Engine Control System (Diagnostic Codes (P0136 - P0504)): Diagnosis Lexus RX III рестайлинг

INSPECTION PROCEDURE

HINT

Malfunctioning areas can be identified by performing the Control the Injection Volume function provided in the Active Test. The Control the Injection Volume function can help to determine whether the air fuel ratio sensor, heated oxygen sensor and other potential trouble areas are malfunctioning.

The following instructions describe how to conduct the Control the Injection Volume operation using the Techstream.

1. Connect the Techstream to the DLC3.
2. Start the engine.
3. Turn the Techstream on.
4. Warm up the engine at an engine speed of 2500 RPM for approximately 90 seconds.
5. Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2.
6. Perform the Active Test operation with the engine idling (press the RIGHT or LEFT button to change the fuel injection volume).
7. Monitor the output voltages of the air fuel ratio and heated oxygen sensors (AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2) displayed on the Techstream.

HINT

1. Change the fuel injection volume within the range of -12% to +12%. The injection volume can be changed in fine gradations.
2. Each sensor reacts in accordance with increases and decreases in the fuel injection volume.

Note. The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds.

Case Air Fuel Ratio Sensor (Sensor 1) Output Voltage Heated Oxygen Sensor (Sensor 2) Output Voltage Main Suspected Trouble Area 1 - 2 Air fuel ratio sensor Air fuel ratio sensor heater Air fuel ratio sensor circuit 3 Heated oxygen sensor Heated oxygen sensor heater Heated oxygen sensor circuit 4 Fuel injector assembly Fuel pressure Gas leak from exhaust system (Air fuel ratio extremely rich or lean)

Scheme 149

Scheme 150

Scheme 151

Scheme 152

1. Following the Control the Injection Volume procedure enables technicians to check and graph the voltage outputs of both the air fuel ratio and heated oxygen sensors.
2. To display the graph, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2; and then press the graph button on the Data List view.

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

HINT

1. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
2. Bank 2 refers to the bank that does not include the No. 1 cylinder.
3. Sensor 1 refers to the sensor closest to the engine assembly.
4. Sensor 2 refers to the sensor farthest away from the engine assembly.
5. Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.

Scheme 153

1. READ DTC OUTPUT Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Read the DTCs. RESULT Result Proceed to P0138 or P0158 is output A P0137 or P0157 is output B P0136 or P0156 is output C P0139 or P0159 is output D P0136, P0137, P0138, P0156, P0157 or P0158 and other DTCs are output E B --> See step 6 C --> See step 4 D --> See step 15 E --> See step 24 A: Go to next step
2. INSPECT HEATED OXYGEN SENSOR (CHECK FOR SHORT) Disconnect the heated oxygen sensor connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition 1 (+B) - 3 (E2) Always 10 kohms or higher 1 (+B) - 4 (OX1B) Always 10 kohms or higher 2 (+B) - 4 (E2) Always 10 kohms or higher 2 (+B) - 3 (OX2B) Always 10 kohms or higher TEXT IN ILLUSTRATION *a Component without harness connected (Heated Oxygen Sensor) *1 Bank 1 *2 Bank 2 Reconnect the heated oxygen sensor connector. NG --> See step 22 OK: Go to next step
3. CHECK HARNESS AND CONNECTOR (CHECK FOR SHORT) Turn the engine switch off and wait for 5 minutes. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Short) Tester Connection Condition Specified Condition D1-45 (HT1B) - D1-114 (OX1B) Always 10 kohms or higher D1-44 (HT2B) - D1-112 (OX2B) Always 10 kohms or higher Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (HEATED OXYGEN SENSOR - ECM) OK --> See step 19
4. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION VOLUME) Connect the Techstream to the DLC3. Start the engine. Turn the Techstream on. Warm up the engine. Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / O2S B1S2 or O2S B2S2. Change the fuel injection volume using the Techstream, and monitor the voltage output of the heated oxygen sensor displayed on the Techstream. HINT: Change the fuel injection volume within the range of -12% to +12%. The injection volume can be changed in fine gradations within this range. The heated oxygen sensor has a maximum output delay of approximately 20 seconds. Standard voltage Fluctuates between 0.4 V or less, and 0.55 V or higher. NG --> See step 6 OK: Go to next step
5. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION VOLUME) Connect the Techstream to the DLC3. Start the engine. Turn the Techstream on. Warm up the engine. Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2. Change the fuel injection volume using the Techstream, and monitor the voltage output of air fuel ratio and heated oxygen sensors displayed on the Techstream. HINT: Change the fuel injection volume within the range of -12% to +12%. The injection volume can be changed in fine gradations within this range. The air fuel ratio sensor is displayed as AFS Voltage B1S1 or AFS Voltage B2S1, and the heated oxygen sensor is displayed as O2S B1S2 or O2S B2S2 on the Techstream. The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds. If the sensor output voltage does not change (almost no reaction) while performing the Active Test, the sensor may be malfunctioning. RESULT Techstream Display (Sensor) Voltage Variation Proceed to AFS Voltage B1S1 (Air fuel ratio) AFS Voltage B2S1 (Air fuel ratio) Alternates between higher and less than 3.3 V OK Remains at higher than 3.3 V NG Remains at less than 3.3 V NG HINT: A normal heated oxygen sensor voltage (O2S B1S2 or O2S B2S2) reacts in accordance with increases and decreases in fuel injection volumes. When the air fuel ratio sensor voltage (AFS Voltage B1S1 or AFS Voltage B2S1) remains at either less or higher than 3.3 V despite the heated oxygen sensor indicating a normal reaction, the air fuel ratio sensor is malfunctioning. NG --> See step 12 OK --> CHECK ENGINE TO DETERMINE CAUSE OF EXTREMELY RICH OR LEAN ACTUAL AIR FUEL RATIO (FUEL INJECTOR ASSEMBLY, FUEL SYSTEM, INTAKE SYSTEM, ETC.)
6. CHECK FOR EXHAUST GAS LEAK Check for exhaust gas leakage. OK No gas leakage. NG --> REPAIR OR REPLACE EXHAUST GAS LEAKAGE POINT OK: Go to next step
7. INSPECT HEATED OXYGEN SENSOR (HEATER RESISTANCE). Refer to «PROCEDURE - Step 1»(ref-602701-S18950620592014030500000) NG --> See step 20 OK: Go to next step
8. CHECK HARNESS AND CONNECTOR (HEATED OXYGEN SENSOR - ECM) Disconnect the heated oxygen sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition S1-2 (HT1B) - D1-45 (HT1B) Always Below 1 ohms S1-4 (OX1B) - D1-114 (OX1B) Always Below 1 ohms S1-3 (E2) - D1-115 (EX1B) Always Below 1 ohms D36-1 (HT2B) - D1-44 (HT2B) Always Below 1 ohms D36-3 (OX2B) - D1-112 (OX2B) Always Below 1 ohms D36-4 (E2) - D1-113 (EX2B) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition S1-2 (HT1B) or D1-45 (HT1B) - Body ground Always 10 kohms or higher S1-4 (OX1B) or D1-114 (OX1B) - Body ground Always 10 kohms or higher D36-1 (HT2B) or D1-44 (HT2B) - Body ground Always 10 kohms or higher D36-3 (OX2B) or D1-112 (OX2B) - Body ground Always 10 kohms or higher Reconnect the heated oxygen sensor connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (HEATED OXYGEN SENSOR - ECM) OK: Go to next step
9. REPLACE HEATED OXYGEN SENSOR Replace the heated oxygen sensor. Refer to «REMOVAL [03/2012 - ]»(ref-602706-S12637257172014030500000) . NEXT: Go to next step
10. PERFORM CONFIRMATION DRIVING PATTERN Perform Confirmation Driving Pattern (P0136, P0137, P0138, P0156, P0157 and P0158). NEXT: Go to next step
11. CHECK WHETHER DTC OUTPUT RECURS (DTC P0136, P0137, P0156 OR P0157) Connect the Techstream to the DLC3. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / All Readiness. Input DTC: P0136, P0137, P0156 or P0157. Check that the DTC monitor is NORMAL. If DTC monitor is INCOMPLETE, perform the driving pattern again but increase the vehicle speed. Result Result Proceed to ABNORMAL (DTC P0136, P00137, P0156 or P0157 is output) A NORMAL (DTC is not output) B B --> END A --> See step 21
12. REPLACE AIR FUEL RATIO SENSOR Replace the air fuel ratio sensor. Refer to «REMOVAL [03/2012 - ]»(ref-602706-S10327068972014030500000) . NEXT: Go to next step
13. PERFORM CONFIRMATION DRIVING PATTERN Perform Confirmation Driving Pattern (P0136, P0137, P0138, P0156, P0157 and P0158). NEXT: Go to next step
14. CHECK WHETHER DTC OUTPUT RECURS (DTC P0136 OR P0156) Connect the Techstream to the DLC3. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / All Readiness. Input DTC: P0136 or P0156. Check that the DTC monitor is NORMAL. If the DTC monitor is INCOMPLETE, perform the drive pattern again but increase the vehicle speed. Result Result Proceed to ABNORMAL (DTC P0136 or P0156 is output) A NORMAL (DTC is not output) B B --> END A --> See step 20
15. CHECK FOR EXHAUST GAS LEAK Check for exhaust gas leak. OK No gas leakage. NG --> REPAIR OR REPLACE EXHAUST GAS LEAKAGE POINT OK: Go to next step
16. CHECK HARNESS AND CONNECTOR (CHECK FOR SHORT) Turn the engine switch off and wait for 5 minutes. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard resistance Tester Connection Condition Specified Condition D1-45 (HT1B) - D1-114 (OX1B) Always 10 kohms or higher D1-44 (HT2B) - D1-112 (OX2B) Always 10 kohms or higher Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
17. PERFORM CONFIRMATION DRIVING PATTERN Perform Confirmation Driving Pattern (P0139 and P0159). NEXT: Go to next step
18. READ DTC OUTPUT (DTC P0139 OR P0159 IS OUTPUT AGAIN) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Utility / All Readiness. Input DTCs: P0139 or P0159. Check that the DTC monitor is NORMAL. If the DTC monitor is INCOMPLETE, perform the drive pattern again but increase the vehicle speed. Result Result Proceed to ABNORMAL (DTC P0139 or P0159 is output) A NORMAL (DTC is not output) B B --> See step 23 A --> See step 20
19. REPLACE ECM. Refer to «REMOVAL [07/2012 - ]»(ref-602706-S02492123622014030500000)
20. REPLACE HEATED OXYGEN SENSOR. Refer to «REMOVAL [03/2012 - ]»(ref-602706-S12637257172014030500000)
21. REPLACE AIR FUEL RATIO SENSOR. Refer to «REMOVAL [03/2012 - ]»(ref-602706-S10327068972014030500000)
22. REPLACE HEATED OXYGEN SENSOR. Refer to «REMOVAL [03/2012 - ]»(ref-602706-S12637257172014030500000)
23. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS [03/2012 - ]»(ref-602560-S33270940242014030500000)
24. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART [07/2012 - ]»(ref-602699-S06530808582014030500000)

HINT

1. A low air fuel ratio sensor voltage could be caused by a rich air fuel mixture. Check for conditions that would cause the engine to run rich.
2. A high air fuel ratio sensor voltage could be caused by a lean air fuel mixture. Check for conditions that would cause the engine to run lean.
3. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
4. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
5. Bank 2 refers to the bank that does not include the No. 1 cylinder.
6. Sensor 1 refers to the sensor closest to the engine assembly.
7. Sensor 2 refers to the sensor farthest away from the engine assembly.

HINT

1. A low air fuel ratio sensor voltage could be caused by a rich air fuel mixture. Check for conditions that would cause the engine to run rich.
2. A high air fuel ratio sensor voltage could be caused by a lean air fuel mixture. Check for conditions that would cause the engine to run lean.
3. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
4. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
5. Bank 2 refers to the bank that does not include the No. 1 cylinder.
6. Sensor 1 refers to the sensor closest to the engine assembly.
7. Sensor 2 refers to the sensor farthest away from the engine assembly.

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

HINT

1. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
2. Bank 2 refers to the bank that does not include the No. 1 cylinder.
3. Sensor 1 refers to the sensor closest to the engine assembly.
4. Sensor 2 refers to the sensor farthest away from the engine assembly.
5. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
6. A low air fuel ratio sensor voltage could be caused by a rich air fuel mixture. Check for conditions that would cause the engine to run rich.
7. A high air fuel ratio sensor voltage could be caused by a lean air fuel mixture. Check for conditions that would cause the engine to run lean.

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

HINT

1. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
2. Bank 2 refers to the bank that does not include the No. 1 cylinder.
3. Sensor 1 refers to the sensor closest to the engine assembly.
4. Sensor 2 refers to the sensor farthest away from the engine assembly.
5. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
6. A low air fuel ratio sensor voltage could be caused by a rich air fuel mixture. Check for conditions that would cause the engine to run rich.
7. A high air fuel ratio sensor voltage could be caused by a lean air fuel mixture. Check for conditions that would cause the engine to run lean.

HINT

Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

HINT

1. If any DTCs other than misfire DTCs are output, troubleshoot those DTCs first.
2. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
3. If the misfire does not recur when the vehicle is brought to the workshop, reproduce the conditions stored in the ECM as freeze frame data.
4. If the misfire still cannot be reproduced even though the conditions stored in the ECM as freeze frame data have been reproduced, one of the following factors is considered to be a possible cause of the problem: There was insufficient fuel volume in the tank. Improper fuel is used. The spark plugs have been contaminated.
5. After finishing repairs, check the misfire counts of the cylinders (Cylinder #1 Misfire Count to Cylinder #6 Misfire Count).
6. Be sure to confirm that no misfiring cylinder DTCs are set again by conducting the confirmation driving pattern after finishing repairs.
7. For 6 cylinder engine, the ECM intentionally does not set the specific misfiring cylinder DTCs at high engine speed. If misfires occur only in high engine speed areas, only DTC P0300 is set. In the event of DTC P0300 being present, perform the following operations: Clear the DTCs. Refer to «DTC CHECK / CLEAR [03/2012 - 07/2012]»(ref-602560-S42705218842014030500000) . Start the engine and conduct the confirmation driving pattern. Read the misfiring rates of each cylinder or DTC(s) using the Techstream. Repair the cylinder(s) that has a high misfiring rate or is indicated by the DTC. After finishing repairs, conduct the confirmation driving pattern again, in order to verify that DTC P0300 is not set.
8. When one of Short FT #1, Long FT #1, Short FT #2 or Long FT #2 in the freeze frame data is outside the range of +/-15%, the air fuel ratio may be Rich (-15% or less) or Lean (+15% or more).
9. When the Coolant Temp in the freeze frame data is less than 75°C (167°F), the misfires have occurred only while the engine is being warmed up.
10. An extremely unbalanced drive wheel which causes body vibration may cause misfire DTCs detection.

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

HINT

1. If any DTCs other than misfire DTCs are output, troubleshoot those DTCs first.
2. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
3. If the misfire does not recur when the vehicle is brought to the workshop, reproduce the conditions stored in the ECM as freeze frame data.
4. If the misfire still cannot be reproduced even though the conditions stored in the ECM as freeze frame data have been reproduced, one of the following factors is considered to be a possible cause of the problem: There was insufficient fuel volume in the tank. Improper fuel is used. The spark plugs have been contaminated.
5. After finishing repairs, check the misfire counts of the cylinders (Cylinder #1 Misfire Count to Cylinder #6 Misfire Count).
6. Be sure to confirm that no misfiring cylinder DTCs are set again by conducting the confirmation driving pattern after finishing repairs.
7. For 6 cylinder engine, the ECM intentionally does not set the specific misfiring cylinder DTCs at high engine speed. If misfires occur only in high engine speed areas, only DTC P0300 is set. In the event of DTC P0300 being present, perform the following operations: Clear the DTCs. Refer to «DTC CHECK / CLEAR [07/2012 - ]»(ref-602560-S10249755982014030500000) . Start the engine and conduct the confirmation driving pattern. Read the misfiring rates of each cylinder or DTC(s) using the Techstream. Repair the cylinder(s) that has a high misfiring rate or is indicated by the DTC. After finishing repairs, conduct the confirmation driving pattern again, in order to verify that DTC P0300 is not set.
8. When one of Short FT #1, Long FT #1, Short FT #2 or Long FT #2 in the freeze frame data is outside the range of +/-15%, the air fuel ratio may be Rich (-15% or less) or Lean (+15% or more).
9. When the Coolant Temp in the freeze frame data is less than 75°C (167°F), the misfires have occurred only while the engine is being warmed up.
10. An extremely unbalanced drive wheel which causes body vibration may cause misfire DTCs detection.

HINT

1. DTCs P0327 and P0328 are for the bank 1 knock control sensor circuit.
2. DTCs P0332 and P0333 are for the bank 2 knock control sensor circuit.
3. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
4. Bank 2 refers to the bank that does not include the No. 1 cylinder.
5. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.

HINT

1. After performing the inspection procedure for the crankshaft position sensor, if DTC P0335 is output again, check the following items related to the VVT sensor. Installation condition of the VVT sensor Installation condition of the camshaft Connection of the VVT sensor connector
2. If no problem is found through this diagnostic troubleshooting procedure, troubleshoot the engine mechanical system.
3. Check the engine speed. The engine speed can be checked using the Techstream. Follow the procedure below: Connect the Techstream to the DLC3. Start the engine. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Data List / Engine Speed. The engine speed may be indicated as zero despite the engine rotating normally. This is caused by a lack of NE signals from the crankshaft position sensor. Alternatively, the engine speed may be indicated as lower than the actual engine speed if the crankshaft position sensor output voltage is insufficient.
4. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.

HINT

1. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
2. If no problem is found by this diagnostic troubleshooting procedure, troubleshoot the engine mechanical system.
3. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
4. Bank 2 refers to the bank that does not include the No. 1 cylinder.

Scheme 154

1. CHECK VVT SENSOR FOR INTAKE SIDE (SENSOR POWER SOURCE) Disconnect the VVT sensor connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition D22-3 (VC) - Body ground Engine switch on (IG) 4.5 to 5.5 V D23-3 (VC) - Body ground Engine switch on (IG) 4.5 to 5.5 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to VVT Sensor for Intake Side) *1 Bank 1 *2 Bank 2 Reconnect the VVT sensor connector. NG --> See step 8 OK: Go to next step
2. CHECK HARNESS AND CONNECTOR (VVT SENSOR FOR INTAKE SIDE - ECM) Disconnect the VVT sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition D22-1 (VVR+) - D1-90 (VV1+) Always Below 1 ohms D22-2 (VVR-) - D1-89 (VV1-) Always Below 1 ohms D23-1 (VVL+) - D1-87 (VV2+) Always Below 1 ohms D23-2 (VVL-) - D1-88 (VV2-) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition D22-1 (VVR+) or D1-90 (VV1+) - Body ground Always 10 kohms or higher D22-2 (VVR-) or D1-89 (VV1-) - Body ground Always 10 kohms or higher D23-1 (VVL+) or D1-87 (VV2+) - Body ground Always 10 kohms or higher D23-2 (VVL-) or D1-88 (VV2-) - Body ground Always 10 kohms or higher Reconnect the VVT sensor connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (VVT SENSOR FOR INTAKE SIDE - ECM) OK: Go to next step
3. CHECK SENSOR INSTALLATION (VVT SENSOR FOR INTAKE SIDE) Check the VVT sensor installation. OK Sensor is installed correctly. NG --> See step 9 OK: Go to next step
4. CHECK CAMSHAFT TIMING GEAR ASSEMBLY (TEETH OF PLATE) Check the teeth of the signal plate. OK Signal plate teeth do not have any cracks or deformation. NG --> See step 10 OK: Go to next step
5. CHECK VALVE TIMING (CHECK FOR LOOSE TIMING CHAIN AND JUMPED TEETH). Refer to «PROCEDURE - Step 4»(ref-602701-S00003109112014030500000) NG --> See step 12 OK: Go to next step
6. REPLACE VVT SENSOR FOR INTAKE SIDE Replace the VVT sensor for intake side. Refer to «REMOVAL [03/2012 - 07/2012]»(ref-602706-S25836013282014030500000) . NEXT: Go to next step
7. CHECK WHETHER DTC OUTPUT RECURS (DTC P0340, P0342, P0343, P0345, P0347 OR P0348) Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR [03/2012 - 07/2012]»(ref-602560-S42705218842014030500000) . Turn the engine switch off. Turn the engine switch on (IG) and turn the Techstream on. Drive the vehicle in accordance with the driving pattern described in the Confirmation Driving Pattern. Enter the following menus: Powertrain / Engine / Trouble Codes / Pending. Read the pending DTCs. Result Result Proceed to DTC is not output A DTC P0340, P0342, P0343, P0345, P0347 or P0348 is output B HINT: If the engine does not start, replace the ECM. B --> See step 11 A --> END
8. CHECK HARNESS AND CONNECTOR (VVT SENSOR FOR INTAKE SIDE - ECM) Disconnect the VVT sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition D22-3 (VC) - D1-67 (VCV1) Always Below 1 ohms D23-3 (VC) - D1-66 (VCV2) Always Below 1 ohms Reconnect the VVT sensor connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (VVT SENSOR FOR INTAKE SIDE - ECM) OK --> See step 11
9. SECURELY REINSTALL VVT SENSOR FOR INTAKE SIDE. Refer to «REMOVAL [03/2012 - 07/2012]»(ref-602706-S25836013282014030500000)
10. REPLACE CAMSHAFT TIMING GEAR ASSEMBLY. Refer to «REMOVAL [03/2012 - 07/2012]»(ref-602689-S09705767692014030500000)
11. REPLACE ECM. Refer to «REMOVAL [03/2012 - 07/2012]»(ref-602706-S36928064912014030500000)
12. ADJUST VALVE TIMING. Refer to «DISASSEMBLY [03/2012 - 07/2012]»(ref-602689-S12483250362014030500000)

HINT

1. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
2. If no problem is found by this diagnostic troubleshooting procedure, troubleshoot the engine mechanical system.
3. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
4. Bank 2 refers to the bank that does not include the No. 1 cylinder.

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

HINT

Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.

HINT

1. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
2. If no problem is found by this diagnostic troubleshooting procedure, troubleshoot the engine mechanical system.
3. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
4. Bank 2 refers to the bank that does not include the No. 1 cylinder.

HINT

1. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
2. If no problem is found by this diagnostic troubleshooting procedure, troubleshoot the engine mechanical system.
3. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
4. Bank 2 refers to the bank that does not include the No. 1 cylinder.

CONDITIONING FOR SENSOR TESTING

HINT

Perform the operation with the engine speeds and time durations described below prior to checking the waveforms of the air fuel ratio and heated oxygen sensors. This is to activate the sensors sufficiently to obtain appropriate inspection results.

Scheme 155

1. (a) Connect the Techstream to the DLC3.
2. (b) Start the engine and warm it up with all the accessories switched off until the engine coolant temperature stabilizes.
3. (c) Run the engine at an engine speed of between 2500 RPM and 3000 RPM for at least 3 minutes.
4. (d) While running the engine at 3000 RPM for 2 seconds, and then 2000 RPM for 2 seconds, check the waveforms of the air fuel ratio and heated oxygen sensors using the Techstream.

HINT

1. If the voltage output of either the air fuel ratio or heated oxygen sensor does not fluctuate, or there is a noise in the waveform of either sensor, the sensor may be malfunctioning.
2. If the voltage outputs of both the sensors remain lean or rich, the air fuel ratio may be extremely lean or rich. In such cases, perform the Control the Injection Volume Active Test using the Techstream.
3. If the Three-way Catalytic Converter (TWC) has deteriorated, the heated oxygen sensor (located behind the Three-way Catalytic Converter [TWC]) voltage output fluctuates up and down frequently, even under normal driving conditions (active air fuel ratio control is not performed).

Scheme 156

HINT

1. If a malfunction cannot be found when troubleshooting DTC P0420 or P0430, a lean or rich abnormality may be the cause. Perform troubleshooting by following the inspection procedure for P0171 and P0174 (System Too Lean), and P0172 and P0175 (System Too Rich).
2. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
3. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
4. Bank 2 refers to the bank that does not include the No. 1 cylinder.
5. Sensor 1 refers to the sensor closest to the engine assembly.
6. Sensor 2 refers to the sensor farthest away from the engine assembly.

HINT

Perform the operation with the engine speeds and time durations described below prior to checking the waveforms of the air fuel ratio and heated oxygen sensors. This is to activate the sensors sufficiently to obtain appropriate inspection results.

1. (a) Connect the Techstream to the DLC3.
2. (b) Start the engine and warm it up with all the accessories switched off until the engine coolant temperature stabilizes.
3. (c) Run the engine at an engine speed of between 2500 RPM and 3000 RPM for at least 3 minutes.
4. (d) While running the engine at 3000 RPM for 2 seconds, and then 2000 RPM for 2 seconds, check the waveforms of the air fuel ratio and heated oxygen sensors using the Techstream.

HINT

1. If the voltage output of either the air fuel ratio or heated oxygen sensor does not fluctuate, or there is a noise in the waveform of either sensor, the sensor may be malfunctioning.
2. If the voltage outputs of both the sensors remain lean or rich, the air fuel ratio may be extremely lean or rich. In such cases, perform the Control the Injection Volume Active Test using the Techstream.
3. If the Three-way Catalytic Converter (TWC) has deteriorated, the heated oxygen sensor (located behind the Three-way Catalytic Converter [TWC]) voltage output fluctuates up and down frequently, even under normal driving conditions (active air fuel ratio control is not performed).

HINT

1. If a malfunction cannot be found when troubleshooting DTC P0420 or P0430, a lean or rich abnormality may be the cause. Perform troubleshooting by following the inspection procedure for P0171 or P0174 (System Too Lean), and P0172 or P0175 (System Too Rich).
2. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
3. Bank 1 refers to the bank that includes the No. 1 cylinder*. *: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
4. Bank 2 refers to the bank that does not include the No. 1 cylinder.
5. Sensor 1 refers to the sensor closest to the engine assembly.
6. Sensor 2 refers to the sensor farthest away from the engine assembly.

DTC SUMMARY

HINT

The reference orifice is located inside the canister pump module.

Refer to the EVAP System. Refer to INSPECTION PROCEDURE .

HINT

The reference orifice is located inside the canister pump module.

Refer to the EVAP System. Refer to INSPECTION PROCEDURE .

Refer to the EVAP System. Refer to INSPECTION PROCEDURE .

Refer to the EVAP System. Refer to INSPECTION PROCEDURE .

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

HINT

Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.

Scheme 157

1. PERFORM ACTIVE TEST USING TECHSTREAM (PURGE VSV) Connect the Techstream to the DLC3. Disconnect the charcoal canister side vacuum hose from the purge VSV. TEXT IN ILLUSTRATION *a Hose (to Canister) *b to Purge VSV Start the engine and turn the Techstream on. Enter the following menus: Powertrain / Engine / Active Test / Activate the VSV for EVAP Control. When the purge VSV is operated using the Techstream, check whether the port of the purge VSV applies suction to your finger. OK Techstream Operation Specified Condition ON Purge VSV port applies suction to finger OFF Purge VSV port applies no suction to finger NG --> See step 2 OK --> See step 5
2. INSPECT PURGE VSV Inspect the purge VSV. Refer to «INSPECTION [03/2012 - ]»(ref-602694-S17624833682014030500000) . NG --> See step 6 OK: Go to next step
3. INSPECT PURGE VSV (POWER SOURCE) Disconnect the purge VSV connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition D6-1 - Body ground Engine switch on (IG) 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Purge VSV) Reconnect the purge VSV connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (PURGE VSV - EFI MAIN RELAY) OK: Go to next step
4. CHECK HARNESS AND CONNECTOR (PURGE VSV - ECM) Disconnect the purge VSV connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition D6-2 - D1-63 (PRG) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition D6-2 or D1-63 (PRG) - Body ground Always 10 kohms or higher Reconnect the purge VSV connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (PURGE VSV - ECM) OK --> See step 7
5. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS [03/2012 - ]»(ref-602560-S33270940242014030500000)
6. REPLACE PURGE VSV. Refer to «REMOVAL [03/2012 - 07/2012]»(ref-602694-S02260395772014030500000)
7. REPLACE ECM. Refer to «REMOVAL [03/2012 - 07/2012]»(ref-602706-S36928064912014030500000)

HINT

The canister pressure sensor is built into the canister pump module.

Note. When a vehicle is brought into the workshop, leave it as it is. Do not change the vehicle condition. For example, do not tighten the fuel cap. Do not disassemble the canister pump module. The Techstream is required to conduct the following diagnostic troubleshooting procedure. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

Refer to the EVAP System. Refer to INSPECTION PROCEDURE .

Refer to the EVAP System. Refer to INSPECTION PROCEDURE .

HINT

Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.

HINT

Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.

Note. Inspect the fuses for circuits related to this system before performing the following inspection procedure.

HINT

1. Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
2. Stop light switch signal conditions can be checked using the Techstream. Connect the Techstream to the DLC3. Turn the engine switch on (IG). Turn the Techstream on. Enter the following menus: Powertrain / Engine / Data List / Stop Light Switch and ST1. Check the Data List indication when the brake pedal is depressed and released. Brake Pedal Operation Stop Light Switch ST1 Depressed ON ON Released OFF OFF

Scheme 158

1. CHECK TERMINAL VOLTAGE (POWER SOURCE OF STOP LIGHT SWITCH ASSEMBLY) Disconnect the stop light switch assembly connector. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition A72-1 (B) - Body ground Always 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Stop Light Switch Assembly) Reconnect the stop light switch assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (STOP LIGHT SWITCH ASSEMBLY - BATTERY) OK: Go to next step
2. CHECK TERMINAL VOLTAGE (POWER SOURCE OF STOP LIGHT SWITCH ASSEMBLY) Disconnect the stop light switch assembly connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A72-5 (B) - Body ground Engine switch on (IG) 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Stop Light Switch Assembly) Reconnect the stop light switch assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (STOP LIGHT SWITCH ASSEMBLY - IG2 RELAY) OK: Go to next step
3. CHECK HARNESS AND CONNECTOR (STOP LIGHT SWITCH ASSEMBLY - BODY GROUND) Disconnect the stop light switch assembly connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition A72-3 (GND) - Body ground Always Below 1 ohms Reconnect the stop light switch assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (STOP LIGHT SWITCH ASSEMBLY - BODY GROUND) OK: Go to next step
4. CHECK TERMINAL VOLTAGE (STP AND ST1- VOLTAGE) Disconnect the ECM connector. Turn the engine switch on (IG). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Brake Pedal Operation Specified Condition A43-35 (ST1-) - Body ground Released 7.5 to 14 V Depressed 0 to 1.5 V A43-36 (STP) - Body ground Released 0 to 1.5 V Depressed 7.5 to 14 V TEXT IN ILLUSTRATION *a Brake Pedal Depressed *b Brake Pedal Released *c Front view of wire harness connector (to ECM) - - Reconnect the ECM connector. NG --> See step 5 OK --> See step 7
5. CHECK HARNESS AND CONNECTOR (STOP LIGHT SWITCH ASSEMBLY - ECM) Disconnect the stop light switch assembly connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition A72-2 (L) - A43-36 (STP) Always Below 1 ohms A72-4 (L) - A43-35 (ST1-) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition A72-2 (L) or A43-36 (STP) - Body ground Always 10 kohms or higher A72-4 (L) or A43-35 (ST1-) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the stop light switch assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (STOP LIGHT SWITCH ASSEMBLY - ECM) OK --> See step 6
6. REPLACE STOP LIGHT SWITCH ASSEMBLY. Refer to «REMOVAL [03/2012 - 07/2012]»(ref-602715-S10672163102014030500000)
7. REPLACE ECM. Refer to «REMOVAL [03/2012 - 07/2012]»(ref-602706-S36928064912014030500000)