MIL comes on and the ECM stores the DTC. The vehicle must stop (less than 1.86 mph (3 km/h)) and go (18.65 mph (30 km/h) or more) 5 times during 2 driving cycles, in order to detect a malfunction.
The purpose of this circuit is to prevent the engine from stalling, while driving with the lock-up torque converter clutch on, when brakes are suddenly applied.
When the brake pedal is depressed, the stop light switch sends a signal to the ECM. Then the ECM cancels the operation of the lock-up clutch while braking is in progress.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P0724 | Stop light switch assembly remains on even when vehicle is driven in GO (18.65 mph (30 km/h) or more) and STOP (less than 1.86 mph (3 km/h)) pattern 5 times (2 trip detection logic) | Short in stop light switch assembly signal circuit Stop light switch assembly ECM |
This DTC indicates that the stop light switch assembly remains on. When the stop light switch assembly remains on during "stop and go" driving, the ECM interprets this as a malfunction in the stop light switch assembly and the MIL comes on and the ECM stores the DTC. The vehicle must stop (less than 1.86 mph (3 km/h)) and go (18.65 mph (30 km/h) or more) 5 times during 2 driving cycles, in order to detect a malfunction.
The ECM continuously monitors its main and sub CPUs. This self-check ensures that the ECM is functioning properly. If outputs from the CPUs are different and deviate from the standard, the ECM will illuminate the MIL and set a DTC immediately.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P1607 | ECM CPUs malfunction (1 trip detection logic) | ECM |
The ECM continuously monitors its main and sub CPUs. This self-check ensures that the ECM is functioning properly. If outputs from the CPUs are different and deviate from the standard, the ECM will illuminate the MIL and set a DTC immediately.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P1607 | ECM CPUs malfunction (1 trip detection logic) | ECM |
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 with motor 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) Throttle actuator duty ratio is 80% or more (b) 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): Hybrid IC diagnosis signal fails Hybrid IC current limiter port fails | Short in throttle actuator circuit Throttle actuator Throttle valve Throttle with motor body assembly ECM |
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 with motor 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) Throttle actuator duty ratio is 80% or more (b) 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): Hybrid IC diagnosis signal fails Hybrid IC current limiter port fails | Short in throttle actuator circuit Throttle actuator Throttle valve Throttle with motor body assembly ECM |
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 with motor 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 |
|---|---|---|
| P2111 | The ECM signals the throttle actuator to close, but the actuator is stuck (1 trip detection logic) | Throttle actuator Throttle with motor body assembly Throttle valve ECM |
| P2112 | The ECM signals the throttle actuator to open, but the actuator is stuck (1 trip detection logic) | Throttle actuator Throttle with motor body assembly Throttle valve ECM |
The ECM determines that there is a malfunction in the electronic throttle control system when the throttle valve remains at the 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 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 with motor 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 |
|---|---|---|
| P2111 | The ECM signals the throttle actuator to close, but the actuator is stuck (1 trip detection logic) | Throttle actuator Throttle with motor body assembly Throttle valve ECM |
| P2112 | The ECM signals the throttle actuator to open, but the actuator is stuck (1 trip detection logic) | Throttle actuator Throttle with motor body assembly Throttle valve ECM |
The ECM determines that there is a malfunction in the electronic throttle control system when the throttle valve remains at the 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 engine 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 332
| 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 Battery Battery terminals ETCS fuse ECM |
The ECM monitors the 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 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 engine 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.
| 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 Battery Battery terminals ETCS fuse ECM |
The ECM monitors the 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 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 commanded by the ECM. If the difference between these 2 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 depressing the accelerator pedal (fully open the throttle valve).
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 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 commanded by the ECM. If the difference between these 2 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 depressing the accelerator pedal (fully open the throttle valve).
HINT
- These DTCs relate to the accelerator pedal sensor assembly.
- This electronic throttle control system does not use a throttle cable.
The accelerator pedal sensor assembly is mounted on the accelerator pedal bracket and has 2 sensor circuits: VPA (main) and VPA2 (sub). This sensor is a non-contact type. It uses Hall-effect elements in order to yield accurate signals, even in extreme conditions. The voltage, which is applied to terminals VPA and VPA2 of the ECM, varies between 0 V and 5 V in proportion to the operating angle of the accelerator pedal (throttle valve). A signal from VPA indicates the actual accelerator pedal operating angle (throttle valve opening angle) and is used for engine control. A signal from VPA2 conveys the status of the VPA circuit and is used to check the accelerator pedal sensor assembly itself.
The ECM monitors the actual accelerator pedal operating angle (throttle valve opening angle) through the signals from VPA and VPA2, and controls the throttle actuator according to these signals.
Scheme 333
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2120 | VPA fluctuates rapidly beyond upper and lower malfunction thresholds for 0.5 seconds or more (1 trip detection logic) | Accelerator pedal sensor assembly ECM |
| P2122 | VPA is 0.4 V or less for 0.5 seconds or more when accelerator pedal is fully released (1 trip detection logic) | Accelerator pedal sensor assembly Open in VCPA circuit Open or ground short in VPA circuit ECM |
| P2123 | VPA is 4.8 V or more for 2.0 seconds or more (1 trip detection logic) | Accelerator pedal sensor assembly Open in EPA circuit ECM |
| P2125 | VPA2 fluctuates rapidly beyond upper and lower malfunction thresholds for 0.5 seconds or more (1 trip detection logic) | Accelerator pedal sensor assembly ECM |
| P2127 | VPA2 is 1.2 V or less for 0.5 seconds or more when accelerator pedal is fully released (1 trip detection logic) | Accelerator pedal sensor assembly Open in VCP2 circuit Open or ground short in VPA2 circuit ECM |
| P2128 | Conditions (a) and (b) continue for 2.0 seconds or more (1 trip detection logic): (a) VPA2 is 4.8 V or more (b) VPA is between 0.4 V and 3.45 V | Accelerator pedal sensor assembly Open in EPA2 circuit ECM |
| P2138 | Condition (a) or (b) continues for 2.0 seconds or more (1 trip detection logic): (a) Difference between VPA and VPA2 is 0.02 V or less (b) VPA is 0.4 V or less and VPA2 is 1.2 V or less | Short between VPA and VPA2 circuits Accelerator pedal sensor assembly ECM |
HINT
When any of these DTCs are set, check the accelerator pedal sensor assembly voltage by entering the following menus: Powertrain / Engine / Data List / Accel Sensor Out No. 1 and Accel Sensor Out No. 2.
| Trouble Area | Accelerator Sensor Out No. 1 When Accelerator Pedal Released | Accelerator Sensor Out No. 2 When Accelerator Pedal Released | Accelerator Sensor Out No. 1 When Accelerator Pedal Depressed | Accelerator Sensor Out No. 2 When Accelerator Pedal Depressed |
|---|---|---|---|---|
| Open in VCPA or VCP2 circuit | 0 to 0.2 V | 0 to 0.2 V | 0 to 0.2 V | 0 to 0.2 V |
| Open or ground short in VPA circuit | 0 to 0.2 V | 1.2 to 2.0 V | 0 to 0.2 V | 3.4 to 4.8 V |
| Open or ground short in VPA2 circuit | 0.5 to 1.1 V | 0 to 0.2 V | 2.6 to 4.5 V | 0 to 0.2 V |
| Open in EPA or EPA2 circuit | 4.8 to 5.0 V | 4.8 to 5.0 V | 4.8 to 5.0 V | 4.8 to 5.0 V |
| Normal condition | 0.5 to 1.1 V | 1.2 to 2.0 V | 2.6 to 4.5 V | 3.4 to 4.8 V |
HINT
Accelerator pedal positions are expressed as voltages.
- When either of the output voltages of VPA or VPA2 deviates from the standard range, or the difference between the output voltages of the 2 sensor circuits is less than the threshold, the ECM determines that there is a malfunction in the accelerator pedal position sensor. The ECM then illuminates the MIL and sets a DTC. Example: When the output voltage of VPA drops below 0.4 V for more than 0.5 seconds when the accelerator pedal is fully depressed, DTC P2122 is set. If the malfunction is not repaired successfully, a DTC is set 2 seconds after the engine is next started.
HINT
- These DTCs relate to the accelerator pedal sensor assembly.
- This electronic throttle control system does not use a throttle cable.
The accelerator pedal sensor assembly is mounted on the accelerator pedal bracket and has 2 sensor circuits: VPA (main) and VPA2 (sub). This sensor is a non-contact type. It uses Hall-effect elements in order to yield accurate signals, even in extreme conditions. The voltage, which is applied to terminals VPA and VPA2 of the ECM, varies between 0 V and 5 V in proportion to the operating angle of the accelerator pedal (throttle valve). A signal from VPA indicates the actual accelerator pedal operating angle (throttle valve opening angle) and is used for engine control. A signal from VPA2 conveys the status of the VPA circuit and is used to check the accelerator pedal sensor assembly itself.
The ECM monitors the actual accelerator pedal operating angle (throttle valve opening angle) through the signals from VPA and VPA2, and controls the throttle actuator according to these signals.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2120 | VPA fluctuates rapidly beyond upper and lower malfunction thresholds for 0.5 seconds or more (1 trip detection logic) | Accelerator pedal sensor assembly ECM |
| P2122 | VPA is 0.4 V or less for 0.5 seconds or more when accelerator pedal is fully released (1 trip detection logic) | Accelerator pedal sensor assembly Open in VCPA circuit Open or ground short in VPA circuit ECM |
| P2123 | VPA is 4.8 V or more for 2.0 seconds or more (1 trip detection logic) | Accelerator pedal sensor assembly Open in EPA circuit ECM |
| P2125 | VPA2 fluctuates rapidly beyond upper and lower malfunction thresholds for 0.5 seconds or more (1 trip detection logic) | Accelerator pedal sensor assembly ECM |
| P2127 | VPA2 is 1.2 V or less for 0.5 seconds or more when accelerator pedal is fully released (1 trip detection logic) | Accelerator pedal sensor assembly Open in VCP2 circuit Open or ground short in VPA2 circuit ECM |
| P2128 | Conditions (a) and (b) continue for 2.0 seconds or more (1 trip detection logic): (a) VPA2 is 4.8 V or more (b) VPA is between 0.4 V and 3.45 V | Accelerator pedal sensor assembly Open in EPA2 circuit ECM |
| P2138 | Condition (a) or (b) continues for 2.0 seconds or more (1 trip detection logic): (a) Difference between VPA and VPA2 is 0.02 V or less (b) VPA is 0.4 V or less and VPA2 is 1.2 V or less | Short between VPA and VPA2 circuits Accelerator pedal sensor assembly ECM |
HINT
When any of these DTCs are set, check the accelerator pedal sensor assembly voltage by entering the following menus: Powertrain / Engine / Data List / Accel Sensor Out No. 1 and Accel Sensor Out No. 2.
| Trouble Area | Accelerator Sensor Out No. 1 When Accelerator Pedal Released | Accelerator Sensor Out No. 2 When Accelerator Pedal Released | Accelerator Sensor Out No. 1 When Accelerator Pedal Depressed | Accelerator Sensor Out No. 2 When Accelerator Pedal Depressed |
|---|---|---|---|---|
| Open in VCPA or VCP2 circuit | 0 to 0.2 V | 0 to 0.2 V | 0 to 0.2 V | 0 to 0.2 V |
| Open or ground short in VPA circuit | 0 to 0.2 V | 1.2 to 2.0 V | 0 to 0.2 V | 3.4 to 4.8 V |
| Open or ground short in VPA2 circuit | 0.5 to 1.1 V | 0 to 0.2 V | 2.6 to 4.5 V | 0 to 0.2 V |
| Open in EPA or EPA2 circuit | 4.8 to 5.0 V | 4.8 to 5.0 V | 4.8 to 5.0 V | 4.8 to 5.0 V |
| Normal condition | 0.5 to 1.1 V | 1.2 to 2.0 V | 2.6 to 4.5 V | 3.4 to 4.8 V |
HINT
Accelerator pedal positions are expressed as voltages.
- When either of the output voltages of VPA or VPA2 deviates from the standard range, or the difference between the output voltages of the 2 sensor circuits is less than the threshold, the ECM determines that there is a malfunction in the accelerator pedal position sensor. The ECM then illuminates the MIL and sets a DTC. Example: When the output voltage of VPA drops below 0.4 V for more than 0.5 seconds when the accelerator pedal is fully depressed, DTC P2122 is set. If the malfunction is not repaired successfully, a DTC is set 2 seconds after the engine is next started.
HINT
Refer to DTC P2120. Refer to «DESCRIPTION».
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2121 | Difference between VPA and VPA2 less than 0.4 V, or more than 1.2 V for 0.5 seconds (1 trip detection logic) | Accelerator pedal sensor assembly ECM |
The accelerator pedal position sensor is mounted on the accelerator pedal bracket. The accelerator pedal position sensor has 2 sensor elements and 2 signal outputs: VPA and VPA2. VPA is used to detect the actual accelerator pedal angle (used for engine control) and VPA2 is used to detect malfunctions in VPA. When the difference between the voltage outputs of VPA and VPA2 deviates from the standard, the ECM determines that the accelerator pedal position sensor is malfunctioning. The ECM turns on the MIL and the DTC is set.
HINT
Refer to DTC P2120. Refer to «DESCRIPTION».
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2121 | Difference between VPA and VPA2 less than 0.4 V, or more than 1.2 V for 0.5 seconds (1 trip detection logic) | Accelerator pedal sensor assembly ECM |
The accelerator pedal position sensor is mounted on the accelerator pedal bracket. The accelerator pedal position sensor has 2 sensor elements and 2 signal outputs: VPA and VPA2. VPA is used to detect the actual accelerator pedal angle (used for engine control) and VPA2 is used to detect malfunctions in VPA. When the difference between the voltage outputs of VPA and VPA2 deviates from the standard, the ECM determines that the accelerator pedal position sensor is malfunctioning. The ECM turns on the MIL and the DTC is set.
HINT
- Although the DTC titles include oxygen sensor, these DTCs relate to the air fuel ratio sensor.
- Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located near the engine assembly.
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 334
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2195 P2197 | Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is more than 3.8 V (b) Heated oxygen sensor voltage is rises from less than 0.21 V to 0.59 V or more | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) Air fuel ratio sensor (bank 1, 2 sensor 1) heater Air fuel ratio sensor (bank 1, 2 sensor 1) heater circuit Intake system Fuel injector assembly ECM |
| P2195 P2197 | While fuel-cut operation is performed (during vehicle deceleration), air fuel ratio sensor current is 3.6 mA or more for 3 seconds (2 trip detection logic) | Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
| P2196 P2198 | Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is less than 2.8 V (b) Heated oxygen sensor voltage falls from 0.59 V or more to less than 0.21 V | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) Air fuel ratio sensor (bank 1, 2 sensor 1) heater Air fuel ratio sensor (bank 1, 2 sensor 1) heater circuit Intake system Fuel injector assembly ECM |
| P2196 P2198 | While fuel-cut operation is performed (during vehicle deceleration), air fuel ratio sensor current is 1.4 mA for 3 seconds (2 trip detection logic) | Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
HINT
- DTCs P2195 and P2196 indicate malfunctions related to the bank 1 air fuel ratio sensor circuit.
- DTCs P2197 and P2198 indicate malfunctions related to the bank 2 air fuel ratio sensor circuit.
- Bank 1 refers to the bank that includes cylinder No. 1.
- Bank 2 refers to the bank that does not include cylinder No. 1.
- When any of these DTCs are set, check the air fuel ratio sensor output voltage by entering the following menus: Powertrain / Engine / Data List / A/F Control System / AFS Voltage B1S1 or AFS Voltage B2S1.
- Short-term fuel trim values can also be read using the Techstream.
- The ECM regulates the voltages at the A1A+, A2A+, A1A- and A2A- 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 sets a DTC.
Scheme 335
- Sensor voltage detection monitor
- Under the air fuel ratio feedback control, if the air fuel ratio sensor output voltage indicates rich or lean for a certain period of time, the ECM determines that there is a malfunction in the air fuel ratio sensor. The ECM illuminates the MIL and sets a DTC. Example: If the air fuel ratio sensor voltage output is less than 2.8 V (very rich condition) and heated oxygen sensor output voltage falls from 0.59 V or more to less than 0.21 V for 5 seconds, the ECM sets DTC P2196 or P2198. Alternatively, if the air fuel ratio sensor voltage output is more than 3.8 V (very lean condition) and heated oxygen sensor output voltage rises from less than 0.21 V to 0.59 V or more for 5 seconds, DTC P2195 or P2197 is set. 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 3.6 mA or more for more than 3 seconds of cumulative time, the ECM interprets this as a malfunction in the air fuel ratio sensor and sets DTC P2195 or P2197 (high-side stuck). If the air fuel ratio sensor output is 1.0 mA or less for more than 3 seconds of cumulative time, the ECM sets DTC P2196 or P2198 (low-side stuck).
HINT
- Although the DTC titles include oxygen sensor, these DTCs relate to the air fuel ratio sensor.
- Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located near the engine assembly.
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.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2195 P2197 | Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is more than 3.8 V (b) Heated oxygen sensor voltage is rises from less than 0.21 V to 0.59 V or more | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) Air fuel ratio sensor (bank 1, 2 sensor 1) heater Air fuel ratio sensor (bank 1, 2 sensor 1) heater circuit Intake system Fuel injector assembly ECM |
| P2195 P2197 | While fuel-cut operation is performed (during vehicle deceleration), air fuel ratio sensor current is 3.6 mA or more for 3 seconds (2 trip detection logic) | Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
| P2196 P2198 | Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is less than 2.8 V (b) Heated oxygen sensor voltage falls from 0.59 V or more to less than 0.21 V | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) Air fuel ratio sensor (bank 1, 2 sensor 1) heater Air fuel ratio sensor (bank 1, 2 sensor 1) heater circuit Intake system Fuel injector assembly ECM |
| P2196 P2198 | While fuel-cut operation is performed (during vehicle deceleration), air fuel ratio sensor current is 1.4 mA for 3 seconds (2 trip detection logic) | Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
HINT
- DTCs P2195 and P2196 indicate malfunctions related to the bank 1 air fuel ratio sensor circuit.
- DTCs P2197 and P2198 indicate malfunctions related to the bank 2 air fuel ratio sensor circuit.
- Bank 1 refers to the bank that includes cylinder No. 1.
- Bank 2 refers to the bank that does not include cylinder No. 1.
- When any of these DTCs are set, check the air fuel ratio sensor output voltage by entering the following menus: Powertrain / Engine / Data List / A/F Control System / AFS Voltage B1S1 or AFS Voltage B2S1.
- Short-term fuel trim values can also be read using the Techstream.
- The ECM regulates the voltages at the A1A+, A2A+, A1A- and A2A- 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 sets a DTC.
- Sensor voltage detection monitor
- Under the air fuel ratio feedback control, if the air fuel ratio sensor output voltage indicates rich or lean for a certain period of time, the ECM determines that there is a malfunction in the air fuel ratio sensor. The ECM illuminates the MIL and sets a DTC. Example: If the air fuel ratio sensor voltage output is less than 2.8 V (very rich condition) and heated oxygen sensor output voltage falls from 0.59 V or more to less than 0.21 V for 5 seconds, the ECM sets DTC P2196 or P2198. Alternatively, if the air fuel ratio sensor voltage output is more than 3.8 V (very lean condition) and heated oxygen sensor output voltage rises from less than 0.21 V to 0.59 V or more for 5 seconds, DTC P2195 or P2197 is set. 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 3.6 mA or more for more than 3 seconds of cumulative time, the ECM interprets this as a malfunction in the air fuel ratio sensor and sets DTC P2195 or P2197 (high-side stuck). If the air fuel ratio sensor output is 1.0 mA or less for more than 3 seconds of cumulative time, the ECM sets DTC P2196 or P2198 (low-side stuck).
HINT
- Although the DTC titles include oxygen sensor, these DTCs relate to the air fuel ratio sensor.
- Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located near the engine assembly.
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 a 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.
| DTC No. | DTC Detection Condition | Trouble Area |
|---|---|---|
| P2237 P2240 | Open in the circuit between terminals A1A+ (A2A-) and A1A- (A2A-) of the air fuel ratio sensor while engine running (2 trip detection logic) | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
| P2238 P2241 | Case 1: Condition (a) or (b) continues for 5.0 seconds or more(2 trip detection logic):(a) Voltage at terminal A1A+ (A2A+) is 0.5 V or less(b) Voltage difference between terminals A1A+ (A2A+) and A1A- (A2A-) is 0.1 V or less for 10 seconds Case 2: Air fuel ratio sensor admittance: Less than 0.015 1/ohms(2 trip detection logic) | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
| P2239 P2242 | A1A+ (A2A+) voltage is more than 4.5 V for 5.0 seconds or more (2 trip detection logic) | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
| P2252 P2255 | A1A- (A2A-) voltage is 0.5 V or less for 5.0 seconds or more (2 trip detection logic) | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
| P2253 P2256 | A1A- (A2A-) voltage is more than 4.5 V for 5.0 seconds or more (2 trip detection logic) | Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM |
HINT
- DTCs P2237, P2238, P2239, P2252 and P2253 indicate malfunctions related to the bank 1 air fuel ratio sensor circuit.
- DTCs P2240, P2241, P2242, P2255 and P2256 indicate malfunctions related to the bank 2 air fuel ratio sensor circuit.
- Bank 1 refers to the bank that includes cylinder No. 1.
- Bank 2 refers to the bank that does not include cylinder No. 1.
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 voltage output deviates greatly from the standard range, the ECM determines that there is an open or short in the air fuel ratio sensor circuit.
See also:
• ON-VEHICLE INSPECTION