Engine Control System (Diagnostic Codes (P0604-P1603): Overview Scion FR-S I

DESCRIPTION

P0604

The ECM continuously monitors its internal memory status. This self-check ensures that the ECM functioning properly. It is diagnosed by internal "mirroring" of the main CPU and sub CPU to detect the Random Access Memory (RAM) errors. If outputs from these CPUs are different and deviate from the standard, the ECM stores the DTC.

P0605

The ECM continuously monitors its internal memory status. This self-check ensures that the ECM functioning properly. It is diagnosed by internal "mirroring" of the main CPU and sub CPU to detect the Read Only Memory (ROM) errors. If outputs from these CPUs are different and deviate from the standard, the ECM stores the DTC.

P0606

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 stores the DTC.

P060A

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. If the malfunction is detected, the ECM stores the DTC.

P060B

If a communication error occurs in the ECM, the ECM stores the DTC.

P062F

The ECM monitors its internal operation. If the ECM detects an internal malfunction, the ECM stores the DTC.

MONITOR DESCRIPTION

While the engine is being cranked, battery voltage is applied to terminal STA of the ECM. If the ECM detects the starter control (STA) signal after the engine is started, it determines that there is a malfunction in the STA circuit. The ECM then illuminates the MIL and stores the DTC.

The D-4S system has two fuel injection methods. One is the in-cylinder direct injection method that directly injects pressurized fuel into the combustion chamber. The other is the intake port injection method. The ECM determines which fuel injection method to use in accordance with the engine conditions. For the in-cylinder direction injection method, the injector driver (EDU) in the engine room operates the fuel injectors (for direction injection) at high speeds. The EDU receives fuel injection request signals from the ECM and converts the signals to high voltage / high current injector operation signals to operate the fuel injectors (for direction injection).

The fuel injection sequence occurs in numerical order from No. 1 to No. 4.

The ECM monitors the EDU at all times. If drivers or fuel injectors are malfunctioning, the EDU sends fuel injector operation condition signals (fail signals IJF1 to IJF2) to the ECM. When the ECM receives the signals, the ECM stops the fuel injection control of the appropriate cylinders, cuts voltage to the appropriate injector relay, and illuminates the MIL.

The ECM and TCM communicate with each other via the CAN communication line. If the TCM detects an automatic transmission malfunction, the ECM receives this signal.

for Manual Transmission

1. The ECM detects the shift change status from the neutral position switch signal, and detects the current selected gear from the engine speed and vehicle speed. If the neutral position switch signal and the shift change status cannot be coordinated, the ECM interprets this as a malfunction, illuminates the MIL, and stores the DTC.

for Automatic Transmission

1. If the ECM cannot coordinate the N, P or neutral information from the park/neutral position switch signal with the shift information sent from the TCM through CAN communication, then the ECM interprets this as a malfunction, illuminates the MIL, and stores the DTC.

The idling speed is controlled by the Electronic Throttle Control System (ETCS). The ETCS is comprised of a throttle actuator, which operates the throttle valve, and a throttle position sensor, which detects the opening amount of the throttle valve. The ECM controls the throttle actuator to adjust the throttle valve opening amount so that the idling speed is maintained at the target idling speed.

HINT

1. The ISC learned value is the calculated intake air amount corresponding to the throttle opening amount necessary to maintain the idling speed.
2. This malfunction is only detected once per trip. After it has been detected once, the system will not monitor for the malfunction for the rest of the trip.
3. The system uses the throttle with motor body assembly and mass air flow meter assembly to detect this malfunction.

If there are deposits in the throttle valve, a decrease in the ISC flow rate may cause engine stall or unstable idling. Therefore, the necessary ISC flow rate for idling is maintained using the ISC learned value and feedback. The ECM stores this DTC if the ISC learned value approaches its limit.

The idling speed is controlled by the Electronic Throttle Control System (ETCS). The ETCS is comprised of a throttle actuator, which operates the throttle valve, and a throttle position sensor, which detects the opening amount of the throttle valve. The ECM controls the throttle actuator to adjust the throttle valve opening amount so that the idling speed is maintained at the target idling speed.

HINT

1. The ISC learned value is the calculated intake air amount corresponding to the throttle opening amount necessary to maintain the idling speed.
2. This malfunction is only detected once per trip. After it has been detected once, the system will not monitor for the malfunction for the rest of the trip.
3. The system uses the throttle with motor body assembly and mass air flow meter assembly to detect this malfunction.

If there are deposits in the throttle valve, a decrease in the ISC flow rate may cause engine stall or unstable idling. Therefore, the necessary ISC flow rate for idling is maintained using the ISC learned value and feedback. The ECM stores this DTC if the ISC learned value approaches its limit.

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.

P1160

When the ECM cuts the power supply to the throttle actuator, the throttle valve returns to the fully-closed position by the spring. If the throttle valve does not return with ETCS relay off, the ECM judges throttle valve is stuck and then the ECM illuminates the MIL and stores the DTC.

P2119

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 two values is outside the standard range, the ECM interprets this as a malfunction in the electronic throttle control system. The ECM then illuminates the MIL and stores the DTC.

Refer to DTC P0300. Refer to DESCRIPTION.

Refer to DTC P2195. Refer to DESCRIPTION .

Fuel System Air Fuel Ratio Cylinder Imbalance Monitor

The ECM uses the air fuel ratio sensor and crankshaft position sensor to monitor the difference in air fuel ratios between the cylinders caused by differences in injection volumes between the cylinders, leakage in the intake or exhaust system, etc.

When the air fuel ratios of the cylinders are lean or rich with respect to each other, the ECM determines that a problem is present and stores a DTC.

Air Fuel Ratio Sensor Monitoring Method

When the system detects a difference in air fuel ratios between the cylinders due to fluctuation in the air fuel ratio sensor output over 1 engine cycle (2 crankshaft revolutions), the system determines that there is a problem.

Crankshaft Position Sensor Monitoring Method

The system monitors the engine speed variation and when the variation becomes large, the system determines that there is a difference in air fuel ratios between the cylinders, which it determines to be a problem.

The fuel pump assembly (for high pressure) is attached to the insulator, which is attached to the cylinder head cover. The pump activates according to the position of the cam on the intake side camshaft (bank 2).

The fuel pump assembly (for high pressure) increases the pressure of the fuel supplied from the fuel pump in the fuel tank to the specified fuel pressure according to the operating condition, and it feeds the fuel to the fuel delivery pipe.

The description can be found in EVAP (Evaporative Emission) System. Refer to EVAP System .

The ECM monitors for canister filter in the canister pump module. The pressure is checked every 5 seconds and if the pressure difference becomes more than threshold, stops the EVAP system monitor. The ECM then illuminates the MIL and stores the DTC (2 trip detection logic).

After starting the engine, this DTC is stored when the engine stops without the ignition switch being operated.

Using the Techstream, the conditions present when the DTC was stored can be confirmed by referring to the freeze frame data. Freeze frame data records engine conditions when a malfunction occurs. This information can be useful when troubleshooting.

It is necessary to check if the vehicle has run out of fuel before performing troubleshooting, as this DTC is also stored when the engine stalls due to running out of fuel.

After starting the engine, this DTC is stored when the engine stops without the ignition switch being operated.

Using the Techstream, the conditions present when the DTC was stored can be confirmed by referring to the freeze frame data. Freeze frame data records engine conditions when a malfunction occurs. This information can be useful when troubleshooting.

It is necessary to check if the vehicle has run out of fuel before performing troubleshooting, as this DTC is also stored when the engine stalls due to running out of fuel.

See also:
• WIRING DIAGRAM
• INSPECTION [07/2013 - ]
• REMOVAL [07/2013 - ]
• ON-VEHICLE INSPECTION [07/2013 - ]
• ON-VEHICLE INSPECTION [07/2013 - ] - Step 3
• ON-VEHICLE INSPECTION [07/2013 - ] - Step 9
• REMOVAL [07/2013 - ]
• ON-VEHICLE INSPECTION [07/2013 - ]
• ON-VEHICLE INSPECTION [07/2013 - ] - Step 4