Engine Control System Self-Diagnostics - v6 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. To identify ECM terminals referenced in testing, see illustration. (Scheme 16)

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

Scheme 16

DTC P0100: MASS AIRFLOW (MAF) METER CIRCUIT

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

Circuit Description

MAF meter uses a platinum hot wire maintained at a constant temperature. Airflow past meter affects temperature and current flow through MAF meter. DTC is set when ECM detects an open or short in MAF meter circuit for more than 3 seconds with engine speed at 4000 RPM or less. ECM will operate in fail-safe mode if DTC P0100 is set. Possible causes are

1. MAF meter circuit is open or shorted.
2. Defective MAF meter.
3. Defective ECM.

Diagnostic Aids

After confirming DTC P0100, use scan tool to access CURRENT DATA to confirm mass airflow ratio. If ratio is 0.0 gm/sec., VG circuit may be open or shorted, or power source circuit may be open. If ratio is 271.0 gm/sec. or more, E2G 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 17) Start and warm engine to normal operating temperature. Using scan tool, monitor MAF meter flow rate. If scan tool reading is 0.0 gm/sec., go to next step. If scan tool reading is 271 gm/sec. or more, go to step 5.
2. Turn ignition off. Disconnect MAF meter harness connector. Turn ignition on. Measure voltage between ground and terminal No. 4 (Black/Yellow wire) at MAF meter harness connector. (Scheme 18) If voltage is 9-14 volts, go to next step. If voltage is not 9-14 volts, repair open in wiring between EFI main relay and MAF meter (Black/Yellow wire at MAF meter and Red wire at EFI main relay). See WIRING DIAGRAMS article.
3. Turn ignition off. Connect MAF meter harness connector. Access ECM behind glove box. Ensure shift lever is in Neutral or Park. Ensure A/C switch is off. Start engine and let idle. Using DVOM, backprobe ECM harness connector and measure voltage between ground and terminal No. 10 (Pink wire) at ECM harness connector E10. (Scheme 16) If voltage is not 1.1-1.5 volts, go to next step. If voltage is 1.1-1.5 volts, replace ECM.
4. Check for open or short in Pink wire between MAF meter and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace MAF meter.
5. Turn ignition off. Access ECM behind glove box. Using DVOM, backprobe ECM harness connector and measure resistance between ground and terminal No. 19 (Red/Black wire) at ECM harness connector E10. (Scheme 16) If resistance is one ohms or less, go to next step. If resistance is greater than one ohm, replace ECM.
6. Check for open in Red/Black wire between MAF meter and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, replace MAF meter.

Scheme 17

Scheme 18

DTC P0101: MASS AIRFLOW (MAF) METER CIRCUIT RANGE/PERFORMANCE

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

MAF meter uses a platinum hot wire maintained at a constant temperature. Airflow past meter affects temperature and current flow through MAF meter. DTC is set when ECM detects either throttle valve is fully closed and MAF meter output is more than 2.2 volts for more than 10 seconds with engine speed of 900 RPM or less, or VTA circuit signal is .63 volt or more and MAF meter output is less than 1.06 volts for more than 10 seconds with engine speed of 1500 RPM or more. ECM will operate in fail-safe mode if DTC P0101 is set. Possible cause is

1. Defective MAF meter.

After confirming DTC P0101, use scan tool to access CURRENT DATA to confirm mass airflow ratio. If ratio is 0.0 gm/sec., VG circuit may be open or shorted, or power source circuit may be open. If ratio is 271.0 gm/sec. or more, E2G circuit may be open. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

If only DTC P0101 is displayed, replace MAF meter. If other DTCs are displayed, diagnose and repair those DTCs first and retest.

DTC P0110: INTAKE AIR TEMPERATURE (IAT) SENSOR CIRCUIT

Note. If DTCs P0110, P0115, P0120 and P1410 are output together, check circuit E2 (Brown wire) 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 built into MAF meter and is used to monitor temperature of air flowing through MAF meter. DTC is set when ECM detects an 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 (built into MAF meter).
3. Defective ECM.

After confirming DTC P0110, use scan tool to access CURRENT DATA to confirm air intake temperature. If temperature displayed on scan tool is -40°F (-40°C), IAT sensor circuit may be open. If temperature displayed on scan tool is 284°F (140°C) or more, 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 17) 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 -40°F (-40°C), go to next step. If temperature displayed on scan tool is 284°F (140°C) or more, go to step 4.
2. Turn ignition off. Disconnect MAF meter harness connector. Using a jumper wire, connect MAF meter harness connector terminals No. 1 (Blue/Yellow wire) and No. 2 (Brown wire). (Scheme 18) Turn ignition on. Using scan tool, monitor IAT sensor temperature. If temperature displayed on scan tool is 284°F (140°C) or more, replace MAF meter. 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. Using a jumper wire, backprobe between terminals No. 18 (Brown wire) and No. 22 (Blue/Yellow wire) at ECM harness connector E10. (Scheme 16) If temperature displayed on scan tool is 284°F (140°C) or more, repair open in Blue/Yellow wire and/or Brown wire between MAF meter 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 MAF meter harness connector. Turn ignition on. If temperature displayed on scan tool is -40°F (-40°C), replace MAF meter. 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 E10. (Scheme 16) Turn ignition on. If temperature displayed on scan tool is -40°F (-40°C), repair short in Blue/Yellow wire between MAF meter 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 P0110, P0115, P0120 and P1410 are output together, check circuit E2 (Brown wire) 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 water 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 temperature displayed on scan tool is -40°F (-40°C), ECT sensor circuit may be open. If temperature displayed on scan tool is 284°F (140°C) or more, 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 17) 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 -40°F (-40°C), go to next step. If temperature displayed on scan tool is 284°F (140°C) or more, go to step 4.
2. Turn ignition off. Disconnect ECT sensor harness connector (2-pin harness connector with Green/Black wire and Brown wire). ECT sensor is located in coolant housing in front of intake manifold on timing belt side of engine. Using a jumper wire, connect ECT sensor harness connector terminals. Turn ignition on. Using scan tool, monitor ECT sensor temperature. If temperature displayed on scan tool is less than 284°F (140°C), go to next step. If temperature displayed on scan tool is 284°F (140°C) or more, replace ECT sensor.
3. Turn ignition off. Remove jumper wire. Access ECM behind glove box. Using a jumper wire, backprobe between terminals No. 18 (Brown wire) and No. 14 (Green/Black wire) at ECM harness connector E10. (Scheme 16) If temperature displayed on scan tool is 284°F (140°C) or more, repair open in Green/Black wire and/or Brown wire 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 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 E10. (Scheme 16) Turn ignition on. If temperature displayed on scan tool is -40°F (-40°C), repair short in Green/Black wire between ECT sensor and ECM. See WIRING DIAGRAMS article. If temperature displayed on scan tool is not -40°F (-40°C), replace ECM.

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

Note. If DTC P0115 and DTC P0116 are both output together, ECT sensor circuit may be open. Diagnosis and repair DTC P0115 first. See DTC P0115: ENGINE COOLANT TEMPERATURE (ECT) SENSOR CIRCUIT .

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

ECT sensor is a thermistor sensor which monitors water 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 temperature displayed on scan tool is -40°F (-40°C), ECT sensor circuit may be open. If temperature displayed on scan tool is 284°F (140°C) or more, 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. If problem does not exist, replace ECT sensor.

DTC P0120: THROTTLE POSITION (TP) SENSOR CIRCUIT

Note. If DTCs P0110, P0115, P0120 and P1410 are output together, check circuit E2 (Brown wire) 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 mounted to throttle body which detects throttle opening angle. 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 open or shorted. If percentage displayed on scan tool is always 75 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 17) Turn ignition on. Using scan tool, monitor throttle valve opening percentage. Opening percentage should be approximately 10 percent with fully closed throttle, and 75 percent with fully open throttle (WOT). If percentages are not as specified, go to next step. If percentages are as specified, problem may be intermittent. Check component and ECM connections.
2. Turn ignition off. Disconnect TP sensor harness connector. Turn ignition on. 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. Turn ignition off. Check TP sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - V6 & V8 article. If sensor is defective, replace TP sensor. If sensor is okay, go to next step.
4. Connect TP sensor harness connector. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM harness connector and measure voltage between terminals No. 23 (Blue wire) and No. 18 (Brown wire) at ECM harness connector E10. (Scheme 16) Voltage should be.3-1.0 volt with throttle fully closed and 2.7-5.2 volts with throttle fully open (WOT). If voltages are as specified, replace ECM. If voltages are not as specified, repair open or short in Blue wire between TP sensor and ECM. See WIRING DIAGRAMS article.
5. 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 16) If voltage is 4.5-5.5 volts, repair open in Yellow wire between TP sensor and ECM. See WIRING DIAGRAMS article. If voltage is not 4.5-5.5 volts, replace ECM.

DTC P0121: THROTTLE POSITION (TP) SENSOR CIRCUIT RANGE/PERFORMANCE

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

TP sensor is a variable resistor mounted to throttle body and detects throttle opening angle. 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 75 percent, check for open in E2 circuit. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

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

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

Note. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1. Heated oxygen sensor No. 1 refers to sensor closest to 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 sensors include 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(s) No. 1.
3. Air induction system malfunction.
4. EGR system malfunction.
5. Vehicle has run out of fuel.
6. Improper fuel pressure.
7. Defective fuel injector.
8. Exhaust system leak.
9. Defective ECM.

After confirming DTC P0125, use scan tool to access CURRENT DATA to confirm voltage output of heated oxygen sensors (banks No. 1 and 2, sensor No. 1). If voltage displayed on scan tool is always less than 0.1 volt, heated oxygen sensor 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 17) Start and warm engine to normal operating temperature. Using scan tool, monitor each heated oxygen sensor No. 1. Snap accelerate engine to about 4000 RPM 3 times. Both heated oxygen sensors No. 1 should indicate a rich signal (.45 volt or more) at least once. If a rich signal is indicated for both heated oxygen sensors No. 1 at least once, go to step 10. If either heated oxygen sensor No. 1 does not display a rich signal at least once, go to next step.
3. Check for open or short in wiring between appropriate heated oxygen sensor(s) No. 1 and ECM. If problem does not exists, 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: IGNITOR CIRCUIT»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-v6__dtc-p1300-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 - V6 & V8 article. If problem exists, repair as necessary. If problem does not exists, go to next step.
7. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - V6 & V8 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 - V6 & V8 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(s) 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-v6__test-drive-confirmation) under DTC P0130 OR P0150: 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. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1. A/F sensor refers to sensor No. 1 in exhaust manifold.

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 (bank No. 1 or 2, sensor No. 1).
3. Air induction system malfunction.
4. EGR system malfunction.
5. Improper fuel pressure.
6. Defective 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 sensors (bank No. 1 and 2 sensor No. 1). ECM controls voltage of AFR+, AFL+, AFR- and AFL- terminals at ECM to a fixed voltage (3.3 volts at AFR+ and AFL+ terminal; 3.0 volts at AFR- and AFL- terminal). It is impossible to confirm A/F sensor output voltage without using a scan tool. A/F sensor output voltage on OBD II scan tools is displayed at one fifth the voltage 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 sensors may be less than 0.56 volt (2.8 volts on Toyota hand-held tester). During fuel cut, output voltage of A/F sensors may be greater 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 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 during all conditions, A/F sensor circuit may be shorted.

1. If 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 each 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-v6) 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 suspect 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 suspect A/F sensor harness connector. One A/F sensor is located in each exhaust manifold. Measure resistance between terminal B+ (Black wire) and HT (Black/Red wire on bank No. 1; Black/White wire on bank No. 2) at A/F sensor connector (component side). (Scheme 19) Resistance should be.8-1.4 ohms at 68°F (20°C) and 1.8-3.2 ohms at 1472°F (800°C). If resistances are not as specified, replace appropriate A/F sensor. If resistances are 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 - V6 & V8 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 - V6 & V8 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 - V6 & V8 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(s).
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-v6__test-drive-confirmation) under DTC P1130 OR P1150: 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 19

DTC P0128: THERMOSTAT MALFUNCTION

DTC is set when ECM detects coolant temperature is less than 167°F (75°C) when engine should be at normal operating temperature. Possible causes are

1. Defective thermostat.
2. Defective cooling system.
3. Defective engine coolant temperature sensor.
4. Defective ECM.

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

1. Remove and inspect cooling system thermostat. If problem exists, replace thermostat as necessary and retest. If problem does not exist, go to next step.
2. If any other DTCs are displayed, diagnose and repair those DTCs first and retest. If only DTC P0128 is displayed, replace ECM.

DTC P0130 OR P0150: HEATED OXYGEN SENSOR NO. 1 CIRCUIT (EXCEPT CALIF. EMISSIONS)

Note. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1. Heated oxygen sensor No. 1 refers to sensor closest to engine block. DTC P0130 is for bank No. 1, sensor No. 1. DTC P0150 is for bank No. 2, sensor No. 1.

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 sensors include a heater. DTC P0130 is set when bank No. 1, sensor No. 1 voltage remains at .4 volt or more, or .55 volt or less during idle, once engine is at normal operating temperature. DTC P0150 is set when bank No. 2, 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

Note. If conditions in test drive confirmation procedure are not strictly followed, detection of malfunction will not be possible.

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 17) Switch 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 other DTCs are displayed, diagnose and repair those DTCs first and retest system. If only DTC P0130 and/or P0150 are displayed, go to next step.
2. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 17) Start engine and increase engine speed to 2500 RPM for approximately 90 seconds. Let engine idle. Using scan tool, monitor each 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 ECM and heated oxygen sensors No. 1. 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 - V6 & V8 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 - V6 & V8 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 - V6 & V8 article. If problem exists, repair as necessary. If problem does not exist, replace appropriate 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-v6__test-drive-confirmation).
9. Clear and recheck for DTCs. If DTC P0130 and/or P0150 are displayed again, replace ECM. If neither DTC P0130 or P0150 are displayed again, problem is intermittent. Check component and ECM connections.

DTC P0133 OR P0153: HEATED OXYGEN SENSOR NO. 1 CIRCUIT SLOW RESPONSE (EXCEPT CALIF. EMISSIONS)

Note. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1. Heated oxygen sensor No. 1 refers to sensor closest to engine block. DTC P0133 is for bank No. 1, sensor No. 1. DTC P0153 is for bank No. 2, sensor No. 1.

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 sensors include 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 other DTCs are displayed, diagnose and repair those DTCs first and retest system. If only DTC P0133 and/or P0153 are displayed, go to next step.
2. Connect scan tool to Data Link Connector (DLC) No. 3. (Scheme 17) Start engine and increase engine speed to 2500 RPM for approximately 90 seconds. Let engine idle. Using scan tool, monitor each 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 ECM and heated oxygen sensors No. 1. 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 - V6 & V8 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 - V6 & V8 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 - V6 & V8 article. If problem exists, repair as necessary. If problem does not exist, replace appropriate 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-v6__test-drive-confirmation) under DTC P0130 OR P0150: HEATED OXYGEN SENSOR NO. 1 CIRCUIT (EXCEPT CALIF. EMISSIONS).
9. Clear and recheck for DTCs. If DTC P0133 and/or P0153 are displayed again, replace ECM. If neither DTC P0133 nor P0153 are displayed again, problem is intermittent. Check component and ECM connections.

DTC P0135 OR P0155: HEATED OXYGEN SENSOR NO. 1 HEATER CIRCUIT (EXCEPT CALIF. EMISSIONS)

Note. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1. Heated oxygen sensor No. 1 refers to sensor closest to engine block. Heated oxygen sensor No. 2 refers to sensor farthest from engine block. DTC P0135 is for bank No. 1, sensor No. 1. DTC P0155 is for bank No. 2, sensor No. 1.

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 sensors include a heater. DTC is set when heated oxygen sensor heater current draw exceeds 2.35 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. If DTC P0135 is set, measure voltage between ground and terminal No. 3 (Blue/Black wire) at ECM harness connector E10. If DTC P0155 is set, measure voltage between ground and terminal No. 4 (Yellow/Red wire) at ECM harness connector E10. (Scheme 16) Voltage should be 9-14 volts at each terminal. If voltage is as specified, replace ECM. If voltage is not as specified, go to next step.
2. Disconnect suspect heated oxygen sensor No. 1 harness connector. Measure resistance between terminals B+ (Black/Yellow wire) and HT (Blue/Black wire on bank No. 1; Yellow/Red wire on bank No. 2) at heated oxygen sensor connector (component side). (Scheme 19) Resistance should be 11-16 ohms at 68°F (20°C) and 23-32 ohms at 1472°F (800°C). If resistances are not as specified, replace appropriate heated oxygen sensor. If resistances are as specified, go to next step.
3. Repair wiring between ECM and appropriate heated oxygen sensor, or between appropriate heated oxygen sensor and EFI main relay. See WIRING DIAGRAMS article.

DTC P0136: HEATED OXYGEN SENSOR NO. 2 CIRCUIT

Note. Bank No. 1 refers to bank which includes cylinder No. 1. Heated oxygen sensor No. 2 refers to 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 sensors include a heater. DTC is set when bank No. 1, sensor No. 2 voltage remains at .4 volt or more, or .5 volt or less (.6 volt or less on California emissions) during vehicle operation (31 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 17) 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.4 volt to.5 volt or more (.6 volt or more on 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. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1. Heated oxygen sensor No. 1 refers to sensor closest to engine block. Heated oxygen sensor No. 2 refers to 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 sensors include a heater. DTC is set when heated oxygen sensor heater current draw exceeds 2.35 amps, or heated oxygen sensor heater current draw is .20 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 between ground and terminal No. 9 (Pink/Green wire) at ECM harness connector E8. (Scheme 16) Voltage should be 9-14 volts. If voltage is as specified, replace ECM. If voltage is not as specified, go to next step.
2. Turn ignition off. Disconnect heated oxygen sensor No. 2 harness connector. Connector is located underneath carpet on driver's side, near center console. It may be necessary to remove driver's seat to access connector. Measure resistance between terminals HT (Pink/Green wire) and B+ (Red wire) at heated oxygen sensor No. 2 connector (component side). (Scheme 20) 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 20

DTC P0150: HEATED OXYGEN SENSOR NO. 1 CIRCUIT (EXCEPT CALIF. EMISSIONS)

See DTC P0130 OR P0150: HEATED OXYGEN SENSOR NO. 1 CIRCUIT (EXCEPT CALIF. EMISSIONS) test.

DTC P0153: HEATED OXYGEN SENSOR NO. 1 CIRCUIT SLOW RESPONSE (EXCEPT CALIF. EMISSIONS)

See DTC P0133 OR P0153: HEATED OXYGEN SENSOR NO. 1 SLOW RESPONSE (EXCEPT CALIF. EMISSIONS) test.

DTC P0155: HEATED OXYGEN SENSOR NO. 1 HEATER CIRCUIT (EXCEPT CALIF. EMISSIONS)

See DTC P0135 OR P0155: HEATED OXYGEN SENSOR NO. 1 HEATER CIRCUIT (EXCEPT CALIF. EMISSIONS) test.

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

Note. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1. Heated oxygen sensor No. 1 refers to sensor closest to 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 Mass Airflow (MAF) meter.
4. Defective Engine Coolant Temperature (ECT) sensor.
5. Improper fuel pressure.
6. Exhaust system leak.
7. Heated oxygen sensor (bank No. 1 or 2, sensor No. 1) circuit is open or shorted.
8. Defective heated oxygen sensor (bank No. 1 or 2, sensor No. 1).
9. Vehicle is ran out of fuel.
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 Mass Airflow (MAF) meter.
3. Defective Engine Coolant Temperature (ECT) sensor.
4. Improper fuel pressure.
5. Exhaust system leak.
6. Heated oxygen sensor (bank No. 1 or 2, sensor No. 1) circuit is open or shorted.
7. Defective heated oxygen sensor (bank No. 1 or 2, sensor No. 1).
8. Vehicle is ran out of fuel.
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 - V6 & V8 article. If problem exists, repair as necessary. If problem does not exist, go to next step.
3. Check Mass Airflow (MAF) meter and Engine Coolant Temperature (ECT) sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - V6 & V8 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 - V6 & V8 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 - V6 & V8 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 17) Start engine and increase engine speed to 2500 RPM for approximately 90 seconds. Let engine idle. Using scan tool, monitor each heated oxygen sensors No. 1 output voltage. Voltage should alternate repeatedly between 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 appropriate heated oxygen sensor(s) 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-v6__test-drive-confirmation) under DTC P0130 OR P0150: HEATED OXYGEN SENSOR NO. 1 CIRCUIT (EXCEPT CALIF. EMISSIONS).
10. Clear and recheck for DTCs. If DTCs P0171 and/or P0172 are displayed again, replace ECM. If neither DTC P0171 or 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. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1. Heated oxygen sensor No. 1 refers to sensor closest to 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 Mass Airflow (MAF) meter.
4. Defective Engine Coolant Temperature (ECT) sensor.
5. Improper fuel pressure.
6. Exhaust system leak.
7. Air/Fuel (A/F) sensor circuit is open or shorted.
8. Defective Air/Fuel (A/F) sensor.
9. Vehicle is ran out of fuel.
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 Mass Airflow (MAF) meter.
3. Defective Engine Coolant Temperature (ECT) sensor.
4. Improper fuel pressure.
5. Exhaust system leak.
6. Air/Fuel (A/F) sensor circuit is open or shorted.
7. Defective Air/Fuel (A/F) sensor.
8. Vehicle is ran out of fuel.
9. 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 AFR+, AFL+, AFR- and AFL- terminals at ECM to a fixed voltage (3.3 volts at AFR+ and AFL+ terminal; 3.0 volts at AFR- and AFL- terminal). It is impossible to confirm A/F sensor output voltage without using a scan tool. OBD II scan tools will display one fifth A/F sensor output voltage as Toyota hand-held tester will. Using scan tool, read freeze frame data. Freeze frame records engine conditions when malfunction is detected.

During fuel enrichment, output voltage of A/F sensors may be less than 0.56 volt (2.8 volts on Toyota hand-held tester). During fuel cut, output voltage of A/F sensors may be greater 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 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 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 - V6 & V8 article. If problem exists, repair as necessary. If problem does not exist, go to next step.
3. Check Mass Airflow (MAF) meter and Engine Coolant Temperature (ECT) sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - V6 & V8 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 - V6 & V8 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 - V6 & V8 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. Start engine and increase engine speed to 2500 RPM for approximately 90 seconds. Using scan tool, monitor each 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-v6) 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 appropriate 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-v6__test-drive-confirmation) under DTC P1130 OR P1150: 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.
4. Ignition system malfunction.
5. Defective fuel injector(s).
6. Improper fuel pressure.
7. Defective EGR system.
8. Defective Mass Airflow (MAF) meter.
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 17) 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-v6) 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 appropriate illustration in 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-v6). If problem does not exist, go to next step.
2. Check spark and ignition system. See IGNITION SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - V6 & V8 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 specified ECM connector. See «IDENTIFYING ECM FUEL INJECTOR TERMINALS»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-v6) table. (Scheme 16) 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. Terminal No. Wire Color 1 (1) 5 Blue 2 (1) 6 Red 3 (2) 1 Yellow 4 (2) 2 White 5 (2) 3 Red/Blue 6 (2) 4 Green (1) Terminal are located in ECM harness connector E10. (Scheme 16) (2) Terminals are located in ECM harness connector E11. (Scheme 16)
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 - V6 & V8 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 - V6 & V8 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 - V6 & V8 article. If problem exists, repair as necessary. If problem does not exists, go to next step.
9. Check Mass Airflow (MAF) meter and Engine Coolant Temperature (ECT) sensor. See ENGINE SENSORS & SWITCHES in SYSTEM & COMPONENT TESTING - V6 & V8 article. If problem exists, replace appropriate component. If problem does not exist, go to next step.
10. Check engine compression. See BASIC DIAGNOSTIC PROCEDURES - V6 & V8 article. If engine compression is okay, check valve clearance. See ON-VEHICLE ADJUSTMENTS - V6 & V8 article. If valve clearance is okay, it may be necessary to check valve timing. See appropriate article in ENGINES.

DTCS P0301-P0306: CYLINDERS NO. 1-6 MISFIRE DETECTED

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

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 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.
4. Ignition system malfunction.
5. Defective fuel injector(s).
6. Improper fuel pressure.
7. Defective EGR system.
8. Defective Mass Airflow (MAF) meter.
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 OR P0330: KNOCK SENSOR NO. 1 OR 2 CIRCUIT

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

Knock sensors are located on either side of cylinder block, under intake manifold. Knock sensor generates voltage when engine block vibrates due to knocking. DTC P0325 is for bank that includes cylinder No. 1. DTC P0330 is for bank that does not include cylinder No. 1. DTC is set when there is no knock sensor signal to ECM with engine speed 2000-5600 RPM. 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 sensor is 7.1 kHz. 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 17) Disconnect ED1 connector. ED1 connector is an in-line harness connector located under throttle body. ED1 connector is a 4-pin, Dark Gray connector. Remove, switch and install terminals No. 1 and 2 from male connector. (Scheme 21) Connect ED1 connector. Turn ignition on. Clear DTCs. Start and warm engine to normal operating temperature. Snap accelerate engine to about 4000 RPM 3 times. Retrieve DTCs. If same DTC is repeated, go to next step. If DTC changed, go to step 3.
2. Check for open or short in wiring between ED1 connector and ECM. If problem exists, repair wiring as necessary. If problem does not exist, replace ECM. Ensure ED1 male connector terminals are returned to their original position.
3. Check for open or short in wiring between ED1 connector and knock sensor(s). To access harness, it may be necessary to remove intake manifold. See KNOCK SENSOR under ENGINE SENSORS & SWITCHES in REMOVAL, OVERHAUL & INSTALLATION - V6 & V8 article. If problem exists, repair wiring as necessary. If problem does not exist, replace knock sensor. Ensure ED1 male connector terminals are returned to their original position.

Scheme 21

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 CKP sensor signal is received by ECM during cranking or no CKP sensor signal is received by ECM with engine speed at 600 RPM or more. DTC P1335 is set if no CKP sensor signal is received by ECM with engine speed at 1000 RPM or more. 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 connector terminals (component side). Resistance should be 1630-2740 ohms (cold sensor) or 2065-3225 ohms (hot sensor). If resistance is not as specified, replace CKP sensor. If resistance is as specified, 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, remove and inspect CKP sensor. Also inspect signal plate. Replace CKP sensor and/or signal plate as necessary. If both components are okay, replace ECM.

DTC P0340: CAMSHAFT POSITION (CMP) SENSOR CIRCUIT

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

CMP sensor is a pick-up coil mounted in outer corner of left cylinder head, just below valve cover. A one-tooth signal plate is mounted to outer camshaft. DTC is set when either 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 connector terminals (component side). Resistance should be within specification. See «CAMSHAFT POSITION SENSOR RESISTANCE»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-v6) . If resistance is as specified, go to next step. If resistance is not as specified, replace CMP sensor. CAMSHAFT POSITION SENSOR RESISTANCE Application Ohms ND Type Sensor Cold 835-1400 Hot 1060-1645 Wabash Type Sensor Cold 1690-2560 Hot 2145-3010
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 signal plate. If problem exists, replace CMP sensor and/or signal plate as necessary. If problem does not exist, replace ECM.

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

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 Switching Valve (VSV), which is controlled by ECM. Vacuum source to EGR VSV is controlled by Vacuum Control Valve (VCV). Amount of EGR valve opening is monitored by EGR valve position sensor, which is mounted on EGR valve.

EGR valve is closed (EGR VSV is on) when engine is not warmed up, vehicle is decelerating, engine is under light load, engine is speed more than 4000 RPM or when engine is idling. DTC is set when EGR temperature sensor value does not exceed ambient air temperature by more than 95°F (35°C) after vehicle is operated for 3-5 minutes at 50 MPH or more. Possible causes are

1. EGR temperature sensor circuit is open.
2. Defective EGR temperature sensor.
3. EGR vacuum hose is disconnected.
4. EGR VSV circuit is open.
5. Defective EGR VSV.
6. EGR system malfunction.
7. EGR valve stuck closed.
8. Defective vacuum control valve.
9. Defective ECM.

If EGR gas temperature reading on scan tool is 37.6°F (3.1°C), an open may exist in EGR temperature sensor circuit. If temperature reading on scan tool is 318.7°F (159.3°C), a short may exist in EGR temperature sensor circuit. 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 17) Start and warm engine to normal operating temperature with all accessories off. Operate vehicle at 43-56 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes.
2. Operate vehicle at 43-56 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes. Turn ignition off. Start engine. Operate vehicle at 43-56 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes. Operate vehicle at 43-56 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. Connect Toyota hand-held tester to Data Link Connector (DLC) No. 3. (Scheme 17) Start and warm engine to normal operating temperature. Using hand-held tester, read EGR gas temperature. If temperature displayed on hand-held tester is 50-302°F (10-150°C), go to step 5. If temperature displayed on hand-held tester is not 50-302°F (10-150°C), go to next step.
2. Disconnect EGR temperature sensor harness connector. Connect a jumper wire between EGR temperature sensor harness connector terminals. Turn ignition on. If EGR temperature displayed on hand-held tester is not 318.7°F (159.3°C), remove jumper wire and go to next step. If temperature displayed on hand-held tester is 318.7°F (159.3°C), remove jumper wire. Recheck EGR temperature on hand-held tester. If EGR temperature displayed on hand-held tester is not 37.6°F (3.1°C), go to step 4. If temperature displayed on hand-held tester is 37.6°F (3.1°C), check EGR temperature sensor connector terminals. If problem exists, repair as necessary. If problem does not exist, replace EGR valve.
3. Turn ignition off. Access ECM behind glove box. Using a jumper wire, backprobe between terminals No. 13 (Green/Yellow wire) and No. 18 (Brown wire) at ECM harness connector E10. (Scheme 16) Turn ignition on. If temperature displayed on hand-held tester is 318.7°F (159.3°C), locate and repair open in wiring between ECM and EGR temperature sensor. If EGR temperature displayed on hand-held tester is not 318.7°F (159.3°C), check ECM connectors. If problem exists, repair as necessary. If problem does not exist, replace ECM.
4. Remove jumper wire. Disconnect ECM harness connector E10. (Scheme 16) Recheck EGR temperature on hand-held tester. If temperature displayed on hand-held tester is 37.6°F (3.1°C), locate and repair short in wiring between ECM and EGR temperature sensor. If temperature displayed on hand-held tester is not 37.6°F (3.1°C), check ECM connectors. If problem exists, repair as necessary. If problem does not exist, replace ECM.
5. Check plugged, cracked and disconnected EGR system vacuum hoses. See VACUUM DIAGRAMS article. If problem exists, repair vacuum hoses as necessary. If problem does not exist, go to next step.
6. Using hand-held tester, select ACTIVE TEST mode. Check operation of EGR VSV when activated by hand-held tester. EGR VSV is located under "V" bank cover on top of engine. With EGR VSV off, air applied to port "E" should flow from port "G". (Scheme 22) With EGR VSV on, air applied to port "E" should flow from port "F". If EGR VSV operates as specified, go to step 9. If EGR VSV does not operate as specified, go to next step.
7. Remove EGR VSV. Measure resistance between EGR VSV terminals (component side). Resistance should be 27-33 ohms at 68°F (20°C). Measure resistance between each terminal and body of EGR VSV (component side). Resistance should be infinite. If resistances are not as specified, replace EGR VSV. If resistances are as specified, go to next step.
8. Apply battery voltage to EGR VSV terminals. Apply air pressure to EGR VSV port "E". Air should flow from port "F". Remove battery voltage. Apply air pressure to EGR VSV port "E". Air should flow from port "G". If EGR VSV does not operates as specified, replace EGR VSV. If EGR VSV operates as specified, check for open in EGR VSV circuits between engine compartment fuse block and ECM. See WIRING DIAGRAMS article. Repair as necessary.
9. Disconnect vacuum hose from EGR valve. Start engine and let idle. Apply vacuum to EGR valve. If engine does not run rough or stall, replace EGR valve or clean EGR passage. If engine runs rough or stalls, go to next step.
10. Check EGR position sensor and EGR VCV. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - V6 & V8 article. If problem exists, repair as necessary. If problem does not exists, replace ECM.

Scheme 22

Diagnosis & Repair (Using OBD-II Scan Tool)

1. Disconnect EGR temperature sensor harness connector. EGR temperature sensor is located on manifold, between EGR valve and intake air chamber (built into EGR valve). Measure resistance between EGR temperature sensor terminals (component side). If resistance is 2.5-600 k/ohms, go to next step. If resistance is not 2.5-600 k/ohms, replace EGR temperature sensor.
2. Check for open or short in wiring between EGR temperature sensor and ECM. See WIRING DIAGRAMS article. If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
3. Check plugged, cracked and disconnected EGR system vacuum hoses. See appropriate illustration in VACUUM DIAGRAMS article. If problem exists, repair vacuum hoses as necessary. If problem does not exist, go to next step.
4. Access ECM behind glove box. Turn ignition off. Disconnect ECM harness connector E11. (Scheme 16) Using a jumper wire, backprobe between ground and terminal No. 18 (Yellow/Green wire) at ECM harness connector E11. Apply air pressure to EGR Vacuum Switching Valve (VSV) port "E". EGR VSV is located under "V" bank cover on top of engine. With jumper wire connected, air should flow from port "F". (Scheme 22) With jumper wire disconnected, air should flow from port "G". If EGR VSV operates as specified, go to step 7. If EGR VSV does not operate as specified, go to next step.
5. Disconnect EGR VSV harness connector. Measure resistance between EGR VSV terminals (component side). Resistance should be 27-33 ohms at 68°F (20°C). Measure resistance between each terminal and body of EGR VSV (component side). Resistance should be infinite. If resistance is not as specified, replace EGR VSV. If resistance is as specified, go to next step.
6. Apply battery voltage and ground to EGR VSV terminals (component side). Apply air to EGR VSV port "E". Air should flow from port "F". Remove battery voltage from VSV terminals. Apply air to EGR VSV port "E". Air should flow from port "G". If EGR VSV does not operates as specified, replace EGR VSV. If EGR VSV operates as specified, check for open in EGR VSV circuits between fuse block in left side of engine compartment and ECM. See WIRING DIAGRAMS article. Repair as necessary.
7. Disconnect vacuum hose from EGR valve. Start engine and let idle. Apply vacuum to EGR valve. If engine does not run rough or stall, replace EGR valve or clean EGR passage. If engine runs rough or stalls, go to next step.
8. Check EGR position sensor and EGR VCV. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - V6 & V8 article. If problem exists, repair as necessary. If problem does not exists, replace ECM.

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

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 Switching Valve (VSV), which is controlled by ECM. Vacuum source to EGR VSV is controlled by Vacuum Control Valve (VCV). Amount of EGR valve opening is monitored by EGR valve position sensor, which is mounted on EGR valve.

EGR valve is closed (EGR VSV is on) when engine is not warmed up, vehicle is decelerating, engine is under light load, engine is speed more than 4000 RPM or when engine is idling. DTC is set when EGR cut-off, lift amount of EGR valve is .1" (2.6 mm) or more. Possible causes are

1. Disconnect or blocked vacuum hose.
2. EGR VSV circuit is shorted.
3. Defective EGR VSV.
4. EGR valve is stuck open.
5. EGR valve position sensor circuit is open or shorted.
6. Defective EGR valve position 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 17) Start and warm engine to normal operating temperature with all accessories off. Operate vehicle at 43-56 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes.
2. Operate vehicle at 43-56 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes. Turn ignition off. Start engine. Operate vehicle at 43-56 MPH for 3 minutes or more. Stop vehicle and allow to idle for about 2 minutes. Operate vehicle at 43-56 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 vacuum hoses as necessary. If problem does not exist, go to next step.
2. Using Toyota hand-held tester, select ACTIVE TEST mode. Check operation of EGR VSV when activated by hand-held tester. EGR VSV is located under "V" bank cover on top of engine. With EGR VSV off, air applied to port "E" should flow from port "G". (Scheme 22) With EGR VSV on, air applied to port "E" should flow from port "F". 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 27-33 ohms at 68°F (20°C). Measure resistance between each terminal and body of EGR VSV (component side). Resistance should be infinite. If resistance is not as specified, replace EGR VSV. If resistance is as specified, go to next step.
4. Apply battery voltage and ground to EGR VSV terminals (component side). Apply air pressure to EGR VSV port "E". Air should flow from port "F". Remove battery voltage from EGR VSV terminals. Apply air pressure to EGR VSV port "E". Air should flow from port "G". If EGR VSV does not operate as specified, replace EGR VSV. If EGR VSV operates as specified, repair short in wiring between EGR VSV and ECM. See WIRING DIAGRAMS article.
5. Disconnect vacuum hose from EGR valve. Start engine and let idle. Apply vacuum to EGR valve. If engine does not run rough or stall, replace EGR valve or clean EGR passage. If engine runs rough or stalls, go to next step.
6. Check EGR position sensor. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - V6 & V8 article. If problem exists, repair or replace EGR valve as necessary. If problem does not exists, replace ECM.

1. Check all EGR system vacuum hoses. See VACUUM DIAGRAMS article. If problem exists, repair as necessary. If problem does not exist, go to next step.
2. Access ECM behind glove box. Turn ignition off. Disconnect ECM harness connector E11. (Scheme 16) Using a jumper wire, backprobe between ground and terminal No. 18 (Yellow/Green wire) at ECM harness connector E11. Apply air pressure to EGR Vacuum Switching Valve (VSV) port "E". (Scheme 22) EGR VSV is located under "V" bank cover on top of engine. With jumper wire connected, air should flow from port "F". With jumper wire disconnected, 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. Disconnect EGR VSV harness connector. Measure resistance between EGR VSV terminals (component side). Resistance should be 27-33 ohms at 68°F (20°C). Measure resistance between each terminal and body of EGR VSV (component side). Resistance should be infinite. If resistance is not as specified, replace EGR VSV. If resistance is as specified, go to next step.
4. Apply battery voltage and ground to EGR VSV terminals (component side). Apply air pressure to EGR VSV port "E". (Scheme 22) Air should flow from port "F". Remove battery voltage from EGR VSV terminals. Apply air pressure to EGR VSV port "E". Air should flow from port "G". If EGR VSV does not operate as specified, replace EGR VSV. If EGR VSV operates as specified, repair short in wiring between EGR VSV and ECM. See WIRING DIAGRAMS article.
5. Disconnect vacuum hose from EGR valve. Start engine and let idle. Apply vacuum to EGR valve. If engine does not run rough or stall, replace EGR valve or clean EGR passage. If engine runs rough or stalls, go to next step.
6. Check EGR position sensor. See EMISSION SYSTEMS & SUB-SYSTEMS in SYSTEM & COMPONENT TESTING - V6 & V8 article. If problem exists, repair or replace EGR valve as necessary. If problem does not exists, replace ECM.

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

Note. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1. Heated oxygen sensor No. 1 refers to sensor closest to engine block. Heated oxygen sensor No. 2 refers to sensor farthest from engine block.

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

ECM compares waveform of heated oxygen sensor No. 1 (located in front of catalytic converter) with waveform of heated oxygen sensor No. 2 (located behind catalytic converter) to determine if converter performance has deteriorated. If both waveforms change at similar rate, catalyst performance has deteriorated. DTC is set when all heated oxygen sensor waveforms 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 other DTCs are displayed, diagnose and repair those DTCs first and retest system. 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 sensors No. 1 circuits. See «DTC P0130 OR P0150: HEATED OXYGEN SENSOR NO. 1 CIRCUIT (EXCEPT CALIF. EMISSIONS)»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-v6__dtc-p0130-or-p0150-heated-oxygen) . If problem exists, repair as necessary. If problem does not exist, go to next step.
4. Check heated oxygen sensor No. 2 circuits. See «DTC P0136: HEATED OXYGEN SENSOR NO. 2 CIRCUIT»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-v6__dtc-p0136-heated-oxygen-sensor-no) . If problem exists, repair as necessary. If problem does not exist, replace catalytic converter.

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

Note. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1. Air/Fuel (A/F) sensor refers to sensor closest to engine block. Heated oxygen sensor No. 2 refers to sensor farthest from engine block.

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

ECM compares waveform of Air/Fuel (A/F) sensor (located before catalytic converter) with waveform of heated oxygen sensor No. 2 (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 A/F sensor and heated oxygen sensor No. 2 waveforms have same amplitude after vehicle is driven for 5 minutes at 20-50 MPH. Possible causes are

1. Exhaust system leak.
2. Defective 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 other DTCs are displayed, diagnose and repair those DTCs first and retest system. 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 circuits. See «DTC P0125: INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL (CALIF. EMISSIONS)»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-v6__dtc-p0125-insufficient-coolant-temperature-for) . If problem exists, repair as necessary. If problem does not exist, go to next step.
4. Check heated oxygen sensor No. 2 circuits. See «DTC P0136: HEATED OXYGEN SENSOR NO. 2 CIRCUIT»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-v6__dtc-p0136-heated-oxygen-sensor-no) . 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

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.

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

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 16) 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. 17 (Blue/Red wire) at ECM harness connector E7 and terminal No. 18 (Brown wire) at ECM harness connector E10. (Scheme 16) Disconnect vacuum hose from vapor pressure sensor. (Scheme 23) 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 23

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 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 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 16) 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. 17 (Blue/Red wire) at ECM harness connector E7 and terminal No. 18 (Brown wire) at ECM harness connector E10. (Scheme 16) Disconnect vacuum hose from vapor pressure sensor. (Scheme 23) 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. Connect a jumper wire by backprobing between ground and terminal No. 7 (Light Green wire) at ECM harness connector E10. (Scheme 16) With jumper wire connected, air applied to EVAP VSV port "E" should flow from port "F". (Scheme 24) 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. Connect a jumper wire by backprobing between ground and terminal No. 5 (Blue/White wire) at ECM harness connector E8. (Scheme 16) With jumper wire connected, air applied to canister closed valve VSV port "E" should not flow from port "F". (Scheme 25) 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 - V6 & V8 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. Connect a jumper wire by backprobing between ground and terminal No. 1 (White/Red wire) at ECM harness connector E8. (Scheme 16) With jumper wire connected, air applied to pressure switching valve VSV port "E" should flow from port "F". (Scheme 26) 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 maybe 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 24

Scheme 25

Scheme 26

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 16) 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. 17 (Blue/Red wire) at ECM harness connector E7 and terminal No. 18 (Brown wire) at ECM harness connector E10. (Scheme 16) Disconnect vacuum hose from vapor pressure sensor. (Scheme 23) 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. VSS 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. Ensure ignition is off. Check continuity between ground and terminal No. 22 (Violet/White wire) at ECM harness connector E8. (Scheme 16) If continuity exists, locate and repair short to ground. If continuity does not exist, go to next step.
3. Turn ignition on. Measure voltage between ground and terminal No. 22 (Violet/White wire) at ECM harness connector E8. If voltage is 0-5 volts, replace ECM. If voltage is not 0-5 volts, repair open in wiring between instrument cluster and ECM. See WIRING DIAGRAMS article.

DTC P0505: IDLE AIR CONTROL (IAC) SYSTEM CIRCUIT

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 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. 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 17) Note engine RPM. Using a jumper wire, connect terminals TE1 and E1 at DLC No. 1 in engine compartment. (Scheme 27) Note engine RPM and compare RPM readings. If difference in engine speed is more than 100 RPM, go to step 7. 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 16) Turn ignition on. Measure voltage between ground and terminals No. 15 (Yellow/Black wire) and No. 16 (Red/White wire) at ECM harness connector E11. If both readings are 9-14 volts, go to step 5. If either reading is not 9-14 volts, go to next step.
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 28) Resistance should be 17-25 ohms (cold) or 22-29 ohms (hot). If resistance is not as specified, replace IAC valve. If resistance is as specified, go to next step.
4. 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, repair open or short in wiring between IAC valve and ECM. See WIRING DIAGRAMS article. If voltage is not 9-14 volts, repair wiring between IAC valve and EFI main relay.
5. Check IAC valve operation. See IDLE CONTROL SYSTEMS in SYSTEM & COMPONENT TESTING - V6 & V8 article. If problem exists, replace IAC valve. If problem does not exist, go to next step.
6. 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, replace ECM.
7. 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 27

Scheme 28

DTC P1130 OR P1150: AIR/FUEL SENSOR CIRCUIT RANGE/PERFORMANCE (CALIF. EMISSIONS)

Note. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1.

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 P1130 is for bank No. 1 A/F sensor. DTC P1150 is for bank No. 2 A/F sensor. DTC is set when A/F sensor voltage output remains the same with engine running after engine is warmed to normal operating temperature. 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 and/or P1150, use scan tool to access CURRENT DATA to confirm voltage output of heated oxygen sensors (bank No. 1 and 2 sensor No. 1). ECM controls voltage of AFR+, AFL+, AFR- and AFL- terminals at ECM to a fixed voltage (3.3 volts at AFR+ and AFL+ terminal; 3.0 volts at AFR- and AFL- terminal). It is impossible to confirm A/F sensor output voltage without using a scan tool. A/F sensor output voltage on OBD II scan tools is displayed at one fifth the voltage 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 sensors may be less than 0.56 volt (2.8 volts on Toyota hand-held tester). During fuel cut, output voltage of A/F sensors may be greater 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 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 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 17) Switch scan tool 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 and 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 and 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 other DTCs are displayed, diagnose and repair those DTCs first and retest system. If only DTC P1130 and/or P1150 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 each 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-v6) 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 suspect 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 suspect A/F sensor harness connector. One A/F sensor is located in each exhaust manifold. Measure resistance between terminal B+ (Black wire) and HT (Black/Red wire on bank No. 1; Black/White wire on bank No. 2) at A/F sensor connector (component side). (Scheme 19) Resistance should be.8-1.4 ohms at 68°F (20°C). If resistance is not as specified, replace appropriate 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 - V6 & V8 article. If problem exists, repair as necessary. If problem does not exists, go to next step.
7. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - V6 & V8 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 - V6 & V8 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-v6).
10. Clear and recheck for DTCs. If DTC P1130 and/or P1150 is displayed again, replace ECM. If neither DTC P1130 or P1150 are displayed again, go to next step.
11. Vehicle either ran out of fuel or problem is intermittent. Check component and ECM connections.

DTC P1133 OR P1153: AIR/FUEL SENSOR CIRCUIT RESPONSE (CALIF. EMISSIONS)

Note. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1.

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. DTC P1133 is for bank No. 1 A/F sensor. DTC P1153 is for bank No. 2 A/F sensor. 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 and/or P1153, use scan tool to access CURRENT DATA to confirm voltage output of heated oxygen sensors (bank No. 1 and 2 sensor No. 1). ECM controls voltage of AFR+, AFL+, AFR- and AFL- terminals at ECM to a fixed voltage (3.3 volts at AFR+ and AFL+ terminal; 3.0 volts at AFR- and AFL- terminal). It is impossible to confirm A/F sensor output voltage without using a scan tool. A/F sensor output voltage on OBD II scan tools is displayed at one fifth the voltage 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 sensors may be less than 0.56 volt (2.8 volts on Toyota hand-held tester). During fuel cut, output voltage of A/F sensors may be greater 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 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 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 17) Switch scan tool 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 other DTCs are displayed, diagnose and repair those DTCs first and retest system. If only DTC P1133 and/or P1153 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 each 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-v6) 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 suspect 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 suspect A/F sensor harness connector. One A/F sensor is located in each exhaust manifold. Measure resistance between terminal B+ (Black wire) and HT (Black/Red wire on bank No. 1; Black/White wire on bank No. 2) at A/F sensor connector (component side). (Scheme 19) Resistance should be.8-1.4 ohms at 68°F (20°C). If resistance is not as specified, replace appropriate 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 - V6 & V8 article. If problem exists, repair as necessary. If problem does not exists, go to next step.
7. Check fuel pressure. See FUEL SYSTEMS in BASIC DIAGNOSTIC PROCEDURES - V6 & V8 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 - V6 & V8 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-v6).
10. Clear and recheck for DTCs. If DTC P1133 and/or P1153 is displayed again, replace ECM. If neither DTC P1133 nor P1153 is displayed again, go to next step.
11. Vehicle either ran out of fuel or problem is intermittent. Check component and ECM connections.

DTC P1135 OR P1155: AIR/FUEL SENSOR HEATER CIRCUIT (CALIF. EMISSIONS)

Note. Bank No. 1 refers to bank which includes cylinder No. 1. Bank No. 2 refers to bank without cylinder No. 1.

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 P1135 is for bank No. 1 A/F sensor. DTC P1155 is for bank No. 2 A/F sensor. 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 heater 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 at ECM harness connector E10 and measure voltage between ground and terminals No. 4 (Black/White wire) and No. 3 (Black/Red wire). (Scheme 16) If both voltages are 9-14 volts, replace ECM. If either voltage is not 9-14 volts, go to next step.
2. Disconnect suspect A/F sensor harness connector. Measure resistance between terminal B+ (Black wire) and HT (Black/Red wire on bank No. 1; Black/White wire on bank No. 2) at A/F sensor connector (component side). (Scheme 19) Resistance should be.8-1.4 ohms at 68°F (20°C). If resistance is not as specified, replace appropriate A/F sensor. If resistance is as specified, go to next step.
3. Check for open or short in wiring between A/F sensor heater relay and A/F sensor, and between A/F sensor and ECM. See WIRING DIAGRAMS article. Repair as necessary.

DTC P1300: IGNITOR CIRCUIT

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

ECM determines ignition timing and outputs ignition signals (IGT) for each cylinder. Based on IGT signals, ignitor controls the primary ignition signals (IGC) for all ignition coils. Ignitor also sends an ignition confirmation signal (IGF) as a fail-safe measure to the ECM. DTC is set when there is no IGF signal to ECM for 6 consecutive IGT signals during engine operation. Possible causes are

1. IGF or IGT circuit from ignitor to ECM is open or shorted.
2. Defective ignitor.
3. 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 - V6 & V8 article. If spark is exists, go to next step. If spark does not exist, go to step 4.
2. Check for open or short in White/Red wire between terminal No. 25 at ECM harness connector E11 and ignitor. (Scheme 16) If problem exists, repair wiring as necessary. If problem does not exist, go to next step.
3. Disconnect Black, 10-pin ignitor harness connector. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe at ECM harness connector E11 and measure voltage between ground and terminal No. 25 (White/Red wire). (Scheme 16) If voltage is 4.5-5.5 volts, replace ignitor. If voltage is not 4.5-5.5 volts, replace ECM.
4. Check for open or short in IGT1, IGT2 and IGT3 circuits between ECM and ignitor. 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 connector E11 and measure voltage between ground and terminals No. No. 11 (Gray wire), No. 12 (Brown/Yellow wire) and No. 13 (Light Green/Black wire) while cranking engine. (Scheme 16) If all readings are.1-4.5 volts, go to next step. If any reading is not.1-4.5 volts, replace ECM.
6. Disconnect Black, 10-pin ignitor harness connector. Using DVOM, backprobe ECM harness connector E11 and measure voltage between ground and terminals No. 11 (Gray wire), No. 12 (Brown/Yellow wire) and No. 13 (Light Green/Black wire) while cranking engine. If all readings are.1-4.5 volts, go to next step. If any reading is not.1-4.5 volts, replace ECM.
7. Turn ignition on. Measure voltage between ground and terminal No. 9 (Black/Red wire) at ignitor harness connector. (Scheme 29) If voltage is 9-14 volts, go to next step. If voltage is not 9-14 volts, check and repair ignitor power source circuit. See WIRING DIAGRAMS article.
8. Check for open or short in wiring between ignition switch, ignitor and ignition coils. Also Check for open or short in wiring between ignition coil and ignitor. 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 - V6 & V8 article. If problem exists, replace appropriate ignition coil. If problem does not exist, go to next step.
10. Check ignitor ground circuit. If problem exists, repair as necessary. If problem does not exist, replace ignitor.

Scheme 29

DTC P1335: CRANKSHAFT POSITION (CKP) SENSOR CIRCUIT

For testing procedures, see DTC P0335 OR P1335: CRANKSHAFT POSITION (CKP) SENSOR CIRCUIT .

DTC P1410: EGR VALVE POSITION SENSOR CIRCUIT

Note. If DTCs P0110, P0115, P0120 and P1410 are output together, check circuit E2 (Brown wire) 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.

EGR valve position sensor is mounted on EGR valve and monitors EGR valve pintle position. EGR valve pintle position is dependent upon engine operating conditions. DTC is set if there is an open or short in EGR valve position sensor circuit. Possible causes are

1. EGR valve position sensor circuit is open or shorted.
2. Defective EGR valve position sensor.
3. Defective ECM.

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

1. Disconnect EGR valve vacuum hose. Disconnect EGR valve position sensor harness connector. Turn ignition on. Measure voltage between ground and terminal No. 1 (Yellow wire) at EGR valve position sensor harness connector. If voltage is not 4.5-5.5 volts, go to step 4. If voltage is 4.4-5.5 volts, go to next step.
2. Measure resistance between terminals No. 1 (Yellow wire) and No. 2 (Brown wire) at EGR valve position sensor (component side). If resistance is 1500-4300 ohms, go to next step. If resistance is not 1500-4300 ohms, replace EGR valve position sensor.
3. Connect vacuum pump to EGR valve. Access ECM behind glove box. Using DVOM, backprobe ECM harness connector and measure voltage between terminals No. 18 (Brown wire) at ECM harness connector E10 and terminal No. 22 (White/Green wire) at ECM harness connector E11. (Scheme 16) Voltage should be.4-1.6 volts without vacuum applied, and 3.2-5.1 volts with 5.12 in. Hg applied. If voltage is as specified, replace ECM. If voltage is not as specified, check for an open or short in wiring between ECM and EGR valve position sensor. Repair wiring as necessary.
4. Access ECM behind glove box. Turn ignition on. Using DVOM, backprobe ECM harness connector E10 and measure voltage between terminals No. 18 (Brown wire) and No. 2 (Yellow wire). If voltage is 4.5-5.5 volts, repair open or short in wiring between ECM and EGR valve position sensor. See WIRING DIAGRAMS article. If voltage is 4.5-5.5 volts, replace ECM.

DTC P1411: EGR VALVE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE

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

EGR valve position sensor is mounted on EGR valve and monitors EGR valve pintle position. EGR valve pintle position is dependent upon engine operating conditions. Possible cause is

1. Defective EGR valve position sensor.

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

If only DTC P1411 is displayed, replace EGR valve position sensor. If other DTCs are displayed, diagnose and repair those DTCs first and retest system.

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 16) Voltage should be 7.5-14.0 volts with brake pedal depressed, and less than 1.5 volts with brake pedal released. If voltage is not as specified, go to next step. If voltage is as specified, problem is intermittent. Check component and ECM connections.
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.

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

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 16) If voltage is 9-14 volts, replace ECM. If voltage is not 9-14 volts, go to next step.
2. Remove and inspect EFI fuse (15-amp). EFI fuse is located in engine compartment fuse box. If fuse is blown, check for short to ground in wiring between EFI fuse and ECM. See WIRING DIAGRAMS article. Repair as necessary and replace fuse. If fuse is okay, check for open in wiring between EFI fuse and ECM. Repair 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 ECM is receiving an ON signal from PNP switch when vehicle has been operated for more than 30 seconds at 50 MPH or more (2000-5000 RPM). Possible causes are

1. Shorted PNP switch circuit.
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 ECM harness connector and measure voltage between ground and specified terminal at ECM harness connector E8 with shift lever in appropriate position. See «PARK/NEUTRAL POSITION SWITCH VOLTAGE»(/toyota/camry-solara/i-1998-2003/remont/testing-diagnostics/#engine-control-system-self-diagnostics-v6) table. (Scheme 16) If voltage is as specified, no problem is indicated at this time. 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) Measure voltage between ground and terminal listed at ECM harness connector E8. (Scheme 16) (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-v6) table. (Scheme 30) 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 30

See also:
• TWO-TRIP DETECTION LOGIC
• P0100
• P0101
• P0110
• P0115
• P0116
• P0120
• P0121
• P0125
• P0128
• P0130
• P0133
• P0135
• P0136
• P0141
• P0150
• P0153
• P0155
• P0171
• P0300
• P0301
• P0325
• P0335
• P0340
• P0401
• P0402
• P0420
• P0440
• P0441
• P0450
• P0500
• P0505
• P1130
• P1133
• P1135
• P1300
• P1335
• P1410
• P1411
• P1520
• P1600
• P1780
• TEST DRIVE CONFIRMATION
• AIR/FUEL RATIO SENSOR VOLTAGE SPECIFICATIONS