Engine Control System Self-Diagnostics - 4-cylinder Toyota Camry Solara I

DIAGNOSTIC TROUBLE CODE DEFINITIONS

DIAGNOSTIC TROUBLE CODE (DTC) IDENTIFICATION

DIAGNOSTIC TESTS

Note. Before performing any diagnostic test, see SELF-DIAGNOSTICS - INTRODUCTION article for diagnostic system functions and system diagnostic procedures. For component location, see appropriate illustration in THEORY & OPERATION article. References to California emissions apply to vehicles with California emissions, which may be verified by underhood Emission Control label. Vehicles with California emissions may be available in other states.

Note. To identify ECM terminals referenced in testing, see illustration. (Scheme 1)

Scheme 1

DTC P0105: MANIFOLD ABSOLUTE PRESSURE (MAP)/BAROMETRIC PRESSURE SENSOR CIRCUIT

Note. If DTCs P0105, P0106, P0110, P0115 and P0120 are output together, inspect ECM E2 circuit (sensor ground) between terminal No. 18 at ECM harness connector E10 and splice I6. Repair as necessary. See WIRING DIAGRAMS article.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Circuit Description

MAP sensor detects manifold pressure as a voltage. ECM then determines basic injection duration and basic injection advance angle based on this voltage. ECM will operate in fail-safe mode if DTC P0105 is set. DTC is set when ECM detects an open or short in MAP circuit. Possible causes are

1. MAP sensor circuit is open or shorted.
2. Defective MAP sensor.
3. Defective ECM.

Diagnostic Aids

After confirming DTC P0105, use scan tool to access CURRENT DATA to confirm manifold absolute pressure. If MAP sensor value displayed on scan tool is always zero, PIM circuit may be shorted. If MAP sensor value displayed on scan tool is always 130 or more, VC circuit may be open or shorted, PIM and/or E2 circuit may be open. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

Diagnosis & Repair

1. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Turn ignition on. Using scan tool, read MAP sensor value. If reading is not same as atmospheric pressure, go to next step. If reading is same as atmospheric pressure, problem is intermittent. Check component and ECM connections.
2. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM harness connector and measure voltage between terminals No. 2 (Yellow wire) and No. 18 (Brown wire) at ECM harness connector E10. (Scheme 1) If voltage is 4.5-5.5 volts, go to next step. If voltage is not 4.5-5.5 volts, replace ECM.
3. Using DVOM, backprobe ECM harness connector. On models with engine immobilizer system, measure voltage between terminals No. 21 (Black/Yellow wire) and No. 18 (Brown wire) at ECM harness connector E10. On models without engine immobilizer system, measure voltage between terminals No. 9 (Black/Yellow wire) and No. 18 (Brown wire) at ECM harness connector E10. On all models, voltage should be 3.3-3.9 volts. If voltage is as specified, replace ECM. If voltage is not as specified, go to next step.
4. Check for open or short in wiring between MAP sensor and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace MAP sensor.

Scheme 2

DTC P0106: MANIFOLD ABSOLUTE PRESSURE (MAP)/BAROMETRIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE

Note. If DTCs P0105, P0106, P0110, P0115 and P0120 are output together, inspect ECM E2 circuit (sensor ground) between terminal No. 18 at ECM harness connector E10 and splice I6. Repair as necessary. See WIRING DIAGRAMS article.

Note. If DTCs P0105 and P0106 are output together, an open may exist in MAP sensor circuit. Perform DTC P0105: MANIFOLD ABSOLUTE PRESSURE (MAP)/BAROMETRIC PRESSURE SENSOR CIRCUIT test before performing DTC P0106 test.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

MAP sensor detects manifold pressure as a voltage. ECM then determines basic injection duration and basic injection advance angle based on this voltage. ECM will operate in fail-safe mode if DTC P0106 is set. DTC is set when ECM detects MAP sensor output voltage is out of range. Possible cause is

1. Defective MAP sensor.
2. Disconnected or damaged vacuum line.

After confirming DTC P0106, use scan tool to access CURRENT DATA to confirm manifold absolute pressure. If MAP sensor value displayed on scan tool is always zero, PIM circuit may be shorted. If MAP sensor value displayed on scan tool is always 130 or more, VC circuit may be open or shorted, PIM and/or E2 circuit may be open. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. If any DTCs other than DTC P0106 are displayed, diagnose and repair those DTCs first. If only DTC P0106 is displayed, go to next step.
2. Check MAP sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace MAP sensor. If problem does not exist, check vacuum hose to MAP sensor. Replace vacuum hose as necessary and retest.

DTC P0110: INTAKE AIR TEMPERATURE (IAT) SENSOR CIRCUIT

Note. If DTCs P0105, P0106, P0110, P0115 and P0120 are output together, inspect ECM E2 circuit (sensor ground) between terminal No. 18 at ECM harness connector E10 and splice I6. Repair as necessary. See WIRING DIAGRAMS article.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

IAT sensor is a thermistor sensor which monitors temperature of air flowing into intake manifold. IAT sensor is located in air filter housing. DTC is set when ECM detects a open or short in IAT sensor circuit. ECM will operate in fail-safe mode if DTC P0110 is set. Possible causes are

1. IAT sensor circuit is open or shorted.
2. Defective IAT sensor.
3. Defective ECM.

After confirming DTC P0110, use scan tool to access CURRENT DATA to confirm intake air temperature. If IAT sensor value displayed on scan tool is always -40°F (-40°C), IAT sensor circuit may be open. If IAT sensor value displayed on scan tool is always 284°F (140°C), IAT sensor circuit may be shorted. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Turn ignition on. Using scan tool, monitor IAT sensor temperature. If temperature displayed on scan tool is same as outside temperature, problem is intermittent. Check component and ECM connections. If temperature displayed on scan tool is 284°F (140°C) or more, go to step 4. If temperature displayed on scan tool is -40°F (-40°C), go to next step.
2. Turn ignition off. Disconnect IAT sensor harness connector. Connect a jumper wire between IAT sensor harness connector terminals. Turn ignition on. Using scan tool, monitor IAT sensor temperature. If temperature displayed on scan tool is 284°F (140°C) or more, replace IAT sensor. If temperature displayed on scan tool is less than 284°F (140°C), go to next step.
3. Turn ignition off. Remove jumper wire. Access ECM behind glove box. On models with engine immobilizer system, connect a jumper wire by backprobing between terminal No. 23 (Yellow/Black wire) at ECM harness connector E11 and terminal No. 18 (Brown wire) at ECM harness connector E10. On models without engine immobilizer system, connect a jumper wire by backprobing between terminal No. 22 (Yellow/Black wire) at ECM harness connector E11 and terminal No. 18 (Brown wire) at ECM harness connector E10. (Scheme 1) If temperature displayed on scan tool is 284°F (140°C) or more, repair open in wiring between IAT sensor and ECM. See WIRING DIAGRAMS article. If temperature displayed on scan tool is less than 284°F (140°C), replace ECM.
4. Turn ignition off. Disconnect IAT sensor harness connector. Turn ignition on. If temperature displayed on scan tool is -40°F (-40°C), replace IAT sensor. If temperature displayed on scan tool is not -40°F (-40°C), go to next step.
5. Turn ignition off. Access ECM behind glove box. Disconnect ECM harness connector E11. (Scheme 1) Turn ignition on. If temperature displayed on scan tool is -40°F (-40°C), repair short in wiring between IAT sensor and ECM. See WIRING DIAGRAMS article. If temperature displayed on scan tool is not -40°F (-40°C), replace ECM.

DTC P0115: ENGINE COOLANT TEMPERATURE (ECT) SENSOR CIRCUIT

Note. If DTCs P0105, P0106, P0110, P0115 and P0120 are output together, inspect ECM E2 circuit (sensor ground) between terminal No. 18 at ECM harness connector E10 and splice I6. Repair as necessary. See WIRING DIAGRAMS article.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

ECT sensor is a thermistor sensor which monitors engine coolant temperature. DTC is set when ECM detects an open or short in ECT sensor circuit. Possible causes are

1. ECT sensor circuit is open or shorted.
2. Defective ECT sensor.
3. Defective ECM.

After confirming DTC P0115, use scan tool to access CURRENT DATA to confirm engine coolant temperature. If ECT sensor value displayed on scan tool is always -40°F (-40°C), ECT sensor circuit may be open. If ECT sensor value displayed on scan tool is always 284°F (140°C), ECT sensor circuit may be shorted. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Turn ignition on. Using scan tool, monitor ECT sensor temperature. If temperature displayed on scan tool is same as actual coolant temperature, problem is intermittent. Check component and ECM connections. If temperature displayed on scan tool is 284°F (140°C) or more, go to step 4. If temperature displayed on scan tool is -40°F (-40°C), go to next step.
2. Turn ignition off. Disconnect ECT sensor harness connector. Connect a jumper wire between ECT sensor harness connector terminals. Turn ignition on. Using scan tool, monitor ECT sensor temperature. If temperature displayed on scan tool is 284°F (140°C) or more, replace ECT sensor. If temperature displayed on scan tool is less than 284°F (140°C), go to next step.
3. Turn ignition off. Remove jumper wire. Access ECM behind glove box. On models with engine immobilizer system, connect a jumper wire by backprobing between terminal No. 22 (Green/Black wire) at ECM harness connector E11 and terminal No. 18 (Brown wire) at ECM harness connector E10. On models without engine immobilizer system, connect a jumper wire by backprobing between terminal No. 24 (Green/Black wire) at ECM harness connector E11 and terminal No. 18 (Brown wire) at ECM harness connector E10. (Scheme 1) If temperature displayed on scan tool is 284°F (140°C) or more, repair open in wiring between ECT sensor and ECM. See WIRING DIAGRAMS article. If temperature displayed on scan tool is less than 284°F (140°C), replace ECM.
4. Turn ignition off. Disconnect ECT sensor harness connector. Turn ignition on. If temperature displayed on scan tool is -40°F (-40°C), replace ECT sensor. If temperature displayed is not -40°F (-40°C), go to next step.
5. Turn ignition off. Access ECM behind glove box. Disconnect ECM harness connector E11. (Scheme 1) Turn ignition on. If temperature displayed is -40°F (-40°C), repair short in wiring between ECT sensor and ECM. See WIRING DIAGRAMS article. If temperature displayed by scan tool is not -40°F (-40°C), replace ECM.

DTC P0116: ENGINE COOLANT TEMPERATURE (ECT) SENSOR CIRCUIT RANGE/PERFORMANCE

Note. If DTCs P0115 and P0116 are output together, an open may exist in ECT sensor circuit. Perform DTC P0115: ENGINE COOLANT TEMPERATURE (ECT) SENSOR CIRCUIT test before performing DTC P0116 test.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

ECT sensor is a thermistor sensor which monitors engine coolant temperature. DTC is set when ECT sensor signal value is out of range during engine operation. Possible causes are

1. Defective ECT sensor.
2. Defective cooling system.

After confirming DTC P0116, use scan tool to access CURRENT DATA to confirm engine coolant temperature. If ECT sensor value displayed on scan tool is always -40°F (-40°C), ECT sensor circuit may be open. If ECT sensor value displayed on scan tool is always 284°F (140°C), ECT sensor circuit may be shorted. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. If any other DTCs are displayed, diagnose and repair those DTCs first and retest. If only DTC P0116 is displayed, go to next step.
2. Remove and inspect cooling system thermostat. If problem exists, replace thermostat as necessary and retest system. If problem does not exist, replace ECT sensor.

DTC P0120: THROTTLE POSITION (TP) SENSOR CIRCUIT

Note. If DTCs P0105, P0106, P0110, P0115 and P0120 are output together, inspect ECM E2 circuit (sensor ground) between terminal No. 18 at ECM harness connector E10 and splice I6. Repair as necessary. See WIRING DIAGRAMS article.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

TP sensor is a variable resistor which monitors throttle opening. ECM determines vehicle driving condition and adjusts air/fuel mixture accordingly. DTC is set when ECM consistently detects less than .1 volt or more than 4.9 volts on VTA circuit. Possible causes are

1. TP sensor circuit is open or shorted.
2. Defective TP sensor.
3. Defective ECM.

After confirming DTC P0120, use scan tool to access CURRENT DATA to confirm throttle valve opening percentage with throttle open and closed. If percentage displayed on scan tool is always zero percent, VC circuit may be open or VTA circuit may be shorted. If percentage displayed on scan tool is always 100 percent, E2 circuit may be open. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Turn ignition on. Using scan tool, monitor throttle valve opening percentage. Opening percentage should be approximately 10 percent with fully closed throttle and should be approximately 70 percent with throttle fully open (WOT). If percentages are as specified, problem is intermittent. Check component and ECM connections. If percentages are not as specified, go to next step.
2. Turn ignition off. Disconnect TP sensor harness connector. Turn ignition on. Using DVOM, measure voltage between ground and terminal No. 1 (Yellow wire) at TP sensor harness connector. If voltage is 4.5-5.5 volts, go to next step. If voltage is not 4.5-5.5 volts, go to step 5.
3. Check TP sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace TP sensor. If problem does not exist, go to next step.
4. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM harness connector. On models with engine immobilizer system, measure voltage between terminal No. 24 (Light Green wire) at ECM harness connector E11 and terminal No. 18 (Brown wire) at ECM harness connector E10. On models without engine immobilizer system, measure voltage between terminal No. 23 (Light Green wire) at ECM harness connector E11 and terminal No. 18 (Brown wire) at ECM harness connector E10. (Scheme 1) On all models, voltage should be.3-.8 volt with throttle fully closed, and 3.2-4.9 volts with throttle fully open (WOT). If voltages are as specified, replace ECM. If voltages are not as specified, repair open or short in wiring between TP sensor and ECM. See WIRING DIAGRAMS article.
5. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe and measure voltage between terminals No. 2 (Yellow wire) and No. 18 (Brown wire) at ECM harness connector E10. (Scheme 1) If voltage is 4.5-5.5 volts, repair open in Yellow wire between TP sensor and ECM. If voltage is not 4.5-5.5 volts, replace ECM.

TP sensor is a variable resistor which monitors throttle opening. ECM determines vehicle driving condition and adjusts air/fuel mixture accordingly. DTC is set after vehicle speed has exceeded 19 MPH once and TP sensor output voltage is out of range while vehicle speed is 0-19 MPH. Possible cause is

1. Defective Throttle Position (TP) sensor.

After confirming DTC P0121, use scan tool to access CURRENT DATA to confirm throttle valve opening percentage with throttle open and closed. If percentage displayed on scan tool is always zero percent, VC circuit may be open or VTA circuit may be shorted. If percentage displayed on scan tool is always 100 percent, check for open in E2 circuit. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

If only DTC P0121 is displayed, replace TP sensor. If any other DTCs are displayed, diagnose and repair those DTCs first and retest.

DTC P0125: INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL (EXCEPT CALIF. EMISSIONS)

Note. Heated oxygen sensor No. 1 refers to oxygen sensor closest to engine block. Heated oxygen sensor No. 2 refers to oxygen sensor farthest from engine block.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Heated oxygen sensor monitors exhaust gas oxygen content and delivers an input signal to ECM. ECM uses input signal to determine fuel injection system operation. Heated oxygen sensor includes a heater. DTC is set when heated oxygen sensor No. 1 does not output a rich condition once engine is at normal operating temperature, engine speed is more than 1500 RPM and vehicle speed is 25-62 MPH for at least 2 minutes. Possible causes are

1. Heated oxygen sensor No. 1 circuit is open or shorted.
2. Defective heated oxygen sensor No. 1.
3. Air induction system malfunction.
4. EGR system malfunction.
5. Improper fuel pressure.
6. Defective fuel injector.
7. Exhaust system leak.
8. Vehicle has run out of fuel.
9. Defective ECM.

After confirming DTC P0125, use scan tool to access CURRENT DATA to confirm voltage output of heated oxygen sensor No. 1. If voltage displayed on scan tool is always zero volts, circuit may be open or shorted. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. If any other DTCs are displayed, diagnose and repair those DTCs first and retest. If only DTC P0125 is displayed, go to next step.
2. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Start and warm engine to normal operating temperature. Using scan tool, monitor heated oxygen sensor No. 1. Snap accelerate engine to about 4000 RPM 3 times. Heated oxygen sensor No. 1 should indicate a rich signal (.45 volt or more) at least once. If a rich signal is indicated for heated oxygen sensor No. 1 at least once, go to step 10. If a rich signal is not indicated for heated oxygen sensor No. 1 at least once, go to next step.
3. Check for open or short in wiring between heated oxygen sensor No. 1 and ECM. If problem does not exist, go to next step. If problem exists, repair wiring as necessary. See WIRING DIAGRAMS article.
4. Using scan tool, check if a misfire has occurred by monitoring DTCs and DATA LIST. If a misfire has occurred, perform «DTC P1300 OR P1310: IGNITOR CIRCUIT»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder__dtc-p1300-or-p1310-ignitor-circuit). If misfire has not occurred, go to next step.
5. Ensure oil dipstick, oil filler cap, PCV system and all other air induction system components are intact and operating properly. If problem exists, repair as necessary. If problem does not exist, go to next step.
6. Check EGR system components. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
7. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If fuel pressure is not within specification, repair as necessary. If fuel pressure is within specification, go to next step.
8. Check fuel injectors. See FUEL SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
9. Check exhaust system for leaks. If problem exists, repair as necessary. If problem does not exist, replace defective heated oxygen sensor No. 1.
10. Perform test drive confirmation, then go to next step. See «TEST DRIVE CONFIRMATION»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder__test-drive-confirmation) under DTC P0130: HEATED OXYGEN SENSOR NO. 1 CIRCUIT (EXCEPT CALIF. EMISSIONS).
11. Clear and recheck for DTCs. If DTC P0125 is displayed again, replace ECM. If DTC P0125 is not displayed again, go to next step.
12. Vehicle either ran out of fuel or problem is intermittent. Check component and ECM connections.

DTC P0125: INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL (CALIF. EMISSIONS)

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Air/Fuel (A/F) sensor monitors exhaust gas oxygen content and delivers an input signal to ECM. ECM uses input signal to control air/fuel ratio. A/F sensor includes a heater. DTC is set when A/F sensor output does not change with engine speed at 1500 RPM or more, vehicle speed 25-62 MPH and throttle valve not fully closed for at least 2 minutes. Possible causes are

1. A/F sensor circuit is open or shorted.
2. Defective A/F sensor.
3. Air induction system malfunction.
4. EGR system malfunction.
5. Fuel system malfunction.
6. Defective fuel injector.
7. Exhaust system leak.
8. Vehicle ran out of fuel.
9. Defective ECM.

After confirming DTC P0125, use scan tool to access CURRENT DATA to confirm voltage output of A/F sensor. ECM controls voltage of AF1A+ and AF1A- circuits at ECM to a fixed voltage of 3.3 volts (at AF1A+ terminal) or 3.0 volts (at AF1A- terminal). It is impossible to confirm A/F sensor output voltage without using a scan tool. OBD II scan tools displays A/F sensor output voltage as one fifth of that displayed on Toyota hand-held tester. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

During fuel enrichment, output voltage of A/F sensor may be less than 0.56 volt (2.8 volts on Toyota hand-held tester). During fuel cut, output voltage of A/F sensor may be more than 0.76 volt (3.8 volts on Toyota hand-held tester). If output voltage of A/F sensor remains at 0.66 volt (3.3 volts on Toyota hand-held tester) during all conditions, A/F sensor circuit may be open. If output voltage of A/F sensor remains at 0.76 volt (3.8 volts on Toyota hand-held tester) or more than during all conditions, A/F sensor circuit may be shorted. If output voltage of A/F sensor remains at 0.56 volt (2.8 volts on Toyota hand-held tester) or less than during all conditions, A/F sensor circuit may be shorted.

1. If any other DTCs are displayed, diagnose and repair those DTCs first and retest system. If only DTC P0125 is displayed, go to next step.
2. Connect scan tool to Data Link Connector (DLC) No. 3. Start engine and increase engine speed to 2500 RPM for approximately 90 seconds. Using scan tool, monitor A/F sensor output voltage. See «AIR/FUEL RATIO SENSOR VOLTAGE SPECIFICATIONS»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder) table. If voltage is as specified, go to next step. If voltage is not as specified, go to step 10. AIR/FUEL RATIO SENSOR VOLTAGE SPECIFICATIONS Application (1) Volts Using OBD-II Scan Tool Engine Idling 0.66 Engine Racing 0.76 Or More Driving Vehicle (2) 0.56 Or Less Using Toyota Hand-Held Tester Engine Idling 3.3 Engine Racing 3.8 Or More Driving Vehicle (2) 2.8 Or Less (1) Voltage should not remain constant at specification given. (2) Drive vehicle at 25 MPH or more, with engine speed at 1500 RPM or more, while opening and closing throttle valve.
3. Check for open or short in wiring between ECM and A/F sensor. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
4. Disconnect A/F sensor harness connector. Measure resistance between terminal B+ (Black wire) and HT (Green wire) at A/F sensor connector (component side). (Scheme 3) Resistance should be.8-1.4 ohms at 68°F (20°C). If resistance is not as specified, replace A/F sensor. If resistance is as specified, go to next step.
5. Ensure oil dipstick, oil filler cap, PCV system and all other air induction system components are intact and operating properly. If problem exists, repair as necessary. If problem does not exist, go to next step.
6. Check EGR system components. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
7. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If fuel pressure is not within specification, repair as necessary. If fuel pressure is within specification, go to next step.
8. Check fuel injectors. See FUEL SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
9. Check exhaust system for leaks. If problem exists, repair as necessary. If problem does not exist, replace defective A/F sensor.
10. Perform test drive confirmation, then go to next step. See «TEST DRIVE CONFIRMATION»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder) under DTC P1130: AIR/FUEL SENSOR CIRCUIT RANGE/PERFORMANCE (CALIF. EMISSIONS).
11. Clear and recheck for DTCs. If DTC P0125 is displayed again, replace ECM. If DTC P0125 is not displayed again, go to next step.
12. Vehicle either ran out of fuel or problem is intermittent. Check component and ECM connections.

Scheme 3

DTC P0130: HEATED OXYGEN SENSOR NO. 1 CIRCUIT (EXCEPT CALIF. EMISSIONS)

Note. Heated oxygen sensor No. 1 refers to oxygen sensor closest to engine block. Heated oxygen sensor No. 2 refers to oxygen sensor farthest from engine block.

Heated oxygen sensor monitors exhaust gas oxygen content and delivers an input signal to ECM. ECM uses input signal to determine fuel injection system operation. Heated oxygen sensor includes a heater. DTC P0130 is set when heated oxygen sensor No. 1 voltage remains at .4 volt or more, or .55 volt or less during idle, once engine is at normal operating temperature. Possible causes are

1. Heated oxygen sensor No. 1 circuit is open or shorted.
2. Defective heated oxygen sensor No. 1.
3. Air induction system malfunction.
4. EGR system malfunction.
5. Improper fuel pressure.
6. Defective fuel injector.
7. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

Test Drive Confirmation

1. If using OBD-II scan tool, go to step 3. If using Toyota hand-held tester, connect hand-held tester to Data Link Connector (DLC) No. 3. (Scheme 2) Switch hand-held tester to CHECK mode and go to next step.
2. Start and warm engine to normal operating temperature with all accessories off. Drive vehicle at 31-40 MPH for 1-3 minutes. Stop vehicle and allow to idle for one minute. Repeat driving and idle part of test 3 times. If malfunction exists, MIL will illuminate.
3. Start and warm engine to normal operating temperature. Drive vehicle at 31-40 MPH for 1-3 minutes. Stop vehicle and allow to idle for one minute. Turn ignition off. Repeat driving and idle part of test. If malfunction exists, MIL will illuminate.

1. If any other DTCs are displayed, diagnose and repair those DTCs first and retest system. If only DTC P0130 is displayed, go to next step.
2. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Start engine and increase engine speed to 2500 RPM for approximately 90 seconds. Let engine idle. Using scan tool, monitor heated oxygen senor No. 1 output voltage. Voltage should alternate repeatedly between less than.4 volt and more than.55 volt. If voltage is as specified, go to step 8. If voltage is not as specified, go to next step.
3. Check for open or short in wiring between heated oxygen sensor No. 1 and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
4. Ensure oil dipstick, oil filler cap, PCV system and all other air induction system components are intact and operating properly. If problem exists, repair as necessary. If problem does not exist, go to next step.
5. Check EGR system components. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
6. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If fuel pressure is not within specification, repair as necessary. If fuel pressure is within specification, go to next step.
7. Check fuel injectors. See FUEL SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, replace heated oxygen sensor No. 1.
8. Perform test drive confirmation, then go to next step. See «TEST DRIVE CONFIRMATION»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder__test-drive-confirmation).
9. Clear and recheck for DTCs. If DTC P0130 is displayed again, replace ECM. If DTC P0130 is not displayed again, problem is intermittent. Check component and ECM connections.

DTC P0133: HEATED OXYGEN SENSOR NO. 1 CIRCUIT SLOW RESPONSE (EXCEPT CALIF. EMISSIONS)

Note. Heated oxygen sensor No. 1 refers to sensor closest to engine block. Heated oxygen sensor No. 2 refers to sensor farthest from engine block.

Heated oxygen sensor monitors exhaust gas oxygen content and delivers an input signal to ECM. ECM uses input signal to determine fuel injection system operation. Heated oxygen sensor includes a heater. DTC is set when ECM detects a response time of one second or more from heated oxygen sensor to change from rich to lean, or lean to rich when engine is warm and idling. Possible causes are

1. Heated oxygen sensor No. 1 circuit is open or shorted.
2. Defective heated oxygen sensor No. 1.
3. Air induction system malfunction.
4. EGR system malfunction.
5. Improper fuel pressure.
6. Defective fuel injector.
7. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. If any other DTCs are displayed, diagnose and repair those DTCs first and retest system. If only DTC P0133 is displayed, go to next step.
2. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Start engine and increase engine speed to 2500 RPM for approximately 90 seconds. Let engine idle. Using scan tool, monitor heated oxygen sensor No. 1 output voltage. Voltage should alternate repeatedly between less than.4 volt and more than.55 volt. If voltage is as specified, go to step 8. If voltage is not as specified, go to next step.
3. Check for open or short in wiring between heated oxygen sensor No. 1 and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
4. Ensure oil dipstick, oil filler cap, PCV system and all other air induction system components are intact and operating properly. If problem exists, repair as necessary. If problem does not exist, go to next step.
5. Check EGR system components. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
6. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If fuel pressure is not within specification, repair as necessary. If fuel pressure is within specification, go to next step.
7. Check fuel injectors. See FUEL SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, replace heated oxygen sensor No. 1.
8. Perform test drive confirmation, then go to next step. See «TEST DRIVE CONFIRMATION»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder__test-drive-confirmation) under DTC P0130: HEATED OXYGEN SENSOR NO. 1 CIRCUIT (EXCEPT CALIF. EMISSIONS).
9. Clear and recheck for DTCs. If DTC P0133 is displayed again, replace ECM. If DTC P0133 is not displayed again, problem is intermittent. Check component and ECM connections.

DTC P0135: HEATED OXYGEN SENSOR NO. 1 HEATER CIRCUIT (EXCEPT CALIF. EMISSIONS)

Note. Heated oxygen sensor No. 1 refers to oxygen sensor closest to engine block. Heated oxygen sensor No. 2 refers to oxygen sensor farthest from engine block.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Heated oxygen sensor monitors exhaust gas oxygen content and delivers an input signal to ECM. ECM uses input signal to determine fuel injection system operation. Heated oxygen sensor includes a heater. DTC is set when heated oxygen sensor heater current draw exceeds 2 amps, or heated oxygen sensor heater current draw is .2 amp or less when heater operates. Possible causes are

1. Heated oxygen sensor No. 1 heater circuit is open or shorted.
2. Defective heated oxygen sensor No. 1 heater.
3. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM harness connector. On models with engine immobilizer system, measure voltage between ground and terminal No. 6 (Blue/Yellow wire) at ECM harness connector E10. On models without engine immobilizer system, measure voltage between ground and terminal No. 4 (Blue/Yellow wire) at ECM harness connector E10. (Scheme 1) On all models, voltage should be 9-14 volts. If voltage is as specified, replace ECM. If voltage is not as specified, go to next step.
2. Disconnect heated oxygen sensor No. 1 harness connector. Measure resistance between terminals B+ (Black/Yellow wire) and HT (Blue/Yellow wire) at heated oxygen sensor No. 1 (component side). (Scheme 4) Resistance should be 11-16 ohms at 68°F (20°C). If resistance is not as specified, replace heated oxygen sensor No. 1. If resistance is as specified, go to next step.
3. Repair wiring between ECM and heated oxygen sensor No. 1, or between heated oxygen sensor No. 1 and EFI main relay. See WIRING DIAGRAMS article.

Scheme 4

DTC P0136: HEATED OXYGEN SENSOR NO. 2 CIRCUIT

Note. Heated oxygen sensor No. 1 refers to oxygen sensor closest to engine block. Heated oxygen sensor No. 2 refers to oxygen sensor farthest from engine block.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Heated oxygen sensor monitors exhaust gas oxygen content and delivers an input signal to ECM. ECM uses input signal to determine fuel injection system operation. Heated oxygen sensor includes a heater. DTC is set when heated oxygen sensor No. 2 voltage remains between .45 and .6 volt (California emissions) or between .4 volt and .5 volt (all except California emissions) during vehicle operation (25 MPH or more), once engine is at normal operating temperature. Possible cause is

1. Heated oxygen sensor No. 2 circuit is open or shorted.
2. Defective heated oxygen sensor No. 2.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. If any other DTCs are displayed, diagnose and repair those DTCs first. If only DTC P0136 is displayed, go to next step.
2. Check for open or short in wiring between ECM and heated oxygen sensor No. 2. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
3. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Start and warm engine to normal operating temperature. Monitor heated oxygen sensor No. 2 output voltage. Snap accelerate engine to about 4000 RPM 3 times. Voltage should fluctuate from less than.45 volt to.6 volt or more (California emissions), or.4 volt to.5 volt or more (all except California emissions). If voltage is as specified, problem is intermittent. Check component and ECM connections. If voltage is not as specified, replace heated oxygen sensor No. 2.

DTC P0141: HEATED OXYGEN SENSOR NO. 2 HEATER CIRCUIT

Note. Heated oxygen sensor No. 1 refers to oxygen sensor closest to engine block. Heated oxygen sensor No. 2 refers to oxygen sensor farthest from engine block.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Heated oxygen sensor monitors exhaust gas oxygen content and delivers an input signal to ECM. ECM uses input signal to determine fuel injection system operation. Heated oxygen sensor includes a heater. DTC is set when heated oxygen sensor No. 2 heater current draw exceeds 2 amps, or heated oxygen sensor heater current draw is .2 amp or less when heater operates. Possible causes are

1. Heated oxygen sensor No. 2 heater circuit is open or shorted.
2. Defective heated oxygen sensor No. 2 heater.
3. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM harness connector. On models with engine immobilizer system, measure voltage between ground and terminal No. 5 (Pink/Black wire) at ECM harness connector E10. On models without engine immobilizer system, measure voltage between ground and terminal No. 3 (Pink/Black wire) at ECM harness connector E10. (Scheme 1) On all models, voltage should be 9-14 volts. If voltage is as specified, replace ECM. If voltage is not as specified, go to next step.
2. Disconnect heated oxygen sensor No. 2 harness connector. Measure resistance between terminals B+ (Red wire) and HT (Pink/Black wire) at heated oxygen sensor No. 2 (component side). (Scheme 5) Resistance should be 11-16 ohms at 68°F (20°C). If resistance is not as specified, replace heated oxygen sensor No. 2. If resistance is as specified, go to next step.
3. Repair wiring between ECM and heated oxygen sensor No. 2, or between heated oxygen sensor No. 2 and EFI main relay. See WIRING DIAGRAMS article.

Scheme 5

DTC P0171 OR P0172: SYSTEM TOO LEAN/RICH (EXCEPT CALIF. EMISSIONS)

Note. Heated oxygen sensor No. 1 refers to oxygen sensor closest to engine block. Heated oxygen sensor No. 2 refers to oxygen sensor farthest from engine block.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Fuel trim refers to feedback compensation value compared against basic injection time. Fuel trim includes short-term and long-term fuel trim.

DTC P0171 is set when fuel trim is driven rich beyond a certain value. Possible causes are

1. Air induction system malfunction.
2. Fuel injector restricted.
3. Defective Manifold Absolute Pressure (MAP) sensor.
4. Defective Engine Coolant Temperature (ECT) sensor.
5. Improper fuel pressure.
6. Exhaust system leak.
7. Heated oxygen sensor No. 1 circuit is open or shorted.
8. Defective heated oxygen sensor No. 1.
9. Defective ECM.

DTC P0172 is set when fuel trim is driven lean beyond a certain value. Possible causes are

1. Fuel injector restricted or leaking.
2. Defective Manifold Absolute Pressure (MAP) sensor.
3. Defective Engine Coolant Temperature (ECT) sensor.
4. Ignition system malfunction.
5. Improper fuel pressure.
6. Exhaust system leak.
7. Heated oxygen sensor No. 1 circuit is open or shorted.
8. Defective heated oxygen sensor No. 1.
9. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Ensure oil dipstick, oil filler cap, PCV system and all other air induction system components are intact and operating properly. If problem exists, repair as necessary. If problem does not exist, go to next step.
2. Check fuel injectors. See FUEL SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
3. Check Manifold Absolute Pressure (MAP) sensor and Engine Coolant Temperature (ECT) sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace appropriate component. If problem does not exist, go to next step.
4. Check spark and ignition system. See IGNITION SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
5. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If fuel pressure is not within specification, repair as necessary. If fuel pressure is within specification, go to next step.
6. Check exhaust system for leaks. If problem exists, repair as necessary. If problem does not exist, go to next step.
7. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Start engine and increase engine speed to 2500 RPM for approximately 90 seconds. Let engine idle. Using scan tool, monitor heated oxygen sensor No. 1 output voltage. Voltage should alternate repeatedly from less than.4 volt to more than.55 volt. If voltage is as specified, go to step 9. If voltage is not as specified, go to next step.
8. Check for open or short in wiring between ECM and heated oxygen sensor No. 1. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace heated oxygen sensor No. 1.
9. Perform test drive confirmation, then go to next step. See «TEST DRIVE CONFIRMATION»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder__test-drive-confirmation) under DTC P0130: HEATED OXYGEN SENSOR NO. 1 CIRCUIT (EXCEPT CALIF. EMISSIONS).
10. Clear and recheck for DTCs. If DTC P0171 and/or P0172 are displayed again, replace ECM. If neither DTC P0171 nor P0172 are displayed again, go to next step.
11. Vehicle either ran out of fuel or problem is intermittent. Check component and ECM connections.

DTC P0171 OR P0172: SYSTEM TOO LEAN/RICH (CALIF. EMISSIONS)

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Fuel trim refers to feedback compensation value compared against basic injection time. Fuel trim includes short-term and long-term fuel trim.

DTC P0171 is set when fuel trim is driven rich beyond a certain value. Possible causes are

1. Air induction system malfunction.
2. Fuel injector restricted.
3. Defective Manifold Absolute Pressure (MAP) sensor.
4. Defective Engine Coolant Temperature (ECT) sensor.
5. Improper fuel pressure.
6. Exhaust system leak.
7. Vehicle is ran out of fuel.
8. Air/Fuel (A/F) sensor circuit is open or shorted.
9. Defective Air/Fuel (A/F) sensor.
10. Defective ECM.

DTC P0172 is set when fuel trim is driven lean beyond a certain value. Possible causes are

1. Fuel injector restricted or leaking.
2. Defective Manifold Absolute Pressure (MAP) sensor.
3. Defective Engine Coolant Temperature (ECT) sensor.
4. Ignition system malfunction.
5. Improper fuel pressure.
6. Exhaust system leak.
7. Vehicle is ran out of fuel.
8. Air/Fuel (A/F) sensor circuit is open or shorted.
9. Defective Air/Fuel (A/F) sensor.
10. Defective ECM.

Short-term and long-term fuel trim value should be within plus or minus 35 percent of each other at 176°F (80°C). ECM controls voltage of AF1A+ and AF1A- circuits at ECM to a fixed voltage of 3.3 volts (at AF1A+ terminal) or 3.0 volts (at AF1A- terminal). It is impossible to confirm A/F sensor output voltage without using a scan tool. OBD II scan tools displays A/F sensor output voltage as one fifth of that displayed on Toyota hand-held tester. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

During fuel enrichment, output voltage of A/F sensor may be less than 0.56 volt (2.8 volts on Toyota hand-held tester). During fuel cut, output voltage of A/F sensor may be more than 0.76 volt (3.8 volts on Toyota hand-held tester). If output voltage of A/F sensor remains at 0.66 volt (3.3 volts on Toyota hand-held tester) during all conditions, A/F sensor circuit may be open. If output voltage of A/F sensor remains at 0.76 volt (3.8 volts on Toyota hand-held tester) or more than during all conditions, A/F sensor circuit may be shorted. If output voltage of A/F sensor remains at 0.56 volt (2.8 volts on Toyota hand-held tester) or less than during all conditions, A/F sensor circuit may be shorted.

1. Ensure oil dipstick, oil filler cap, PCV system and all other air induction system components are intact and operating properly. If problem exists, repair as necessary. If problem does not exist, go to next step.
2. Check fuel injectors. See FUEL SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
3. Check Manifold Absolute Pressure (MAP) sensor and Engine Coolant Temperature (ECT) sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace appropriate component. If problem does not exist, go to next step.
4. Check spark and ignition system. See IGNITION SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
5. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If fuel pressure is not within specification, repair as necessary. If fuel pressure is within specification, go to next step.
6. Check exhaust system for leaks. If problem exists, repair as necessary. If problem does not exist, go to next step.
7. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Start engine and increase engine speed to 2500 RPM for approximately 90 seconds. Using scan tool, monitor A/F sensor output voltage. See «AIR/FUEL RATIO SENSOR VOLTAGE SPECIFICATIONS»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder) table. If voltage is not as specified, go to next step. If voltage is as specified, go to step 9. AIR/FUEL RATIO SENSOR VOLTAGE SPECIFICATIONS Application (1) Volts Using OBD-II Scan Tool Engine Idling 0.66 Engine Racing 0.76 Or More Driving Vehicle (2) 0.56 Or Less Using Toyota Hand-Held Tester Engine Idling 3.3 Engine Racing 3.8 Or More Driving Vehicle (2) 2.8 Or Less (1) Voltage should not remain constant at specification given. (2) Drive vehicle at 25 MPH or more, with engine speed at 1500 RPM or more, while opening and closing throttle valve.
8. Check for open or short in wiring between ECM and A/F sensor. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace A/F sensor.
9. Perform test drive confirmation, then go to next step. See «TEST DRIVE CONFIRMATION»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder) under DTC P1130: AIR/FUEL SENSOR CIRCUIT RANGE/PERFORMANCE (CALIF. EMISSIONS).
10. Clear and recheck for DTCs. If DTCs P0171 and/or P0172 are displayed again, replace ECM. If neither DTC P0171 nor P0172 are displayed again, go to next step.
11. Vehicle either ran out of fuel or problem is intermittent. Check component and ECM connections.

DTC P0300: RANDOM MISFIRE DETECTED

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

ECM uses signals provided by crankshaft and camshaft position sensors. If engine speed rate has changed enough to equal a preset number, a misfire is detected and MIL is illuminated. If misfire rate is high enough, and driving conditions will cause catalytic converter damage or overheating, MIL blinks when a misfire is occurring. DTC is set when misfiring of random cylinders is detected during any particular 200 or 1000 revolutions. Possible causes are

1. Open or short in wiring.
2. Poor contact at ECM or component.
3. Disconnect, blocked or damaged vacuum hose(s).
4. Ignition system malfunction.
5. Defective fuel injector(s).
6. Improper fuel pressure.
7. EGR system malfunction.
8. Defective Manifold Absolute Pressure (MAP) sensor.
9. Defective Engine Coolant Temperature (ECT) sensor.
10. Improper engine compression.
11. Improper valve clearance.
12. Improper valve timing.
13. Defective ECM.

When 2 or more codes for misfiring cylinder are recorded repeatedly but no random misfire code is recorded, it indicates misfires were detected and recorded at different times. If misfire cannot be reproduced, reason may be because of driving with lack of fuel, improper fuel, fouled spark plug, etc. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Record any DTCs and freeze frame data. Switch scan tool to CHECK mode (Toyota hand-held tester only). Drive vehicle several times with engine speed, load and its surrounding range shown with ENGINE SPD, CALC LOAD in freeze frame data or MISFIRE RPM and MISFIRE LOAD in scan tool data list.
2. Drive vehicle at specified engine speeds. See «DRIVING PATTERN»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder) table. Turn ignition off after symptom is simulated the first time, then repeat test drive again (OBD-II scan tool only). If a misfire is detected, a DTC will set and misfire will be indicated in freeze frame data. Turn ignition off and wait a minimum of 5 seconds. DRIVING PATTERN RPM (1) Minutes Idling 3 1/2 1000 3 2000 1 1/2 3000 1 (1) Minimum specification is given.

1. Check vacuum hoses for leaks, blockage and proper routing. See VACUUM DIAGRAMS article. Also, check wiring and connectors for damage or poor connections. If problem exists, repair as necessary and perform «TEST DRIVE CONFIRMATION»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder). If problem does not exist, go to next step.
2. Check spark and ignition system. See IGNITION SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
3. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM connector and measure voltage between ground and fuel injector terminals at ECM harness connector E11. See «IDENTIFYING ECM FUEL INJECTOR TERMINALS»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder) table. (Scheme 1) If voltage is 9-14 volts at each terminal, go to step 6. If voltage is not 9-14 volts at each terminal, go to next step. IDENTIFYING ECM FUEL INJECTOR TERMINALS Fuel Injector No. ECM Terminal No. Wire Color With Engine Immobilizer 1 1 Blue 2 2 Red 3 3 Yellow 4 4 White Without Engine Immobilizer 1 3 Blue 2 4 Red 3 5 Yellow 4 6 White
4. Disconnect fuel injector harness connector at misfiring cylinder. Measure resistance between fuel injector terminals (component side). Resistance should be 13.4-14.2 ohms at 68°F (20°C). If resistance is as specified, go to next step. If resistance is not as specified, replace fuel injector.
5. Check for open or short in wiring between ECM and fuel injector. See WIRING DIAGRAMS article. If problem exists, repair as necessary. If problem does not exist, repair open or short in injector power source circuit. See WIRING DIAGRAMS article.
6. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If fuel pressure is not within specification, repair as necessary. If fuel pressure is within specification, go to next step.
7. Check fuel injectors. See FUEL SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
8. Check EGR system components. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
9. Check Manifold Absolute Pressure (MAP) sensor and Engine Coolant Temperature (ECT) sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace appropriate component. If problem does not exist, go to next step.
10. Check engine compression. See BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If engine compression is okay, check valve clearance. See ON-VEHICLE ADJUSTMENTS - 4-CYLINDER article. If valve clearance is okay, it may be necessary to check valve timing. See appropriate article in ENGINES.

DTC P0301-P0304: CYLINDERS NO. 1-4 MISFIRE DETECTED

Note. When 2 or more DTCs for a misfiring cylinder are recorded repeatedly, but DTC P0300 is not recorded, it indicates that misfires were detected and stored into ECM memory at different times.

ECM uses signals provided by crankshaft and camshaft position sensors. If engine speed rate has changed enough to equal a preset number, a misfire is detected and MIL is illuminated. If misfire rate is high enough, and driving conditions will cause catalytic converter damage or overheating, MIL blinks when a misfire is occurring. DTC is set during any particular 200 revolutions of engine during which misfiring is detected which can cause catalytic converter overheating and/or damage, or during any particular 1000 revolutions of engine during which misfiring is detected which can cause a deterioration in emission levels. Possible causes are

1. Open or short in wiring.
2. Poor contact at ECM or component.
3. Disconnect, blocked or damaged vacuum hose(s).
4. Ignition system malfunction.
5. Defective fuel injector(s).
6. Improper fuel pressure.
7. EGR system malfunction.
8. Defective Manifold Absolute Pressure (MAP) sensor.
9. Defective Engine Coolant Temperature (ECT) sensor.
10. Improper engine compression.
11. Improper valve clearance.
12. Improper valve timing.
13. Defective ECM.

When 2 or more codes for misfiring cylinder are recorded repeatedly but no random misfire code is recorded, it indicates misfires were detected and recorded at different times. If misfire cannot be reproduced, reason may be because of driving with lack of fuel, improper fuel, fouled spark plug, etc. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

For diagnosis and repair procedure, see DTC P0300: RANDOM MISFIRE DETECTED .

DTC P0325: KNOCK SENSOR CIRCUIT

Note. For information on engine immobilizer system, see COMPUTERIZED ENGINE CONTROLS in THEORY & OPERATION article.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Knock sensor generates voltage when engine block vibrates due to knocking. DTC is set when there is no knock sensor signal to ECM with engine speed is 1200 RPM or more. Possible causes are

1. Knock sensor circuit is open or shorted.
2. Defective or loose knock sensor.
3. Defective ECM.

Normal mode vibration frequency of knock sensors is 7.6 kHz. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Access ECM behind glove box. Disconnect ECM harness connector E11. (Scheme 1) Using DVOM, backprobe ECM harness connector. On models with engine immobilizer system, measure resistance between ground and terminal No. 27 (White wire) at ECM harness connector E11. On models without engine immobilizer system, measure resistance between ground and terminal No. 28 (White wire) at ECM harness connector E11. On all models, resistance should be one megohm or more. If resistance is as specified, go to step 3. If resistance is not as specified, go to next step.
2. Disconnect knock sensor harness connector. Check continuity between knock sensor terminal and knock sensor housing. If continuity does not exist, go to next step. If continuity exists, replace knock sensor.
3. Check for open or short circuit in wiring between knock sensor and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, substitute knock sensor with known-good knock sensor. Clear and then retrieve DTCs. If DTC P0325 is still displayed, replace ECM. If DTC P0325 is no longer displayed, replace knock sensor.

DTC P0335 OR P1335: CRANKSHAFT POSITION (CKP) SENSOR CIRCUIT

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

CKP sensor is a pick-up coil mounted next to crankshaft pulley. A 34-tooth signal plate is mounted to crankshaft. DTC P0335 is set if no cranking signal is received by ECM from sensor. DTC P1335 is set if no engine running signal is received by ECM from CKP sensor. Possible causes are

1. CKP sensor circuit is open or shorted.
2. Defective CKP sensor.
3. Defective signal plate.
4. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Disconnect CKP sensor harness connector. Measure resistance between CKP sensor terminals (component side). Resistance should be 985-1600 ohms (cold sensor) or 1265-1890 ohms (hot sensor). If problem exists, replace CKP sensor. If problem does not exist, go to next step.
2. Check for open or short in wiring between ECM and CKP sensor. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
3. Remove and inspect CKP sensor. Also inspect crankshaft timing pulley teeth. If problem exists, replace CKP sensor and/or crankshaft timing pulley as necessary. If problem does not exist, replace ECM.

DTC P0340: CAMSHAFT POSITION (CMP) SENSOR CIRCUIT

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

CMP sensor ("G" signal) consist of a signal plate and pick-up coil. "G" signal plate has one tooth on its outer circumference and is mounted on exhaust camshaft. DTC is set when no cranking or engine running signal is received by ECM from CMP sensor. Possible causes are

1. CMP sensor circuit is open or shorted.
2. Defective CMP sensor.
3. Defective signal plate.
4. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Disconnect CMP sensor harness connector. Measure resistance between CMP sensor terminals (component side). Resistance should be 835-1400 ohms (cold sensor) or 1060-1645 ohms (hot sensor). If resistance is not as specified, replace CMP sensor. If resistance is as specified, go to next step.
2. Check for open or short in wiring between ECM and CMP sensor. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
3. Remove and inspect CMP sensor. Also inspect camshaft timing pulley. If problem exists, replace CMP sensor and/or camshaft timing pulley as necessary. If problem does not exist, replace ECM.

DTC P0401: INSUFFICIENT EXHAUST GAS RECIRCULATION (EGR) FLOW DETECTED

Note. If DTC P0105, P0106 and P0401 are output simultaneously, perform DTC P0105: MANIFOLD ABSOLUTE PRESSURE (MAP)/BAROMETRIC PRESSURE SENSOR CIRCUIT test first. If DTC P0401 and P0402 are output simultaneously, perform DTC P0402: EXCESSIVE EXHAUST GAS RECIRCULATION (EGR) FLOW DETECTED test before performing DTC P0401 test.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

EGR system recirculates exhaust gas through intake system to reduce combustion temperature and NOx emissions. Amount of EGR valve opening is regulated by EGR vacuum modulator according to engine load. Vacuum source to EGR valve is controlled by EGR Vacuum Switching Valve (VSV), which is controlled by ECM.

EGR valve is closed (EGR VSV is on) when engine is not warmed up, vehicle is decelerating, engine is under high load, engine speed is more than 4000 RPM or when engine is idling. DTC is set when, after engine is warmed up, intake manifold absolute pressure is more than calculated valve by ECM while EGR system is on. Possible causes are

1. EGR vacuum hose is disconnected.
2. EGR VSV circuit is open or shorted.
3. Defective EGR VSV.
4. EGR system malfunction.
5. Defective EGR vacuum modulator.
6. EGR valve is stuck closed.
7. Defective Manifold Absolute Pressure (MAP) sensor.
8. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Start and warm engine to normal operating temperature with all accessories off. Operate vehicle at 38-50 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes.
2. Operate vehicle at 38-50 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes. Turn ignition off. Start engine. Operate vehicle at 38-50 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes. Operate vehicle at 38-50 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes.
3. Using scan tool, check READINESS TESTS. If COMPL is displayed on scan tool and MIL is not illuminated, system is normal. If INCMPL is displayed and MIL is not illuminated, repeat test drive procedure.

Diagnosis & Repair (Using Toyota Hand-Held Tester)

1. Check vacuum hoses. See VACUUM DIAGRAMS article. If problem exists, repair vacuum hoses as necessary. If problem does not exist, go to next step.
2. Connect hand-held tester to Data Link Connector (DLC) No. 3. (Scheme 2) Select ACTIVE TEST mode on hand-held tester. Disconnect EGR VSV vacuum hoses. Check operation of EGR VSV when activated by scan tool. With EGR system off, air applied to port "E" should flow from small filter on end of EGR VSV. (Scheme 6) With EGR system on, air applied to port "E" should flow from port "G". If EGR VSV operates as specified, go to step 5. If EGR VSV does not operate as specified, go to next step.
3. Disconnect EGR VSV harness connector. Measure resistance between EGR VSV terminals (component side). Resistance should be 33-39 ohms at 68°F (20°C). Check for continuity between each terminal and body of EGR VSV. Continuity should not exist. If readings are as specified, go to next step. If readings are not as specified, replace EGR VSV.
4. Apply battery voltage and ground to EGR VSV terminals. Apply air pressure to port "E" should flow from small filter on end of EGR VSV. (Scheme 6) Remove battery voltage from EGR VSV terminals. Apply air pressure to port "E" should flow from port "G". If EGR VSV does not operate as specified, replace EGR VSV. If EGR VSV operates as specified, repair open or short in wiring between engine compartment fuse block and ECM. See WIRING DIAGRAMS article.
5. Perform exhaust gas recirculation system test. See EXHAUST GAS RECIRCULATION (EGR) SYSTEM TEST under EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
6. Check EGR vacuum modulator. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace EGR vacuum modulator. If problem does not exist, go to next step.
7. Check EGR valve. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace EGR valve. If problem does not exist, go to next step.
8. Check Manifold Absolute Pressure (MAP) sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace MAP sensor. If problem does not exist, replace ECM.

Scheme 6

Diagnosis & Repair (Using OBD-II Scan Tool)

1. Check all EGR system vacuum hoses. See VACUUM DIAGRAMS article. If problem exists, replace vacuum hoses as necessary. If problem does not exist, go to next step.
2. Access ECM behind glove box. Disconnect ECM harness connector E10. (Scheme 1) On models with engine immobilizer system, connect a jumper wire between ground and terminal No. 1 (Pink/Black wire) at ECM harness connector E10. On models without engine immobilizer system, connect a jumper wire between ground and terminal No. 6 (Pink/Black wire) at ECM harness connector E10. On all models, turn ignition on. Apply air pressure to EGR VSV port "E". (Scheme 6) With jumper wire connected, EGR VSV should be on and air should flow from small filter on end of EGR VSV. Disconnect jumper wire. With jumper wire disconnected, EGR VSV should be off and air should flow from port "G". If EGR VSV operates as specified, go to step 5. If EGR VSV does not operate as specified, go to next step.
3. Turn ignition off. Disconnect EGR VSV harness connector. Measure resistance between EGR VSV terminals (component side). Resistance should be 33-39 ohms at 68°F (20°C). Check continuity between each terminal and body of EGR VSV. Continuity should not exist. If readings are as specified, go to next step. If readings are not as specified, replace EGR VSV.
4. Apply battery voltage and ground to EGR VSV terminals. Apply air pressure to port "E" should flow from small filter on end of EGR VSV. (Scheme 6) Remove battery voltage from EGR VSV terminals. Apply air pressure to port "E" should flow from port "G". If EGR VSV does not operate as specified, replace EGR VSV. If EGR VSV operates as specified, repair open or short in wiring between engine compartment fuse block and ECM. See WIRING DIAGRAMS article.
5. Perform exhaust gas recirculation system test. See EXHAUST GAS RECIRCULATION (EGR) SYSTEM TEST under EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
6. Check EGR vacuum modulator. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace EGR vacuum modulator. If problem does not exist, go to next step.
7. Check EGR valve. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace EGR valve. If problem does not exist, go to next step.
8. Check Manifold Absolute Pressure (MAP) sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace MAP sensor. If problem does not exist, replace ECM.

DTC P0402: EXCESSIVE EXHAUST GAS RECIRCULATION (EGR) FLOW DETECTED

Note. If DTC P0105, P0106 and P0401 are output simultaneously, perform DTC P0105: MANIFOLD ABSOLUTE PRESSURE (MAP)/BAROMETRIC PRESSURE SENSOR CIRCUIT test first. If DTC P0401 and P0402 are output simultaneously, perform DTC P0402: EXCESSIVE EXHAUST GAS RECIRCULATION (EGR) FLOW DETECTED test before performing DTC P0401 test.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

EGR system recirculates exhaust gas through intake system to reduce combustion temperature and NOx emissions. Amount of EGR valve opening is regulated by EGR vacuum modulator according to engine load. Vacuum source to EGR valve is controlled by EGR Vacuum Switching Valve (VSV), which is controlled by ECM.

The EGR valve is closed (VSV on) when engine is not warmed up, vehicle under deceleration, engine idling, high engine load or engine speed more than 4400 RPM. DTC is set when engine is warmed up, and intake manifold absolute pressure is more than value calculated by ECM while EGR system is on. DTC will also set if a misfire is detected during idling. Possible causes are

1. EGR vacuum hose is disconnected.
2. EGR valve is stuck open.
3. EGR VSV circuit is open or shorted.
4. Defective EGR VSV.
5. Defective EGR vacuum modulator.
6. Defective Manifold Absolute Pressure (MAP) sensor.
7. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Start and warm engine to normal operating temperature with all accessories off. Operate vehicle at 38-50 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes.
2. Operate vehicle at 38-50 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes. Turn ignition off. Start engine. Operate vehicle at 38-50 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes. Operate vehicle at 38-50 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes.
3. Using scan tool, check READINESS TESTS. If COMPL is displayed on scan tool and MIL is not illuminated, system is normal. If INCMPL is displayed and MIL is not illuminated, repeat test drive procedure.

1. Check all EGR system vacuum hoses. See VACUUM DIAGRAMS article. If problem exists, repair or replace vacuum hoses as necessary. If problem does not exist, go to next step.
2. Check EGR valve. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace EGR valve. If problem does not exist, go to next step.
3. Access ECM behind glove box. Disconnect ECM harness connector E10. (Scheme 1) On models with engine immobilizer system, connect a jumper wire between ground and terminal No. 1 (Pink/Black wire) at ECM harness connector E10. On models without engine immobilizer system, connect a jumper wire between ground and terminal No. 6 (Pink/Black wire) at ECM harness connector E10. On all models, turn ignition on. Apply air pressure to EGR VSV port "E". (Scheme 6) With jumper wire connected, EGR VSV should be on and air should flow from small filter on end of EGR VSV. Disconnect jumper wire. With jumper wire disconnected, EGR VSV should be off and air should flow from port "G". If EGR VSV operates as specified, go to step 6. If EGR VSV does not operate as specified, go to next step.
4. Turn ignition off. Disconnect EGR VSV harness connector. Measure resistance between EGR VSV terminals (component side). Resistance should be 33-39 ohms at 68°F (20°C). Check continuity between each terminal and body of EGR VSV. Continuity should not exist. If readings are as specified, go to next step. If readings are not as specified, replace EGR VSV.
5. Apply battery voltage and ground to EGR VSV terminals. Apply air pressure to port "E" should flow from small filter on end of EGR VSV. (Scheme 6) Remove battery voltage from EGR VSV terminals. Apply air pressure to port "E" should flow from port "G". If EGR VSV does not operate as specified, replace EGR VSV. If EGR VSV operates as specified, repair open or short in wiring between engine compartment fuse block and ECM. See WIRING DIAGRAMS article.
6. Perform exhaust gas recirculation system test. See EXHAUST GAS RECIRCULATION (EGR) SYSTEM TEST under EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
7. Check EGR vacuum modulator. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace EGR vacuum modulator. If problem does not exist, go to next step.
8. Check Manifold Absolute Pressure (MAP) sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace MAP sensor. If problem does not exist, replace ECM.

DTC P0420: CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (EXCEPT CALIF. EMISSIONS)

Note. Heated oxygen sensor No. 1 refers to oxygen sensor closest to engine block. Heated oxygen sensor No. 2 refers to oxygen sensor farthest from engine block.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

ECM compares waveform of heated oxygen sensor located before catalytic converter with waveform of heated oxygen sensor located after catalytic converter to determine if converter performance has deteriorated. If both waveforms change at similar rate, catalyst performance has deteriorated. DTC is set when both oxygen sensors have same amplitude after vehicle is driven for 5 minutes at 20-50 MPH. Possible causes are

1. Exhaust system leak.
2. Defective heated oxygen sensor.
3. Defective catalytic converter.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. If any other DTCs are displayed, diagnose and repair those DTCs first. If only DTC P0420 is displayed, go to next step.
2. Check exhaust system for leaks. If problem exists, repair as necessary. If problem does not exist, go to next step.
3. Check heated oxygen sensor No. 1. See «DTC P0130: HEATED OXYGEN SENSOR NO. 1 CIRCUIT (EXCEPT CALIF. EMISSIONS)»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder__dtc-p0130-heated-oxygen-sensor-no) . If problem exists, repair as necessary. If problem does not exist, go to next step.
4. Check heated oxygen sensor No. 2. See «DTC P0136: HEATED OXYGEN SENSOR NO. 2 CIRCUIT»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder__dtc-p0136-heated-oxygen-sensor-no) test. If problem exists, repair as necessary. If problem does not exist, replace catalytic converter.

DTC P0420: CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (CALIF. EMISSIONS)

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

ECM monitors heated oxygen sensor No. 2 located after catalytic converter to determine if converter performance has deteriorated. If converter is functioning properly, heated oxygen sensor waveform switches back and forth between rich and lean more slowly. DTC is set when A/F sensor and heated oxygen sensor No. 2 have same amplitude after vehicle is driven for 5 minutes at 20-50 MPH. Possible causes are

1. Exhaust system leak.
2. Defective Air/Fuel (A/F) Sensor.
3. Defective heated oxygen sensor No. 2.
4. Defective catalytic converter.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. If any other DTCs are displayed, diagnose and repair those DTCs first. If only DTC P0420 is displayed, go to next step.
2. Check exhaust system for leaks. If problem exists, repair as necessary. If problem does not exist, go to next step.
3. Check A/F sensor. See «DTC P1130: AIR/FUEL SENSOR CIRCUIT RANGE/PERFORMANCE (CALIF. EMISSIONS)»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder__dtc-p1130-airfuel-sensor-circuit-rangeperformance) . If problem exists, repair as necessary. If problem does not exist, go to next step.
4. Check heated oxygen sensor No. 2. See «DTC P0136: HEATED OXYGEN SENSOR NO. 2 CIRCUIT»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder__dtc-p0136-heated-oxygen-sensor-no) test. If problem exists, repair as necessary. If problem does not exist, replace catalytic converter.

DTC P0440: EVAPORATIVE EMISSION CONTROL SYSTEM, OR DTC P0442: EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED

Note. If DTC P0441, P0446, P0450 or P0451 is output after DTC P0440 or P0442, perform appropriate test first before performing this test.

Vapor pressure sensor, canister closed valve VSV and pressure switching valve VSV are used to detect faults in EVAP system. DTC is set if EVAP system leak is detected or vapor pressure sensor malfunctions. Possible causes are

1. Damaged, disconnected or blocked vacuum hose(s).
2. Fuel tank cap is installed incorrectly.
3. Defective fuel tank cap.
4. Damaged fuel tank.
5. Defective charcoal canister.
6. Vapor pressure sensor circuit is open or shorted.
7. Defective vapor pressure sensor.
8. Defective fuel tank overfill valve.
9. Defective ECM.

Ask customer if fuel cap has been left off or not completely tighten recently. This may cause DTC to be set. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Check for cracks, deformations in fuel tank, charcoal canister and fuel tank filler pipe. Check for disconnected hoses and tubes around fuel tank and charcoal canister. If problem exists, repair as necessary. If problem does not exist, go to next step.
2. Check fuel cap. If fuel cap is not an OEM cap, replace cap with an OEM cap. If fuel cap is an OEM cap, go to next step.
3. Check if fuel cap is properly installed. If problem exists, install fuel cap properly. If fuel cap is properly installed, go to next step.
4. Check for damaged fuel cap and gasket. If problem exists, replace fuel cap with OEM cap. If problem does not exist, go to next step.
5. Remove fuel cap. Visually inspect fuel tank filler neck for damage. If problem exists, replace fuel tank filler neck as necessary. If problem does not exist, go to next step.
6. Check vacuum hoses between vapor pressure sensor and fuel tank, and between charcoal canister and pressure switching valve VSV. Check hoses for correct installation, looseness and damage. If problem exists, repair vacuum hoses as necessary. If problem does not exist, go to next step.
7. Check hose and tube between fuel tank and charcoal canister for correct installation and damage. If problem exists, repair as necessary. If problem does not exist, go to next step.
8. Check charcoal canister for damage. If problem exists, repair or replace as necessary. If problem does not exist, go to next step.
9. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM harness connector and measure voltage between terminals No. 2 (Yellow wire) and No. 18 (Brown wire) at ECM harness connector E10. (Scheme 1) If voltage is not 4.5-5.5 volts, replace ECM. If voltage is 4.5-5.5 volts, go to next step.
10. Using DVOM, backprobe ECM harness connector and measure voltage between terminal No. 10 (Blue/Red wire) at ECM harness connector E8 and terminal No. 18 (Brown wire) at ECM harness connector E10. (Scheme 1) Disconnect vacuum hose from vapor pressure sensor. (Scheme 7) Vapor pressure sensor is mounted on charcoal canister. Connect a vacuum pump to vapor pressure sensor. Voltage should be 2.9-3.7 volts without vacuum applied and.5 volt or less with 1.8 in. Hg applied. If voltage is as specified, go to step 12. If voltage is not as specified, go to next step.
11. Check for an open or short in wiring between vapor pressure sensor and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace vapor pressure sensor.
12. Check fuel tank and fuel tank over fill valve. If problem exists, repair or replace fuel tank or fuel tank over fill valve as necessary. If problem does not exist, no fault is indicated at this time. Probable cause of DTC to set was an incorrectly installed fuel cap.

Scheme 7

DTC P0441: INCORRECT EVAP PURGE FLOW, OR DTC P0446: EVAP VENT CONTROL CIRCUIT

Note. If DTC P0441, P0446, P0450 or P0451 is output after DTC P0440 or P0442, perform appropriate test first before performing DTC P0440 or P0442 test.

Vapor pressure sensor, canister closed valve VSV and pressure switching valve VSV are used to detect faults in EVAP system. DTC is set if EVAP system leak is detected or if there is a malfunction in EVAP VSV, vapor pressure sensor VSV or in vapor pressure sensor. Possible causes are

1. Damaged, disconnected or blocked vacuum hose(s).
2. Fuel tank cap is installed incorrectly.
3. Defective fuel tank cap.
4. Vapor pressure sensor circuit is open or shorted.
5. Defective vapor pressure sensor.
6. EVAP VSV circuit is open or shorted.
7. Defective EVAP VSV.
8. Canister closed valve VSV circuit is open or shorted.
9. Defective canister closed valve VSV.
10. Pressure switching valve VSV circuit is open or shorted.
11. Defective pressure switching valve VSV.
12. Damaged fuel tank.
13. Defective charcoal canister.
14. Fuel tank over fill valve cracked or damaged.
15. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Check for cracks, deformations in fuel tank, charcoal canister and fuel tank filler pipe. Check for disconnected hose and tubes around fuel tank and charcoal canister. If problem exists, repair as necessary. If problem does not exist, go to next step.
2. Check fuel cap. If fuel cap is not an OEM cap, replace cap with an OEM cap. If fuel cap is an OEM cap, go to next step.
3. Check if fuel cap is properly installed. If problem exists, install fuel cap properly. If fuel cap is properly installed, go to next step.
4. Check for damaged fuel cap and gasket. If problem exists, replace fuel cap with OEM cap. If problem does not exist, go to next step.
5. Remove fuel cap. Visually inspect fuel tank filler neck for damage. If problem exists, replace fuel tank filler neck as necessary. If problem does not exist, go to next step.
6. Check vacuum hoses between vapor pressure sensor and fuel tank, and between charcoal canister and pressure switching valve VSV. Check hoses for correct installation, looseness and damage. If problem exists, repair vacuum hoses as necessary. If problem does not exist, go to next step.
7. Check hose and tube between fuel tank and charcoal canister for correct installation and damage. If problem exists, repair as necessary. If problem does not exist, go to next step.
8. Check all EVAP system electrical component connections. If problem exists, repair as necessary. If problem does not exist, go to next step.
9. Check vacuum hoses between charcoal canister and fuel tank, and between fuel filler neck and fuel tank. If problem exists, repair as necessary. If problem does not exist, go to next step.
10. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM harness connector and measure voltage between terminals No. 2 (Yellow wire) and No. 18 (Brown wire) at ECM harness connector E10. (Scheme 1) If voltage is not 4.5-5.5 volts, replace ECM. If voltage is 4.5-5.5 volts, go to next step.
11. Using DVOM, backprobe ECM harness connector and measure voltage between terminal No. 10 (Blue/Red wire) at ECM harness connector E8 and terminal No. 18 (Brown wire) at ECM harness connector E10. (Scheme 1) Disconnect vacuum hose from vapor pressure sensor. (Scheme 7) Vapor pressure sensor is mounted on charcoal canister. Connect a vacuum pump to vapor pressure sensor. Voltage should be 2.9-3.7 volts without vacuum applied and.5 volt or less with 1.8 in. Hg applied. If voltage is as specified, go to step 13. If voltage is not as specified, go to next step.
12. Check for an open or short in wiring between vapor pressure sensor and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace vapor pressure sensor.
13. Disconnect EVAP VSV vacuum hoses. Turn ignition on. Access ECM behind glove box. On models with engine immobilizer system, connect a jumper wire by backprobing between ground and terminal No. 7 (Violet/White wire) at ECM harness connector E10. On models without engine immobilizer system, connect a jumper wire by backprobing between ground and terminal No. 2 (Violet/White wire) at ECM harness connector E11. (Scheme 1) On all models, air applied to EVAP VSV port "E" should flow from port "F" with jumper wire connected. (Scheme 8) Remove jumper wire. With jumper wire removed, air applied to EVAP VSV port "E" should not flow from port "F". If EVAP VSV functions as specified, go to step 16. If EVAP VSV does not function as specified, go to next step.
14. Check EVAP VSV operation. See FUEL EVAPORATION SYSTEM under EMISSION SYSTEMS & SUB-SYSTEMS in appropriate SYSTEM & COMPONENT TESTING article. If EVAP VSV is okay, go to next step. If EVAP VSV is not okay, replace EVAP VSV. Also clean vacuum hose between throttle body and EVAP VSV, and between EVAP VSV and charcoal canister, then check charcoal canister. See FUEL EVAPORATION SYSTEM under EMISSION SYSTEMS & SUB-SYSTEMS in appropriate SYSTEM & COMPONENT TESTING article.
15. Check for an open or short in wiring between EFI main relay and EVAP VSV, and between EVAP VSV and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace ECM.
16. Disconnect canister closed valve VSV vacuum hoses. Turn ignition on. Access ECM behind glove box. On models with engine immobilizer system, connect a jumper wire by backprobing between ground and terminal No. 3 (Blue/Red wire) at ECM harness connector E10. On models without engine immobilizer system, connect a jumper wire by backprobing between ground and terminal No. 7 (Blue/Red wire) at ECM harness connector E10. (Scheme 1) On all models, air applied to canister closed valve VSV port "E" should not flow from port "F" With jumper wire connected. (Scheme 9) Remove jumper wire. With jumper wire removed, air applied to canister closed valve VSV port "E" should flow from port "F". If canister closed valve VSV does not function as specified, go to next step. If canister closed valve VSV functions as specified, go to step 19.
17. Check canister closed valve VSV. See FUEL EVAPORATION SYSTEM under EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If canister closed valve VSV is okay, go to next step. If canister closed valve VSV is defective, replace canister closed valve VSV and charcoal canister. Also clean vacuum hose between charcoal canister and canister closed valve VSV.
18. Check for an open or short in wiring between EFI main relay and canister closed valve VSV, and between canister closed valve VSV and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace ECM.
19. Disconnect pressure switching valve VSV vacuum hoses. Turn ignition on. Access ECM behind glove box. On models with engine immobilizer system, connect a jumper wire by backprobing between ground and terminal No. 4 (Purple wire) at ECM harness connector E10. On models without engine immobilizer system, connect a jumper wire by backprobing between ground and terminal No. 1 (Purple wire) at ECM harness connector E11. (Scheme 1) On all models, air applied to pressure switching valve VSV port "E" should flow from port "F" With jumper wire connected. (Scheme 10) Remove jumper wire. With jumper wire removed, air applied to pressure switching valve VSV port "E" should not flow from port "F". If pressure switching valve VSV functions as specified, go to step 22. If pressure switching valve VSV does not function as specified, go to next step.
20. Check pressure switching valve VSV. See FUEL EVAPORATION SYSTEM under EMISSION SYSTEMS & SUB-SYSTEMS in appropriate SYSTEM & COMPONENT TESTING article. If pressure switching valve VSV is defective, replace pressure switching valve VSV and charcoal canister. Also clean vacuum hose between charcoal canister and pressure switching valve VSV, and between pressure switching valve VSV and fuel tank. If pressure switching valve VSV is okay, go to next step.
21. Check for an open or short in wiring between EFI main relay and pressure switching valve VSV, and between pressure switching valve VSV and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace ECM.
22. Charcoal canister or fuel tank overfill check valve may be defective. Check fuel evaporation system. See FUEL EVAPORATION SYSTEM under EMISSION SYSTEMS & SUB-SYSTEMS in appropriate SYSTEM & COMPONENT TESTING article. Repair as necessary. If no problem is indicated, replace ECM.

Scheme 8

Scheme 9

Scheme 10

DTC P0450: EVAP PRESSURE SENSOR CIRCUIT, OR DTC P0451: EVAP PRESSURE SENSOR RANGE/PERFORMANCE

Note. If DTC P0441, P0446, P0450 or P0451 is output after DTC P0440 or P0442, perform appropriate test first before performing DTC P0440 or P0442 test.

Vapor pressure sensor, canister closed valve VSV and pressure switching valve VSV are used to detect faults in EVAP system. DTC is set if vapor pressure sensor malfunctions. Possible causes are

1. Vapor pressure sensor circuit is open or shorted.
2. Defective vapor pressure sensor.
3. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM harness connector and measure voltage between terminals No. 2 (Yellow wire) and No. 18 (Brown wire) at ECM harness connector E10. (Scheme 1) If voltage is not 4.5-5.5 volts, replace ECM. If voltage is 4.5-5.5 volts, go to next step.
2. Using DVOM, backprobe ECM harness connector and measure voltage between terminal No. 10 (Blue/Red wire) at ECM harness connector E8 and terminal No. 18 (Brown wire) at ECM harness connector E10. (Scheme 1) Disconnect vacuum hose from vapor pressure sensor. (Scheme 7) Connect a vacuum pump to vapor pressure sensor. Voltage should be 2.9-3.7 volts without vacuum applied, and.5 volt or less with 1.8 in. Hg applied. If voltage is as specified, replace ECM. If voltage is not as specified, go to next step.
3. Check for open or short in wiring between vapor pressure sensor and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace vapor pressure sensor.

DTC P0500: VEHICLE SPEED SENSOR CIRCUIT

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

VSS outputs a 4-pulse signal for every revolution of rotor shaft, which is driven by transaxle output shaft. Signal is sent to instrument cluster to operate speedometer. Instrument cluster then sends signal to ECM. Signal is used by ECM to determine vehicle speed. DTC is set if there is no VSS signal to ECM while vehicle is being driven and park/neutral switch is off. Possible causes are

1. Defective vehicle speed sensor.
2. Vehicle speed sensor circuit is open or shorted.
3. Defective instrument cluster.
4. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Test drive vehicle and check operation of speedometer. If speedometer is not operating correctly, repair speedometer as necessary. See appropriate INSTRUMENT PANELS article in ACCESSORIES & EQUIPMENT. If speedometer is operating correctly, go to next step.
2. Access ECM behind glove box. Raise and support one front wheel. Turn ignition on. Shift transaxle lever into Neutral. Using DVOM, backprobe ECM harness connector and measure voltage between ground and terminal No. 22 (Violet/White wire) at ECM harness connector E8. (Scheme 1) Observe voltage reading while rotating front wheel. Voltage should pulse between zero volts and 4.5-5.5 volts. If voltage is as specified, replace ECM. If voltage is not as specified, repair open or short in wiring between instrument cluster and ECM. See WIRING DIAGRAMS article.

DTC P0505: IDLE AIR CONTROL (IAC) SYSTEM CIRCUIT (EXCEPT CALIF. EMISSIONS)

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

ECM operates IAC valve to perform idle-up and provide feedback for target idling speed. DTC is set when idle speed continues to vary greatly from target speed. Possible causes are

1. Idle Air Control (IAC) valve stuck or closed.
2. IAC valve circuit is open or shorted.
3. A/C switch circuit is open or shorted.
4. Air induction system malfunction.
5. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Start engine and warm to normal operating temperature. Turn all accessories off. Ensure A/C is off. Shift transaxle lever into Neutral. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Note engine RPM. Using a jumper wire, connect terminals TE1 and E1 at DLC No. 1 in engine compartment. (Scheme 11) Note engine RPM and compare RPM readings. If difference in engine speed is more than 100 RPM, go to step 6. If difference in engine speed is 100 RPM or less, go to next step.
2. Turn ignition off. Access ECM behind glove box. Disconnect ECM harness connector E11. (Scheme 1) Turn ignition on. On models with engine immobilizer system, measure voltage between ground and terminals No. 19 (Black/Orange wire) and No. 20 (White wire) at ECM harness connector E11. On models without engine immobilizer system, measure voltage between ground and terminals No. 17 (Black/Orange wire) and No. 18 (White wire) at ECM harness connector E11. On all models, both readings should be 9-14 volts. If either reading is not as specified, go to next step. If both readings are as specified, go to step 4.
3. Turn ignition off. Disconnect IAC valve harness connector. Measure resistance between terminal No. 2 and terminals No. 1 and 3 at IAC valve (component side). (Scheme 12) Resistances should be 17-25 ohms (cold) or 22-29 ohms (hot). If resistances are not as specified, replace IAC valve. If resistances are as specified, repair open or short in wiring between IAC valve and ECM, or between IAC valve and EFI main relay. See WIRING DIAGRAMS article.
4. Check IAC valve operation. See IDLE CONTROL SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, replace IAC valve. If problem does not exist, go to next step.
5. Remove IAC valve from throttle body. Check IAC valve and passages for carbon build-up and blockage. If a problem exist, repair as necessary. If problem does not exist, replace ECM.
6. Ensure oil dipstick, oil filler cap, PCV system and all other air induction system components are intact and operating properly. If problem exists, repair as necessary. If problem does not exist, an open or short in A/C switch signal circuit may exist. Check A/C amplifier. See appropriate MANUAL or AUTOMATIC A/C-HEATER SYSTEMS article in AIR CONDITIONING & HEATING. Repair as necessary.

Scheme 11

Scheme 12

DTC P0505: IDLE AIR CONTROL (IAC) SYSTEM CIRCUIT (CALIF. EMISSIONS)

ECM operates IAC valve to perform idle-up and provide feedback for target idling speed. DTC is set when idle speed continues to vary greatly from target speed. Possible causes are

1. Idle Air Control (IAC) valve is stuck, or remains closed.
2. IAC valve circuit is open or shorted.
3. A/C switch circuit is open or shorted.
4. Air induction system malfunction.
5. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Connect hand-held tester to Data Link Connector (DLC) No. 3. (Scheme 2) Start engine and warm to normal operating temperature. Turn all accessories off. Ensure A/C is off. Place transmission in Neutral. Note engine RPM. Using hand-held tester, select ACTIVE TEST mode and switch TE1 on. Note engine RPM and compare the 2 RPM readings. If difference in engine speed is more than 100 RPM, go to step 8. If difference in engine speed is 100 RPM or less, go to next step.
2. Turn ignition off. Turn ignition on. Using hand-held tester, check IAC valve duty ratio. If duty ratio is 27-47 percent, go to next step. If duty ratio is not 27-47 percent, replace ECM.
3. Check operation of IAC valve. See IDLE CONTROL SYSTEMS in SYSTEM & COMPONENT TESTING - V6 & V8 article. If IAC valve does not operate properly, go to step 5. If IAC valve operates properly, go to next step.
4. Remove IAC valve from throttle body. Check IAC valve and passages for carbon build-up and blockage. If problem exists, repair or replace as necessary. If problem does not exist, go to step 8.
5. Turn ignition off. Disconnect IAC valve harness connector. Turn ignition on. Measure voltage between ground and terminal No. 2 (Black/Yellow wire) at IAC valve harness connector. If voltage is 9-14 volts, go to next step. If voltage is not 9-14 volts, repair power distribution circuit as necessary. See WIRING DIAGRAMS article.
6. Check for open or short in Brown wire between ground and terminal No. 3 at IAC valve harness connector. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
7. Check for open or short in White wire between terminal No. 1 at IAC valve harness connector and terminal No. 18 (with engine immobilizer system) or No. 20 (without engine immobilizer system) at ECM harness connector E11. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace IAC valve.
8. Ensure oil dipstick, oil filler cap, PCV system and all other air induction system components are intact and operating properly. If problem exists, repair as necessary. If problem does not exist, an open or short in A/C switch signal circuit may exist. Check A/C amplifier. See appropriate MANUAL or AUTOMATIC A/C-HEATER SYSTEMS article in AIR CONDITIONING & HEATING. Repair as necessary.

1. Start engine and warm to normal operating temperature. Turn all accessories off. Ensure A/C is off. Shift transaxle lever into Neutral. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Note engine RPM. Using a jumper wire, connect terminals TE1 and E1 at DLC No. 1 in engine compartment. (Scheme 11) Note engine RPM and compare RPM readings. If difference in engine speed is more than 100 RPM, go to step 9. If difference in engine speed is 100 RPM or less, go to next step.
2. Turn ignition off. Access ECM behind glove box. Using an oscilloscope, backprobe ECM harness connector. On models with engine immobilizer system, connect oscilloscope between ground and terminal No. 18 (White wire) at ECM harness connector E11. On models without engine immobilizer system, connect oscilloscope between ground and terminal No. 20 (White wire) at ECM harness connector E11. (Scheme 1) On all models, start engine and let idle. Oscilloscope waveform should be as illustrated. (Scheme 13) If waveform is as shown, go to step 6. If waveform is not as shown, go to next step.
3. Turn ignition off. Turn ignition on. Using DVOM, backprobe ECM harness connector. On models with engine immobilizer system, measure voltage between ground and terminal No. 18 (White wire) at ECM harness connector E11. On models without engine immobilizer system, measure voltage between ground and terminal No. 20 (White wire) at ECM harness connector E11. If voltage is 9-14 volts, replace ECM. If voltage is not 9-14 volts, go to next step.
4. Turn ignition off. Disconnect IAC valve harness connector. Measure voltage between ground and terminal No. 2 (Black/Yellow wire) at IAC valve harness connector. If voltage is 9-14 volts, go to next step. If voltage is not 9-14 volts, repair IAC valve power distribution circuit. See WIRING DIAGRAMS article.
5. Check for open or short in White wire between terminal No. 1 at IAC valve harness connector and terminal No. 18 (with engine immobilizer system) or No. 20 (without engine immobilizer system) at ECM harness connector E11. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace IAC valve.
6. Check IAC valve operation. See IDLE CONTROL SYSTEMS in SYSTEM & COMPONENT TESTING - V6 & V8 article. If problem exists, go to next step. If problem does not exist, go to step 8.
7. Check for open or short in Brown wire between ground and terminal No. 3 at IAC valve harness connector. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace IAC valve.
8. Remove IAC valve from throttle body. Check IAC valve and passages for carbon build-up and blockage. If problem exists, repair or replace as necessary. If problem does not exist, go to next step.
9. Ensure oil dipstick, oil filler cap, PCV system and all other air induction system components are intact and operating properly. If problem exists, repair as necessary. If problem does not exist, an open or short in A/C switch signal circuit may exist. Check A/C amplifier. See appropriate article in AIR CONDITIONING & HEATING. Repair as necessary.

Scheme 13

DTC P1130: AIR/FUEL SENSOR CIRCUIT RANGE/PERFORMANCE (CALIF. EMISSIONS)

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Air/Fuel (A/F) sensor monitors exhaust gas oxygen content and delivers an input signal to ECM. ECM uses input signal to control air/fuel ratio. A/F sensor includes a heater. DTC is set when A/F sensor output does not change with engine speed at 1500 RPM or more, vehicle speed 25-62 MPH, and throttle valve not fully closed for at least 2 minutes. Possible causes are

1. A/F sensor circuit is open or shorted.
2. Defective A/F sensor.
3. Air induction system malfunction.
4. EGR system malfunction.
5. Improper fuel pressure.
6. Defective fuel injector.
7. Defective ECM.

After confirming DTC P1130, use scan tool to access CURRENT DATA to confirm voltage output of A/F sensor. ECM controls voltage of AF1A+ and AF1A- circuits at ECM to a fixed voltage of 3.3 volts (at AF1A+ terminal) or 3.0 volts (at AF1A- terminal). It is impossible to confirm A/F sensor output voltage without using a scan tool. OBD II scan tools displays A/F sensor output voltage as one fifth of that displayed on Toyota hand-held tester. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

During fuel enrichment, output voltage of A/F sensor may be less than 0.56 volt (2.8 volts on Toyota hand-held tester). During fuel cut, output voltage of A/F sensor may be more than 0.76 volt (3.8 volts on Toyota hand-held tester). If output voltage of A/F sensor remains at 0.66 volt (3.3 volts on Toyota hand-held tester) during all conditions, A/F sensor circuit may be open. If output voltage of A/F sensor remains at 0.76 volt (3.8 volts on Toyota hand-held tester) or more than during all conditions, A/F sensor circuit may be shorted. If output voltage of A/F sensor remains at 0.56 volt (2.8 volts on Toyota hand-held tester) or less than during all conditions, A/F sensor circuit may be shorted.

1. If using OBD-II scan tool, go to step 3. If using Toyota hand-held tester, connect hand-held tester to Data Link Connector (DLC) No. 3. (Scheme 2) Switch hand-held tester to CHECK mode and go to next step.
2. Start and warm engine to normal operating temperature with all accessories off. Drive vehicle at 38-75 MPH with engine speed at 1600-3200 RPM for 3-5 minutes. Stop vehicle and allow to idle for one minute. If malfunction exists, MIL will illuminate.
3. Start and warm engine to normal operating temperature. Drive vehicle at 38-75 MPH with engine speed at 1600-3200 RPM for 3-5 minutes. Stop vehicle and allow to idle for one minute. Turn ignition off. Repeat driving and idle part of test. If malfunction exists, MIL will illuminate.

1. If any other DTCs are displayed, diagnose and repair those DTCs first and retest system. If only DTC P1130 is displayed, go to next step.
2. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Start engine and increase engine speed to 2500 RPM for approximately 90 seconds. Using scan tool, monitor A/F sensor output voltage. See «AIR/FUEL RATIO SENSOR VOLTAGE SPECIFICATIONS»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder) table. If voltage is as specified, go to next step. If voltage is not as specified, go to step 9. AIR/FUEL RATIO SENSOR VOLTAGE SPECIFICATIONS Application (1) Volts Using OBD-II Scan Tool Engine Idling 0.66 Engine Racing 0.76 Or More Driving Vehicle (2) 0.56 Or Less Using Toyota Hand-Held Tester Engine Idling 3.3 Engine Racing 3.8 Or More Driving Vehicle (2) 2.8 Or Less (1) Voltage should not remain constant at specification given. (2) Drive vehicle at 25 MPH or more, with engine speed at 1500 RPM or more, while opening and closing throttle valve.
3. Check for open or short in wiring between ECM and A/F sensor. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
4. Disconnect A/F sensor harness connector. Measure resistance between terminal B+ (Black wire) and HT (Green wire) at A/F sensor connector (component side). (Scheme 3) Resistance should be.8-1.4 ohms at 68°F (20°C). If resistance is not as specified, replace A/F sensor. If resistance is as specified, go to next step.
5. Ensure oil dipstick, oil filler cap, PCV system and all other air induction system components are intact and operating properly. If problem exists, repair as necessary. If problem does not exist, go to next step.
6. Check EGR system components. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
7. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If fuel pressure is not within specification, repair as necessary. If fuel pressure is within specification, go to next step.
8. Check fuel injectors. See FUEL SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, replace defective A/F sensor.
9. Perform test drive confirmation, then go to next step. See «TEST DRIVE CONFIRMATION»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder).
10. Clear and recheck for DTCs. If DTC P1130 is displayed again, replace ECM. If DTC P1130 is not displayed again, go to next step.
11. Vehicle either ran out of fuel or problem is intermittent. Check component and ECM connections.

DTC P1133: AIR/FUEL SENSOR CIRCUIT RESPONSE (CALIF. EMISSIONS)

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Air/Fuel (A/F) sensor monitors exhaust gas oxygen content and delivers an input signal to ECM. ECM uses input signal to control air/fuel ratio. A/F sensor includes a heater. DTC is set when A/F sensor output does not change with engine speed at 1600 RPM or more with vehicle speed at more than 38 MPH. Possible cause is

1. A/F sensor circuit is open or shorted.
2. Defective A/F sensor.
3. Air induction system malfunction.
4. EGR system malfunction.
5. Improper fuel pressure.
6. Defective fuel injector.
7. Defective ECM.

After confirming DTC P1133, use scan tool to access CURRENT DATA to confirm voltage output of A/F sensor. ECM controls voltage of AF1A+ and AF1A- circuits at ECM to a fixed voltage of 3.3 volts (at AF1A+ terminal) or 3.0 volts (at AF1A- terminal). It is impossible to confirm A/F sensor output voltage without using a scan tool. OBD II scan tools displays A/F sensor output voltage as one fifth of that displayed on Toyota hand-held tester. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

During fuel enrichment, output voltage of A/F sensor may be less than 0.56 volt (2.8 volts on Toyota hand-held tester). During fuel cut, output voltage of A/F sensor may be more than 0.76 volt (3.8 volts on Toyota hand-held tester). If output voltage of A/F sensor remains at 0.66 volt (3.3 volts on Toyota hand-held tester) during all conditions, A/F sensor circuit may be open. If output voltage of A/F sensor remains at 0.76 volt (3.8 volts on Toyota hand-held tester) or more than during all conditions, A/F sensor circuit may be shorted. If output voltage of A/F sensor remains at 0.56 volt (2.8 volts on Toyota hand-held tester) or less than during all conditions, A/F sensor circuit may be shorted.

1. If any other DTCs are displayed, diagnose and repair those DTCs first and retest system. If only DTC P1133 is displayed, go to next step.
2. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 2) Start engine and increase engine speed to 2500 RPM for approximately 90 seconds. Using scan tool, monitor A/F sensor output voltage. See «AIR/FUEL RATIO SENSOR VOLTAGE SPECIFICATIONS»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder) table. If voltage is as specified, go to next step. If voltage is not as specified, go to step 9. AIR/FUEL RATIO SENSOR VOLTAGE SPECIFICATIONS Application (1) Volts Using OBD-II Scan Tool Engine Idling 0.66 Engine Racing 0.76 Or More Driving Vehicle (2) 0.56 Or Less Using Toyota Hand-Held Tester Engine Idling 3.3 Engine Racing 3.8 Or More Driving Vehicle (2) 2.8 Or Less (1) Voltage should not remain constant at specification given. (2) Drive vehicle at 25 MPH or more, with engine speed at 1500 RPM or more, while opening and closing throttle valve.
3. Check for open or short in wiring between ECM and A/F sensor. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
4. Disconnect A/F sensor harness connector. Measure resistance between terminal B+ (Black wire) and HT (Green wire) at A/F sensor connector (component side). (Scheme 3) Resistance should be.8-1.4 ohms at 68°F (20°C). If resistance is not as specified, replace A/F sensor. If resistance is as specified, go to next step.
5. Ensure oil dipstick, oil filler cap, PCV system and all other air induction system components are intact and operating properly. If problem exists, repair as necessary. If problem does not exist, go to next step.
6. Check EGR system components. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, go to next step.
7. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If fuel pressure is not within specification, repair as necessary. If fuel pressure is within specification, go to next step.
8. Check fuel injectors. See FUEL SYSTEMS in SYSTEM & COMPONENT TESTING - 4-CYLINDER article. If problem exists, repair as necessary. If problem does not exist, replace defective A/F sensor.
9. Perform test drive confirmation, then go to next step. See «TEST DRIVE CONFIRMATION»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder) under DTC P1130: AIR/FUEL SENSOR CIRCUIT RANGE/PERFORMANCE (CALIF. EMISSIONS).
10. Clear and recheck for DTCs. If DTC P1133 is displayed again, replace ECM. If DTC P1133 is not displayed again, go to next step.
11. Vehicle either ran out of fuel or problem is intermittent. Check component and ECM connections.

DTC P1135: AIR/FUEL SENSOR HEATER CIRCUIT (CALIF. EMISSIONS)

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Air/Fuel (A/F) sensor monitors exhaust gas oxygen content and delivers an input signal to ECM. ECM uses input signal to control air/fuel ratio. A/F sensor includes a heater. DTC is set when A/F sensor heater output is more than 8 amps or when heater output is less than .25 amp. Possible causes are

1. A/F sensor circuit is open or shorted.
2. Defective A/F sensor heater.
3. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM harness connector and measure voltage between ground and terminal No. 4 (Green wire) at ECM connector E10. (Scheme 1) If voltage is 9-14 volts, replace ECM. If voltage is not 9-14 volts, go to next step.
2. Disconnect A/F sensor harness connector. Measure resistance between terminal B+ (Black wire) and HT (Green wire) at A/F sensor connector (component side). (Scheme 3) Resistance should be.8-1.4 ohms at 68°F (20°C). If resistance is not as specified, replace A/F sensor. If resistance is as specified, go to next step.
3. Check for open or short in wiring between EFI main relay and A/F sensor, and between A/F sensor and ECM. See WIRING DIAGRAMS article. Repair as necessary.

DTC P1300 OR P1310: IGNITOR CIRCUIT

Note. Ignitor is integral to ignition coil. DTC P1300 is for No. 1 ignition coil circuit. Ignition coil No. 1 is for cylinders No. 1 and 4. DTC P1310 is for No. 2 ignition coil circuit. Ignition coil No. 2 is for cylinders No. 2 and 3.

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

ECM determines ignition timing and outputs a ignition signal (IGT) to ignitor. Primary circuit is turned off when ECM delivers a signal to ignitor on IGT wire, causing ignition coil to fire spark plug. After delivering a command to turn off primary circuit, ECM monitors IGF circuit to ensure primary switching occurred. DTC P1300 is set when there is no IGF signal to ECM for 4 consecutive IGT1 signals during engine operation. DTC P1310 is set when there is no IGF signal to ECM for 4 consecutive IGT2 signals during engine operation. Possible causes are

1. Ignition system malfunction.
2. IGF, IGT2 or IGT1 circuit from ignitor to ECM is open or shorted.
3. Defective ignitor.
4. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Check for spark at misfiring cylinder. See IGNITION SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If spark is exists, go to next step. If spark is not exist, go to step 4.
2. Check for open or short in White/Red wire between terminal No. 12 (terminal No. 10 on models without engine immobilizer system) at ECM harness connector E11 and appropriate ignition coil. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
3. Disconnect both ignition coil harness connectors. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe at ECM harness connector. On models with engine immobilizer system, measure voltage between ground and terminal No. 12 (White/Red wire) at ECM harness connector E11. On models without engine immobilizer system, measure voltage between ground and terminal No. 10 (White/Red wire) at ECM harness connector E11. (Scheme 1) On all models, voltage should be 4.5-5.5 volts. If voltage is as specified, replace appropriate ignition coil. If voltage is not as specified, replace ECM.
4. Check for open or short in IGT1 and IGT2 circuits between ECM and appropriate ignition coil. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
5. Access ECM behind glove box. Using DVOM, backprobe ECM harness connector. On models with engine immobilizer system, measure voltage between ground and terminals No. 10 (Black wire) and No. 11 (Yellow/Red wire) at ECM harness connector E11 while cranking engine. On models without engine immobilizer system, measure voltage between ground and terminals No. 12 (Black wire) and No. 11 (Yellow/Red wire) at ECM harness connector E11 while cranking engine. (Scheme 1) On all models, both voltages should be.1-4.5 volts. If all readings are as specified, go to next step. If any reading is not as specified, replace ECM.
6. Disconnect both ignition coil harness connector. Using DVOM, backprobe ECM harness connector. On models with engine immobilizer system, measure voltage between ground and terminals No. 10 (Black wire) and No. 11 (Yellow/Red wire) at ECM harness connector E11 while cranking engine. On models without engine immobilizer system, measure voltage between ground and terminals No. 12 (Black wire) and No. 11 (Yellow/Red wire) at ECM harness connector E11 while cranking engine. On all models, both voltages should be.1-4.5 volts. If any reading is not as specified, go to next step. If readings are as specified, replace ignition coil.
7. Measure voltage between ground and terminal No. 1 (Black/Red wire) at ignition coil harness connector with ignition on. (Scheme 14) If 9-14 volts exists, go to next step. If 9-14 volts does not exist, check and repair ignition coil power source circuit. See WIRING DIAGRAMS article.
8. Check for open or short in wiring between ignition coil and ground. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
9. Check ignition coils. See IGNITION SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - 4-CYLINDER article. If problem exists, replace ignition coil(s). If problem does not exist, replace ignitor.

Scheme 14

DTC P1335: CRANKSHAFT POSITION (CKP) SENSOR CIRCUIT

See DTC P0335 OR P1335: CRANKSHAFT POSITION (CKP) SENSOR CIRCUIT test.

DTC P1520: STOPLIGHT SWITCH SIGNAL CIRCUIT (A/T ONLY)

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Stoplight switch signal is used to detect when brakes have been applied. ECM uses this signal to control fuel cut-off engine speed. DTC is set if stoplight switch does not turn off when vehicle is being driven. Possible causes are

1. Stoplight switch signal circuit is shorted.
2. Defective stoplight switch.
3. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

1. Check stoplight operation. If stoplights do not operate properly, repair as necessary and retest system. See EXTERIOR LIGHTS article in ACCESSORIES & EQUIPMENT. If stoplights operate properly, go to next step.
2. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM harness connector and measure voltage between ground and terminal No. 15 (Green/White wire) at ECM harness connector E7. (Scheme 1) With brake pedal depressed, voltage should be 7.5-14.0 volts. With brake pedal released, voltage should be less than 1.5 volts. If voltage is not as specified, go to next step. If voltage is as specified, problem is intermittent. Check wiring and connectors.
3. Check for short in wiring between ECM and stoplight switch. If problem exists, repair wiring as necessary. If problem does not exist, replace ECM.

DTC P1600: ECM BATT CIRCUIT

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

Battery voltage is supplied to ECM BATT terminal (constant). DTC is set when open in back-up power source is detected. Possible causes are

1. Back-up power source circuit is open.
2. Defective ECM.

1. Turn ignition off. Access ECM behind glove box. Using DVOM, backprobe ECM harness connector and measure voltage between ground and terminal No. 1 (Black/Yellow wire) at ECM harness connector E7. (Scheme 1) Voltage should be 9-14 volts. If voltage is as specified, replace ECM. If voltage is not as specified, go to next step.
2. Remove and inspect EFI fuse (15-amp). EFI fuse is located in engine compartment fuse box. Replace fuse as necessary. If fuse is okay, check circuit between EFI fuse and ECM. See WIRING DIAGRAMS article. Repair wiring as necessary.

DTC P1780: PARK/NEUTRAL POSITION (PNP) SWITCH CIRCUIT (A/T ONLY)

Note. For component location, see appropriate illustration in THEORY & OPERATION article.

PNP switch sends a signal to ECM when transaxle is in Neutral or Park. This signal is used for air/fuel correction and for idle speed control. DTC is set when 2 or more switches are on simultaneously for "R", "N", "2" and "L" position or when ECM is receiving an ON signal from PNP switch when vehicle is being operated for more than 30 seconds at 50 MPH or more (2000-5000 RPM). Possible causes are

1. PNP switch circuit is shorted.
2. Defective PNP switch.
3. Defective ECM.

Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

Note. Toyota hand-held tester can be used to confirm PNP switch signal from CURRENT DATA.

1. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe and measure voltage between ground and specified terminal at ECM harness connector E8. See «PARK/NEUTRAL POSITION SWITCH VOLTAGE»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder) table. (Scheme 1) If voltage is as specified, replace ECM. If voltage is not as specified, go to next step. PARK/NEUTRAL POSITION SWITCH VOLTAGE Shift Lever Position (1) Terminal No. Volts Park & Neutral 2 Zero 3 Zero 12 Zero 20 Zero Reverse 2 (2) 9-14 3 Zero 12 Zero 20 (2) 9-14 Drive 2 Zero 3 Zero 12 Zero 20 9-14 2 2 Zero 3 9-14 12 Zero 20 9-14 Low 2 Zero 3 Zero 12 9-14 20 9-14 (1) Terminals are located in ECM harness connector E8. (Scheme 1) (2) Voltage may be slightly less due to lighting of reverse lights.
2. Disconnect PNP switch harness connector. Check continuity between appropriate PNP switch terminals (component side) with shift lever in appropriate position. See «PARK/NEUTRAL POSITION SWITCH CONTINUITY»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-4-cylinder) table. (Scheme 15) If problem exists, replace PNP switch. If problem does not exist, go to next step. PARK/NEUTRAL POSITION SWITCH CONTINUITY Shift Lever Position Continuity Between Terminals No. Park 2 & 7; 5 & 6 Reverse 2 & 8 Neutral 2 & 9; 5 & 6 Drive 2 & 10 2 2 & 3 Low 2 & 4
3. Check wiring between battery and PNP switch and between PNP switch and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace ECM.

Scheme 15

See also:
• TWO-TRIP DETECTION LOGIC
• P0105
• P0106
• P0110
• P0115
• P0116
• P0120
• P0121
• P0125
• P0130
• P0133
• P0135
• P0136
• P0141
• P0171
• P0300
• P0301
• P0325
• P0335
• P0340
• P0401
• P0402
• P0420
• P0440
• P0441
• P0450
• P0500
• P0505
• P1130
• P1133
• P1135
• P1300
• P1335
• P1520
• P1600
• P1780
• TEST DRIVE CONFIRMATION