Home ReviewsRefund
Home/Toyota/4Runner/Toyota 4Runner V (2009-2013)/Repair manual/Testing & Diagnostics/Engine Control System (2TR-FE) (Diagnostic Codes (P1604-P2A…
Contents Wiring diagrams Section: Testing & Diagnostics All sections

Engine Control System (2TR-FE) (Diagnostic Codes (P1604-P2A00) & Circuit Tests): Diagnosis Toyota 4Runner V

Testing & Diagnostics 56 illustrations ~33089 words

INSPECTION PROCEDURE

HINT

  1. In contrast to normal malfunction diagnosis for components, circuits and systems, DTC P1604 is used to determine the malfunctioning area from the problem symptoms and freeze frame data when the user mentions problems such as starting difficulty. As these DTCs can be stored as a result of certain user actions, even if these DTCs are output, if the customer makes no mention of problems, clear these DTCs without performing any troubleshooting and return the vehicle to the customer.
  2. If any other DTCs are output, perform troubleshooting for those DTCs first.
  3. When the Data List item "Immobiliser Fuel Cut" is ON, the engine cannot be started.
  4. Read freeze frame data using the Techstream. Freeze frame data records engine conditions when a malfunction occurs. This information can be useful when troubleshooting.
  5. When confirming the freeze frame data, be sure to check all 5 sets of freeze frame data. Refer to «FREEZE FRAME DATA»(ref-421953-S01312698402011092600000) .
  6. When confirming freeze frame data, if there are multiple items related to the cause of the malfunction, perform troubleshooting for all related items.
  7. Try to start the vehicle under the conditions recorded in the freeze frame data which were present when the malfunction occurred. Confirm the data at this time and compare it with the freeze frame data.
  8. If the malfunction does not reoccur, carefully check the vehicle conditions from when the malfunction occurred using freeze frame data.
  9. When performing inspections, jiggle the relevant wire harnesses and connectors in an attempt to reproduce malfunctions that do not always occur.
  10. If the same inspection or replacement procedure appears 2 times when performing an inspection procedure, it is not necessary to repeat the procedure the second time.

Scheme 444

Scheme 444
Scheme 444

Scheme 445

Scheme 445
Scheme 445

Scheme 446

Scheme 446
Scheme 446
  1. Malfunction Recurrence and Inspection Areas Freeze frame data exists, but the malfunction (starting difficulty) has not reoccurred and the malfunction conditions are unknown. The engine speed recorded in the freeze frame data is 0 RPM (the engine does not crank). HINT: One of the following problems may be present: battery depletion, excess engine friction, a starter malfunction or a crankshaft position sensor malfunction. If the battery voltage is less than 6 V during cranking, there is a high probability that engine friction is abnormal. If the battery voltage drops to 5 V or less when starting the engine, the battery may be malfunctioning. If the battery voltage fluctuates while cranking the engine, it can be concluded that cranking is being performed. When the engine speed is 0 RPM, the crankshaft position sensor and/or ECM may be malfunctioning. All engine speeds recorded in the freeze frame data are between 100 and 250 RPM (the engine cranks but there is no combustion). HINT: If the engine speed is between 100 and 250 RPM (no initial combustion), there may be a wiring problem or a complete failure of an ignition or fuel system part. Due to an engine coolant temperature sensor malfunction, the fuel injection volume is extremely high or low and the engine may not be able to be started. The engine speed recorded in the freeze frame data is 250 RPM or higher (the initial combustion and starter turnoff timing is too late). HINT: If the engine speed is 250 RPM or higher (combustion occurs but the initial combustion and starter turnoff timing is too late), the fuel injection volume is often incorrect (too low or too high) and determining the cause of the malfunction is often difficult. Due to an engine coolant temperature sensor malfunction, the fuel injection volume is extremely high or low and engine starting trouble may occur. If Long FT is incorrect, there may be a fuel supply problem due to the injectors or fuel pump being clogged, etc. If the engine cranking speed is too high, compression loss may have occurred due to carbon interfering with the valve operation. When the malfunction (starting difficulty) can be reproduced, or malfunction conditions are known, perform the following inspections ("Problem Symptoms" and "Systems to Inspect"). Problem Symptoms The engine does not crank. HINT: The starter is normal if a noise that indicates the starter pinion gear is extending is heard. The battery may be fully depleted or there may be excess engine friction. The engine cranking speed is abnormal. HINT: If the engine cranking speed is too high (for example, 300 RPM or higher with no combustion), compression loss may have occurred because carbon interfered with valve operation, etc. There is no initial combustion. HINT: If there is no initial combustion, there is probably a wiring problem or an ignition or fuel system part malfunction. The engine stalls after starter turnoff. HINT: If the engine stalls after starter turnoff, the air-fuel ratio may be incorrect or the VVT may have a problem returning. The initial combustion and starter turnoff occur late. HINT: If the initial combustion and starter turnoff occur late, the fuel injection volume is probably incorrect (too low or too high). HINT: Causes of fuel system malfunctions according to conditions present at the time of the malfunction. When 2 to 3 minutes have elapsed after stopping the engine: Fuel pressure loss due to the pressure regulator failing to maintain the fuel pressure. When 15 to 120 minutes have elapsed after stopping the engine: Problem with injector fuel seal. When a long time has elapsed after stopping the engine: Pressure regulator is stuck open. Systems to Inspect Intake system Ignition system Fuel system
  2. INSPECTION FLOW Freeze frame data exists, but the malfunction (starting difficulty) has not reoccurred and the malfunction conditions are unknown. Freeze Frame Data Item Result Suspected Area Procedure Engine Speed 0 RPM (no engine cranking at all) Battery fully depleted Engine assembly (excess friction) Starter Immobiliser system Crankshaft position sensor ECM 4 to 9 100 to 250 RPM (engine cranks but no initial combustion*1) Fuel pump control system Ignition system Engine coolant temperature sensor Fuel injection system 10 to 14 250 RPM or higher (combustion occurs but initial combustion and starter turnoff*2 occur late) Engine assembly (compression loss) Fuel injection system Fuel pump control system 15 to 23 HINT: *1: First combustion after cranking begins. *2: Condition when engine speed increases and starter can be turned off. When the malfunction (starting difficulty) can be reproduced, or when malfunction conditions are known. Problem Symptoms Problem Symptom Suspected Area Suspected Component Procedure The engine does not crank Battery malfunction Battery fully depleted 26 to 31 Starting system Starter (includes pinion gear wear or tooth damage) Starting system Immobiliser system Immobiliser system Engine assembly Engine assembly (excess friction) Drive plate wear or tooth damage Cranking speed too low Battery malfunction Battery fully depleted 32 to 34 Starting system Starter Engine assembly Engine assembly (excess friction) Cranking speed too high Engine assembly Engine assembly (compression loss) There is no initial combustion Fuel supply problem Cannot maintain pressure due to pressure regulator malfunction Fuel injector leak Fuel leak from fuel line Fuel pump control system Fuel pump 35 to 50 Ignition system malfunction Spark plug Crankshaft position sensor Ignition coil Engine stalls after starter turnoff Air suction Intake system connections 51 to 56 Deposits in throttle body Throttle body with motor assembly VVT valve does not return properly Camshaft timing oil control valve assembly Mass air flow meter malfunction Mass air flow meter The initial combustion and starter turnoff occur late Engine coolant temperature sensor malfunction Engine coolant temperature sensor 57 to 70 Mass air flow meter malfunction Mass air flow meter Abnormal A/F learned value Air fuel ratio sensor Deviation from fuel injection characteristics Fuel injector assembly Wet-fouled or dry-fouled spark plug Spark plug Lack of fuel pressure Pressure regulator Fuel pump Fuel pump control system Systems to Inspect Troubleshooting by System Suspected Area Suspected Component Procedure Fuel system troubleshooting A Abnormal A/F learned value Fuel injector assembly 86 to 93 94 to 101 Rough idling Crankshaft position sensor Abnormal fuel pressure Fuel Fuel leak from fuel line Fuel pump Pressure regulator Fuel system troubleshooting B Abnormal concentration of HC in surge tank Purge VSV system Fuel injector assembly 102 to 103 Fuel system troubleshooting C Injection signal system malfunction Fuel injector assembly Crankshaft position sensor Camshaft position sensor ECM 72 to 76 Intake system troubleshooting Difference between ISC target value and opening angle when idling Engine assembly (compression loss) Valve timing Engine coolant temperature sensor ECM 83 to 85 104 to 107 Ignition system troubleshooting Camshaft and/or crankshaft position sensor signal malfunction Crankshaft position sensor system (including sensor installation) Camshaft position sensor system (including sensor installation) ECM 77 to 82 108 to 113

Scheme 447

Scheme 447: PROCEDURE
Scheme 447: PROCEDURE

Scheme 448

Scheme 448
Scheme 448

Scheme 449

Scheme 449
Scheme 449

Scheme 450

Scheme 450
Scheme 450

Scheme 451

Scheme 451
Scheme 451

Scheme 452

Scheme 452
Scheme 452

Scheme 453

Scheme 453
Scheme 453

Scheme 454

Scheme 454
Scheme 454

Scheme 455

Scheme 455
Scheme 455
  1. CHECK FOR ANY OTHER DTCS OUTPUT AND RECORD FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read the DTCs and record the freeze frame data. HINT: This freeze frame data shows the actual engine conditions when engine starting trouble occurred. When confirming the freeze frame data, be sure to check all 5 data sets of freeze frame data. The fourth set of freeze frame data is the data recorded when the DTC is stored. RESULT Result Proceed to Only DTC P1604 is output A DTCs other than P1604 are output B B --> See step 114 A: Go to next step
  2. CHECK ENGINE IMMOBILISER SYSTEM Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / All Data / Immobiliser Fuel Cut. Read the value displayed on the Techstream. OK Immobiliser Fuel Cut is OFF. HINT: After reconnecting the battery cable, if the engine is started immediately (without waiting 1.8 seconds after turning the ignition switch to ON), the engine will stop (due to the key verification process). The engine can be started after that. NG --> See step 115 OK: Go to next step
  3. CHECK MALFUNCTION CONDITION Confirm the problem symptoms. RESULT Result Proceed to Freeze frame data exists, but the starting difficulty cannot be reproduced and it is unknown what kind of starting difficulty occurred A The problem symptoms can be reproduced, or the malfunction conditions are known B B --> See step 25 A: Go to next step
  4. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the ignition switch to ON. Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored. Refer to «FREEZE FRAME DATA»(ref-421953-S01312698402011092600000) . RESULT Freeze Frame Data Item Suspected Area Proceed to Engine Speed Battery Voltage All 5 sets of freeze frame data are 0 RPM (no engine cranking at all) Minimum voltage is below 5 V Battery fully depleted A Minimum voltage is 5 V or higher Starter malfunction Crankshaft position sensor system Excess engine friction Immobiliser system ECM B 60 to 250 RPM (engine cranks but no initial combustion) - Fuel pump control system Ignition system Engine coolant temperature sensor Immobiliser system Fuel injection system C 250 RPM or higher (combustion occurs but initial combustion and starter turnoff occur late) - Engine assembly Fuel injection system Fuel pump control system D HINT: When DTC P1604 is stored, either "Engine Start Hesitation"*1 or "Low Rev for Eng Start"*2 in the freeze frame data will be ON. If "Low Rev for Eng Start" is ON, proceed to E. *1: This value turns ON when the engine speed does not reach a certain value for a certain period of time when starting the engine. *2: This value turns ON when the engine stalls immediately after starting the engine. If "Low Rev for Eng Start" is ON, as there is a possibility that the low engine speed or engine stall was caused by the user, confirm the following freeze frame data items. Immobiliser Fuel Cut Engine Speed (starter off) Shift SW Status (R, D) B --> See step 5 C --> See step 10 D --> See step 15 E --> See step 51 A --> CHARGE OR REPLACE BATTERY
  5. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the ignition switch to ON. Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored. Refer to «FREEZE FRAME DATA»(ref-421953-S01312698402011092600000) . RESULT Freeze Frame Data Item Result Suspected Area Proceed to Battery Voltage Minimum voltage is 6 V or higher and voltage does not fluctuate*1 Starter system A Minimum voltage is 6 V or higher and voltage fluctuates*2, *3 Crankshaft position sensor system ECM B Minimum voltage is 5 to 6 V*4 Excess engine friction Battery fully depleted C HINT: *1: The 5 sets of freeze frame data show approximately the same battery voltage. *2: The 5 sets of freeze frame data show different battery voltages. *3: If the voltage fluctuates, it can be determined that cranking is being performed. When the engine speed is 0 RPM, the crankshaft position sensor system and/or the ECM may be malfunctioning. *4: There may be excess engine friction. Make sure that the crankshaft rotates smoothly when turning it by hand. Excess engine friction may have occurred temporarily. Remove the cylinder head cover and oil pan, and check for foreign matter such as iron fragments. If there is a malfunction or signs of a malfunction present, perform a detailed inspection by disassembling all the parts. B --> See step 6 C --> CHECK AND REPAIR ENGINE OR BATTERY A --> See step 116
  6. CHECK SENSOR INSTALLATION Check the tightening and installation condition of the crankshaft position sensor bolt. Check the connection of the crankshaft position sensor connector. RESULT Result Proceed to Normal A Abnormal B B --> See step 117 A: Go to next step
  7. CHECK CRANKSHAFT POSITION SENSOR Disconnect the crankshaft position sensor connector. Check for oil on the connector terminals. OK No oil on the terminals. NG --> See step 118 OK: Go to next step
  8. CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) Disconnect the crankshaft position 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 B51-1 (NE+) - B37-12 (NE+) Always Below 1 ohms B51-2 (NE-) - B37-5 (NE-) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B51-1 (NE+) or B37-12 (NE+) - Body ground Always 10 kohms or higher B51-2 (NE-) or B37-5 (NE-) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  9. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-421955-S06054101612011092600000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 156 OK --> END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)
  10. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the ignition switch to ON. Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored. Refer to «FREEZE FRAME DATA»(ref-421953-S01312698402011092600000) . RESULT Freeze Frame Data Item Suspected Area Proceed to Coolant Temp, Ambient Temperature, Intake Air Coolant Temp, Ambient Temperature Fuel Pump/Speed Status Difference between Coolant Temp, Ambient Temperature and Intake Air is 10°C or more*1 Coolant Temp is 125°C or higher, or below Ambient Temperature by 15°C or more - Engine coolant temperature sensor A Other than above All 5 sets of freeze frame data are ON - B At least 1 of the 5 sets of freeze frame data is OFF Fuel pump control system C Difference between Coolant Temp, Ambient Temperature and Intake Air is less than 10°C*2 - At least 1 of the 5 sets of freeze frame data is OFF Fuel pump control system C All 5 sets of freeze frame data are ON - B HINT: *1: A long time had not elapsed after stopping the engine. *2: A long time had elapsed after stopping the engine. B --> See step 11 C --> See step 119 A --> See step 157
  11. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Disconnect the connector from the fuel suction tube. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition Q5-4 - Body ground Active Test is being performed 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Fuel Pump) HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR FUEL PUMP CONTROL SYSTEM OK: Go to next step
  12. CHECK HARNESS AND CONNECTOR (FUEL INJECTOR POWER SOURCE) Disconnect the injector assembly connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Cylinder Tester Connection Switch Condition Specified Condition No. 1 B1-2 - Ground Ignition switch ON 11 to 14 V No. 2 B2-2 - Ground Ignition switch ON 11 to 14 V No. 3 B3-2 - Ground Ignition switch ON 11 to 14 V No. 4 B4-2 - Ground Ignition switch ON 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Fuel Injector Assembly) HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR FUEL INJECTOR POWER SOURCE CIRCUIT OK: Go to next step
  13. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for fuel leakage from the fuel pipes. RESULT Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. When performing the Active Test, if there is no operating noise from the fuel pump, the fuel pump system may be malfunctioning. Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected. B --> See step 14 A --> REPAIR OR REPLACE FUEL LINE
  14. CHECK FUEL SYSTEM Check for foreign matter such as iron particles around the fuel pump (fuel pump, fuel pump filter, and inside the fuel tank), and for signs that the fuel pump was stuck. RESULT Result Proceed to There is foreign matter or signs that fuel pump was stuck A There is no foreign matter and no signs that fuel pump was stuck B B --> See step 24 A --> REPAIR OR REPLACE FUEL SYSTEM
  15. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the ignition switch to ON. Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored. Refer to «FREEZE FRAME DATA»(ref-421953-S01312698402011092600000) . RESULT Freeze Frame Data Item Suspected Area Proceed to Coolant Temp, Ambient Temperature, Intake Air Coolant Temp, Ambient Temperature Long FT Engine Speed Difference between Coolant Temp, Ambient Temperature and Intake Air is 10°C or more Coolant Temp is 125°C or higher, or below Ambient Temperature by 15°C or more - - Engine coolant temperature sensor A Other than above -15% or less, or +15% or more - Fuel pump control system Fuel injector assembly B -15 to +15% Minimum speed is 300 RPM or more*1 Engine assembly C Minimum speed is less than 300 RPM Fuel system Intake air system D Difference between Coolant Temp, Ambient Temperature and Intake Air is less than 10°C - -15% or less, or +15% or more - Fuel pump control system Fuel injector assembly B -15 to +15% Minimum speed is 300 RPM or more*1 Engine assembly C Minimum speed is less than 300 RPM Fuel system Intake air system D HINT: *1: Compression loss may have occurred in the engine assembly. B --> See step 16 C --> CHECK AND REPAIR ENGINE D --> See step 18 A --> See step 158
  16. INSPECT FUEL INJECTOR ASSEMBLY Check that no carbon is stuck to the fuel injector assembly. OK No carbon present. NG --> See step 120 OK: Go to next step
  17. CHECK FUEL SYSTEM Check for foreign matter such as iron particles around the fuel pump (fuel pump, fuel pump filter, and inside the fuel tank), and for signs that the fuel pump was stuck. RESULT Result Proceed to There is foreign matter or signs that fuel pump was stuck A There is no foreign matter and no signs that fuel pump was stuck B B --> See step 24 A --> REPAIR OR REPLACE FUEL SYSTEM
  18. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the ignition switch to ON. Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored. Refer to «FREEZE FRAME DATA»(ref-421953-S01312698402011092600000) . RESULT Freeze Frame Data Item Result Suspected Area Proceed to Coolant Temp Engine coolant temperature is 40°C or less*1 Pressure regulator A Engine coolant temperature is 40 to 90°C*2 Fuel injector assembly B Engine coolant temperature is 90°C or higher*3 Pressure regulator A HINT: *1: If the engine coolant temperature is 40°C or less (after stopping the engine and the vehicle has not been driven for a long period of time), the pressure regulator may be stuck open. Attach a fuel pressure gauge and check the ability of the system to maintain fuel pressure after stopping the engine. *2: If the engine coolant temperature is 40 to 90°C (15 to 120 minutes have passed after stopping the engine), there may be fuel leaking from a fuel injector assembly. *3: If the engine coolant temperature is 90°C or more (2 to 5 minutes have passed after stopping the engine), there may be a problem with the pressure regulator failing to maintain the fuel pressure. Attach a fuel pressure gauge and check the ability of the pressure regulator to maintain fuel pressure after stopping the engine. B --> See step 20 A: Go to next step
  19. CHECK FUEL PRESSURE HINT: For the fuel pressure inspection, refer to the following procedures. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-422149-S00000012412011092600000) . HINT: If the engine cannot be started, read the values after cranking the engine. RESULT Result Proceed to Normal A Abnormal B A --> See step 24 B --> See step 121
  20. CHECK FUEL INJECTOR ASSEMBLY Clean the inside of the surge tank with compressed air. After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes. RESULT Result Proceed to 400 ppm or more A Less than 400 ppm B HINT: If the concentration is 400 ppm or more, a fuel injector assembly may have a sealing problem. B --> See step 22 A: Go to next step
  21. CHECK FUEL INJECTOR ASSEMBLY Inspect the fuel injector assembly. Refer to «INSPECTION»(ref-422143-S37633170572011092600000) . RESULT Result Proceed to Abnormal A Normal B B --> See step 22 A --> See step 159
  22. CHECK THROTTLE BODY WITH MOTOR ASSEMBLY Check if carbon is in the airflow passage. RESULT Result Proceed to Carbon in passage A No carbon present B B --> See step 23 A --> See step 160
  23. CHECK INTAKE SYSTEM Check the intake system for vacuum leaks. Refer to «ON-VEHICLE INSPECTION»(ref-422148-S19823457642011092600000) . OK No leaks in intake system. NG --> REPAIR OR REPLACE INTAKE SYSTEM OK: Go to next step
  24. PERFORM SIMULATION TEST Check if the engine can be started. RESULT Result Proceed to Engine can be started A Engine cannot be started B B --> See step 25 A --> END
  25. CONFIRM PROBLEM SYMPTOM Confirm the problem symptoms. HINT: The problem symptoms below can be determined by reading the freeze frame data. RESULT Problem Symptom Suspected Area Proceed to The engine does not crank Battery fully depleted Starter (includes pinion gear wear or tooth damage) Starter system Engine assembly (excess friction) Drive plate wear or tooth damage A Abnormal cranking speed Battery fully depleted Starter Engine assembly (excess friction, compression loss) B There is no initial combustion (combustion does not occur even once)*1 Pressure regulator fuel pressure maintenance Fuel injector leak Fuel leak from fuel line Fuel pump control system Fuel pump Spark plug Crankshaft position sensor system Ignition coil system C The engine stalls after starter turnoff (engine stalls immediately after the first time the engine speed increases)*2 Intake system connections Throttle body with motor assembly Camshaft timing oil control valve Mass air flow meter system D The initial combustion and starter turnoff occur late*3 Engine coolant temperature sensor Mass air flow meter Air fuel ratio sensor Heated oxygen sensor Fuel injector Spark plug Pressure regulator Fuel pump Fuel pump control system E HINT: If there is hesitation (cranking speed is slow and combustion occurs before passing TDC) during the initial cranking period, the battery charge may be insufficient or the starter may be malfunctioning. *1: If there is no initial combustion, a wire harness may be malfunctioning, or the ignition or fuel system may be malfunctioning. *2: If the engine stalls after starter turnoff, the air-fuel ratio may be incorrect or the camshaft timing oil control valve may have a problem returning. *3: If the initial combustion and starter turnoff occur late, the fuel injection volume may be incorrect (too low or too high). B --> See step 32 C --> See step 35 D --> See step 51 E --> See step 57 A: Go to next step
  26. PERFORM SIMULATION TEST When cranking the engine, check for a noise indicating that the starter pinion gear is extending, and check that the starter pinion gear is not spinning freely. RESULT Problem Symptom Suspected Area Proceed to A noise indicating that the starter pinion gear is extending is heard and the starter pinion gear is not spinning freely*1 Battery Excess engine friction Starter A A noise indicating that the starter pinion gear is extending is heard but the starter pinion gear is spinning freely Drive plate Starter B A noise indicating that the starter pinion gear is extending is not heard Battery Starter Starter system C HINT: *1: The battery may be fully depleted or there may be excess engine friction. B --> See step 29 C --> See step 30 A: Go to next step
  27. INSPECT BATTERY Check the electrolyte quantity. Standard Electrolyte quantity is within the specified range. Inspect the specific gravity. Inspect the specific gravity of each cell. Standard specific gravity 1.25 to 1.29 (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. It is not necessary to inspect a maintenance-free battery. Inspect the battery voltage. Turn the ignition switch off and turn on the headlights for 20 to 30 seconds. This will remove the surface charge from the battery. Measure the battery voltage. Standard voltage 12.5 to 12.9 V (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. Measure the battery voltage when cranking the engine. Standard Approximately 6 V or higher (0°C (32°F) or higher) HINT: When the battery is depleted, the horn becomes quieter. NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
  28. CHECK ENGINE ASSEMBLY Check that the crankshaft rotates smoothly when rotating it by hand. OK Crankshaft rotates smoothly. HINT: Excess engine friction may have occurred temporarily. Remove the cylinder head cover and oil pan, and check for foreign matter such as iron fragments. If there is a malfunction or signs of a malfunction present, perform a detailed inspection by disassembling all the parts. NG --> REPAIR OR REPLACE ENGINE ASSEMBLY OK --> INSPECT STARTER
  29. CHECK STARTER ASSEMBLY Remove the starter. Refer to «REMOVAL»(ref-422142-S10259903332011092600000) . Check for starter pinion gear wear and damage. OK There is no wear or damage. NG --> See step 122 OK --> See step 161
  30. INSPECT BATTERY Check the electrolyte quantity. Standard Electrolyte quantity is within the specified range. Inspect the specific gravity. Inspect the specific gravity of each cell. Standard specific gravity 1.25 to 1.29 (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. It is not necessary to inspect a maintenance-free battery. Inspect the battery voltage. Turn the ignition switch off and turn on the headlights for 20 to 30 seconds. This will remove the surface charge from the battery. Measure the battery voltage. Standard voltage 12.5 to 12.9 V (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. Measure the battery voltage when cranking the engine. Standard Approximately 6 V or higher (0°C (32°F) or higher) HINT: When the battery is depleted, the horn becomes quieter. NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
  31. INSPECT STARTER ASSEMBLY Inspect the starter. Refer to «INSPECTION»(ref-422142-S21579197782011092600000) . NG --> See step 123 OK --> See step 162
  32. PERFORM SIMULATION TEST Check the cranking speed. RESULT Problem Symptom Suspected Area Proceed to Cranking speed is slow (100 RPM or less) Battery Starter Excess engine friction A Cranking speed is fast (300 RPM or more)*1 Engine compression loss B HINT: *1: If the cranking speed is fast, there may be compression loss. B --> CHECK AND REPAIR ENGINE A: Go to next step
  33. INSPECT BATTERY Check the electrolyte quantity. Standard Electrolyte quantity is within the specified range. Inspect the specific gravity. Inspect the specific gravity of each cell. Standard specific gravity 1.25 to 1.29 (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. It is not necessary to inspect a maintenance-free battery. Inspect the battery voltage. Turn the ignition switch off and turn on the headlights for 20 to 30 seconds. This will remove the surface charge from the battery. Measure the battery voltage. Standard voltage 12.5 to 12.9 V (electrolyte is at 20°C (68°F)) HINT: If the result is not as specified, recharge or replace the battery. Measure the battery voltage when cranking the engine. Standard Approximately 6 V or higher (0°C (32°F) or higher) HINT: When the battery is depleted, the horn becomes quieter. NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
  34. CHECK ENGINE Check that the crankshaft rotates smoothly when rotating it by hand. OK Crankshaft rotates smoothly. HINT: Excess engine friction may have occurred temporarily. Remove the cylinder head cover and oil pan, and check for foreign matter such as iron fragments. If there is a malfunction or signs of a malfunction present, perform a detailed inspection by disassembling all the parts. NG --> REPAIR OR REPLACE ENGINE OK --> INSPECT STARTER
  35. CHECK FUEL INJECTOR ASSEMBLY Using a sound scope or screwdriver, check for an injector operating noise while cranking the engine. OK Fuel injector operating noise is heard. NG --> See step 48 OK: Go to next step
  36. CHECK FUEL PRESSURE Inspect the fuel pressure. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-422149-S00000012412011092600000) . NG --> See step 46 OK: Go to next step
  37. CHECK SPARK PLUG AND SPARK Check for sparks. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-422103-S20815812362011092600000) . NG --> See step 41 OK: Go to next step
  38. CONFIRM VEHICLE CONDITION Confirm the conditions present when the malfunction occurred based on the customer problem analysis. RESULT Problem Symptom Suspected Area Proceed to When the engine is stopped and a long time has passed, engine starting trouble occurs*1 Pressure regulator is stuck open A When the engine is stopped and approximately 15 to 120 minutes have passed, engine starting trouble occurs*2 Fuel injector leak B When the engine is stopped and approximately 2 to 3 minutes have passed, engine starting trouble occurs*3 Failure to maintain fuel pressure by pressure regulator A Condition other than above, or there is an inconsistency in the conditions present when engine starting trouble occurs - C*4 HINT: *1: The pressure regulator may be stuck open. Attach a fuel pressure gauge and check the ability of the system to maintain fuel pressure after stopping the engine. *2: Fuel may be leaking from a fuel injector assembly. *3: The pressure regulator may not be able to maintain the fuel pressure. Attach a fuel pressure gauge and check the ability of the pressure regulator to maintain fuel pressure after stopping the engine. *4: From step 71, perform fuel system troubleshooting C (steps 72 to 76). B --> See step 40 C --> See step 71 A: Go to next step
  39. CHECK FUEL PRESSURE HINT: For the fuel pressure inspection, refer to the following procedures. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-422149-S00000012412011092600000) . Attach a fuel pressure gauge and check the fuel pressure after stopping the engine. RESULT Result Proceed to 147 kPa (1.5 kgf/cm 2 ) or higher (5 minutes after stopping the engine) A*1 Below 147 kPa (1.5 kgf/cm 2 ) (5 minutes after stopping the engine) B HINT: If the engine cannot be started, check the fuel pressure after cranking the engine. *1: From step 71, perform fuel system troubleshooting C (steps 72 to 76). A --> See step 71 B --> See step 124
  40. CHECK FUEL INJECTOR ASSEMBLY After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes. RESULT Result Proceed to 400 ppm or more A Less than 400 ppm B*1 HINT: If the concentration is 400 ppm or more, a fuel injector assembly may have a sealing problem. *1: From step 71, perform fuel system troubleshooting C (steps 72 to 76). B --> See step 71 A --> See step 163
  41. CHECK SPARK PLUG Inspect the spark plugs. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-422103-S20815812362011092600000) . HINT: Even if the spark plug of only one cylinder is malfunctioning, replace the spark plugs of all cylinders. NG --> See step 125 OK: Go to next step
  42. READ VALUE USING TECHSTREAM (ENGINE SPEED) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Data List / Engine Speed. Start the engine. While running the engine, read the value of Engine Speed. Standard A value that matches the actual engine speed is constantly output. HINT: Check the engine speed using a line graph. If the engine cannot be started, check the engine speed while cranking the engine. If the engine speed is 0 RPM, the crankshaft position sensor may have an open or short circuit. NG --> See step 126 OK: Go to next step
  43. CHECK HARNESS AND CONNECTOR (IGNITION COIL POWER SOURCE) Disconnect the ignition coil assembly connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition B7-1 (+B) - B7-4 (GND) Ignition switch ON 11 to 14 V B8-1 (+B) - B8-4 (GND) Ignition switch ON 11 to 14 V B9-1 (+B) - B9-4 (GND) Ignition switch ON 11 to 14 V B10-1 (+B) - B10-4 (GND) Ignition switch ON 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Ignition Coil Assembly) HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> See step 127 OK: Go to next step
  44. CHECK HARNESS AND CONNECTOR (IGNITION COIL ASSEMBLY - ECM) Disconnect the ignition coil 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 B7-2 (IGF) - B39-10 (IGF1) Always Below 1 ohms B8-2 (IGF) - B39-10 (IGF1) Always Below 1 ohms B9-2 (IGF) - B39-10 (IGF1) Always Below 1 ohms B10-2 (IGF) - B39-10 (IGF1) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B7-2 (IGF) or B39-10 (IGF1) - Body ground Always 10 kohms or higher B8-2 (IGF) or B39-10 (IGF1) (IGF1) - Body ground Always 10 kohms or higher B9-2 (IGF) or B39-10 (IGF1) - Body ground Always 10 kohms or higher B10-2 (IGF) or B39-10 (IGF1) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  45. CHECK HARNESS AND CONNECTOR (IGNITION COIL ASSEMBLY - ECM) Disconnect the ignition coil 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 B7-3 (IGT1) - B39-1 (IGT1) Always Below 1 ohms B8-3 (IGT2) - B39-2 (IGT2) Always Below 1 ohms B9-3 (IGT3) - B39-3 (IGT3) Always Below 1 ohms B10-3 (IGT4) - B39-4 (IGT4) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B7-3 (IGT1) or B39-1 (IGT1) - Body ground Always 10 kohms or higher B8-3 (IGT2) or B39-2 (IGT2) - Body ground Always 10 kohms or higher B9-3 (IGT3) or B39-3 (IGT3) - Body ground Always 10 kohms or higher B10-3 (IGT4) or B39-4 (IGT4) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. If the wire harness is normal, after replacing the ignition coil, check if engine starting trouble occurs again. If engine starting trouble occurs again, proceed to step 71 and perform troubleshooting for the ignition system (steps 77 to 82). NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 164
  46. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for an operating sound from the fuel pump. Standard Control the Fuel Pump / Speed Specified Condition ON Operating sound heard OFF Operating sound not heard HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. NG --> See step 128 OK: Go to next step
  47. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for fuel leakage from the fuel pipes. RESULT Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected. If there are no fuel leaks, after inspecting the fuel pump control system, check if engine starting trouble occurs again. If engine starting trouble occurs again, proceed to step 71 and perform fuel system troubleshooting (steps 72 to 76). B --> See step 129 A --> REPAIR OR REPLACE FUEL LINE
  48. READ VALUE USING TECHSTREAM (ENGINE SPEED) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Data List / Engine Speed. Start the engine. While running the engine, read the value of Engine Speed. Standard A value that matches the actual engine speed is constantly output. HINT: Check the engine speed using a line graph. If the engine cannot be started, check the engine speed while cranking the engine. If the engine speed is 0 RPM, the crankshaft position sensor may have an open or short circuit. NG --> See step 130 OK: Go to next step
  49. CHECK HARNESS AND CONNECTOR (FUEL INJECTOR POWER SOURCE) Disconnect the fuel injector assembly connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Cylinder Tester Connection Switch Condition Specified Condition No. 1 B1-2 - Ground Ignition switch ON 11 to 14 V No. 2 B2-2 - Ground Ignition switch ON 11 to 14 V No. 3 B3-2 - Ground Ignition switch ON 11 to 14 V No. 4 B4-2 - Ground Ignition switch ON 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Fuel Injector assembly) HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> See step 131 OK: Go to next step
  50. CHECK HARNESS AND CONNECTOR (FUEL INJECTOR ASSEMBLY - ECM) Disconnect the fuel injector assembly connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Cylinder Tester Connection Condition Specified Condition No. 1 B1-1 - Body ground Always 10 kohms or higher B1-1 - B39-6 (#10) Always Below 1 ohms No. 2 B2-1 - Ground Always 10 kohms or higher B2-1 - B39-7 (#20) Always Below 1 ohms No. 3 B3-1 - Ground Always 10 kohms or higher B3-1 - B39-8 (#30) Always Below 1 ohms No. 4 B41 - Ground Always 10 kohms or higher B4-1 - B39-9 (#40) Always Below 1 ohms HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 165
  51. CHECK MASS AIR FLOW METER Connect the Techstream to the DLC3. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or higher. HINT: The A/C switch and all accessory switches should be off, and the shift lever should be in N or P. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / MAF. Check MAF in the Data List during idling. Standard 1.0 to 4.0 g/s. NG --> See step 56 OK: Go to next step
  52. CHECK INTAKE SYSTEM Check for air leakage in the intake system [vacuum hose disconnection, cracks, damaged gaskets, etc.]. Refer to «ON-VEHICLE INSPECTION»(ref-422148-S19823457642011092600000) . HINT: If the accelerator pedal is released after racing the engine, the inspection is easier to perform because the vacuum inside the intake manifold increases and the air suction noise becomes louder. If Short FT and Long FT are largely different from the normal values (differ by more than 15%) when idling (intake air volume is small) and almost the same as the normal values when racing the engine (for example, when maintaining a speed of 3000 RPM) (intake air volume is high), air leakage may be present. OK There is no air leakage. NG --> REPAIR OR REPLACE INTAKE SYSTEM OK: Go to next step
  53. CHECK THROTTLE BODY WITH MOTOR ASSEMBLY Disconnect the throttle body with motor assembly connector. HINT: When the connector is disconnected, the vehicle enters fail-safe mode and the throttle valve opening angle is 4 to 7°. Crank the engine and check that it starts. Result Result Proceed to Engine starts A Engine does not start B Connect the throttle body with motor assembly connector. HINT: When this inspection is performed, the MIL may illuminate. After finishing the inspection, check and clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . B --> See step 55 A: Go to next step
  54. CHECK THROTTLE BODY WITH MOTOR ASSEMBLY Check if carbon is in the airflow passage. OK No carbon present. NG --> REMOVE FOREIGN OBJECT AND CLEAN THROTTLE BODY WITH MOTOR ASSEMBLY OK: Go to next step
  55. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE VVT SYSTEM) Connect the Techstream to the DLC3. Turn the Techstream on. Warm up the engine. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the VVT System (Bank 1). HINT: When performing the Active Test, make sure the A/C is on and the shift lever is in P or N. Check the engine speed while operating the Oil Control Valve (OCV) using the Techstream. OK Tester Operation Specified Condition OFF Normal engine speed ON Soon after OCV switched from OFF to ON, engine idles roughly or stalls RESULT Result Proceed to NG A OK B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. When the results of the inspection using the Active Test are normal but the valve operating noise is abnormal, check the valve for any signs of problems. B --> See step 71 A --> See step 166
  56. CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - ECM) Disconnect the mass air flow meter 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 B35-3 (VG) - B36-3 (VG) Always Below 1 ohms B35-2 (E2G) - B36-7 (E2G) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B35-3 (VG) or B36-3 (VG) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. If the wire harness is normal, after replacing the mass air flow meter, check if engine starting trouble occurs again. If engine starting trouble occurs again, proceed to step 71 and perform intake system troubleshooting (steps 83 to 85). If engine starting trouble still occurs, perform fuel system troubleshooting A (steps 86 to 93). NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 167
  57. INSPECT ENGINE COOLANT TEMPERATURE SENSOR Inspect the engine coolant temperature sensor. Refer to «INSPECTION»(ref-421955-S35914241522011092600000) . HINT: If the engine coolant temperature sensor is malfunctioning, after replacing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 71 and perform fuel system troubleshooting A (steps 96 to 101), fuel system troubleshooting B (steps 102 to 104), intake system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 108 to 113), in that order. NG --> See step 132 OK: Go to next step
  58. CHECK HARNESS AND CONNECTOR (ENGINE COOLANT TEMPERATURE SENSOR - ECM) Disconnect the engine coolant temperature 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 B25-2 - B36-18 (THW) Always Below 1 ohms B25-1 - B36-17 (E2) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B25-2 or B36-18 (THW) - Body ground Always 10 kohms or higher B25-1 or B36-17 (E2) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. If the wire harness or connector is malfunctioning, after replacing or repairing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 71 and perform fuel system troubleshooting A (steps 94 to 101), fuel system troubleshooting B (steps 102 to 104), intake system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 108 to 113), in that order. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  59. CHECK MASS AIR FLOW METER Connect the Techstream to the DLC3. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or higher. HINT: The A/C switch and all accessory switches should be off, and the shift lever should be in N or P. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / MAF. Check MAF in the Data List during idling. Standard 1.0 to 4.0 g/s. HINT: If the mass air flow meter is malfunctioning, after replacing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 71 and perform fuel system troubleshooting A (steps 94 to 101), fuel system troubleshooting B (steps 102 to 104), intake system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 108 to 113), in that order. NG --> See step 133 OK: Go to next step
  60. CHECK HARNESS AND CONNECTOR (MASS AIR FLOW METER - ECM) Disconnect the mass air flow meter 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 B35-3 (VG) - B36-3 (VG) Always Below 1 ohms B35-2 (E2G) - B36-7 (E2G) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B35-3 (VG) or B36-3 (VG) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. If the wire harness or connector is malfunctioning, after replacing or repairing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 71 and perform fuel system troubleshooting A (steps 94 to 101), fuel system troubleshooting B (steps 102 to 104), intake system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 108 to 113), in that order. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  61. READ VALUE USING TECHSTREAM Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Data List / Long FT and Atmosphere Pressure. RESULT Data List Item Result Suspected Area Proceed to Long FT +25% or more or less than -25% Air fuel ratio sensor Heated oxygen sensor Mass air flow meter Fuel injector assembly ECM A Atmosphere Pressure 80 kPa or less (when elevation is 0 m) Both Data List items listed above Values are other than above - B B --> See step 65 A: Go to next step
  62. PERFORM SIMULATION TEST Remove the EFI and ETCS fuses from the engine room relay block. After 60 seconds or more elapse, install the EFI and ETCS fuses. Check if the engine can be started. RESULT Result Proceed to Engine can be started A Engine cannot be started B B --> See step 65 A: Go to next step
  63. INSPECT AIR FUEL RATIO SENSOR Connect the Techstream to the DLC3. Start the engine. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / Fuel System Status #1. Confirm that Fuel System Status #1 is CL. Enter the following menus: Powertrain / Engine and ECT / Data List / AF Lambda B1S1. Confirm that AF Lambda B1S1 is within the range of 0.95 to 1.05 when idling. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F sensor. Read the output voltage from the air fuel ratio sensor when increasing and decreasing the fuel injection volume. Standard Tester Display Injection Volume Specified Condition AFS Voltage B1S1 +25% Air fuel ratio sensor output voltage is below 3.1 V -12.5% Air fuel ratio sensor output voltage is higher than 3.4 V RESULT Result Proceed to Normal A Abnormal B HINT: 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 air fuel ratio sensor is malfunctioning, after replacing it, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 71 and perform fuel system troubleshooting A (steps 94 to 101), fuel system troubleshooting B (steps 102 to 104), intake system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 108 to 113), in that order. B --> See step 134 A: Go to next step
  64. PERFORM SIMULATION TEST Check if the idling speed is stable after starting the engine. OK Speed is stable. HINT: After replacing the fuel injector assembly or mass air flow meter, check if engine starting trouble occurs again. If engine starting trouble occurs, replace the ECM. If engine starting trouble still occurs, proceed to step 71 and perform fuel system troubleshooting A (steps 94 to 101), fuel system troubleshooting B (steps 102 to 104), intake system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 108 to 113), in that order. NG --> See step 135 OK --> See step 168
  65. CHECK FUEL PRESSURE Inspect the fuel pressure. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-422149-S00000012412011092600000) . NG --> See step 70 OK: Go to next step
  66. CHECK SPARK PLUG Inspect the spark plugs. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-422103-S20815812362011092600000) . RESULT Result Proceed to All cylinders are normal A One cylinder is abnormal*1 B All cylinders are abnormal*2, *3 C HINT: *1: If one cylinder is abnormal, replace the spark plug of that cylinder and inspect the ignition and fuel system for that cylinder. After performing repairs, check if engine starting trouble occurs again. If engine starting trouble still occurs, proceed to step 71 and perform fuel system troubleshooting A (steps 94 to 101), fuel system troubleshooting B (steps 102 to 104), intake system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 108 to 113), in that order. *2: If all cylinders are abnormal, replace the spark plugs of all cylinders and check if engine starting trouble occurs again. If engine starting trouble still occurs, proceed to step 71 and perform fuel system troubleshooting A (steps 94 to 101), fuel system troubleshooting B (steps 102 to 104), intake system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 111 to 116), in that order. *3: Engine starting trouble may occur if the vehicle is driven extremely short distances repeatedly. B --> See step 136 C --> See step 137 A: Go to next step
  67. CONFIRM VEHICLE CONDITION Confirm the conditions present when the malfunction occurred based on the customer problem analysis. RESULT Problem Symptom Suspected Area Proceed to When the engine is stopped and a long time has passed, engine starting trouble occurs*1 Pressure regulator is stuck open A When the engine is stopped and approximately 15 to 120 minutes have passed, engine starting trouble occurs*2 Fuel injector leak B When the engine is stopped and approximately 2 to 3 minutes have passed, engine starting trouble occurs*3 Failure to maintain fuel pressure by pressure regulator A Condition other than above, or there is an inconsistency in the conditions present when engine starting trouble occurs - C*4 HINT: *1: The pressure regulator may be stuck open. Attach a fuel pressure gauge and check the ability of the system to maintain fuel pressure after stopping the engine. *2: Fuel may be leaking from a fuel injector assembly. *3: The pressure regulator may not be able to maintain the fuel pressure. Attach a fuel pressure gauge and check the ability of the pressure regulator to maintain fuel pressure after stopping the engine. *4: From step 71, perform fuel system troubleshooting A (steps 94 to 101), fuel system troubleshooting B (steps 102 to 104), intake system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 108 to 113), in that order. B --> See step 69 C --> See step 71 A: Go to next step
  68. CHECK FUEL PRESSURE HINT: For the fuel pressure inspection, refer to the following procedures. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-422149-S00000012412011092600000) . Attach a fuel pressure gauge and check the fuel pressure after stopping the engine. RESULT Result Proceed to 147 kPa (1.5 kgf/cm 2 ) or higher (5 minutes after stopping the engine) A*1 Below 147 kPa (1.5 kgf/cm 2 ) (5 minutes after stopping the engine) B HINT: If the engine cannot be started, check the fuel pressure after cranking the engine. *1: From step 71, perform fuel system troubleshooting A (steps 94 to 101), fuel system troubleshooting B (steps 102 to 104), intake system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 108 to 113), in that order. A --> See step 71 B --> See step 138
  69. CHECK FUEL INJECTOR ASSEMBLY Clean the inside of the surge tank with compressed air. After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes. Result Result Proceed to 400 ppm or more A Less than 400 ppm B*1 HINT: If the concentration is 400 ppm or more, a fuel injector assembly may have a sealing problem. *1: From step 71, perform fuel system troubleshooting A (steps 94 to 101), fuel system troubleshooting B (steps 102 to 104), intake system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 108 to 113), in that order. B --> See step 71 A --> See step 169
  70. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for fuel leakage from the fuel pipes. RESULT Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected. If there are no fuel leaks, after inspecting the fuel pump control system, check if engine starting trouble occurs again. If engine starting trouble still occurs, proceed to step 71 and perform fuel system troubleshooting A (steps 95 to 102), fuel system troubleshooting B (steps 103 to 105), intake system troubleshooting (steps 106 to 108), and ignition system troubleshooting (steps 109 to 114), in that order. B --> See step 139 A --> REPAIR OR REPLACE FUEL LINE
  71. CHECK MALFUNCTION CONDITION If the malfunction could not be identified during the inspections in steps 38, 39, 40 and 47, perform fuel system troubleshooting C (steps 72 to 76). RESULT Performed Step Troubleshooting by System Procedure Proceed to Steps 38, 39, 40 and 47 Fuel system troubleshooting C 72 to 76 A If the malfunction could not be identified during the inspection in step 45, perform ignition system troubleshooting (steps 77 to 82). RESULT Performed Step Troubleshooting by System Procedure Proceed to Step 45 Ignition system troubleshooting 77 to 82 B If the malfunction could not be identified during the inspections in steps 55 and 56, perform intake air system troubleshooting (steps 83 to 85). If engine starting trouble still occurs, perform fuel system troubleshooting A (steps 86 to 93). RESULT Performed Step Troubleshooting by System Procedure Proceed to Step 55 and 56 Intake air system troubleshooting 83 to 85 C Fuel system troubleshooting A 86 to 93 If the malfunction could not be identified during the inspections in steps 57, 58, 59, 60, 63, 64, 66, 67, 68, 69 and 70, perform fuel system troubleshooting A (steps 94 to 101), fuel system troubleshooting B (steps 102 to 104), intake air system troubleshooting (steps 105 to 107), and ignition system troubleshooting (steps 108 to 113), in that order. RESULT Performed Step Troubleshooting by System Procedure Proceed to Steps 57, 58, 59, 60, 63, 64, 66, 67, 68, 69 and 70 Fuel system troubleshooting A 94 to 101 D Fuel system troubleshooting B 102 to 104 Intake air system troubleshooting 105 to 107 Ignition system troubleshooting 108 to 113 B --> See step 77 C --> See step 83 D --> See step 94 A: Go to next step
  72. INSPECT FUEL INJECTOR ASSEMBLY Inspect the fuel injector assembly. Refer to «INSPECTION»(ref-422143-S37633170572011092600000) . NG --> See step 140 OK: Go to next step
  73. CHECK HARNESS AND CONNECTOR (FUEL INJECTOR POWER SOURCE) Disconnect the fuel injector assembly connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Cylinder Tester Connection Switch Condition Specified Condition No. 1 B1-2 - Ground Ignition switch ON 11 to 14 V No. 2 B2-2 - Ground Ignition switch ON 11 to 14 V No. 3 B3-2 - Ground Ignition switch ON 11 to 14 V No. 4 B4-2 - Ground Ignition switch ON 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Fuel Injector Assembly) HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> See step 141 OK: Go to next step
  74. CHECK HARNESS AND CONNECTOR (FUEL INJECTOR ASSEMBLY - ECM) Disconnect the fuel injector assembly connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Cylinder Tester Connection Condition Specified Condition No. 1 B1-1 - Body ground Always 10 kohms or higher B1-1 - B39-6 (#10) Always Below 1 ohms No. 2 B2-1 - Ground Always 10 kohms or higher B2-1 - B39-7 (#20) Always Below 1 ohms No. 3 B3-1 - Ground Always 10 kohms or higher B3-1 - B39-8 (#30) Always Below 1 ohms No. 4 B41 - Ground Always 10 kohms or higher B4-1 - B39-9 (#40) Always Below 1 ohms HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  75. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-421955-S06054101612011092600000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 76 OK --> END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)
  76. CHECK CAMSHAFT POSITION SENSOR Replace the camshaft position sensor. Refer to «REMOVAL»(ref-421955-S27377234752011092600000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 170 OK --> END (CAMSHAFT POSITION SENSOR IS DEFECTIVE)
  77. CHECK CRANKSHAFT POSITION SENSOR Check the tightening and installation condition of the crankshaft position sensor bolt. Check the connection of the crankshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 142 OK: Go to next step
  78. CHECK CAMSHAFT POSITION SENSOR Check the tightening and installation condition of the camshaft position sensor bolt. Check the connection of the camshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 143 OK: Go to next step
  79. CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) Disconnect the crankshaft position 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 B51-1 (NE+) - B37-12 (NE+) Always Below 1 ohms B51-2 (NE-) - B37-5 (NE-) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B51-1 (NE+) or B37-12 (NE+) - Body ground Always 10 kohms or higher B51-2 (NE-) or B37-5 (NE-) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  80. CHECK HARNESS AND CONNECTOR (CAMSHAFT POSITION SENSOR - ECM) Disconnect the camshaft position 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 B50-1 (G2) - B37-11 (G2) Always Below 1 ohms B50-2 (G-) - B37-5 (NE-) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B50-1 (G2) or B37-11 (G2) - Body ground Always 10 kohms or higher B50-2 (G-) or B37-5 (NE-) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  81. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-421955-S06054101612011092600000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 82 OK --> END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)
  82. CHECK CAMSHAFT POSITION SENSOR Replace the camshaft position sensor. Refer to «REMOVAL»(ref-421955-S27377234752011092600000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 171 OK --> END (CAMSHAFT POSITION SENSOR IS DEFECTIVE)
  83. READ VALUE USING TECHSTREAM (ISC LEARNING VALUE) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Start the engine and warm it up until the engine coolant temperature stabilizes with the A/C switch and all the accessory switches off. Enter the following menus: Powertrain / Engine and ECT / Data List / ISC Learning Value. RESULT Data List Item Result Suspected Area Proceed to ISC Learning Value (engine displacement (liters) x 0.9) or more Valve timing Compression A Less than (engine displacement (liters) x 0.9) - B B --> See step 85 A: Go to next step
  84. CHECK CYLINDER COMPRESSION PRESSURE Inspect the compression. Refer to «ON-VEHICLE INSPECTION - Step 11»(ref-422095-S22900254572011092600000) . NG --> REPAIR OR REPLACE ENGINE ASSEMBLY OK --> CHECK VALVE TIMING
  85. INSPECT ENGINE COOLANT TEMPERATURE SENSOR Inspect the engine coolant temperature sensor. Refer to «INSPECTION»(ref-421955-S35914241522011092600000) . NG --> See step 144 OK: Go to next step
  86. CHECK FUEL PRESSURE HINT: For the fuel pressure inspection, refer to the following procedures. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-422149-S00000012412011092600000) . Attach a fuel pressure gauge and check the fuel pressure when cranking the engine and after stopping the engine. RESULT Vehicle State Specified Condition Cranking engine 304 to 343 kPa (3.1 to 3.5 kgf/cm 2 ) 5 minutes after stopping engine 147 kPa (1.5 kgf/cm 2 ) or higher NG --> See step 92 OK: Go to next step
  87. READ VALUE USING TECHSTREAM (LONG FT) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Data List / Long FT. RESULT Data List Item Result Suspected Area Proceed to Long FT -15 to +15% Wire harness or connector Fuel A +15% or more, or less than -15% Fuel injector assembly B B --> See step 145 A: Go to next step
  88. PERFORM SIMULATION TEST Check if the idling speed is stable after starting the engine and if an unstable idling speed has ever occurred in the past. RESULT Problem Symptom Suspected Area Proceed to Current unstable idling speed or history of unstable idling speed Crankshaft position sensor system A All current and past idling speeds are stable Fuel B HINT: Through the customer problem analysis, confirm the fuel being used and the location at which the fuel was added to check if the malfunction is caused by the fuel in the vehicle. B --> REPLACE FUEL A: Go to next step
  89. CHECK CRANKSHAFT POSITION SENSOR Check the tightening and installation condition of the crankshaft position sensor bolt. Check the connection of the crankshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 146 OK: Go to next step
  90. CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) Disconnect the crankshaft position 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 B51-1 (NE+) - B37-12 (NE+) Always Below 1 ohms B51-2 (NE-) - B37-5 (NE-) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B51-1 (NE+) or B37-12 (NE+) - Body ground Always 10 kohms or higher B51-2 (NE-) or B37-5 (NE-) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  91. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-421955-S06054101612011092600000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 172 OK --> END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)
  92. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for fuel leakage from the fuel pipes. RESULT Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. When performing the Active Test, if there is no operating noise from the fuel pump, the fuel pump system may be malfunctioning. Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected. B --> See step 93 A --> REPAIR OR REPLACE FUEL LINE
  93. INSPECT FUEL PUMP Inspect the fuel pump. Refer to «INSPECTION»(ref-422143-S23123181462011092600000) . HINT: Make sure there is no foreign matter such as iron particles on the fuel pump and no signs that the fuel pump was stuck. Make sure the internal connector is securely connected. Make sure the fuel pump filter is not clogged. NG --> See step 147 OK --> See step 173
  94. CHECK FUEL PRESSURE HINT: For the fuel pressure inspection, refer to the following procedures. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-422149-S00000012412011092600000) . Attach a fuel pressure gauge and check the fuel pressure after stopping the engine. RESULT Result Proceed to 147 kPa (1.5 kgf/cm 2 ) or higher (5 minutes after stopping the engine) A Below 147 kPa (1.5 kgf/cm 2 ) (5 minutes after stopping the engine) B B --> See step 100 A: Go to next step
  95. READ VALUE USING TECHSTREAM (LONG FT) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Data List / Long FT. RESULT Data List Item Result Suspected Area Proceed to Long FT -15 to +15% Wire harness or connector Fuel A +15% or more, or less than -15% Fuel injector assembly B B --> See step 148 A: Go to next step
  96. PERFORM SIMULATION TEST Check if the idling speed is stable after starting the engine and if an unstable idling speed has ever occurred in the past. RESULT Problem Symptom Suspected Area Proceed to Current unstable idling speed or history of unstable idling speed Crankshaft position sensor system A All current and past idling speeds are stable Fuel B HINT: Through the customer problem analysis, confirm the fuel being used and the location at which the fuel was added to check if the malfunction is caused by the fuel in the vehicle. B --> REPLACE FUEL A: Go to next step
  97. CHECK CRANKSHAFT POSITION SENSOR Check the tightening and installation condition of the crankshaft position sensor bolt. Check the connection of the crankshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 149 OK: Go to next step
  98. CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) Disconnect the crankshaft position 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 B51-1 (NE+) - B37-12 (NE+) Always Below 1 ohms B51-2 (NE-) - B37-5 (NE-) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B51-1 (NE+) or B37-12 (NE+) - Body ground Always 10 kohms or higher B51-2 (NE-) or B37-5 (NE-) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  99. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-421955-S06054101612011092600000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 174 OK --> END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)
  100. PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE FUEL PUMP / SPEED) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. When performing the Active Test, check for fuel leakage from the fuel pipes. RESULT Result Proceed to Fuel leakage or signs of fuel leakage are present A No fuel leakage or signs of fuel leakage B HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. When performing the Active Test, if there is no operating noise from the fuel pump, the fuel pump system may be malfunctioning. Check if the vehicle ran out of fuel, as engine starting trouble due to running out of fuel is also detected. B --> See step 101 A --> REPAIR OR REPLACE FUEL LINE
  101. INSPECT FUEL PUMP Inspect the fuel pump. Refer to «INSPECTION»(ref-422143-S23123181462011092600000) . HINT: Make sure there is no foreign matter such as iron particles on the fuel pump and no signs that the fuel pump was stuck. Make sure the internal connector is securely connected. Make sure the fuel pump filter is not clogged. NG --> See step 150 OK: Go to next step
  102. CHECK PURGE VSV Disconnect the vacuum hose (on the canister side) of the purge VSV. Start the engine. Idle the engine. Disconnect the connector of the purge VSV. Check if air flows through the purge VSV. OK Air does not flow Connect the connector of the purge VSV. Connect the vacuum hose of the purge VSV. HINT: When this inspection is performed, the MIL may illuminate. After finishing the inspection, check and clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . NG --> See step 151 OK: Go to next step
  103. CHECK FUEL INJECTOR ASSEMBLY Clean the inside of the surge tank with compressed air. After stopping the engine, measure the HC concentration inside the surge tank for 15 minutes. RESULT Result Proceed to 400 ppm or more A Less than 400 ppm B HINT: If the concentration is 400 ppm or more, a fuel injector assembly may have a sealing problem. B --> See step 104 A --> See step 175
  104. CHECK INTAKE VALVE Check if carbon is on the intake valves. RESULT Result Proceed to Carbon present A No carbon present B B --> See step 105 A --> CLEAN INTAKE VALVE
  105. READ VALUE USING TECHSTREAM (ISC LEARNING VALUE) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Start the engine, turn off all accessory switches and warm up the engine until the engine coolant temperature stabilizes. Enter the following menus: Powertrain / Engine and ECT / Data List / ISC Learning Value. RESULT Data List Item Result Suspected Area Proceed to ISC Learning Value (engine displacement (liters) x 0.9) or more Valve timing Compression A Less than (engine displacement (liters) x 0.9) - B B --> See step 107 A: Go to next step
  106. CHECK CYLINDER COMPRESSION PRESSURE Inspect the compression. Refer to «ON-VEHICLE INSPECTION - Step 11»(ref-422095-S22900254572011092600000) . NG --> REPAIR OR REPLACE ENGINE ASSEMBLY OK --> ADJUST VALVE TIMING
  107. INSPECT ENGINE COOLANT TEMPERATURE SENSOR Inspect the engine coolant temperature sensor. Refer to «INSPECTION»(ref-421955-S35914241522011092600000) . NG --> See step 152 OK: Go to next step
  108. CHECK CRANKSHAFT POSITION SENSOR Check the tightening and installation condition of the crankshaft position sensor bolt. Check the connection of the crankshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 153 OK: Go to next step
  109. CHECK CAMSHAFT POSITION SENSOR Check the tightening and installation condition of the camshaft position sensor bolt. Check the connection of the camshaft position sensor connector. OK Sensor is installed correctly. NG --> See step 154 OK: Go to next step
  110. CHECK HARNESS AND CONNECTOR (CRANKSHAFT POSITION SENSOR - ECM) Disconnect the crankshaft position 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 B51-1 (NE+) - B37-12 (NE+) Always Below 1 ohms B51-2 (NE-) - B37-5 (NE-) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B51-1 (NE+) or B37-12 (NE+) - Body ground Always 10 kohms or higher B51-2 (NE-) or B37-5 (NE-) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  111. CHECK HARNESS AND CONNECTOR (CAMSHAFT POSITION SENSOR - ECM) Disconnect the camshaft position 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 B50-1 (G2) - B37-11 (G2) Always Below 1 ohms B50-2 (G-) - B37-5 (NE-) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B50-1 (G2) or B37-11 (G2) - Body ground Always 10 kohms or higher B50-2 (G-) or B37-5 (NE-) - Body ground Always 10 kohms or higher HINT: Jiggle the wire harness and connector to increase the likelihood of detecting malfunctions that do not always occur. Make sure there is not an excessive amount of force applied to the wire harness. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  112. CHECK CRANKSHAFT POSITION SENSOR Replace the crankshaft position sensor. Refer to «REMOVAL»(ref-421955-S06054101612011092600000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 113 OK --> END (CRANKSHAFT POSITION SENSOR IS DEFECTIVE)
  113. CHECK CAMSHAFT POSITION SENSOR Replace the camshaft position sensor. Refer to «REMOVAL»(ref-421955-S27377234752011092600000) . Check the engine start operation. OK Malfunction has been repaired successfully. NG --> See step 155 OK --> END (CAMSHAFT POSITION SENSOR IS DEFECTIVE)
  114. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-421953-S08108164442011092600000)
  115. REPAIR ENGINE IMMOBILISER SYSTEM. Refer to «HOW TO PROCEED WITH TROUBLESHOOTING»(ref-421961-S36126785072011092600000)
  116. CHECK STARTER SIGNAL CIRCUIT. Refer to «Starter Signal Circuit»(ref-422140-S13687073752011092600000)
  117. SECURELY REINSTALL SENSOR. Refer to «REMOVAL»(ref-421955-S06054101612011092600000)
  118. REPLACE CRANKSHAFT POSITION SENSOR. Refer to «REMOVAL»(ref-421955-S06054101612011092600000)
  119. CHECK FUEL PUMP CONTROL SYSTEM. Refer to «Fuel Pump Control Circuit»(ref-422140-S10653806442011092600000)
  120. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S42633620052011092600000)
  121. REPLACE FUEL PRESSURE REGULATOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S19923255282011092600000)
  122. REPLACE STARTER ASSEMBLY. Refer to «REMOVAL»(ref-422142-S10259903332011092600000)
  123. REPLACE STARTER ASSEMBLY. Refer to «REMOVAL»(ref-422142-S10259903332011092600000)
  124. REPLACE FUEL PRESSURE REGULATOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S19923255282011092600000)
  125. REPLACE SPARK PLUG. Refer to «REMOVAL»(ref-421955-S17118500252011092600000)
  126. CHECK CRANKSHAFT POSITION SENSOR CIRCUIT. Refer to «DTC P0335: Crankshaft Position Sensor "A" Circuit; DTC P0339: Crankshaft Position Sensor "A" Circuit Intermittent»(ref-422141-S20776920722011092600000)
  127. CHECK POWER SOURCE CIRCUIT. Refer to «ECM Power Source Circuit»(ref-422140-S00333349102011092600000)
  128. CHECK FUEL PUMP CONTROL SYSTEM. Refer to «Fuel Pump Control Circuit»(ref-422140-S10653806442011092600000)
  129. CHECK FUEL PUMP CONTROL SYSTEM. Refer to «Fuel Pump Control Circuit»(ref-422140-S10653806442011092600000)
  130. REPLACE CRANKSHAFT POSITION SENSOR. Refer to «REMOVAL»(ref-421955-S06054101612011092600000)
  131. REPAIR POWER SOURCE CIRCUIT. Refer to «ECM Power Source Circuit»(ref-422140-S00333349102011092600000)
  132. REPLACE ENGINE COOLANT TEMPERATURE SENSOR. Refer to «REMOVAL»(ref-421955-S03198855172011092600000)
  133. REPLACE MASS AIR FLOW METER. Refer to «REMOVAL»(ref-421955-S10732600322011092600000)
  134. REPLACE AIR FUEL RATIO SENSOR. Refer to «REMOVAL»(ref-421955-S25491508152011092600000)
  135. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S42633620052011092600000)
  136. REPLACE SPARK PLUG (ABNORMAL CYLINDER). Refer to «REMOVAL»(ref-421955-S17118500252011092600000)
  137. REPLACE SPARK PLUG (ALL). Refer to «REMOVAL»(ref-421955-S17118500252011092600000)
  138. REPLACE FUEL PRESSURE REGULATOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S19923255282011092600000)
  139. CHECK FUEL PUMP CONTROL SYSTEM. Refer to «Fuel Pump Control Circuit»(ref-422140-S10653806442011092600000)
  140. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S42633620052011092600000)
  141. REPAIR POWER SOURCE CIRCUIT. Refer to «ECM Power Source Circuit»(ref-422140-S00333349102011092600000)
  142. SECURELY REINSTALL CRANKSHAFT POSITION SENSOR. Refer to «REMOVAL»(ref-421955-S06054101612011092600000)
  143. SECURELY REINSTALL CAMSHAFT POSITION SENSOR. Refer to «REMOVAL»(ref-421955-S27377234752011092600000)
  144. REPLACE ENGINE COOLANT TEMPERATURE SENSOR. Refer to «REMOVAL»(ref-421955-S03198855172011092600000)
  145. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S42633620052011092600000)
  146. SECURELY REINSTALL CRANKSHAFT POSITION SENSOR. Refer to «REMOVAL»(ref-421955-S06054101612011092600000)
  147. REPLACE FUEL PUMP. Refer to «REMOVAL»(ref-422143-S05273439702011092600000)
  148. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S42633620052011092600000)
  149. SECURELY REINSTALL CRANKSHAFT POSITION SENSOR. Refer to «REMOVAL»(ref-421955-S06054101612011092600000)
  150. REPLACE FUEL PUMP. Refer to «REMOVAL»(ref-422143-S05273439702011092600000)
  151. INSPECT PURGE VSV. Refer to «INSPECTION»(ref-422150-S33044846932011092600000)
  152. REPLACE ENGINE COOLANT TEMPERATURE SENSOR. Refer to «REMOVAL»(ref-421955-S03198855172011092600000)
  153. SECURELY REINSTALL CRANKSHAFT POSITION SENSOR. Refer to «REMOVAL»(ref-421955-S06054101612011092600000)
  154. SECURELY REINSTALL CAMSHAFT POSITION SENSOR. Refer to «REMOVAL»(ref-421955-S27377234752011092600000)
  155. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  156. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  157. REPLACE ENGINE COOLANT TEMPERATURE SENSOR. Refer to «REMOVAL»(ref-421955-S03198855172011092600000)
  158. REPLACE ENGINE COOLANT TEMPERATURE SENSOR. Refer to «REMOVAL»(ref-421955-S03198855172011092600000)
  159. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S42633620052011092600000)
  160. CLEAN OR REPLACE THROTTLE BODY. Refer to «REMOVAL»(ref-421955-S11077194472011092600000)
  161. REPLACE DRIVE PLATE AND RING GEAR. Refer to «REMOVAL»(ref-422095-S11971059352011092600000)
  162. CHECK STARTER SIGNAL CIRCUIT. Refer to «Starter Signal Circuit»(ref-422140-S13687073752011092600000)
  163. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S42633620052011092600000)
  164. REPLACE IGNITION COIL ASSEMBLY. Refer to «REMOVAL»(ref-421955-S17118500252011092600000)
  165. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  166. REPLACE CAMSHAFT TIMING OIL CONTROL VALVE ASSEMBLY. Refer to «REMOVAL»(ref-421955-S34519218492011092600000)
  167. REPLACE MASS AIR FLOW METER. Refer to «REMOVAL»(ref-421955-S10732600322011092600000)
  168. REPLACE MASS AIR FLOW METER. Refer to «REMOVAL»(ref-421955-S10732600322011092600000)
  169. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S42633620052011092600000)
  170. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  171. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  172. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  173. REPLACE FUEL PRESSURE REGULATOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S19923255282011092600000)
  174. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  175. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S42633620052011092600000)

HINT

  1. 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 456

Scheme 456: PROCEDURE
Scheme 456: PROCEDURE

Scheme 457

Scheme 457
Scheme 457

Scheme 458

Scheme 458
Scheme 458

Scheme 459

Scheme 459
Scheme 459

Scheme 460

Scheme 460
Scheme 460

Scheme 461

Scheme 461
Scheme 461
  1. CHECK FOR ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P1613) Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read DTCs. RESULT Result Proceed to DTC P1613 is output A DTC P1613 and other DTCs are output B HINT: If any DTCs other than P1613 are output, troubleshoot those DTCs first. NG --> See step 12 OK: Go to next step
  2. PERFORM ACTIVE TEST USING TECHSTREAM (AIDI VOLTAGE) Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Manual Mode / AIR PUMP: ON, ASV: CLOSE. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the AIR system forced operation while the engine is idling. Measure the voltage between the AIDI and E1 terminals of the ECM connector when the AIR system is on and off. Turn the ignition switch off. NOTE: Do not perform the system check operation repetitively. It may cause the damage in the system. If it is necessary to repeat the check, leave an interval of several minutes between system check operations. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. RESULT Result Suspected Trouble Area Proceed To Fixed at low voltage (1.6 V or less) even when AIR system ON (Air pump ON, ASV OPEN) Short between air pump or air switching valve command signal circuit and body ground Open in air pump command signal circuit (between ECM and air injection control driver) Open in air switching valve assembly command signal circuit (between ECM and air injection control driver) Open in air injection control driver ground circuit (between air injection control driver and body ground) Diagnostic signal circuit ground short Air injection control driver ECM A Fixed at high voltage (12 V or higher) even when AIR system OFF (Air pump OFF, ASV CLOSE) Open in diagnostic signal circuit (ECM - air injection control driver) Short between +B and diagnostic signal circuits (ECM - air injection control driver) Open in air injection control driver power source circuit Air injection control driver ECM B Other than above: Fluctuating (duty signal other than 20, 40 or 80%) Air injection control driver Open in air injection control driver ground circuit (between air injection control driver and body ground) C TEXT IN ILLUSTRATION *a Component with harness connected (ECM) B --> See step 5 C --> See step 8 A: Go to next step
  3. INSPECT ECM (AIRP AND AIRV VOLTAGE) Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition F51-19 (AIRP) - B39-5 (E1) Ignition switch ON 11 to 14 V F51-6 (AIRV) - B39-5 (E1) Ignition switch ON 11 to 14 V TEXT IN ILLUSTRATION *a Component with harness connected (ECM) NG --> See step 4 OK --> See step 13
  4. CHECK HARNESS AND CONNECTOR (ECM - AIR INJECTION CONTROL DRIVER) Disconnect the ECM connector. Disconnect the air injection control driver connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition A10-1 (E) - Body ground Always Below 1 ohms A10-4 (SIP) - F51-19 (AIRP) Always Below 1 ohms A10-3 (SIV) - F51-6 (AIRV) Always Below 1 ohms Measure the voltage according to the value(s) in the table below. Standard Voltage (Check for Short) Tester Connection Switch Condition Specified Condition A10-2 (DI) - A10-1 (E) Ignition switch ON 11 to 14 V RESULT Result Proceed to NG A OK B Reconnect the ECM connector. Reconnect the air injection control driver connector. B --> See step 9 A --> REPAIR OR REPLACE HARNESS OR CONNECTOR
  5. CHECK AIR INJECTION CONTROL DRIVER POWER SOURCE CIRCUIT Disconnect the air injection control driver connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A10-5 (+B) - Body ground Ignition switch ON 11 to 14 V Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Short) Tester Connection Condition Specified Condition F51-19 (AIRP) or A10-4 (SIP) - Body ground Always 10 kohms or higher F51-6 (AIRV) or A10-3 (SIV) - Body ground Always 10 kohms or higher TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Air Injection Control Driver) Reconnect the air injection control driver connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  6. INSPECT AIR INJECTION CONTROL DRIVER (DI TERMINAL VOLTAGE) Disconnect the air injection control driver connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A10-2 (DI) - A10-1 (E) Ignition switch ON 11 to 14 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Air Injection Control Driver) Reconnect the air injection control driver connector. NG --> See step 7 OK --> See step 9
  7. CHECK HARNESS AND CONNECTOR (ECM - AIR INJECTION CONTROL DRIVER) Disconnect the ECM connector. Disconnect the air injection control driver connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition A10-2 (DI) - F50-30 (AIDI) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition A10-2 (DI) or F50-30 (AIDI) - Body ground Always 10 kohms or higher Reconnect the ECM and air injection control driver connectors. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 13
  8. CHECK HARNESS AND CONNECTOR (AIR INJECTION CONTROL DRIVER - BODY GROUND) Disconnect the air injection control driver connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition A10-1 (E) - Body ground Always Below 1 ohms Reconnect the air injection control driver connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  9. PERFORM ACTIVE TEST USING TECHSTREAM Disconnect the air injection control driver connector. Connect terminals DI and SIV of the wire harness connector for the air injection control driver. TEXT IN ILLUSTRATION *1 Air Injection Control Driver *2 ECM *a Front view of wire harness connector (to Air Injection Control Driver) Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Manual Mode / AIR PUMP: ON, ASV: OPEN. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the AIR system forced operation while the engine is idling. Measure the voltage between the SIV and E terminals of the ECM connector when the AIR system is on and off. Turn the ignition switch off. NOTE: Do not perform the System Check operation repetitively. It may cause the damage in the system. If necessary, leave an interval of several minutes between System Check operations. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. Standard Voltage Tester Connection Condition Specified Condition A10-3 (SIV) - A10-1 (E) AIR PUMP: ON, ASV: OPEN 0.5 to 2 V A10-3 (SIV) - A10-1 (E) AIR PUMP: OFF, ASV: CLOSE 11 to 14 V Connect terminals DI and SIP of the wire harness connector for the air injection control driver. TEXT IN ILLUSTRATION *1 Air Injection Control Driver *2 ECM *a Front view of wire harness connector (to Air Injection Control Driver) Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Manual Mode / AIR PUMP: ON, ASV: OPEN. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the AIR system forced operation while the engine is idling. Measure the voltage between the SIP and E terminals of the ECM connector when the AIR system is on and off. Turn the ignition switch off. NOTE: Do not perform the System Check operation repetitively. It may cause the damage in the system. If necessary, leave an interval of several minutes between System Check operations. When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. Standard Voltage Tester Connection Condition Specified Condition A10-4 (SIP) - A10-1 (E) AIR PUMP: ON, ASV: OPEN 0.5 to 2 V A10-4 (SIP) - A10-1 (E) AIR PUMP: OFF, ASV: CLOSE 11 to 14 V Reconnect the air injection control driver connector. NG --> See step 13 OK: Go to next step
  10. REPLACE AIR INJECTION CONTROL DRIVER Replace the air injection control driver. Refer to «REMOVAL»(ref-422150-S18310450202011092600000) . NEXT: Go to next step
  11. CHECK WHETHER DTC OUTPUT RECURS (SYSTEM CHECK AUTOMATIC MODE) Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Clear DTCs (if stored). Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Automatic Mode. Start the engine after the Techstream initialization is finished. Perform the system check operation by pressing Next. After operating the AIR system, press the Exit button to confirm the AIR system pending codes. Check Pending DTCs. OK No pending DTC output. Turn the ignition switch off. NOTE: When performing the Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. NG --> See step 13 OK --> END
  12. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-421953-S08108164442011092600000)
  13. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)

HINT

  1. 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.
  2. The throttle actuator current (Throttle Motor Current) and throttle actuator duty ratio (Throttle Motor Duty (Open) / Throttle Motor Duty (Close)) can be read using the Techstream. However, the ECM shuts off the throttle actuator current when the ETCS malfunctions.

HINT

  1. Read freeze frame data using the Techstream. Freeze frame data records engine conditions when a malfunction occurs. This information can be useful when troubleshooting.
  1. Since a pending DTC is not stored for this DTC, it takes time to confirm whether the malfunction has been successfully repaired by checking for this DTC. When confirming whether the malfunction has been successfully repaired, compare "ISC Learning Value" recorded in the freeze frame data with "ISC Learning Value" in the Data List after repairs have been made to save time.

Scheme 462

Scheme 462: PROCEDURE
Scheme 462: PROCEDURE
  1. CHECK FOR ANY OTHER DTCS OUTPUT (IN ADDITION TO P2109) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read the DTCs. RESULT Result Proceed to Only DTC P2109 is output A DTC P2109 and other DTCs are output B HINT: If any DTCs other than P2109 are output, troubleshoot those DTCs first. B --> See step 5 A: Go to next step
  2. CHECK FREEZE FRAME DATA Connect the Techstream to the DLC3. Turn the ignition switch to ON. Using the Techstream, check "ISC Learning Value" in the freeze frame data. Refer to «FREEZE FRAME DATA»(ref-421953-S01312698402011092600000) . HINT: Be sure to confirm "ISC Learning Value" in the freeze frame data as it is used when confirming whether the malfunction has been successfully repaired. NEXT: Go to next step
  3. REMOVE FOREIGN OBJECT (CLEAN THROTTLE BODY WITH MOTOR ASSEMBLY) Clean off any deposits from the inside of the throttle body with motor assembly. Push open the throttle valve and wipe off any carbon from the valve and bore using a cloth soaked in non-residue solvent. NOTE: Make sure that the cloth or your fingers do not get caught in the valve. Make sure that foreign matter does not enter the throttle valve. Do not directly apply non-residue solvent to the throttle body with motor assembly or wash the throttle body with motor assembly. Cleaning solvent may leak into the motor from the shaft and cause problems such as rust or valve movement problems. If there is coating material on the edge of the valve, be careful not to remove it. Push the throttle valve open gently with your finger and check that the throttle valve moves smoothly. HINT: If the throttle valve does not open smoothly, replace the throttle body with motor assembly. NEXT: Go to next step
  4. READ VALUE USING TECHSTREAM (ISC LEARNING VALUE) Remove the EFI and ETCS fuses at the same time, wait 60 seconds or more, and then reinstall the fuses to reset the ISC learned value. Start the engine and fully warm it up. Leave the vehicle idling for 3 minutes or more and check that the engine speed is at the standard idling speed. HINT: Check the freeze frame data and make sure that the vehicle conditions are the same as when the DTC was stored. Using the Techstream, confirm "ISC Learning Value". OK The value is half of "ISC Learning Value" recorded in the freeze frame data or less. NG --> See step 6 OK --> END
  5. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-421953-S08108164442011092600000)
  6. REPLACE THROTTLE BODY WITH MOTOR ASSEMBLY. Refer to «REMOVAL»(ref-421955-S11077194472011092600000)

HINT

  1. 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.
  2. Refer to "Data List / Active Test" [Throttle Position Command, Throttle Position No. 1, Throttle Motor Current, Throttle Motor Duty (Open), Throttle Motor Duty (Close)]. Refer to «DATA LIST / ACTIVE TEST»(ref-421953-S34024941762011092600000) .

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

HINT

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.

HINT

  1. Refer to "Data List / Active Test" [Throttle Position command, Throttle Position No. 1, Throttle Motor Current, Throttle Motor Duty (Open) and Throttle Motor Duty (Close)]. Refer to «DATA LIST / ACTIVE TEST»(ref-421953-S34024941762011092600000) .
  2. 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.

HINT

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 463

Scheme 463: PROCEDURE
Scheme 463: PROCEDURE

Scheme 464

Scheme 464
Scheme 464
  1. READ VALUE USING TECHSTREAM (ACCEL SENSOR OUT NO. 1 AND ACCEL SENSOR OUT NO. 2) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / Accel Sensor Out No. 1 and Accel Sensor Out No. 2. Read the value displayed on the Techstream. Standard Voltage Accelerator Pedal Operation Accel Sensor Out No. 1 Accel Sensor Out No. 2 Difference between Accel Sensor Out No. 1 and Accel Sensor Out No. 2 Released 0.5 to 1.1 V 1.2 to 2.0 V More than 0.02 V Depressed 2.6 to 4.5 V 3.4 to 4.7 V OK --> See step 5 NG --> See step 2
  2. CHECK HARNESS AND CONNECTOR (ACCELERATOR PEDAL SENSOR ASSEMBLY - ECM) Disconnect the accelerator pedal sensor 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 A3-6 (VPA) - F50-6 (VPA) Always Below 1 ohms A3-5 (EPA) - F50-2 (EPA) Always Below 1 ohms A3-4 (VCPA) - F50-4 (VCPA) Always Below 1 ohms A3-3 (VPA2) - F50-5 (VPA2) Always Below 1 ohms A3-2 (EPA2) - F50-1 (EPA2) Always Below 1 ohms A3-1 (VCP2) - F50-3 (VCP2) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition A3-6 (VPA) or F50-6 (VPA) - Body ground Always 10 kohms or higher A3-5 (EPA) or F50-2 (EPA) - Body ground Always 10 kohms or higher A3-4 (VCPA) or - F50-4 (VCPA) - Body ground Always 10 kohms or higher A3-3 (VPA2) or F50-5 (VPA2) - Body ground Always 10 kohms or higher A3-2 (EPA2) or F50-1 (EPA2) - Body ground Always 10 kohms or higher A3-1 (VCP2) or F50-3 (VCP2) - Body ground Always 10 kohms or higher Reconnect the accelerator pedal sensor assembly connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ACCELERATOR PEDAL SENSOR ASSEMBLY - ECM) OK: Go to next step
  3. INSPECT ECM (VCPA AND VCP2 VOLTAGE) Disconnect the accelerator pedal sensor assembly connector. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A3-4 (VCPA) - A3-5 (EPA) Ignition switch ON 4.5 to 5.5 V A3-1 (VCP2) - A3-2 (EPA2) Ignition switch ON 4.5 to 5.5 V TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Accelerator Pedal Sensor Assembly) Reconnect the accelerator pedal sensor assembly connector. NG --> See step 6 OK: Go to next step
  4. REPLACE ACCELERATOR PEDAL SENSOR ASSEMBLY Replace the accelerator pedal sensor assembly. Refer to «REMOVAL»(ref-421955-S34566455182011092600000) . NEXT: Go to next step
  5. CHECK WHETHER DTC OUTPUT RECURS (ACCELERATOR PEDAL SENSOR DTCS) Connect the Techstream to the DLC3. Turn the Ignition switch to ON. Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Start the engine. Allow the engine to idle for 15 seconds. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read the DTCs. RESULT Result Proceed to DTC P2120, P2122, P2123, P2125, P2127, P2128, and/or P2138 is output A DTC is not output B B --> END A --> See step 6
  6. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)

HINT

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.

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

HINT

Techstream only

Malfunctioning areas can be identified by performing the "Control the Injection Volume for A/F Sensor" function provided in the Active Test. The "Control the Injection Volume for A/F Sensor" function can help 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 for A/F Sensor" 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 and ECT / Active Test / Control the Injection Volume for A/F Sensor.
  6. Perform the "Control the Injection Volume for A/F Sensor" 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) displayed on the Techstream.

HINT

  1. The "Control the Injection Volume for A/F Sensor" operation lowers the fuel injection volume by 12.5% or increases the injection volume by 25%.
  2. The sensors react in accordance with increases and decreases in the fuel injection volume.

Standard

Tester Display (Sensor)Injection VolumeStatusVoltage
AFS Voltage B1S1 (Air fuel ratio sensor)+25%RichBelow 3.1 V
12.5%LeanHigher than 3.4 V
O2S B1S2 (Heated oxygen sensor)+25%RichHigher than 0.55 V
12.5%LeanBelow 0.4 V

Note. The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor (sensor 2) output has a maximum output delay of approximately 20 seconds.

Case Air Fuel Ratio Sensor Output Voltage Heated Oxygen Sensor 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 Exhaust gas leakage 4 Fuel pressure Exhaust gas leakage (Air fuel ratio extremely lean or rich)

Scheme 465

Scheme 465
Scheme 465
  1. Following the "Control the Injection Volume for A/F Sensor" 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 and ECT / Active Test / Control the Injection Volume for A/F Sensor / View / AFS Voltage B1S1 and O2S B1S2.

HINT

  1. DTC P2A00 may be stored when the air fuel ratio is stuck rich or lean.
  2. 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.
  3. 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.
  4. 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.

Scheme 466

Scheme 466: PROCEDURE
Scheme 466: PROCEDURE

Scheme 467

Scheme 467
Scheme 467
  1. CHECK FOR ANY OTHER DTCS OUTPUT (IN ADDITION TO P2195 OR P2196) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / DTC. Read the DTCs. RESULT Result Proceed to P2195 or P2196 is output A P2195 or P2196 and P0136, P0137, P0138 or P0139 are output A P2195 or P2196 and other DTCs are output B HINT: If any DTCs relating to the air fuel ratio sensor (DTCs for the air fuel ratio sensor heater or air fuel ratio sensor admittance) are output, troubleshoot those DTCs first. B --> See step 18 A: Go to next step
  2. READ VALUE USING TECHSTREAM (TEST VALUE OF AIR FUEL RATIO SENSOR) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern. Enter the following menus: Powertrain / Engine and ECT / Utility / Monitor Status. Check that the status of "O2 Sensor" is "Complete". If the status is still "Incomplete", drive the vehicle according to the driving pattern again. HINT: "Available" indicates that the component has not been monitored yet. "Complete" indicates that the component is functioning normally. "Incomplete" indicates that the component is malfunctioning. Enter the following menus: Powertrain / Engine and ECT / Data List / AFS Current B1S1. Check the test value of the air fuel ratio sensor output current during fuel-cut (refer to Monitor Driving Pattern 2 [Detail for "C" through "F"] in Confirmation Driving Pattern). RESULT Test Value Proceed to Within normal range (1.0 mA or higher, and below 3.6 mA) A Outside normal range (Below 1.0 mA, or 3.6 mA or higher) B B --> See step 15 A: Go to next step
  3. READ VALUE USING TECHSTREAM (OUTPUT VOLTAGE OF AIR FUEL RATIO SENSOR) Connect the Techstream to the DLC3. Start the engine. Turn the Techstream on. Warm up the air fuel ratio sensor at an engine speed of 2500 RPM for 90 seconds. Enter the following menus: Powertrain / Engine and ECT / Data List / AFS Voltage B1S1 and Engine Speed / Function / Snap Shot Record. Check the air fuel ratio sensor voltage 3 times, once under each of the following conditions: Engine idling (for at least 30 seconds) (Step "A"). Engine running at an engine speed of approximately 2500 RPM (without any sudden changes in engine speed) (Step "B"). Engine speed to raised 4000 RPM and then accelerator pedal quickly released so that throttle valve is fully closed (Step "C"). Standard Voltage Condition A/F Sensor Voltage Variation Reference Step "A" and Step "B" Remains at approximately 3.3 V Between 3.1 V and 3.5 V Step "C" Increases to 3.8 V or higher Occurs during engine deceleration (when fuel-cut performed) HINT: For more information, see the diagrams below. If the output voltage of the air fuel ratio sensor remains at approximately 3.3 V (see "Malfunctioning" diagram) under any conditions, including those above, the air fuel ratio sensor may have an open circuit (this will also happen if the air fuel ratio sensor heater has an open circuit). If the output voltage of the air fuel ratio sensor remains at either approximately 3.8 V or higher, or 2.8 V or less (see "Malfunctioning" diagram) under any conditions, including those above, the air fuel ratio sensor may have a short circuit. The ECM stops fuel injection (fuel cut) during engine deceleration. This causes a lean condition and results in a momentary increase in the air fuel ratio sensor output voltage. The ECM must establish a closed throttle valve position learned value to perform fuel cut. If the battery cable has been disconnected and reconnected, the vehicle must be driven over 16 km/h (10 mph) to allow the ECM to learn the closed throttle valve position. When the vehicle is driven: The output voltage of the air fuel ratio sensor may be below 2.8 V during fuel enrichment. For the vehicle, this translates to a sudden increase in speed with the accelerator pedal fully depressed when trying to overtake another vehicle. The air fuel ratio sensor is functioning normally. The air fuel ratio sensor is a current output element. Therefore, the current is converted into a voltage inside the ECM. Measuring the voltage at the connectors of the air fuel ratio sensor or ECM will show a constant voltage. NG --> See step 10 OK: Go to next step
  4. PERFORM CONFIRMATION DRIVING PATTERN Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Turn the ignition switch off and wait for at least 30 seconds. Turn the ignition switch to ON and turn the Techstream on. Start the engine and warm it up. Drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern. NEXT: Go to next step
  5. CHECK WHETHER DTC OUTPUT RECURS (DTC P2195 OR P2196) Enter the following menus: Powertrain / Engine and ECT / Utility / All Readiness. Input the DTC: P2195 or P2196. Check the DTC judgment result. RESULT Result Proceed to ABNORMAL (DTC P2195, P2196, P2197 or P2198 is output) A NORMAL (DTC is not output) B B --> See step 9 A: Go to next step
  6. REPLACE AIR FUEL RATIO SENSOR Replace the air fuel ratio sensor. Refer to «REMOVAL»(ref-421955-S25491508152011092600000) . NEXT: Go to next step
  7. PERFORM CONFIRMATION DRIVING PATTERN Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Turn the ignition switch off and wait for at least 30 seconds. Turn the ignition switch to ON and turn the Techstream on. Start the engine and warm it up. Drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern. NEXT: Go to next step
  8. CHECK WHETHER DTC OUTPUT RECURS (DTC P2195 OR P2196) Enter the following menus: Powertrain / Engine and ECT / Utility / All Readiness. Input the DTC: P2195 or P2196. Check the DTC judgment result. RESULT Result Proceed to ABNORMAL (DTC P2195, P2196, P2197 or P2198 is output) A NORMAL (DTC is not output) B B --> See step 19 A --> END
  9. CONFIRM IF VEHICLE HAS RUN OUT OF FUEL IN PAST Has the vehicle run out of fuel in the past? NO --> See step 20 YES --> DTC CAUSED BY RUNNING OUT OF FUEL
  10. INSPECT AIR FUEL RATIO SENSOR (HEATER RESISTANCE) Inspect the air fuel ratio sensor. Refer to «INSPECTION»(ref-421955-S39257944352011092600000) . NG --> See step 21 OK: Go to next step
  11. CHECK HARNESS AND CONNECTOR (AIR FUEL RATIO SENSOR - ECM) Disconnect the air fuel ratio sensor connector. Disconnect the ECM connector. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition B56-2 (+B) - Body ground Ignition switch ON 11 to 14 V Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition B56-1 (HA1A) - B38-6 (HA1A) Always Below 1 ohms B56-3 (A1A+) - B38-7 (A1A+) Always Below 1 ohms B56-4 (A1A-) - B38-1 (A1A-) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B56-1 (HA1A) or B38-6 (HA1A) - Body ground Always 10 kohms or higher B56-3 (A1A+) or B38-7 (A1A+) - Body ground Always 10 kohms or higher B56-4 (A1A-) or B38-1 (A1A-) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the air fuel ratio sensor connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (AIR FUEL RATIO SENSOR - ECM) OK: Go to next step
  12. CHECK INTAKE SYSTEM Check the intake system for vacuum leakage. OK No leakage from intake system. NG --> REPAIR OR REPLACE INTAKE SYSTEM OK: Go to next step
  13. CHECK FUEL PRESSURE Check the fuel pressure. Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-422149-S00000012412011092600000) . NG --> REPAIR OR REPLACE FUEL SYSTEM OK: Go to next step
  14. INSPECT FUEL INJECTOR ASSEMBLY Check the injector injection (whether fuel volume is high or low, and whether injection pattern is poor). Refer to «INSPECTION»(ref-422143-S37633170572011092600000) . NG --> See step 22 OK: Go to next step
  15. REPLACE AIR FUEL RATIO SENSOR Replace the air fuel ratio sensor. Refer to «REMOVAL»(ref-421955-S25491508152011092600000) . NEXT: Go to next step
  16. PERFORM CONFIRMATION DRIVING PATTERN Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Turn the ignition switch off and wait for at least 30 seconds. Turn the ignition switch to ON and turn the Techstream on. Start the engine and warm it up. Drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern. NEXT: Go to next step
  17. CHECK WHETHER DTC OUTPUT RECURS (DTC P2195 OR P2196) Enter the following menus: Powertrain / Engine and ECT / Utility / All Readiness. Input the DTC: P2195 or P2196. Check the DTC judgment result. RESULT Result Proceed to ABNORMAL (DTC P2195, P2196, P2197 or P2198 is output) A NORMAL (DTC is not output) B B --> See step 23 A --> END
  18. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-421953-S08108164442011092600000)
  19. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  20. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-421953-S36764272642011092600000)
  21. REPLACE AIR FUEL RATIO SENSOR. Refer to «REMOVAL»(ref-421955-S25491508152011092600000)
  22. REPLACE FUEL INJECTOR ASSEMBLY. Refer to «REMOVAL»(ref-422143-S42633620052011092600000)
  23. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)

HINT

Techstream only

Malfunctioning areas can be identified by performing the Control the Injection Volume for A/F Sensor function provided in the Active Test. The Control the Injection Volume for A/F Sensor 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 for A/F Sensor 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 and ECT / Active Test / Control the Injection Volume for A/F Sensor.
  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 sensor and heated oxygen sensor (AFS Voltage B1S1 and O2S B1S2) displayed on the Techstream.

HINT

  1. The Control the Injection Volume for A/F Sensor operation lowers the fuel injection volume by 12.5% or increases the injection volume by 25%.
  2. Each sensor reacts in accordance with increases and decreases in the fuel injection volume.
Tester Display (Sensor)Injection VolumeStatusVoltage
AFS Voltage B1S1 (Air fuel ratio sensor)+25%RichBelow 3.1 V
AFS Voltage B1S1 (Air fuel ratio sensor)12.5%LeanHigher than 3.4 V
O2S B1S2 (Heated oxygen sensor)+25%RichHigher than 0.55 V
O2S B1S2 (Heated oxygen sensor)12.5%LeanBelow 0.4 V

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 Output Voltage Heated Oxygen Sensor 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 pressure Gas leaks from exhaust system (air fuel ratio extremely lean or rich)

  1. Performing the Control the Injection Volume for A/F Sensor enables technicians to check and graph the output voltage of both the air fuel ratio sensor and heated oxygen sensor.
  2. To display the graph, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume for A/F Sensor / AFS Voltage B1S1 and O2S B1S2.

HINT

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.

DTC SUMMARY

DTC No.Monitoring ItemMalfunction Detection ConditionTrouble AreaDetection TimingDetection Logic
P2420Vent valve stuck open (vent)Following condition is met during the key-off EVAP monitor: EVAP pressure change when the vent valve is closed (ON) is less than 0.3 kPa-g (2.25 mmHg-g).Canister pump module (Reference orifice, leak detection pump, vent valve) Connector/wire harness (Canister pump module - ECM) ECMWhile ignition switch off2 trip

HINT

The vent valve is built into the canister pump module.

Refer to EVAP System. Refer to INSPECTION PROCEDURE .

HINT

  1. Refer to "Data List / Active Test" [Air Pump Pressure (Absolute), Air Pump Pulsation Pressure]. Refer to «DATA LIST / ACTIVE TEST»(ref-421953-S34024941762011092600000) .
  2. 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.
  3. If other DTCs related to different systems that have terminal E2 as the ground terminal are stored simultaneously, the may be an open circuit between terminal E2 and baby ground.

Scheme 468

Scheme 468: PROCEDURE
Scheme 468: PROCEDURE

Scheme 469

Scheme 469
Scheme 469
  1. CHECK HARNESS AND CONNECTOR (AIR PRESSURE SENSOR - ECM) Disconnect the air pressure sensor connector. Disconnect the ECM connectors. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition B37-3 (VCAP) - B54-3 (VC) Always Below 1 ohms F51-1 (AIP) - B54-2 (AIP) Always Below 1 ohms B38-8 (EAIP) - B54-1 (E2) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B37-3 (VCAP) or B54-3 (VC) - Body ground Always 10 kohms or higher F51-1 (AIP) or B54-2 (AIP) - Body ground Always 10 kohms or higher Reconnect the air pressure sensor connector. Reconnect the ECM connectors. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  2. INSPECT ECM (SENSOR POWER SOURCE CIRCUIT) Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition B38-8 (EAIP) - Body ground Always Below 1 ohms Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition B37-3 (VCAP) - Body ground Ignition switch ON 4.5 to 5.5 V NG --> See step 4 OK: Go to next step
  3. READ DATA LIST (PUMP PRESSURE (ABSOLUTE)) Connect a pressure gauge to the air pressure sensor as shown in the illustration. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / Air pump pressure (absolute). Check that the pressure displayed on the Techstream fluctuates when applying pressure to the pressure sensor with the pressure gauge. OK Pressure fluctuates in response to pressure applied with pressure gauge. HINT: The Techstream displays the air pump pressure (Air pump pressure (absolute)) as an absolute pressure. NG --> REPLACE AIR PRESSURE SENSOR OK --> See step 5
  4. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  5. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)

HINT

Refer to "Data List / Active Test" [Air Pump Pressure (Absolute), Air Pump Pulsation Pressure]. Refer to DATA LIST / ACTIVE TEST .

HINT

Determination by ECM monitoring

The ECM locates malfunctions in the Secondary Air Injection (AIR) system by detecting the pressure in the AIR passage between the air pump and air switching valve and stores a DTC. Soon after a cold engine start, the monitor runs for a short time while the AIR system is both on and off. The ECM detects both the pressure and the exhaust pulsation and compares them.

The following 4 patterns are AIR system pressure conditions in the AIR system passage.

Air PumpON
Air Switching ValveOpen
Pressure2.5 kPa or higher
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 1

Air PumpOFF
Air Switching ValveOpen
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 2

Air PumpON
Air Switching ValveClosed
Pressure2.5 kPa or higher
Pulsation DetectionSlight pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 3

Air PumpOFF
Air Switching ValveClosed
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation not detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 4

If the detected pressure is high, the air pump is assumed to be on and if it alternates sharply*, the air switching valve is assumed to be open. The ECM locates malfunctions from the combination of pressures detected when the AIR system is on and off.

*: The exhaust pulsation value is calculated in the ECM. If the calculated value exceeds a certain level, the ECM determines that there is exhaust gas pulsation in the AIR system.

HINT

  1. In case 3, as the pressure sensor detects a slight pump operation pulsation, the detected value is not constant. Since the pump outlet is blocked by closing the air switching valve, the average pressure is higher than in case 1 (approximately 20 to 30 kPa).
  2. In case 1, the average pressure is approximately 9 to 11 kPa. The value of 2.5 kPa indicated in the table above is a threshold for detecting pump malfunctions.
Detected Conditions while AIR Operating: Air Pump ON, Air Switching Valve OpenDetected Conditions while AIR not Operating: Air Pump OFF, Air Switching Valve ClosedECM DeterminationDTC Stored
Case 1Case 4Normal
Case 1Case 2Air switching valve stuck openP2440
Case 1Case 3Air pump stuck ONP2444
Case 2Case 4Air pump stuck OFFP2445
Case 3Case 4Air switching valve stuck closedP2441
Case 1Case 1Air switching valve stuck open and air pump stuck ONP2440 and P2444
Case 2Case 2Air switching valve stuck open and air pump stuck OFFP2440 and P2445
Case 3Case 3Air switching valve stuck closed and air pump stuck ONP2441 and P2444
Case 4Case 4Air switching valve stuck closed and air pump stuck OFFP2441 and P2445

HINT

  1. If the vacuum hose between the air switching valve and pressure sensor is not connected correctly, case 4 may occur.
  2. By using the Techstream to perform the Air Injection Check operation in the System Check, the air-fuel ratio and pressure in the secondary air injection system passage can be checked while the secondary air injection system is operating. This helps technicians to troubleshoot the system when it malfunctions. Furthermore, Pending Codes can also be checked by performing Utility / Secondary Air Injection Check / Automatic Mode after the repair.
  3. 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.
  1. System Check
  2. The pressure in the secondary air passage can be checked using the Techstream. Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Manual Mode / AIR PUMP: ON, ASV: OPEN and AIR PUMP: OFF, ASV: CLOSE. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the AIR system forced operation while the engine is idling. Check that the air pump (AIR PUMP), air switching valve and pressure in the AIR system passage (PRESSURE) displayed on the Techstream indicate the conditions shown in the table below. Standard Techstream Operation AIR PUMP ASV PRESSURE*1 PULSATION*2 AIR PUMP: ON, ASV: OPEN ON OPEN 2.5 kPa or higher 11.25 kPa or higher AIR PUMP: OFF, ASV: CLOSE OFF CLOSE Below 2.5 kPa Below 11.25 kPa *1: Average pumping pressure (gauge pressure). The pressure should be 2.5 kPa or higher when the AIR system operates. *2: The cumulative exhaust pulsation calculated by the ECM. If the calculated value exceeds a certain level, the ECM determines that there is exhaust gas pulsation in the AIR system. Turn the ignition switch off. NOTE: Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (Wait or Error). If Error is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the AIR system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes.

Scheme 470

Scheme 470: PROCEDURE
Scheme 470: PROCEDURE

Scheme 471

Scheme 471
Scheme 471

Scheme 472

Scheme 472
Scheme 472

Scheme 473

Scheme 473
Scheme 473
  1. CHECK FOR ANY OTHER DTCS OUTPUT (IN ADDITION TO SECONDARY AIR INJECTION SYSTEM DTCS) Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read DTCs. RESULT Result Proceed to DTC P2440 and/or P2441 is output A DTC P2440 and/or P2441, and P0412 are output B DTC P2440 and/or P2441, and other DTCs (except P0412) are output C HINT: If any DTCs other than P2440 and/or P2441 are output, troubleshoot those DTCs first. B --> GO TO AIR SWITCHING VALVE INSPECTION PROCEDURE C --> See step 13 A: Go to next step
  2. PERFORM ACTIVE TEST USING TECHSTREAM (SECONDARY AIR INJECTION SYSTEM OPERATION) Perform a visual check. Start the engine and warm it up. Turn the ignition switch off. Disconnect the No. 1 air injection system hose. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Manual Mode / AIR PUMP: ON, ASV: OPEN. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Start the engine. Perform the AIR system forced operation while the engine is idling. Place your hand near the air switching valve port and check that the exhaust gas pressure pulsates when the air switching valve is turned on. WARNING: To avoid the danger of being burned by the exhaust gas, bring your hand close to the valve port slowly. Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Manual Mode / AIR PUMP: ON, ASV: CLOSE. Check that the exhaust gas does not pulsate when the ASV is turned off. Turn the ignition switch off. NOTE: Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (Wait or Error). If Error is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the AIR system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. Standard Air Pump Operation ASV Operation Exhaust Gas Pulsation ON OFF Not detected ON ON Detected Reconnect the No. 1 air injection system hose. Other inspection method: The air switching valve operation can be confirmed by checking the cumulative pressure pulsation* provided in System Check. Perform the System Check operation under Manual Mode. *: The exhaust pulsation value is calculated in the ECM. If the calculated value exceeds a certain level, the ECM determines that there is exhaust gas pulsation in the AIR system. Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Manual Mode / AIR PUMP: ON, ASV: OPEN and AIR PUMP: OFF, ASV: CLOSE. Start the engine after the Techstream initialization is finished. Perform the AIR system forced operation while the engine is idling. Check that the air-fuel ratio and pressure in the secondary air injection system passage (PULSATION) displayed on the Techstream indicate the conditions shown in the table below. Turn the ignition switch off. RESULT AIR System Operation Pulsation Condition (ECM Calculation) Air-Fuel Ratio (Reference) AIR PUMP: ON, ASV: OPEN 11.25 kPa or higher 18 or more AIR PUMP: OFF, ASV: CLOSE Below 11.25 kPa Approximately 14.5 (around stoichiometric air-fuel ratio) Reference: If the air pump operation is confirmed as normal. Refer to «DTC P2444: Secondary Air Injection System Pump Stuck On Bank1; DTC P2445: Secondary Air Injection System Pump Stuck Off Bank1»(ref-422140-S05171563852011092600000) , the air-fuel ratio detected in front of the three-way catalytic converter changes in response to the secondary air pumped into the exhaust port when the air pump operates. OK --> See step 9 NG: Go to next step
  3. INSPECT NO. 4 INTAKE PIPE (BLOCKAGES AND LEAKAGES) Check that the No. 4 intake pipe is securely connected to both the exhaust manifold and air switching valve. Inspect the No. 4 intake pipe for blockages and damage. OK No blockages in or damage to No. 4 intake pipe. NG --> REPLACE NO. 4 INTAKE PIPE OK: Go to next step
  4. INSPECT AIR SWITCHING VALVE ASSEMBLY (AIR SWITCHING VALVE OPERATION) Inspect the air switching valve assembly. Refer to «INSPECTION»(ref-422150-S33171783862011092600000) . NG --> See step 14 OK: Go to next step
  5. INSPECT AIR INJECTION CONTROL DRIVER (POWER SOURCE OF AIR INJECTION CONTROL DRIVER) Disconnect the air injection control driver connectors. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A10-5 (BATT) - Body ground Ignition switch ON 11 to 14 V A9-1 (+B) - Body ground Ignition switch ON 11 to 14 V Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for open) Tester Connection Condition Specified Condition A10-1 (E) - Body ground Always Below 1 ohms TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Air Injection Control Driver) Reconnect the air injection control driver connectors. NG --> REPAIR OR REPLACE AIR INJECTION CONTROL DRIVER POWER SOURCE CIRCUIT OK: Go to next step
  6. PERFORM ACTIVE TEST USING TECHSTREAM TEXT IN ILLUSTRATION *a Component with harness connected (ECM) Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Manual Mode / AIR PUMP: ON, ASV: OPEN and AIR PUMP: OFF, ASV: CLOSE. Start the engine after the Techstream initialization is finished. Operate the AIR system using the System Check function and measure the voltage between the terminals of the ECM connector. Turn the ignition switch off. NOTE: Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (Wait or Error). If Error is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the AIR system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. Standard Voltage Techstream Operation Voltmeter Connection Specified Condition AIR PUMP: ON, ASV: OPEN F51-6 (AIRV) - B39-5 (E1) 3.5 to 7.5 V AIR PUMP: OFF, ASV: CLOSE F51-6 (AIRV) - B39-5 (E1) 10 V or higher NG --> See step 11 OK: Go to next step
  7. REPLACE AIR INJECTION CONTROL DRIVER NEXT: Go to next step
  8. CHECK WHETHER DTC OUTPUT RECURS (DTC P2440 AND/OR P2441) Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Clear DTCs (if stored). Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Automatic Mode. Start the engine after the Techstream initialization is finished. Perform the System Check operation by pressing Next. After operating the AIR system, perform the following to confirm the AIR system pending codes: Press the Exit button. Check pending DTCs. Turn the ignition switch off. OK No pending DTC is output. NOTE: Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (Wait or Error). If Error is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the AIR system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. NEXT --> END
  9. INSPECT VACUUM HOSES (AIR SWITCHING VALVE - PRESSURE SENSOR) OK No blockage and no deformation in vacuum hose. NG --> REPAIR OR REPLACE VACUUM HOSE OK: Go to next step
  10. INSPECT PRESSURE SENSOR Connect a pressure gauge to the air pressure sensor as shown in the illustration. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / Air Pump Pressure (Absolute). Check that the pressure displayed on the Techstream fluctuates when applying pressure to the pressure sensor with the pressure gauge. OK Pressure fluctuates in response to pressure applied with pressure gauge. HINT: The Techstream displays the air pump pressure (Air Pump Pressure (Absolute)) as absolute pressure. NG --> REPLACE PRESSURE SENSOR OK --> See step 15
  11. CHECK HARNESS AND CONNECTOR (ECM - AIR INJECTION CONTROL DRIVER) Disconnect the ECM connector. Disconnect the air injection control driver connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for open) Tester Connection Condition Specified Conditions F51-6 (AIRV) - A10-3 (SIV) Always Below 1 ohms Reconnect the ECM and air injection control driver connectors. NG --> REPAIR OR REPLACE HARNESS AND CONNECTOR OK --> See step 12
  12. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  13. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-421953-S08108164442011092600000)
  14. REPLACE AIR SWITCHING VALVE ASSEMBLY. Refer to «REMOVAL»(ref-422150-S41822247572011092600000)
  15. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-421953-S36764272642011092600000)

HINT

Determination by ECM monitoring

The ECM locates malfunctions in the Secondary Air Injection (AIR) system by detecting the pressure in the AIR passage between the air pump and air switching valve and stores a DTC. Soon after a cold engine start, the monitor runs for a short time while the AIR system is both on and off. The ECM detects both the pressure and the exhaust pulsation and compares them.

The following 4 patterns are AIR system pressure conditions in the AIR system passage.

Air PumpON
Air Switching ValveOpen
Pressure2.5 kPa or higher
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 1

Air PumpOFF
Air Switching ValveOpen
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 2

Air PumpON
Air Switching ValveClosed
Pressure2.5 kPa or higher
Pulsation DetectionSlight pulsation detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 3

Air PumpOFF
Air Switching ValveClosed
PressureBelow 2.5 kPa
Pulsation DetectionExhaust gas pulsation not detected

PRESSURE CONDITION IN SECONDARY AIR INJECTION SYSTEM CASE 4

If the detected pressure is high, the air pump is assumed to be on and if it alternates sharply*, the air switching valve is assumed to be open. The ECM locates malfunctions from the combination of pressures detected when the AIR system is on and off.

*: The exhaust pulsation value is calculated in the ECM. If the calculated value exceeds a certain level, the ECM determines that there is exhaust gas pulsation in the AIR system.

HINT

  1. In case 3, as the pressure sensor detects a slight pump operation pulsation, the detected value is not constant. Since the pump outlet is blocked by closing the air switching valve, the average pressure is higher than in case 1 (approximately 20 to 30 kPa).
  2. In case 1, the average pressure is approximately 9 to 11 kPa. The value of 2.5 kPa indicated in the table above is a threshold for detecting pump malfunctions.
Detected Conditions while AIR Operating: Air Pump ON, Air Switching Valve OpenDetected Conditions while AIR not Operating: Air Pump OFF, Air Switching Valve ClosedECM DeterminationDTC Stored
Case 1Case 4Normal
Case 1Case 2Air switching valve stuck openP2440
Case 1Case 3Air pump stuck ONP2444
Case 2Case 4Air pump stuck OFFP2445
Case 3Case 4Air switching valve stuck closedP2441
Case 1Case 1Air switching valve stuck open and air pump stuck ONP2440 and P2444
Case 2Case 2Air switching valve stuck open and air pump stuck OFFP2440 and P2445
Case 3Case 3Air switching valve stuck closed and air pump stuck ONP2441 and P2444
Case 4Case 4Air switching valve stuck closed and air pump stuck OFFP2441 and P2445

HINT

  1. If the vacuum hose between the air switching valve and the pressure sensor is not connected correctly, case 4 may occur.
  2. By using the Techstream to perform the Air Injection Check operation in the System Check, the air-fuel ratio and pressure in the secondary air injection system passage can be checked while the secondary air injection system is operating. This helps technicians to troubleshoot the system when it malfunctions. Furthermore, Pending Codes can also be checked by performing Utility / Secondary Air Injection Check / Automatic Mode after the repair.
  3. 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.
  1. System Check
  2. The pressure in the secondary air passage can be checked using the Techstream. Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Manual Mode / AIR PUMP: ON, ASV: OPEN and AIR PUMP: OFF, ASV: CLOSE. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, air pump and air switching valve operation can be selected. Start the engine. Perform the AIR system intrusive operation while the engine is idling. Check that the air pump (AIR PUMP), air switching valve and pressure in the AIR system passage (PRESSURE) displayed on the Techstream indicate the conditions shown in the table below. Standard Techstream Operation AIR PUMP ASV PRESSURE*1 PULSATION*2 AIR PUMP: ON, ASV: OPEN ON OPEN 2.5 kPa or higher 11.25 kPa or higher AIR PUMP: OFF, ASV: CLOSE OFF CLOSE Below 2.5 kPa Below 11.25 kPa *1: Average pumping pressure (gauge pressure). The pressure should be 2.5 kPa or higher when the AIR system operates. *2: The cumulative exhaust pulsation calculated by the ECM. If the calculated value exceeds a certain level, the ECM determines that there is exhaust gas pulsation in the AIR system. Turn the ignition switch off. NOTE: Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (Wait or Error). If Error is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the AIR system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes.

Scheme 474

Scheme 474: PROCEDURE
Scheme 474: PROCEDURE

Scheme 475

Scheme 475
Scheme 475

Scheme 476

Scheme 476
Scheme 476
  1. CHECK FOR ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P2444 AND/OR P2445) Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Read DTCs. RESULT Result Proceed to DTC P2444 and/or P2445 is output A DTC P2444 and/or P2445, and P0418 are output B DTC P2444 and/or P2445, and other DTCs (except P0418) are output C HINT: If any DTCs other than P2444, P2445 and/or P0418 are output, troubleshoot those DTCs first. B --> GO TO AIR PUMP INSPECTION PROCEDURE C --> See step 15 A: Go to next step
  2. PERFORM ACTIVE TEST USING TECHSTREAM (SECONDARY AIR INJECTION SYSTEM OPERATION) Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Manual Mode / AIR PUMP: ON, ASV: OPEN and AIR PUMP: OFF, ASV: CLOSE. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, air pump and air switching valve operation can be selected. Start the engine. Perform the AIR system forced operation while the engine is idling. Check that the air pump (AIR PUMP), air switching valve and pressure in the AIR system passage (Pressure) displayed on the Techstream indicate the conditions shown in the table below. Standard Techstream Operation AIR PUMP ASV PRESSURE* AIR PUMP: ON, ASV: OPEN ON ON 2.5 kPa or higher AIR PUMP: OFF, ASV: CLOSE OFF OFF Below 2.5 kPa *: Average pumping pressure. The pressure should be 2.5 kPa or higher when the AIR system operates. Turn the ignition switch off. NOTE: Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (Wait or Error). If Error is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the AIR system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. NG --> See step 4 OK: Go to next step
  3. CHECK WHETHER DTC OUTPUT RECURS (DTC P2444 AND/OR P2445) Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Clear the DTCs (if stored). Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Automatic Mode. Start the engine after the Techstream initialization is finished. Perform the System Check operation by pressing Next. After operating the AIR system, perform the following to confirm the AIR system pending codes: Press the Exit button. Check pending DTCs. Turn the ignition switch off. RESULT Result Proceed to DTC P2444 and/or P2445 is output A No pending DTC B NOTE: Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (Wait or Error). If Error is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the AIR system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. B --> See step 14 A: Go to next step
  4. CHECK VACUUM HOSES (PRESSURE SENSOR - AIR SWITCHING VALVE) Check the vacuum hose connections with the pressure sensor and air switching valve. Inspect the vacuum hose for blockages and damage. OK Vacuum hose has no blockages or damage. NG --> REPAIR OR REPLACE VACUUM HOSE OK: Go to next step
  5. INSPECT PRESSURE SENSOR Connect a pressure gauge to the air pressure sensor as shown in the illustration. Connect the Techstream to the DLC3. Turn the ignition switch to ON and the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Data List / Air Pump Pressure (Absolute). Check that the pressure displayed on the Techstream fluctuates when applying pressure to the pressure sensor with the pressure gauge. OK Pressure fluctuates in response to pressure applied with pressure gauge. HINT: The Techstream displays the air pump pressure (Air Pump Pressure (Absolute)) as an absolute pressure. NG --> REPLACE PRESSURE SENSOR OK: Go to next step
  6. CHECK AIR INJECTION SYSTEM PIPE CONNECTIONS Check that all the pipes and hoses between the air pump and air switching valve are securely connected. Inspect the pipes and hoses for blockages and damage. OK AIR system piping has no blockages or damage. NG --> REPAIR OR REPLACE AIR INJECTION SYSTEM PIPING OK: Go to next step
  7. INSPECT AIR INJECTION CONTROL DRIVER (AIR INJECTION CONTROL DRIVER POWER SOURCE CIRCUIT) Disconnect the air injection control driver connectors. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A10-5 (BATT) - Body ground Ignition switch ON 11 to 14 V A9-1 (+B) - Body ground Ignition switch ON 11 to 14 V Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition A10-1 (E) - Body ground Always Below 1 ohms TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Air Injection Control Driver) Reconnect the air injection control driver connector. NG --> REPAIR OR REPLACE AIR INJECTION CONTROL DRIVER POWER SOURCE CIRCUIT OK: Go to next step
  8. CHECK HARNESS AND CONNECTOR (ECM - AIR INJECTION CONTROL DRIVER) Disconnect the ECM connector. Disconnect the air injection control driver connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition F51-19 (AIRP) - A10-4 (SIP) Always Below 1 ohms Reconnect the ECM and air injection control driver connectors. NG --> REPAIR OR REPLACE HARNESS AND CONNECTOR OK: Go to next step
  9. INSPECT AIR PUMP ASSEMBLY Start the engine and warm it up. Turn the ignition switch off. Connect the 400 A probe of an ammeter to the (+) wire of the air pump. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Start the engine. Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Manual Mode / AIR PUMP: ON, ASV: OPEN and AIR PUMP: OFF, ASV: CLOSE. HINT: When Manual Mode is selected, the Techstream initialization (atmospheric pressure measurement) is performed automatically. The initialization takes 10 seconds. After the initialization, AIR PUMP and ASV operation can be selected. Measure the current while the air pump is on and off. Standard Current Tester Operation Air Pump ASV Specified Condition AIR PUMP: ON, ASV: OPEN ON OPEN 10 to 40 A AIR PUMP: OFF, ASV: CLOSE OFF CLOSE Below 1 A NOTE: Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (Wait or Error). If Error is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the AIR system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. NG --> See step 12 OK: Go to next step
  10. REPLACE AIR INJECTION CONTROL DRIVER NEXT: Go to next step
  11. CHECK WHETHER DTC OUTPUT RECURS (DTC P2444 AND/OR P2445) Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Clear DTCs (if stored). Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Automatic Mode. Start the engine after the Techstream initialization is finished. Perform the System Check operation by pressing Next. After operating the AIR system, perform the following to confirm the AIR system pending codes: Press the Exit button. Check pending DTCs. Turn the ignition switch off. OK No pending DTC is output. NOTE: Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (Wait or Error). If Error is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the AIR system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. NEXT --> END
  12. REPLACE AIR PUMP ASSEMBLY Replace the air pump assembly. Refer to «REMOVAL»(ref-422150-S21810488222011092600000) . NEXT: Go to next step
  13. CHECK WHETHER DTC OUTPUT RECURS (DTC P2444 AND/OR P2445) Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Clear DTCs (if stored). Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Automatic Mode. Start the engine after the Techstream initialization is finished. Perform the System Check operation by pressing Next. After operating the AIR system, perform the following to confirm the AIR system pending codes: Press the Exit button. Check pending DTCs. Turn the ignition switch off. OK No pending DTC is output. NOTE: Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (Wait or Error). If Error is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the AIR system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. NG --> See step 16 OK --> END
  14. CHECK FOR INTERMITTENT PROBLEMS. Refer to «CHECK FOR INTERMITTENT PROBLEMS»(ref-421953-S36764272642011092600000)
  15. GO TO DTC CHART. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-421953-S08108164442011092600000)
  16. REPLACE AIR INJECTION CONTROL DRIVER NEXT: Go to next step
  17. CHECK WHETHER DTC OUTPUT RECURS (DTC P2444 AND/OR P2445) Start the engine and warm it up. Turn the ignition switch off. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Clear DTCs (if stored). Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Secondary Air Injection Check / Automatic Mode. Start the engine after the Techstream initialization is finished. Perform the System Check operation by pressing Next. After operating the AIR system, perform the following to confirm the AIR system pending codes: Press the Exit button. Check pending DTCs. Turn the ignition switch off. OK No pending DTC is output. NOTE: Air Injection Check only allows technicians to operate the AIR system for a maximum of 5 seconds. Furthermore, the check can only be performed up to 4 times per trip. If the test is repeated, intervals of at least 30 seconds are required between checks. While AIR system operation using the Techstream is prohibited, the Techstream display indicates the prohibition (Wait or Error). If Error is displayed on the Techstream during the test, stop the engine for 10 minutes, and then try again. Performing Air Injection Check repeatedly may cause damage to the AIR system. If it is necessary to repeat the check, leave an interval of several minutes between System Check operations to prevent the system from overheating. When performing Air Injection Check operation after the battery cable has been reconnected, wait for 7 minutes with the ignition switch ON or the engine running. Turn the ignition switch off when the Air Injection Check operation finishes. NEXT --> END
DTC No.Monitoring ItemMalfunction Detection ConditionTrouble AreaDetection TimingDetection Logic
P2610Soak timer (built into ECM)There is ECM internal malfunction.ECMEngine running2 trip

HINT

  1. DTC P2610 is stored if an internal ECM problem is detected. Diagnostic procedures are not required. ECM replacement is required.
  2. 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.

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

HINT

  1. DTC P2A00 may be stored when the air-fuel ratio is stuck at a rich or lean value.
  2. 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.
  3. 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.
  4. 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.

Note. The Techstream is required to conduct the following diagnostic troubleshooting procedure.

HINT

  1. Using the Techstream monitor results enables the EVAP (Evaporative Emission) system to be checked.
  2. 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 477

Scheme 477
Scheme 477

Scheme 478

Scheme 478
Scheme 478

Scheme 479

Scheme 479
Scheme 479

Scheme 480

Scheme 480
Scheme 480

Scheme 481

Scheme 481
Scheme 481

Scheme 482

Scheme 482
Scheme 482

Scheme 483

Scheme 483
Scheme 483

Scheme 484

Scheme 484
Scheme 484

Scheme 485

Scheme 485
Scheme 485

Scheme 486

Scheme 486
Scheme 486

Scheme 487

Scheme 487
Scheme 487

Scheme 488

Scheme 488
Scheme 488

Scheme 489

Scheme 489
Scheme 489

Scheme 490

Scheme 490
Scheme 490

Scheme 491

Scheme 491
Scheme 491

Scheme 492

Scheme 492
Scheme 492

Scheme 493

Scheme 493
Scheme 493

Scheme 494

Scheme 494
Scheme 494

Scheme 495

Scheme 495
Scheme 495

Scheme 496

Scheme 496
Scheme 496
  1. CONFIRM DTC Turn the ignition switch off and wait for 10 seconds. Turn the ignition switch to ON. Turn the ignition switch off and wait for 10 seconds. Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Code. Confirm DTCs and freeze frame data. If any EVAP system DTCs are output, the malfunctioning area can be determined using the table below. NOTE: If the reference pressure difference between the first and second checks is more than the specification, all the DTCs relating to the reference pressure (P043E, P043F, P2401, P2402 and P2419) are stored. NEXT: Go to next step
  2. PERFORM EVAPORATIVE SYSTEM CHECK (AUTO OPERATION) NOTE: The Evaporative System Check (Automatic Mode) consists of 5 steps performed automatically by the Techstream. It takes a maximum of approximately 23 minutes. Do not perform the Evaporative System Check when the fuel tank is more than 90% full because the cut-off valve may be closed, making the fuel tank leak check unavailable. Do not run the engine during this operation. When the temperature of the fuel is 35°C (95°F) or higher, a large amount of vapor forms and any check results become inaccurate. When performing the Evaporative System Check, keep the fuel temperature below 35°C (95°F). Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Evaporative System Check / Automatic Mode. After the Evaporative System Check is completed, check for pending DTCs by selecting the following menus: Powertrain / Engine and ECT / Trouble Code / Pending. HINT: If no pending DTCs are output, perform Monitor Confirmation (see "Diagnostic Help" menu). After this confirmation, check for pending DTCs. If no DTCs are output, the EVAP system is normal. NEXT: Go to next step
  3. PERFORM EVAPORATIVE SYSTEM CHECK (MANUAL OPERATION) NOTE: In the Evaporative System Check (Manual Mode), perform the series of 5 Evaporative System Check steps manually using the Techstream. Do not perform the Evaporative System Check when the fuel tank is more than 90% full because the cut-off valve may be closed, making the fuel tank leak check unavailable. Do not run the engine during this operation. When the temperature of the fuel is 35°C (95°F) or higher, a large amount of vapor forms and any check results become inaccurate. When performing the Evaporative System Check, keep the fuel temperature below 35°C (95°F). Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Evaporative System Check / Manual Mode. NEXT: Go to next step
  4. PERFORM EVAPORATIVE SYSTEM CHECK (STEP 1/5) Check the EVAP pressure in step 1/5. RESULT DTC* Test Result Suspected Trouble Area Proceed to - Virtually no variation in EVAP pressure Not yet determined A P0451 EVAP pressure fluctuates by +/-0.3 kPa-g (2.25 mmHg-g) or more Canister pressure sensor signal noise B *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. B --> See step 29 A: Go to next step
  5. PERFORM EVAPORATIVE SYSTEM CHECK (STEP 1/5 TO 2/5) Check the EVAP pressure in steps 1/5 and 2/5. RESULT DTC* Test Result Suspected Trouble Area Proceed to - Virtually no variation in EVAP pressure during step 1/5, and then decreases to reference pressure Not yet determined A P2402 Small difference between EVAP pressures during steps 1/5 and 2/5 Leak detection pump stuck ON B *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. HINT: The value determined in step 2/5 is the first reference pressure. B --> See step 22 A: Go to next step
  6. PERFORM EVAPORATIVE SYSTEM CHECK (STEP 2/5) HINT: Make a note of the pressures checked in steps (a) and (b) below. (a) Check the EVAP pressure 4 seconds after the leak detection pump is activated.* *: The leak detection pump begins to operate as step 1/5 finishes and step 2/5 starts. (b) Check the EVAP pressure again when it has stabilized. This pressure is the reference pressure. RESULT DTC* Test Result Suspected Trouble Area Proceed to - EVAP pressure in step (b) between -4.85 kPa-g and -1.057 kPa-g (-36.4 mmHg-g and -7.93 mmHg-g) Not yet determined A P043F and P2401 EVAP pressure in step (b) -1.057 kPa-g (-7.93 mmHg-g) or higher Reference orifice high flow Leak detection pump stuck OFF B P043E EVAP pressure in step (b) below -4.85 kPa-g (-36.4 mmHg-g) Reference orifice clogged C P2419 EVAP pressure in step (a) higher than -1.057 kPa-g (-7.93 mmHg-g) Vent valve stuck closed D *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. B --> See step 11 C --> See step 29 D --> See step 20 A: Go to next step
  7. PERFORM EVAPORATIVE SYSTEM CHECK (STEP 2/5 TO 3/5) Check the EVAP pressure increase in step 3/5. RESULT DTC* Test Result Suspected Trouble Area Proceed to - EVAP pressure increases by 0.3 kPa-g (2.25 mmHg-g) or more within 10 seconds of proceeding from step 2/5 to step 3/5 Not yet determined A P2420 No variation in EVAP pressure despite proceeding from step 2/5 to step 3/5 Vent valve stuck open (vent) B P0451 No variation in EVAP pressure during steps 1/5 through 3/5 Canister pressure sensor output value stuck C *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. B --> See step 19 C --> See step 29 A: Go to next step
  8. PERFORM EVAPORATIVE SYSTEM CHECK (STEP 3/5) Wait until the EVAP pressure change is less than 0.1 kPa-g (0.75 mmHg-g) for 30 seconds. Measure the EVAP pressure and record it. HINT: A few minutes are required for the EVAP pressure to become stable. When there is little fuel in the fuel tank, it takes up to 15 minutes. NEXT: Go to next step
  9. PERFORM EVAPORATIVE SYSTEM CHECK (STEP 4/5) Check the EVAP pressure in step 4/5. RESULT DTC* Test Result Suspected Trouble Area Proceed to - EVAP pressure increases by 0.3 kPa-g (2.25 mmHg-g) or more within 10 seconds of proceeding from step 3/5 to step 4/5 Not yet determined A P0441 EVAP pressure increases by 0.3 kPa-g (2.25 mmHg-g) or more within 10 seconds of proceeding from step 3/5 to step 4/5 Problems in EVAP hose between purge VSV and intake manifold B P0441 Variation in EVAP pressure less than 0.3 kPa-g (2.25 mmHg-g) for 10 seconds after proceeding from step 3/5 to step 4/5 Purge VSV stuck closed C *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. B --> See step 15 C --> See step 12 A: Go to next step
  10. PERFORM EVAPORATIVE SYSTEM CHECK (STEP 5/5) Check the EVAP pressure in step 5/5. Compare the EVAP pressure in step 3/5 and the second reference pressure (step 5/5). RESULT DTC* Test Result Suspected Trouble Area Proceed to - EVAP pressure from step 3/5 below second reference pressure (step 5/5) Not yet determined (no leakage from EVAP system) A P0441 and P0455 EVAP pressure from step 3/5 higher than [second reference pressure (step 5/5) x 0.2] Purge VSV stuck open EVAP gross leak B P0456 EVAP pressure from step 3/5 higher than second reference pressure (step 5/5) EVAP small leak B *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. A --> See step 35 B --> See step 12
  11. PERFORM EVAPORATIVE SYSTEM CHECK (STEP 3/5) Check the EVAP pressure in step 3/5. RESULT DTCs* Test Result Suspected Trouble Area Proceed to P043F EVAP pressure less than reference pressure measured in step 2/5 Reference orifice high flow A P2401 EVAP pressure almost same as reference pressure measured in step 2/5 Leak detection pump stuck OFF B *: These DTCs are already stored in the ECM when the vehicle arrives and are confirmed in the "Confirm DTC" procedure above. HINT: The first reference pressure is the value determined in step 2/5. A --> See step 29 B --> See step 22
  12. PERFORM ACTIVE TEST USING TECHSTREAM (PURGE VSV) Enter the following menus: Powertrain / Engine and ECT / Active Test / Activate the VSV for EVAP Control. Disconnect the hose (connected to the canister) from the purge VSV. Start the engine. Using the Techstream, turn off the purge VSV (EVAP VSV: OFF). Use your finger to confirm that the purge VSV has no suction. Using the Techstream, turn on the purge VSV (EVAP VSV: ON). Use your finger to confirm that the purge VSV has suction. RESULT Test Result Suspected Trouble Area Proceed to No suction when purge VSV turned off, and suction applied when turned on Purge VSV normal A Suction applied when purge VSV turned off Purge VSV stuck open B No suction when purge VSV turned on Purge VSV stuck closed Problems with EVAP hose between purge VSV and intake manifold C TEXT IN ILLUSTRATION *1 Hose (to Canister) *2 Purge VSV Reconnect the hose. B --> See step 14 C --> See step 15 A: Go to next step
  13. CHECK FUEL TANK CAP ASSEMBLY Check that the fuel tank cap assembly is correctly installed and confirm that the fuel tank cap assembly meets OEM specifications. Tighten the fuel tank cap assembly until a few click sounds are heard. HINT: If an EVAP tester is available, check the fuel tank cap assembly using the tester. Remove the fuel tank cap assembly and install it to a fuel cap adapter. Connect an EVAP tester pump hose to the adapter and pressurize the cap to 3.2 to 3.7 kPa (24 to 28 mmHg) using an EVAP tester pump. Seal the adapter and wait for 2 minutes. Check the pressure. If the pressure is 2 kPa (15 mmHg) or higher, the fuel tank cap assembly is normal. RESULT Test Result Suspected Trouble Area Proceed to Fuel tank cap assembly correctly installed - A Fuel tank cap assembly loose Fuel tank cap assembly improperly installed Defective fuel tank cap assembly Fuel tank cap assembly does not meet OEM specifications B Defective fuel tank cap assembly - B No fuel tank cap assembly - C Reinstall the fuel tank cap assembly. A --> See step 28 B --> See step 26 C --> See step 27
  14. INSPECT PURGE VSV Turn the ignition switch off. Disconnect the purge VSV connector. Disconnect the hose (connected to the canister) from the purge VSV. Start the engine. Use your finger to confirm that the purge VSV has no suction. RESULT Test Result Suspected Trouble Area Proceed to No suction ECM A Suction applied Purge VSV B TEXT IN ILLUSTRATION *1 Hose (to Canister) *2 Purge VSV Reconnect the purge VSV connector. Reconnect the hose. A --> See step 34 B --> See step 30
  15. CHECK EVAP HOSE (PURGE VSV - INTAKE MANIFOLD) Disconnect the hose (connected to the intake manifold) from the purge VSV. Start the engine. Use your finger to confirm that the hose has suction. RESULT Test Result Suspected Trouble Area Proceed to Suction applied EVAP hose between purge VSV and intake manifold normal A No suction Intake manifold port EVAP hose between purge VSV and intake manifold B TEXT IN ILLUSTRATION *1 Purge VSV *2 Hose (to Intake Manifold) Reconnect the hose. B --> See step 25 A: Go to next step
  16. INSPECT PURGE VSV Remove the purge VSV. Apply battery voltage to the terminals of the purge VSV. Using an air gun, confirm that air flows from port A to port B. RESULT Test Result Suspected Trouble Area Proceed to Air flows - A No airflow Purge VSV B Install the purge VSV. B --> See step 30 A: Go to next step
  17. CHECK TERMINAL VOLTAGE (POWER SOURCE OF PURGE VSV) Disconnect the purge VSV connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. RESULT Tester Connection Switch Condition Test Result Suspected Trouble Area Proceed to B15-1 - Body ground Ignition switch on 11 to 14 V Normal A Other than result above Power source wire harness of purge VSV B TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Purge VSV) Reconnect the purge VSV connector. B --> See step 31 A: Go to next step
  18. CHECK HARNESS AND CONNECTOR (PURGE VSV - ECM) Disconnect the ECM connector and purge VSV connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition B38-19 (PRG) - B15-1 (Purge VSV) Always Below 1 ohms B38-19 (PRG) - Body ground Always 10 kohms or higher B15-1 (Purge VSV) - Body ground Always 10 kohms or higher Reconnect the purge VSV connector. Reconnect the ECM connector. OK --> See step 34 NG --> See step 31
  19. INSPECT CANISTER PUMP MODULE (POWER SOURCE FOR VENT VALVE) Turn the ignition switch off. Disconnect the canister pump module connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. RESULT Tester Connection Switch Condition Test Result Suspected Trouble Area Proceed to O15-5 (VLVB) - Body ground Ignition switch ON 11 to 14 V Wire harness between vent valve and ECM Vent valve ECM A Below 3 V Power source wire harness of vent valve B TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Canister Pump Module) Reconnect the canister pump module connector. B --> See step 31 A: Go to next step
  20. INSPECT CANISTER PUMP MODULE (VENT VALVE OPERATION) Turn the ignition switch off. Disconnect the canister pump module connector. Apply battery voltage to terminals VLVB and VGND of the canister pump module. Touch the canister pump module to confirm the vent valve operation. RESULT Condition Test Result Suspected Trouble Area Proceed to Apply battery voltage to terminals VLVB and VGND Operating 1. Wire harness between vent valve and ECM 2. ECM A Not operating Vent valve B TEXT IN ILLUSTRATION *1 Charcoal Canister Assembly Reconnect the canister pump module connector. B --> See step 29 A: Go to next step
  21. CHECK HARNESS AND CONNECTOR (ECM - CANISTER PUMP MODULE) Disconnect the ECM connector. Disconnect the canister pump module connector. Measure the resistance according to the value(s) in the table below. RESULT Tester Connection Condition Test Result Suspected Trouble Area Proceed to F51-7 (VPMP) - O15-1 (VGND) Always Below 1 ohms ECM A 10 kohms or higher Wire harness between ECM and canister pump module B Reconnect the ECM connector. Reconnect the canister pump module connector. A --> See step 34 B --> See step 31
  22. PERFORM ACTIVE TEST USING TECHSTREAM (VACUUM PUMP (ALONE)) Turn the ignition switch off. Disconnect the canister pump module connector. Turn the ignition switch to ON. Enter the following menus: Powertrain / Engine and ECT / Active Test / Activate the Vacuum Pump. Measure the voltage according to the value(s) in the table below. RESULT Tester Connection Condition Test Result Suspected Trouble Area Proceed to O15-3 (MTRB) - Body ground Leak detection pump on and off (Active Test ON and OFF) Below 3 V when OFF 11 to 14 V when ON Wire harness between leak detection pump and body ground Leak detection pump A Below 3 V when OFF and ON Wire harness between leak detection pump and ECM ECM B 11 to 14 V when OFF and ON ECM C TEXT IN ILLUSTRATION *a Front view of wire harness connector (to Canister Pump Module) B --> See step 24 C --> See step 34 A: Go to next step
  23. CHECK HARNESS AND CONNECTOR (CANISTER PUMP MODULE - BODY GROUND) Turn the ignition switch off. Disconnect the canister pump module connector. Measure the resistance according to the value(s) in the table below. RESULT Tester Connection Condition Test Result Suspected Trouble Area Proceed to O15-4 (MGND) - Body ground Always Below 1 ohms Leak detection pump A 10 kohms or higher Wire harness between canister pump module and body ground B Reconnect the canister pump module connector. A --> See step 29 B --> See step 31
  24. CHECK HARNESS AND CONNECTOR (ECM - CANISTER PUMP MODULE) Turn the ignition switch off. Disconnect the canister pump module connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. RESULT Tester Connection Condition Test Result Suspected Trouble Area Proceed to F51-9 (MPMP) - O15-3 (MTRB) Always Below 1 ohms ECM A 10 kohms or higher Wire harness between ECM and canister pump module B Reconnect the canister pump module connector. Reconnect the ECM connector. A --> See step 34 B --> See step 31
  25. INSPECT INTAKE MANIFOLD (EVAP PURGE PORT) Stop the engine. Disconnect the EVAP hose from the intake manifold. Start the engine. Use your finger to confirm that the port of the intake manifold has suction. RESULT Test Result Suspected Trouble Area Proceed to Suction applied EVAP hose between intake manifold and purge VSV A No suction Intake manifold B Reconnect the EVAP hose. A --> See step 32 B --> See step 33
  26. CORRECTLY REINSTALL OR REPLACE FUEL TANK CAP ASSEMBLY HINT: When reinstalling the fuel tank cap assembly, tighten it until a few click sounds are heard. When replacing the fuel tank cap assembly, use a fuel tank cap assembly that meets OEM specifications, and tighten it until a few click sounds are heard. NEXT --> See step 36
  27. REPLACE FUEL TANK CAP ASSEMBLY HINT: When installing the fuel tank cap assembly, tighten it until a few click sounds are heard. When replacing the fuel tank cap assembly, use a fuel tank cap assembly that meets OEM specifications. NEXT --> See step 36
  28. LOCATE EVAP LEAK PART TEXT IN ILLUSTRATION *1 Vent Hose (to Canister Filter) *2 Canister Pump Module *3 EVAP Tester *4 Adapter *a Disconnect the Vent Hose - - Disconnect the vent hose. Connect an EVAP tester to the canister pump module with an adapter. Pressurize the EVAP system to 3.2 to 3.7 kPa (24 to 28 mmHg). Apply soapy water to the piping and connecting parts of the EVAP system. Look for areas where bubbles appear. This indicates the leak point. Repair or replace the leak point. HINT: Disconnect the hose between the canister and fuel tank from the canister. Block the canister side and conduct an inspection. This way, the fuel tank can be excluded as an area suspected of causing fuel leaks. NEXT --> See step 36
  29. REPLACE CANISTER ASSEMBLY Replace the canister assembly. Refer to «REMOVAL»(ref-422150-S15697448502011092600000) . NOTE: When replacing the canister, check the canister pump module interior and related pipes for water, fuel and other liquids. If liquids are present, check for disconnections and/or cracks in the following: 1) the pipe from the air inlet port to the canister pump module; 2) the canister filter; and 3) the fuel tank vent hose. TEXT IN ILLUSTRATION *1 Air Filter *2 Vent Hose *3 Air Inlet Port *4 Fuel Tank *5 Canister *6 Fuel Cap *a Inspection Area (check for disconnection and/or cracks) - - NEXT --> See step 36
  30. REPLACE PURGE VSV Disconnect the connector and hoses from the purge VSV. TEXT IN ILLUSTRATION *1 Purge VSV Remove the purge VSV. Install a new purge VSV. Reconnect the connector and hoses. NEXT --> See step 36
  31. REPAIR OR REPLACE HARNESS OR CONNECTOR NEXT --> See step 36
  32. REPLACE EVAP HOSE (INTAKE MANIFOLD - PURGE VSV) NEXT --> See step 36
  33. INSPECT INTAKE MANIFOLD (EVAP PURGE PORT) Check that the EVAP purge port of the intake manifold is not clogged. If necessary, replace the intake manifold. NEXT --> See step 36
  34. REPLACE ECM Replace the ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000) . NEXT --> See step 36
  35. REPAIR OR REPLACE PARTS AND COMPONENTS INDICATED BY OUTPUT DTCS Repair the malfunctioning areas indicated by the DTCs that were confirmed when the vehicle was brought in. NEXT: Go to next step
  36. PERFORM EVAP SYSTEM CHECK (AUTO OPERATION) NOTE: The Evaporative System Check (Automatic Mode) consists of 5 steps performed automatically by the Techstream. It takes a maximum of approximately 23 minutes. Do not perform the Evaporative System Check when the fuel tank is more than 90% full because the cut-off valve may be closed, making the fuel tank leak check unavailable. Do not run the engine in this step. When the temperature of the fuel is 35°C (95°F) or higher, a large amount of vapor forms and any check results become inaccurate. When performing an Evaporative System Check, keep the fuel temperature below 35°C (95°F). Clear DTCs. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Enter the following menus: Powertrain / Engine and ECT / Utility / Evaporative System Check / Automatic Mode. After the Evaporative System Check is completed, check for pending DTCs by entering the following menus: Powertrain / Engine and ECT / Trouble Code / Pending. HINT: If no pending DTCs are output, the repair has been successfully completed. NEXT --> COMPLETED

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

Scheme 497

Scheme 497: PROCEDURE
Scheme 497: PROCEDURE
  1. CHECK HARNESS AND CONNECTOR (ECM - BODY GROUND) Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition B39-5 (E1) - Body ground Always Below 1 ohms Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ECM - BODY GROUND) OK: Go to next step
  2. INSPECT ECM (IGSW VOLTAGE) Disconnect the ECM connector. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition F50-22 (IGSW) - Body ground Ignition switch ON 11 to 14 V TEXT IN ILLUSTRATION *a Component with harness connected (ECM) Reconnect the ECM connector. NG --> See step 8 OK: Go to next step
  3. INSPECT INTEGRATION RELAY (EFI RELAY) Inspect the integration relay (EFI relay). Refer to «ON-VEHICLE INSPECTION - Step 3»(ref-421955-S22638332972011092600000) . NG --> REPLACE INTEGRATION RELAY (EFI RELAY) OK: Go to next step
  4. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY [EFI RELAY] - ECM) Remove the integration relay (EFI relay) from the engine room relay block. Disconnect the integration relay 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 1D-4 - F51-23 (+B) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1D-4 or F51-23 (+B) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY [EFI RELAY] - ECM) OK: Go to next step
  5. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY [EFI RELAY] - BATTERY) Remove the integration relay (EFI relay) from the engine room relay block. Disconnect the integration relay connector. Disconnect the cable from the negative (-) battery terminal. Disconnect the cable from the positive (+) battery terminal. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1E-1 - Positive battery terminal Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1E-1 or Positive battery terminal - Body ground Always 10 kohms or higher Reconnect the integration relay connector. Reinstall the integration relay. Reconnect the cable to the positive (+) battery terminal. Reconnect the cable to the negative (-) battery terminal. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY [EFI RELAY] - BATTERY) OK: Go to next step
  6. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY [EFI RELAY] - BODY GROUND) Remove the integration relay (EFI relay) from the engine room relay block. Disconnect the integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition 1D-3 - Body ground Always Below 1 ohms Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY [EFI RELAY] - BODY GROUND) OK: Go to next step
  7. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY [EFI RELAY] - ECM) Disconnect the ECM connector. Remove the integration relay (EFI relay) from the engine room relay block. Disconnect the integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1D-2 - F50-12 (MREL) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1D-2 or F50-12 (MREL) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY [EFI RELAY] - ECM) OK --> See step 15
  8. INSPECT INTEGRATION RELAY (IG2 RELAY) Inspect the integration relay (IG2 relay). Refer to «ON-VEHICLE INSPECTION - Step 2»(ref-421955-S22638332972011092600000) . NG --> REPLACE INTEGRATION RELAY (IG2 RELAY) OK: Go to next step
  9. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY [IG2 RELAY] - ECM) Disconnect the ECM connector. Remove the integration relay (IG2 relay) from the engine room relay block. Disconnect the integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1C-4 - F50-22 (IGSW) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1C-4 or F50-22 (IGSW) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY [IG2 RELAY] - ECM) OK: Go to next step
  10. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY [IG2 RELAY] - BATTERY) Remove the integration relay (IG2 relay) from the engine room relay block. Disconnect the integration relay connector. Disconnect the cable from the negative (-) battery terminal. Disconnect the cable from the positive (+) battery terminal. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1E-1 - Positive battery terminal Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1E-1 or Positive battery terminal - Body ground Always 10 kohms or higher Reconnect the integration relay connector. Reinstall the integration relay. Reconnect the cable to the positive (+) battery terminal. Reconnect the cable to the negative (-) battery terminal. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY [IG2 RELAY] - BATTERY) OK: Go to next step
  11. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY [IG2 RELAY] - BODY GROUND) Remove the integration relay (IG2 relay) from the engine room relay block. Disconnect the integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition 1C-3 - Body ground Always Below 1 ohms Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY [IG2 RELAY] - BODY GROUND) OK: Go to next step
  12. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY [IG2 RELAY] - IGNITION SWITCH) Disconnect the ignition switch connector. Remove the integration relay (IG2 relay) from the engine room relay block. Disconnect the integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1C-1 - F15-6 (IG2) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1C-1 or F15-6 (IG2) - Body ground Always 10 kohms or higher Reconnect the ignition switch connector. Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY [IG2 RELAY] - IGNITION SWITCH) OK: Go to next step
  13. INSPECT IGNITION SWITCH ASSEMBLY Inspect the ignition switch assembly. Refer to «INSPECTION»(ref-422142-S17380100262011092600000) . NG --> See step 14 OK --> REPAIR OR REPLACE HARNESS OR CONNECTOR (IGNITION SWITCH - BATTERY)
  14. REPLACE IGNITION SWITCH ASSEMBLY. Refer to «REMOVAL»(ref-422142-S24180649482011092600000)
  15. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)

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

This troubleshooting procedure is based on the premise that the engine is started. If the engine is not started, proceed to the problem symptoms table. Refer to PROBLEM SYMPTOMS TABLE .

Scheme 498

Scheme 498: PROCEDURE
Scheme 498: PROCEDURE
  1. PERFORM ACTIVE TEST USING TECHSTREAM (FUEL PUMP) Connect the Techstream to the DLC3. Turn the ignition switch to ON and turn the Techstream ON. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. Check whether operating sounds can be heard while operating the relay using the Techstream. OK Operating sounds can be heard from relay. NG --> See step 4 OK: Go to next step
  2. CHECK HARNESS AND CONNECTOR (FUEL PUMP ECU - ECM, BODY GROUND) Disconnect the fuel pump ECU 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 Q8-1 (FPC) - F50-15 (FPC) Always Below 1 ohms Q8-2 (DI) - F50-20 (DI) Always Below 1 ohms Q8-3 (E) - Body ground Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition Q8-1 (FPC) or F50-15 (FPC) - Body ground Always 10 kohms or higher Q8-2 (DI) or F50-20 (DI) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  3. REPLACE FUEL PUMP ECU Replace the fuel pump ECU. Refer to «REMOVAL»(ref-422143-S41161313872011092600000) . Check the fuel pump operation. OK Malfunction has been repaired successfully. NG --> See step 12 OK --> END
  4. INSPECT CIRCUIT OPENING RELAY (C/OPN) Inspect the circuit opening relay (C/OPN). Refer to «ON-VEHICLE INSPECTION - Step 1»(ref-421955-S22638332972011092600000) . NG --> REPLACE CIRCUIT OPENING RELAY (C/OPN) OK: Go to next step
  5. INSPECT CIRCUIT OPENING RELAY (POWER SOURCE VOLTAGE) Remove the circuit opening relay (C/OPN) from the engine room relay block. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition Circuit opening relay (C/OPN) terminal 2 - Body ground Ignition switch ON 11 to 14 V Circuit opening relay (C/OPN) terminal 5 - Body ground Ignition switch ON 11 to 14 V TEXT IN ILLUSTRATION *1 Engine Room Relay Block *2 Circuit Opening Relay (C/OPN) NG --> See step 11 OK: Go to next step
  6. CHECK HARNESS AND CONNECTOR (CIRCUIT OPENING RELAY (C/OPN) - ECU, FUEL PUMP ECU) Remove the circuit opening relay (C/OPN) from the engine room relay block. Disconnect the fuel pump ECU 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 Circuit opening relay (C/OPN) terminal 1 - F50-25 (FC) Always Below 1 ohms Circuit opening relay (C/OPN) terminal 3 - Q8-4 (+B) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition Circuit opening relay (C/OPN) terminal 1 or F50-25 (FC) - Body ground Always 10 kohms or higher Circuit opening relay (C/OPN) terminal 3 or Q8-4 (+B) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  7. CHECK HARNESS AND CONNECTOR (FUEL PUMP - FUEL PUMP ECU) Disconnect the fuel pump connector. Disconnect the fuel pump ECU connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition Q5-4 (B2) - Q9-1 (FP) Always Below 1 ohms Q5-5 (E2) - Q9-2 (FP-) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition Q5-4 (B2) or Q9-1 (FP) - Body ground Always 10 kohms or higher Q5-5 (E2) or Q9-2 (FP-) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  8. INSPECT FUEL PUMP Inspect the fuel pump. Refer to «INSPECTION»(ref-422143-S23123181462011092600000) . NG --> See step 13 OK: Go to next step
  9. CHECK HARNESS AND CONNECTOR (FUEL PUMP ECU - ECM, BODY GROUND) Disconnect the fuel pump ECU 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 Q8-1 (FPC) - F50-15 (FPC) Always Below 1 ohms Q8-2 (DI) - F50-20 (DI) Always Below 1 ohms Q8-3 (E) - Body ground Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition Q8-1 (FPC) or F50-15 (FPC) - Body ground Always 10 kohms or higher Q8-2 (DI) or F50-20 (DI) - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK: Go to next step
  10. REPLACE FUEL PUMP ECU Replace the fuel pump ECU. Refer to «REMOVAL»(ref-422143-S41161313872011092600000) . Check the fuel pump operation. OK Malfunction has been repaired successfully. NG --> See step 14 OK --> END
  11. CHECK HARNESS AND CONNECTOR (CIRCUIT OPENING RELAY (C/OPN) - IGN FUSE, INTEGRATION RELAY) Remove the circuit opening relay (C/OPN) from the engine room relay block. Remove the IGN fuse from the engine room relay block. Remove the integration relay from the engine room junction block. Disconnect the integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition Circuit opening relay (C/OPN) terminal 2 - 1C-4 Always Below 1 ohms Circuit opening relay (C/OPN) terminal 5 - 1D-4 Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition Circuit opening relay (C/OPN) terminal 2 or 1C-4 - Body ground Always 10 kohms or higher Circuit opening relay (C/OPN) terminal 5 or 1D-4 - Body ground Always 10 kohms or higher NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 15
  12. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  13. REPLACE FUEL PUMP. Refer to «REMOVAL»(ref-422143-S05273439702011092600000)
  14. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  15. GO TO ECM POWER SOURCE CIRCUIT. Refer to «ECM Power Source Circuit»(ref-422140-S00333349102011092600000)

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

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

HINT

This chart is based on the premise that the engine can be cranked normally. If the engine does not crank normally, proceed to Problem Symptoms Table. Refer to PROBLEM SYMPTOMS TABLE .

Inspection Method

Drive at 10km/h (6.25mph), depress the accelerator pedal by 1/2 to 3/4 and keep it in that position. Under these conditions, if the engine speed decreases to 1000RPM when the brake pedal is depressed, then the brake override system has been activated.

WARNINGWhen carrying out the inspection, use a place where you are able to carry it out safely and also pay close attention to your surroundings. Also, when driving make absolutely sure that all road traffic laws, such as speed limits, are observed.

HINT

  1. Under normal conditions, the Accelerator Position value changes in response to the Accel Sens. No. 1 Volt % value. For more information on the numerical values, refer to the Data List. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) .
  2. If the Data List values of Accelerator Position and Accel Sens. No. 1 Volt % do not match, and the value of Accelerator Position changes but the value of Accel Sens. No. 1 Volt % is constant, this confirms that brake override system has activated. (Data can be captured relatively easily by using the snapshot function in the Data List. Confirm the data after performing the drive test.)

Note. The brake override system restricts driving torque if the brake pedal is depressed when driving with the accelerator pedal depressed. If a customer reports experiencing loss of torque after the accelerator and brake pedals have both been intentionally depressed, explain to the customer that this is not a malfunction, and that the customer should avoid depressing both the accelerator and brake pedals at the same time. Example: While operating the accelerator pedal, the customer uses their left foot to operate the brake pedal.

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

Scheme 499

Scheme 499: PROCEDURE
Scheme 499: PROCEDURE
  1. CHECK THAT MIL IS ILLUMINATED Turn the ignition switch to ON. Check the illumination condition of the MIL. RESULT Condition Proceed to MIL remains illuminated (Even after ignition switch turned to ON and several seconds have passed, MIL still remains illuminated) A MIL remains off (Does not illuminate at all) B MIL illuminates for several seconds, but turns off after engine is started C B --> See step 5 C --> SYSTEM OK A: Go to next step
  2. CHECK WHETHER MIL TURNS OFF Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / DTC. Check if any DTCs are output. Note down any DTCs. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-421953-S17634125332011092600000) . Check if the MIL goes off. OK MIL goes off. NG --> See step 3 OK --> See step 8
  3. CHECK HARNESS AND CONNECTOR (CHECK FOR SHORT IN WIRE HARNESS) Disconnect the ECM connector. Turn the ignition switch to ON. Check that the MIL is not illuminated. OK MIL is not illuminated. Reconnect the ECM connector. NG --> See step 4 OK --> See step 9
  4. CHECK HARNESS AND CONNECTOR (COMBINATION METER - ECM) Disconnect the combination meter connector. 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 F14-30 (CHK) or F51-13 (W) - Body ground Always 10 kohms or higher Reconnect the combination meter connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (COMBINATION METER - ECM) OK --> See step 10
  5. CHECK THAT ENGINE STARTS Turn the ignition switch to ON. Check that the engine starts. RESULT Result Proceed to Engine starts A Engine does not start* B HINT: *: The Techstream cannot communicate with the ECM. B --> See step 11 A: Go to next step
  6. CHECK COMBINATION METER ASSEMBLY Disconnect the ECM connector. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition F51-13 (W) - Body ground Ignition switch ON 11 to 14 V TEXT IN ILLUSTRATION *a Component with harness connected (ECM) NG --> See step 7 OK --> See step 9
  7. CHECK HARNESS AND CONNECTOR (COMBINATION METER - ECM) Disconnect the combination meter connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition F14-30 (CHK) - F51-13 (W) Always Below 1 ohms Reconnect the ECM connector. Reconnect the combination meter connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (COMBINATION METER - ECM) OK --> See step 10
  8. REPAIR CIRCUITS INDICATED BY OUTPUT DTCS. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-421953-S08108164442011092600000)
  9. REPLACE ECM. Refer to «REMOVAL»(ref-421955-S17323454082011092600000)
  10. REPLACE COMBINATION METER ASSEMBLY. Refer to «REMOVAL»(ref-422131-S19922124762011092600000)
  11. GO TO VC OUTPUT CIRCUIT. Refer to «VC Output Circuit»(ref-422140-S25058323922011092600000)

More articles — Engine Control System (2TR-FE) (Diagnostic Codes (P1604-P2A00) & Circuit Tests)