Engine Control System (2AZ-FE) (Diagnostics - Introduction): Diagnosis Toyota Matrix E140

HOW TO PROCEED WITH TROUBLESHOOTING

HINT

*: Use the Techstream.

1. VEHICLE BROUGHT TO WORKSHOP NEXT: Go to next step
2. CUSTOMER PROBLEM ANALYSIS NEXT: Go to next step
3. CONNECT TECHSTREAM TO DLC3 HINT: If the display indicates a communication fault with the Techstream, inspect the DLC3. NEXT: Go to next step
4. CHECK DTC AND FREEZE FRAME DATA* HINT: Record or print DTCs and freeze frame data, if necessary. NEXT: Go to next step
5. CLEAR DTC AND FREEZE FRAME DATA* NEXT: Go to next step
6. CONDUCT VISUAL INSPECTION NEXT: Go to next step
7. SET CHECK MODE DIAGNOSIS* NEXT: Go to next step
8. CONFIRM PROBLEM SYMPTOMS HINT: If the engine does not start, perform step 10 and 12 first. Result Result Proceed to Malfunction does not occur A Malfunction occurs B B --> GO TO STEP 10 A: Go to next step
9. SIMULATE SYMPTOMS NEXT: Go to next step
10. CHECK DTC* Result Result Proceed to Trouble code A No code B B --> GO TO STEP 12 A: Go to next step
11. REFER TO «DIAGNOSTIC TROUBLE CODE CHART»(ref-427311-S27019908472011101200000) DTC CHART NEXT: Go to next step
12. CONDUCT BASIC INSPECTION Result Result Proceed to Malfunctioning parts not confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
13. REFER TO «PROBLEM SYMPTOMS TABLE»(ref-427310-S17806415292011101200000) Result Result Proceed to Malfunctioning circuit confirmed A Malfunctioning parts confirmed B B --> GO TO STEP 17 A: Go to next step
14. CHECK ECM POWER SOURCE CIRCUIT NEXT: Go to next step
15. CONDUCT CIRCUIT INSPECTION Result Result Proceed to Malfunction not confirmed A Malfunction confirmed B B --> GO TO STEP 18 A: Go to next step
16. CHECK FOR INTERMITTENT PROBLEMS NEXT: Go to next step
17. CONDUCT PARTS INSPECTION NEXT: Go to next step
18. IDENTIFY PROBLEM NEXT: Go to next step
19. ADJUST AND/OR REPAIR NEXT: Go to next step
20. CONDUCT CONFIRMATION TEST NEXT --> END

BASIC INSPECTION

When a malfunction is not confirmed by the DTC check, troubleshooting should be carried out in all circuits considered to be possible causes of the problem. In many cases, by carrying out the basic engine check shown in the following flowchart, the location of the problem can be found quickly and efficiently. Therefore, using this check is essential when engine troubleshooting.

1. CHECK BATTERY VOLTAGE NOTE: Carry out this check with the engine stopped and the ignition switch off. Result Result Proceed to 11 V or more OK Below 11 V NG NG --> CHARGE OR REPLACE BATTERY OK: Go to next step
2. CHECK WHETHER ENGINE CRANKS NG --> PROCEED TO «PROBLEM SYMPTOMS TABLE»(ref-427310-S17806415292011101200000) OK: Go to next step
3. CHECK WHETHER ENGINE STARTS NG --> GO TO STEP 6 OK: Go to next step
4. CHECK AIR FILTER Visually check that the air filter is not excessively contaminated with dirt or oil. NG --> REPLACE AIR FILTER OK: Go to next step
5. CHECK IDLE SPEED NG --> TROUBLESHOOT IDLE SPEED AND PROCEED TO NEXT STEP OK: Go to next step
6. CHECK FUEL PRESSURE NG --> TROUBLESHOOT FUEL PRESSURE AND PROCEED TO NEXT STEP OK: Go to next step
7. CHECK FOR SPARK NG --> TROUBLESHOOT SPARK AND PROCEED TO NEXT STEP OK --> PROCEED TO «PROBLEM SYMPTOMS TABLE»(ref-427310-S17806415292011101200000)

PROBLEM SYMPTOMS TABLE

HINT

Use the table below to help determine the cause of problem symptom. If multiple suspected areas are listed in order of probability in the "Suspected Area" column of the table. Check each symptom by checking the suspected areas in the order they are listed. Replace parts as necessary.

SFI SYSTEM

Scheme 2

HINT

The standard normal voltage between each pair of ECM terminals is shown in the table below. The appropriate conditions for checking each pair of terminals are also indicated. The result of checks should be compared with the standard normal voltage for that pair of terminals, displayed in the Specified Condition column. The illustration above can be used as a reference to identify the ECM terminal locations.

HINT

*1: The ECM terminal voltage is constant regardless of the output voltage from the sensor.

*2: Automatic Transaxle

*3: 2WD

*4: 4WD

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1. WAVEFORM 1 CAMSHAFT TIMING OIL CONTROL VALVE ECM Terminal Name Between OC1+ and OC1- Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling
2. WAVEFORM 2 AIR FUEL RATIO SENSOR (SENSOR 1) HEATER ECM Terminal Name Between HA1A and E04 Tester Range 5 V/DIV., 10 msec./DIV. Condition Idling with warm engine HINT: The wavelength varies in accordance with the engine operating condition.
3. WAVEFORM 3 HEATED OXYGEN SENSOR (SENSOR 2) ECM Terminal Name Between OX1B and EX1B Tester Range 0.2 V/DIV., 200 msec./DIV. Condition Engine speed maintained at 2500 RPM for 2 minutes after warming up sensor HINT: In Data List, item O2S B1S2 shows the ECM input values from the heated oxygen sensor.
4. WAVEFORM 4 INJECTOR NO. 1 (TO NO. 4) INJECTION SIGNAL ECM Terminal Name Between #10 (to #40) and E01 Tester Range 20 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
5. WAVEFORM 5 KNOCK SENSOR ECM Terminal Name Between KNK1 and EKNK Tester Range 1 V/DIV., 1 msec./DIV. Condition Engine speed maintained at 4000 RPM after warming up engine HINT: The wavelength becomes shorter as the engine speed increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle.
6. WAVEFORM 6 CRANKSHAFT POSITION SENSOR AND CAMSHAFT POSITION SENSOR ECM Terminal Name CH1: Between G2+ and G2- CH2: Between NE+ and NE- Tester Range 5 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
7. WAVEFORM 7 IGNITER IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITER IGF SIGNAL (FROM IGNITER TO ECM) ECM Terminal Name Between IGT (1 to 4) and E1 Between IGF1 and E1 Tester Range 2 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
8. WAVEFORM 8 PURGE VSV ECM Terminal Name Between PRG and E1 Tester Range 10 V/DIV., 20 msec./DIV. Condition Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more.
9. WAVEFORM 9 VEHICLE SPEED SIGNAL ECM Terminal Name Between SPD and E1 Tester Range 2 V/DIV., 20 msec./DIV. Condition Driving at 12 mph (20 km/h) HINT: The wavelength becomes shorter as the vehicle speed increases.
10. WAVEFORM 10 THROTTLE ACTUATOR POSITIVE TERMINAL ECM Terminal Name Between M+ and ME01 Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
11. WAVEFORM 11 THROTTLE ACTUATOR NEGATIVE TERMINAL ECM Terminal Name Between M- and ME01 Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation.
12. WAVEFORM 12 ENGINE SPEED SIGNAL ECM Terminal Name Between TACH and E1 Tester Range 5 V/DIV., 10 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine speed increases.
13. WAVEFORM 13 CAN COMMUNICATION SIGNAL (REFERENCE) ECM Terminal Name Between CANH and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Ignition switch to ON HINT: The waveform varies depending on the CAN communication signal.
14. WAVEFORM 14 CAN COMMUNICATION SIGNAL (REFERENCE) ECM Terminal Name Between CANL and E1 Tester Range 1 V/DIV., 10 μsec./DIV. Condition Ignition switch to ON HINT: The waveform varies depending on the CAN communication signal.

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1. DESCRIPTION When troubleshooting OBD II (On-Board Diagnostics) vehicles, the Techstream (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the vehicle's ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle's on-board computer illuminate the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system and components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs prescribed by SAE J2012 are recorded in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check the DTCs, connect the Techstream to the DLC3. The Techstream displays DTCs, freeze frame data, and a variety of the engine data. The DTCs and freeze frame data can be erased with the Techstream. In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, Controller Area Network (CAN) communication is used in this system. CAN is a network which uses a pair of data transmission lines spanning multiple computers and sensors. It allows for high speed communications between the systems and simplification of the wire harness connections.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for simulating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (the Techstream only).
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the next subsequent drive cycle, the MIL is illuminated (2nd trip).
4. DLC3 (Data Link Connector 3) Check DLC3. Refer to «GENERAL INFORMATION»(ref-427305-S15629809542011101200000) .
5. FREEZE FRAME DATA The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
6. BATTERY VOLTAGE Standard voltage 11 to 14 V If voltage is below 11 V, replace or recharge the battery before proceeding.
7. MIL (Malfunction Indicator Lamp) The MIL is illuminated when the ignition switch is first turned to ON (the engine is not running). The MIL should turn OFF when the engine is started. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL does not illuminate when the ignition switch is first turned to ON, check the MIL circuit. Refer to «MIL Circuit»(ref-427447-S20384809572011101200000) .
8. ALL READINESS HINT: With "ALL READINESS" you can check whether or not the DTC judgment has been completed by using the Techstream. You should check "ALL READINESS" after simulating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-427310-S22296836352011101200000) . Perform the DTC judgment driving pattern to run the DTC judgment. Enter the following menus: Powertrain / Engine and ECT / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Techstream Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed You should perform driving pattern after confirming DTC enabling conditions UNKNOWN Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DTC CHECK / CLEAR

Note. When the diagnosis system is changed from normal mode to check mode or vice versa, all DTCs and freeze frame data recorded in normal mode are erased. Before changing modes, always check and make a note of DTCs and freeze frame data.

HINT

1. DTCs which are stored in the ECM can be displayed on the Techstream. The Techstream can display current, pending and permanent DTCs.
2. If a malfunction is detected during the current driving cycle, current and permanent DTCs are stored.
3. Some DTCs are not stored if the ECM does not detect the same malfunction again during a second consecutive driving cycle. However, such malfunctions, detected on only one occasion, are stored as pending DTCs.
4. Current and pending DTCs can be cleared by using the Techstream or by disconnecting the cable from the negative battery terminal. However, permanent DTCs cannot be cleared using either of these two methods.
5. After clearing current DTCs using the Techstream (or by disconnecting the cable from the negative battery terminal), permanent DTCs can be cleared when the system is determined to be normal for the relevant DTCs and then the universal trip is performed. The driving pattern to obtain a normal judgment is described under the "CONFIRMATION DRIVING PATTERN" for the respective DTC.

2 TRIP DETECTION EXAMPLES

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HINT

1. Obtaining a normal judgment and performing a universal trip driving pattern can be done in the same driving cycle or in different driving cycles.
2. It is unnecessary to obtain a normal judgment if the DTCs are misfire or fuel system DTCs.

Scheme 20

1. CHECK DTC Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check the DTC(s) and freeze frame data, and then save or write them down. Check the details of the DTC(s). Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-427310-S25966285782011101200000) .
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI MAIN and ETCS fuses from the engine room relay block located inside the engine compartment for more than 1 minute.
4. CLEAR PERMANENT DTC HINT: Even if the following procedure is not performed, permanent DTCs are cleared by obtaining a normal judgment during 3 consecutive driving cycles. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear the DTCs. Perform the respective confirmation driving patterns in order to obtain a normal judgment for the output DTCs. HINT: Confirmation driving patterns do not need to be performed for misfire and fuel system DTCs. For the confirmation driving pattern, refer to the procedures for the relevant DTC. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-427310-S25966285782011101200000) . Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 25 mph (40 km/h) or more for a total of 5 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 25 mph (40 km/h) during the driving cycle provided that the vehicle is driven at 25 mph (40 km/h) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

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1. DESCRIPTION The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was moving or stationary, whether the engine was warmed up or not, whether the air-fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction. HINT: If it is impossible to replicate the problem even though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using the Techstream, five separate sets of freeze frame data, including the data values at the time when the DTC was set, can be checked. 3 sets of data from before the DTC was set. 1 sets of data from when the DTC was set. 1 sets of data from after the DTC was set. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying of the cause of the malfunction, and in judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA Techstream Display Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculated load by ECM - Vehicle Load Vehicle load Load percentage in terms of maximum intake air flow amount MAF Air flow rate from Mass Air Flow (MAF) meter If value approximately 0.0 gm/sec: Mass air flow meter power source circuit open VG circuit open or short If value 271.0 gm/sec or more: E2G circuit open Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If value -40°C (-40°F): sensor circuit open If value more than 135°C (275°F): sensor circuit shorted Intake Air Intake air temperature If value -40°C (-40°F): sensor circuit open If value more than 128°C (262°F): sensor circuit shorted Engine Run Time Engine run time - Initial Engine Coolant Temp Initial engine coolant temperature Service data Initial Intake Air Temp Initial intake air temperature Service data Battery Voltage Battery voltage - Accel Sens. No. 1 Volt % Accelerator pedal position No. 1 - Accel Sens. No. 2 Volt % Accelerator pedal position No. 2 - Throttle Sensor Volt % Throttle position - Throttl Sensor #2 Volt % Absolute throttle sensor positioning #2 Recognition value for throttle opening angle on ECM Read value with ignition switch ON Throttle Sensor Position Throttle sensor positioning Recognition value for throttle opening angle on ECM Read value with ignition switch ON Throttle Motor DUTY Throttle motor - Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder1) Injection volume (Cylinder 1) Quantity of fuel injection volume for 10 times Fuel Pump/Speed Status Fuel pump/status - Vacuum Pump Key-off EVAP system leak detection pump status - EVAP (Purge) VSV EVAP (Purge) VSV control duty Order signal from ECM Evap Purge Flow Ratio of evaporative purge flow to intake air volume Service data Purge Density Learn Value Learning value of purge density Service data EVAP System Vent Valve key-off EVAP system vent valve status - EVAP Purge VSV VSV status for EVAP control - Purge Cut VSV Duty Purge cut VSV duty - Target Air-fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1S1 Fuel trim at A/F sensor - AFS Voltage B1S1 A/F sensor output voltage for bank 1 sensor 1 Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Current B1S1 Air fuel ratio sensor output current for bank 1 sensor 1 Value becomes higher when fuel-cut executed under high engine speed A/F Heater Duty #1 Air fuel ratio heater duty ratio - O2S B1S2 Heated oxygen sensor output voltage for bank 1 sensor 2 Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 Sub heated oxygen sensor impedance (bank 1 sensor 2) - O2 Heater B1S2 Heated oxygen sensor heater - O2 Heater Curr Val B1S2 Heated oxygen sensor current - Short FT #1 Short-term fuel trim of bank 1 Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #1 Long-term fuel trim of bank 1 Overall fuel compensation carried out long-term to compensate continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim of bank 1 Average value for fuel trim system of bank 1 - Fuel System Status #1 Fuel system status (bank 1) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which is used for fuel control, malfunctioning Fuel System Status #2 Fuel system status (bank 2) OL (Open Loop): Has not yet satisfied conditions to go closed loop CL (Closed Loop): Using air fuel ratio sensor as feedback for fuel control OLDrive: Open loop due to driving conditions (fuel enrichment) OLFault: Open loop due to detected system fault CLFault: Closed loop but air fuel ratio sensor, which is used for fuel control malfunctioning IGN Advance Ignition timing advance for No. 1 cylinder - Knock Feedback Value Feedback value of knocking Service data Knock Correct Learn Value Correction learning value of knocking Service data VVT Control Status #1 VVT control (bank 1) status - Catalyst Temp B1S1 Catalyst temperature (associated sensor 1) - Catalyst Temp B1S2 Catalyst temperature (associated sensor 2) - Starter Signal Starter signal (STA terminal input status) - Power Steering Signal Power steering switch signal - Neutral Position SW Signal*1 Park/neutral position switch status - Clutch Switch*2 Clutch switch - Stop Light Switch Stop light switch status - A/C Signal A/C switch status - Idle Up Signal Idle up signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel-cut condition - Immobilizer Communication Immobilizer communication OFF: Communication malfunctioning, or engine immobilizer system set TC Terminal TC terminal status - Time after DTC Cleared Time since DTCs cleared - Distance from DTC Cleared Distance traveled since DTCs cleared - Warm-up Cycle Cleared DTC Warm-up cycles since DTCs cleared Number of warm-up cycles since DTCs cleared Dist Batt Cable Disconnect Accumulated distance from battery cable disconnected - IG OFF Elapsed Time Cumulative time after ignition switch off - TC and TE1 TC and CG (TE1) terminals of DLC3 - Ignition Trig. Count Ignition counter to calculated misfire rate - Cylinder #1 Misfire Count Misfire ratio of cylinder 1 - Cylinder #2 Misfire Count Misfire ratio of cylinder 2 - Cylinder #3 Misfire Count Misfire ratio of cylinder 3 - Cylinder #4 Misfire Count Misfire ratio of cylinder 4 - All Cylinders Misfire Count All cylinders misfire rate - Misfire RPM Average engine speed when misfire occurs - Misfire Load Average engine load when misfire occurred - Misfire Margin Margin to detect engine misfire Misfire detection margin Catalyst OT MF F/C Catalyst over temperature misfire prevention F/C - Cat OT MF F/C History Catalyst over temperature misfire prevention F/C history - Cat OT MF F/C Cylinder#1 Catalyst over temperature misfire prevention F/C history OFF - Cat OT MF F/C Cylinder#2 Catalyst over temperature misfire prevention F/C history OFF - Cat OT MF F/C Cylinder#3 Catalyst over temperature misfire prevention F/C history OFF - Cat OT MF F/C Cylinder#4 Catalyst over temperature misfire prevention F/C history OFF - Electric Fan Motor Electric cooling fan motor - Idle Fuel Cut Fuel cut idle Idle Fuel Cut = "ON" when throttle valve fully closed and engine speed over 2500 RPM FC TAU Fuel cut TAU (Fuel cut during very light load) Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Electrical Load Signal 1 Electrical load signal 1 - Electrical Load Signal 3 Electrical load signal 3 - *1: Automatic Transaxle only *2: Manual Transaxle only

DIAGNOSTIC TROUBLE CODE CHART

HINT

Parameters listed in the chart may be different than your readings depending on the type of instrument and other factors.

If any DTCs are displayed during a check mode DTC check, check the circuit for the DTCs listed in the table below. For details of each DTC, refer to the service information indicated.

HINT

*: MIL flashes when a catalyst damaging misfire is detected.

SFI SYSTEM