Engine Control System (2ZR-FE) (Diagnostic Codes (P1604 - P2A00) & Circuit Tests): Overview Toyota Matrix E140

DESCRIPTION

This DTC is stored when the engine does not start even though the STA signal is input or when the engine takes a long time to start, and when the engine speed is low or the engine stalls just after the engine starts.

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

It is necessary to check if the vehicle ran out of fuel before performing troubleshooting, as this DTC is also stored when there is engine starting trouble due to running out of fuel.

1. *1: for Automatic transaxle models
2. *2: for Manual transaxle models

Scheme 343

Scheme 344

Scheme 345

1. Reference waveforms showing a normal cold engine start
2. Reference waveforms showing a normal warm engine start
3. Reference values when there is an air leak in the intake system during starting difficulty FREEZE FRAME DATA P1604 STARTABILITY MALFUNCTION Engine Current P1604: Startability Malfunction Time Freeze Frame Data Item Data1 Data2 Data3 Data4 Data5 Unit Engine Speed 1489 986 345 186 124 RPM Calculate Load 36.2 28.2 31.4 92.4 94.6 % Vehicle Load 7.9 7.9 9.2 7.2 6.0 % MAF 10.12 5.04 2.79 0.81 0.68 gm/sec Atmosphere Pressure -0 -0 -0 -0 -0 kPa Coolant Temp 85 85 85 85 85 °C Intake Air 39 39 39 39 39 °C Battery Voltage 13.222 13.300 12.109 11.972 11.854 V Throttle Sensor Volt % 16.5 16.5 16.0 15.6 15.6 % Throttl Sensor #2 Volt % 48.2 48.2 47.8 47.2 47.2 % Throttle Sensor Position 0.0 0.0 0.0 0.0 0.0 % Throttle Motor DUTY 16.5 16.5 16.0 15.6 15.6 % Injector (Port) 3628 2620 2744 2744 2744 μs Injection Volume (Cylinder 1) 3.062 0.226 0.226 0.226 0.226 ml Fuel Pump/Speed Status ON ON ON ON ON EVAP (Purge) VSV 0.0 0.0 0.0 0.0 0.0 % Evap Purge Flow 0.0 0.0 0.0 0.0 0.0 % Purge Density Learn Value 0.000 0.000 0.000 0.000 0.000 EVAP System Vent Valve OFF OFF OFF OFF OFF EVAP Purge VSV OFF OFF OFF OFF OFF Purge Cut VSV Duty 0.0 0.0 0.0 0.0 0.0 % Target Air-Fuel Ratio 0.998 0.998 0.998 0.998 0.998 AF Lambda B1S1 0.999 0.999 0.999 0.999 0.999 AFS Voltage B1S1 3.258 3.258 3.258 3.258 3.258 V O2S B1S2 0.000 0.000 0.000 0.000 0.000 V Short FT #1 0.000 0.000 0.000 0.000 0.000 % Long FT #1 8.782 4.354 -2.665 -2.665 -2.665 % Total FT #1 0.058 0.058 0.058 0.058 0.058 Fuel System Status #1 OL OL OL OL OL IGN Advance 0.0 10.5 16.5 18.0 18.0 Deg Knock Feedback Value -1.5 -1.5 -1.5 -1.5 -1.5 °CA Knock Correct Learn Value 17.0 17.0 17.0 17.0 17.0 °CA Starter Signal Close Close Close Close Close Ambient Temperature 21 21 21 21 21 °C

MONITOR DESCRIPTION

The ECM continuously monitors its main and sub CPUs for the cruise control. This self-check ensures that the ECM is functioning properly. If outputs from the CPUs are different and deviate from the standards, the ECM will illuminate the MIL and set the DTC immediately.

The throttle actuator is operated by the ECM and opens and closes the throttle valve using an electric motor and gears.

The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on the throttle body. The throttle position sensor provides feedback to the ECM. This feedback allows the ECM to appropriately control the throttle actuator and monitor the throttle opening angle as the ECM responds to driver inputs.

HINT

This electronic throttle control system does not use a throttle cable.

The ECM monitors the electrical current through the electronic actuator, and detects malfunctions and open circuits in the throttle actuator based on the current value. If the current is outside the standard range, the ECM determines that there is a malfunction in the throttle actuator. In addition, if the throttle valve does not function properly (for example, stuck on), the ECM determines that there is a malfunction. The ECM then illuminates the MIL and sets a DTC.

1. Example: When the electrical current is less than 0.5 A and the throttle actuator duty ratio exceeds 80%, the ECM interprets this as the current being outside the standard range, illuminates the MIL and sets a DTC. If the malfunction is not repaired successfully, a DTC is set when the engine is quickly revved to a high RPM several times after the engine has idled for 5 seconds after starting the engine.

The idling speed is controlled by the Electronic Throttle Control System (ETCS).

The ETCS is comprised of a throttle actuator, which operates the throttle valve, and a throttle position sensor, which detects the opening amount of the throttle valve.

The ECM controls the throttle actuator to adjust the throttle valve opening amount so that the idling speed is maintained at the target idling speed.

HINT

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

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

1) The mass air flow meter is normal.

2) Atmospheric pressure is 85 kPa (638 mmHg) or higher.

3) The vehicle has been driven at a speed of 18.65 mph (30 km/h) or more at least once.

4) The engine coolant temperature is 45°C (113°F) or less at engine start, the engine is warmed up and conditions for ISC learning are met, or the ignition switch has been turned to ON (include engine running) for 1 hour or more, the engine is warmed up and conditions for ISC learning are met.

The throttle actuator is operated by the ECM, and opens and closes the throttle valve using an electric motor and gears. The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on the throttle body. The throttle position sensor provides feedback to the ECM. This feedback allows the ECM to appropriately control the throttle actuator and monitor the throttle opening angle as the ECM responds to driver inputs.

HINT

This electronic throttle control system does not use a throttle cable.

The ECM determines that there is a malfunction in the electronic throttle control system when the throttle valve remains at a fixed angle despite a high drive current from the ECM. The ECM illuminates the MIL and sets a DTC.

If the malfunction is not repaired successfully, the DTC can be set when the accelerator pedal is fully depressed and released quickly (to fully open and close the throttle valve) after the subsequent engine is next start.

The electronic throttle control system has a dedicated power supply circuit. The voltage (+BM) is monitored and when it is low (less than 4 V), the ECM determines that there is a malfunction in the electronic throttle control system and cuts off the current to the throttle actuator.

When the voltage becomes unstable, the electronic throttle control system itself becomes unstable. For this reason, when the voltage is low, the current to the throttle actuator is cut. If repairs are made and the system returns to normal, turn the ignition switch off. On the next restart, the ECM will allow the current to flow to the throttle actuator.

HINT

The electronic throttle control system does not use a throttle cable.

Scheme 346

The ECM monitors the battery supply voltage applied to the throttle actuator.

When the power supply voltage (+BM) drops less than 4 V for 0.8 seconds or more, the ECM interprets this as an open in the power supply circuit (+BM). The ECM illuminates the MIL and sets the DTC.

If the malfunction is not repaired successfully, the DTC is set 5 seconds after the engine is next started.

The electronic throttle control system is composed of the throttle actuator, throttle position sensor, accelerator pedal position sensor, and ECM. The ECM operates the throttle actuator to regulate the throttle valve in response to driver inputs. The throttle position sensor detects the opening angle of the throttle valve, and provides the ECM with feedback so that the throttle valve can be appropriately controlled by the ECM.

The ECM determines the actual opening angle of the throttle valve from the throttle position sensor signal. The actual opening angle is compared to the target opening angle commanded by the ECM. If the difference between these two values is outside the standard range, the ECM interprets this as a malfunction in the electronic throttle control system. The ECM then illuminates the MIL and sets the DTC.

If the malfunction is not repaired successfully, the DTC can be set when the accelerator pedal is quickly released (to close the throttle valve) after the engine speed reaches 5000 RPM by fully depressing the accelerator pedal (fully open the throttle valve).

HINT

1. This electronic throttle control system does not use a throttle cable.
2. These DTCs relate to the accelerator pedal position sensor.

The accelerator pedal position sensor is mounted on the accelerator pedal bracket and has 2 sensor circuits: VPA (main) and VPA2 (sub). This sensor is a non-contact type and uses Hall-effect elements in order to yield accurate signals even in extreme conditions. The voltage from this sensor, which is applied to terminals VPA and VPA2 of the ECM, varies between 0.5 V and 4.5 V in proportion to the operating angle of the accelerator pedal (throttle valve). A signal from VPA indicates the actual accelerator pedal opening angle (throttle valve opening angle) and is used for engine control. A signal from VPA2 conveys the status of the VPA circuit and is used to check the accelerator pedal position sensor itself.

The ECM monitors the actual accelerator pedal opening angle (throttle valve opening angle) through the signals from VPA and VPA2, and controls the throttle actuator according to these signals.

Scheme 347

HINT

When any of these DTCs are set, check the accelerator pedal position sensor voltage by entering the following menus using the Techstream: Powertrain / Engine and ECT / Data List / Accel Sensor Out No. 1 and Accel Sensor Out No. 2.

HINT

Accelerator pedal positions are expressed as voltages.

When either the output voltage of VPA or VPA2 deviates from the standard range, or the difference between the output voltages of the 2 sensor circuits is less than the threshold, the ECM determines that there is a malfunction in the accelerator pedal position sensor. The ECM then illuminates the MIL and sets a DTC.

Example

When the output voltage of VPA drops 0.4 V or less for 0.5 seconds or more when the accelerator pedal is fully depressed, DTC P2122 is set.

If the malfunction is not repaired successfully, a DTC is set 2 seconds after the engine is next started.

HINT

1. This DTC relates to the accelerator pedal position sensor.

Refer to DTC P2120. Refer to DESCRIPTION.

The accelerator pedal position sensor is mounted on the accelerator pedal bracket. The accelerator pedal position sensor has 2 sensor elements and 2 signal outputs: VPA and VPA2. VPA is used to detect the actual accelerator pedal angle (used for engine control) and VPA2 is used to detect malfunctions in VPA. When the difference between the output voltages of VPA and VPA2 deviates from the standard, the ECM determines that the accelerator pedal position sensor is malfunctioning. The ECM turns on the MIL and the DTC is set.

HINT

Although the DTC titles say oxygen sensor, these DTCs relate to the air fuel ratio sensor.

The air fuel ratio sensor generates a voltage* that corresponds to the actual air fuel ratio. This sensor voltage is used to provide the ECM with feedback so that it can control the air fuel ratio. The ECM determines the deviation from the stoichiometric air fuel ratio level, and regulates the fuel injection time. If the air fuel ratio sensor malfunctions, the ECM is unable to control the air fuel ratio accurately.

The air fuel ratio sensor is the planar type and is integrated with the heater, which heats the solid electrolyte (zirconia element). This heater is controlled by the ECM. When the intake air volume is low (the exhaust gas temperature is low), a current flows into the heater to heat the sensor, in order to facilitate accurate oxygen concentration detection. In addition, the sensor and heater portions are the narrow type. The heat generated by the heater is conducted to the solid electrolyte through the alumina, therefore the sensor activation is accelerated.

In order to obtain a high purification rate of the carbon monoxide (CO), hydrocarbon (HC) and nitrogen oxide (NOx) components in the exhaust gas, a three-way catalytic converter is used. For the most efficient use of the three-way catalytic converter, the air fuel ratio must be precisely controlled so that it is always close to the stoichiometric level.

*: Value changes inside the ECM. Since the air fuel ratio sensor is a current output element, the current is converted into a voltage inside the ECM. Any measurements taken at the air fuel ratio sensor or ECM connectors will show a constant voltage.

Scheme 348

HINT

1. When any of these DTCs are set, check the air fuel ratio sensor voltage output by entering the following menus on the Techstream: Powertrain / Engine and ECT / Data List / All Data / AFS Voltage B1S1.
2. Short-term fuel trim values can also be read using the Techstream.
3. The ECM regulates the voltages at the A1A+ and A1A- terminals of the ECM to a constant level. Therefore, the air fuel ratio sensor voltage output cannot be confirmed without using the Techstream.
4. If an air fuel ratio sensor malfunction is detected, the ECM sets a DTC.

Sensor Voltage Detection Monitor

Under the air fuel ratio feedback control, if the air fuel ratio sensor voltage output indicates rich or lean for a certain period of time, the ECM determines that there is a malfunction in the air fuel ratio sensor. The ECM illuminates the MIL and stores a DTC.

Example

If the air fuel ratio sensor voltage output is less than 2.8 V (very rich condition) for 5 seconds despite the heated oxygen sensor output voltage being less than 0.59 V, the ECM stores DTC P2196. Alternatively, if the air fuel ratio sensor voltage output is more than 3.8 V (very lean condition) for 5 seconds despite the heated oxygen sensor output voltage being 0.21 V or more, DTC P2195 is stored.

Sensor Current Detection Monitor

A rich air fuel mixture causes a low air fuel ratio sensor current, and a lean air fuel mixture causes a high air fuel ratio sensor current. Therefore, the sensor output becomes low during acceleration, and it becomes high during deceleration with the throttle valve fully closed. The ECM monitors the air fuel ratio sensor current during fuel-cut and detects any abnormal current values.

If the air fuel ratio sensor output is 2.2 mA or more for more than 3 seconds of cumulative time, the ECM interprets this as a malfunction in the air fuel ratio sensor and stores DTC P2195 (stuck on high side). If the air fuel ratio sensor output is less than 0.7 mA for more than 3 seconds of cumulative time, the ECM stores DTC P2196 (stuck on low side).

Scheme 349

Refer to P0300. Refer to DESCRIPTION.

Refer to P2195. Refer to DESCRIPTION.

Fuel System Air-fuel Ratio Cylinder Imbalance Monitor

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

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

Air Fuel Ratio Sensor Monitoring Method

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

Crankshaft Position Sensor Monitoring Method

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

HINT

Although the DTC titles say oxygen sensor, these DTCs relate to the air fuel ratio sensor.

The air fuel ratio sensor, which is located between the exhaust manifold and catalyst, consists of alloyed metal elements and a heater.

Depending on the engine operating conditions, the heater heats the sensor elements to activate them. Battery voltage is applied to the heater, the sensor ground is controlled by the ECM using a duty ratio.

The sensor elements convert the oxygen concentration in the exhaust gas into voltage values to output. Based on the voltage, the ECM determines the air fuel ratio and regulates the fuel injection volume depending on the air fuel ratio and engine operating conditions. The voltage changes between 0.6 V and 4.5 V while the engine is running. If the air fuel ratio is lean, which means the oxygen concentration in the exhaust gas is high, the voltage is high. If the air fuel ratio is rich, which means the oxygen concentration in the exhaust gas is low, the voltage is low.

Scheme 350

These DTCs are output when there is an open or short in the air fuel ratio sensor circuit, or if air fuel ratio sensor output drops. To detect these problems, the voltage of the air fuel ratio sensor is monitored when turning the ignition switch to the ON, and the admittance (admittance is an electrical term that indicates the ease of flow of current) is checked while driving. If the voltage of the air fuel ratio sensor is between 0.5 V and 4.5 V, it is considered normal. If the voltage is out of the specified range, or the admittance is less than the standard value, the ECM will determine that there is a malfunction in the air fuel ratio sensor. If the same malfunction is detected in next driving cycle, the MIL will be illuminated and a DTC will be stored.

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

HINT

Unit expressions

1. [kPa-a (mmHg-a)] denotes absolute pressure.
2. [kPa-g (mmHg-g)] denotes gauge pressure (relative pressure).
3. On the Techstream, convert the unit of measurement according to the inspection procedure.

5 hours* after the ignition switch is turned off, the leak detection pump creates negative pressure (vacuum) in the EVAP system. The ECM monitors for leaks and actuator malfunctions based on the EVAP pressure.

HINT

*: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the ignition switch is turned off, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the ignition switch is turned off, the monitor check starts 2.5 hours later.

*: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize.

Scheme 351

P2420: Vent valve stuck open (vent)

In operation C, the vent valve turns ON (closes) and the EVAP system pressure is then measured by the ECM using the canister pressure sensor to conduct an EVAP leak check. If the pressure does not increase when the vent valve is open, the ECM interprets this as the vent valve being stuck open. The ECM illuminates the MIL and sets the DTC.

Scheme 352

The soak timer operates after the ignition switch is turned off. When a certain amount of time has elapsed after turning the ignition switch off, the soak timer activates the ECM to perform malfunction checks which can only be performed after the engine is stopped. The soak timer is built into the ECM.

Scheme 353

1. While the engine is running, the ECM monitors the synchronization of the soak timer and CPU clock. If these two are not synchronized, the ECM interprets this as a malfunction, illuminates the MIL and stores the DTC.
2. If the soak timer activates the ECM even though only a short amount of time has elapsed since the ignition switch was turned off, or if the soak timer does not activate the ECM even though a considerable amount of time has elapsed since the ignition switch was turned off, the ECM determines that the soak timer is malfunctioning, illuminates the MIL and stores a DTC the next time the ignition switch is turned to ON.

HINT

Refer to DTC P2195. Refer to DESCRIPTION.

After engine is warmed up, the ECM performs air fuel ratio feedback control to maintain the air fuel ratio at the stoichiometric level. In addition, active A/F control is performed for approximately 15 to 20 seconds after preconditions are met in order to measure the air fuel ratio sensor response rate. During active A/F control, the ECM forcibly increases and decreases the injection volume a certain amount, based on the stoichiometric air fuel ratio learned during normal air fuel ratio control, and measures the air fuel ratio sensor response rate. The ECM receives a signal from the air fuel ratio sensor while performing active A/F control and uses it to calculate the air fuel ratio sensor response rate deterioration level.

If the value for air fuel ratio sensor response rate deterioration level is beyond the threshold, the ECM interprets this as a malfunction and sets the DTC.

Scheme 354

HINT

Unit expressions

1. [kPa-a (mmHg-a)] denotes absolute pressure.
2. [kPa-g (mmHg-g)] denotes gauge pressure (relative pressure).
3. On the Techstream, choose the unit of measurement according to the inspection procedure.

Scheme 355

Scheme 356

Note. In this vehicle's EVAP system, turning on the vent valve does not seal off the EVAP system. To check for leaks in the EVAP system, disconnect the air inlet vent hose and apply pressure from the atmospheric side of the canister.

While the engine is running, if a predetermined condition (closed-loop, etc.) is met, the purge VSV is opened by the ECM and stored fuel vapors in the canister are purged into the intake manifold. The ECM changes the duty cycle ratio of the purge VSV to control purge flow volume.

The purge flow volume is also determined by the intake manifold pressure. Atmospheric pressure is allowed into the canister through the vent valve to ensure that the purge flow is maintained when the negative pressure (vacuum) is applied to the canister.

The following two monitors run to confirm the appropriate EVAP system operation.

Scheme 357

Scheme 358

Scheme 359

1. Key-off monitor This monitor checks for EVAP (Evaporative Emission) system leaks and canister pump module malfunctions. The monitor starts 5 hours* after the ignition switch is turned off. At least 5 hours are required for the fuel to cool down to stabilize the EVAP pressure, thus making the EVAP system monitor more accurate. The leak detection pump creates negative pressure (vacuum) in the EVAP system and the pressure is measured. Finally, the ECM monitors for leaks from the EVAP system, and malfunctions in both the canister pump module and purge VSV, based on the EVAP pressure. HINT: *: If the engine coolant temperature is not below 35°C (95°F) 5 hours after the ignition switch is turned off, the monitor check starts 2 hours later. If it is still not below 35°C (95°F) 7 hours after the ignition switch is turned off, the monitor check starts 2.5 hours later.
2. Purge flow monitor The purge flow monitor consists of 2 monitors. The 1st monitor is conducted every time and the 2nd monitor is activated if necessary. The 1st monitor While the engine is running and the purge VSV (Vacuum Switching Valve) is ON (open), the ECM monitors the purge flow by measuring the EVAP pressure change. If negative pressure is not created, the ECM begins the 2nd monitor. The 2nd monitor The vent valve is turned ON (closed) and the EVAP pressure is measured. If the variation in the pressure is less than 0.4 kPa-g (3.0 mmHg-g), the ECM interprets this as the purge VSV being stuck closed, illuminates the MIL and sets DTC P0441 (2 trip detection logic). Atmospheric pressure check: In order to ensure reliable malfunction detection, the variation between the atmospheric pressures, before and after the purge flow monitor is performed, is measured by the ECM. Component Operation Canister Contains activated charcoal to absorb EVAP (Evaporative Emissions) generated in fuel tank. Cut-off valve Located in fuel tank. Valve floats and closes when fuel tank 100% full. Purge VSV (Vacuum Switching Valve) Opens or closes line between canister and intake manifold. ECM uses purge VSV to control EVAP purge flow. In order to discharge EVAP absorbed by canister to intake manifold, ECM opens purge VSV. EVAP discharge volume to intake manifold controlled by purge VSV duty cycle ratio (current-carrying time) (Open: ON; Closed: OFF). Refueling valve Controls EVAP pressure from fuel tank to canister. Valve consists of diaphragm, spring and restrictor (diameter: 0.08 inch). When fuel vapor and pressure inside fuel tank increase, valve opens. While EVAP purged, valve closes and restrictor prevents large amount of vacuum from affecting pressure in fuel tank. Valve opened while refueling. Roll-over valve Located in fuel tank. Valve closed by its own weight when vehicle overturns to prevent fuel from spilling out. Soak timer Built into ECM. To ensure accurate EVAP monitor, measures 5 hours (+/-15 min.) after ignition switch turned off. This allows fuel to cool down, stabilizing EVAP pressure. When approximately 5 hours elapsed, ECM activates (Scheme 345) Canister pump module Consists of (a) to (d) below. Canister pump module cannot be disassembled. (a) Vent valve Vents and closes EVAP system. When ECM turns valve ON, EVAP system closed. When ECM turns valve OFF, EVAP system vented. Negative pressure (vacuum) created in EVAP system to check for EVAP leaks by closing purge VSV, turning on vent valve (closed) and operating leak detection pump (Scheme 343) (b) Canister pressure sensor Indicates pressure as voltages. ECM supplies regulated 5 V to canister pressure sensor, and uses feedback from sensor to monitor EVAP system pressure (Scheme 344) (c) Leak detection pump Creates negative pressure (vacuum) in EVAP system for leak check. (d) Reference orifice Has opening with 0.02 inch diameter. Vacuum produced through orifice by closing purge VSV, turning off vent valve and operating leak detection pump, to monitor reference pressure. Reference pressure indicates small leak of EVAP.

Scheme 360

When the ignition switch is turned to the ON, battery voltage is applied to IGSW of the ECM. The output signal from the MREL terminal of the ECM causes a current to flow to the coil, closing the contacts of the integration relay (EFI MAIN relay) and supplying power to either terminal +B and +B2 of the ECM.

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Scheme 368

1. CHECK HARNESS AND CONNECTOR (ECM - BODY GROUND) Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition B29-105 (E1) - Body ground Always Below 1 ohms Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ECM - BODY GROUND) OK: Go to next step
2. INSPECT ECM (IGSW VOLTAGE) Disconnect the ECM connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A37-27 (IGSW) - Body ground Ignition switch ON 11 to 14 V Reconnect the ECM connector. NG --> See step 9 OK: Go to next step
3. INSPECT FUSE (EFI MAIN FUSE) Remove the EFI MAIN fuse from the engine room relay block. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition EFI MAIN fuse Always Below 1 ohms Reinstall the EFI MAIN fuse. NG --> CHECK FOR SHORTS IN ALL HARNESSES AND CONNECTORS CONNECTED TO FUSE AND REPLACE FUSE OK: Go to next step
4. INSPECT FUSE (EFI NO. 1 FUSE) Remove the EFI No. 1 fuse from the engine room relay block. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition EFI No. 1 fuse Always Below 1 ohms Reinstall the EFI No. 1 fuse. NG --> CHECK FOR SHORTS IN ALL HARNESSES AND CONNECTORS CONNECTED TO FUSE AND REPLACE FUSE OK: Go to next step
5. INSPECT INTEGRATION RELAY (EFI MAIN RELAY) Remove the integration relay from the engine room relay block. Disconnect the integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition 1E-1 - 1B-4 Always 10 kohms or higher Always Below 1 ohms (Apply battery voltage terminals 1B-2 and 1B-3) Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPLACE INTEGRATION RELAY (EFI MAIN RELAY) OK: Go to next step
6. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY (EFI MAIN RELAY) - ECM) Remove the integration relay from the engine room relay block. Disconnect the integration relay connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1B-4 - A37-1 (+B2) Always Below 1 ohms 1B-4 - A37-2 (+B) Always Below 1 ohms 1B-2 - A37-44 (MREL) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1B-4 or A37-1 (+B2) - Body ground Always 10 kohms or higher 1B-4 or A37-2 (+B) - Body ground Always 10 kohms or higher 1B-2 or A37-44 (MREL) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY (EFI MAIN RELAY) - ECM) OK: Go to next step
7. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY (EFI MAIN RELAY) - BATTERY) Remove the integration relay from the engine room relay block. Disconnect the integration relay connector. Disconnect the negative battery terminal. Disconnect the positive battery terminal. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1E-1 - Battery positive terminal Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1E-1 or Battery positive terminal - Body ground Always 10 kohms or higher Reconnect the integration relay connector. Reinstall the integration relay. Reconnect the positive battery terminal. Reconnect the negative battery terminal. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY (EFI MAIN RELAY) - BATTERY) OK: Go to next step
8. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY (EFI MAIN RELAY) - BODY GROUND) Remove the integration relay from the engine room relay block. Disconnect the integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition 1B-3 - Body ground Always Below 1 ohms Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY (EFI MAIN RELAY) - BODY GROUND) OK --> See step 19
9. INSPECT FUSE (IGN FUSE) Remove the IGN fuse from the driver side junction block. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition IGN fuse Always Below 1 ohms Reinstall the IGN fuse. NG --> CHECK FOR SHORTS IN ALL HARNESSES AND CONNECTORS CONNECTED TO FUSE AND REPLACE FUSE OK: Go to next step
10. INSPECT FUSE (IG2 FUSE) Remove the IG2 fuse from the engine room relay block. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition IG2 fuse Always Below 1 ohms Reinstall the IG2 fuse. NG --> CHECK FOR SHORTS IN ALL HARNESSES AND CONNECTORS CONNECTED TO FUSE AND REPLACE FUSE OK: Go to next step
11. INSPECT INTEGRATION RELAY (IG2 RELAY) Remove the integration relay from the engine room relay block. Disconnect the integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition 1E-1 - 1A-4 Always 10 kohms or higher Always Below 1 ohms (Apply battery voltage terminals 1A-2 and 1A-3) Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPLACE INTEGRATION RELAY (IG2 RELAY) OK: Go to next step
12. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY (IG2 RELAY) - ECM) Disconnect the ECM connector. Remove the integration relay from the engine room relay block. Disconnect the integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1A-4 - A37-27 (IGSW) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1A-4 or A37-27 (IGSW) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY (IG2 RELAY) - ECM) OK: Go to next step
13. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY (IG2 RELAY) - BATTERY) Remove the integration relay from the engine room relay block. Disconnect the integration relay connector. Disconnect the negative battery terminal. Disconnect the positive battery terminal. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1E-1 - Battery positive terminal Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1E-1 or Battery positive terminal - Body ground Always 10 kohms or higher Reconnect the integration relay connector. Reinstall the integration relay. Reconnect the positive battery terminal. Reconnect the negative battery terminal. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY (IG2 RELAY) - BATTERY) OK: Go to next step
14. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY (IG2 RELAY) - BODY GROUND) Remove the integration relay from the engine room relay block. Disconnect the integration relay connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition 1A-3 - Body ground Always Below 1 ohms Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY (IG2 RELAY) - BODY GROUND) OK: Go to next step
15. CHECK HARNESS AND CONNECTOR (INTEGRATION RELAY (IG2 RELAY) - IGNITION SWITCH ASSEMBLY) Remove the integration relay from the engine room relay block. Disconnect the integration relay connector. Disconnect the ignition switch assembly connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 1A-2 - E5-6 (IG2) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 1A-2 or E5-6 (IG2) - Body ground Always 10 kohms or higher Reconnect the integration relay connector. Reinstall the integration relay. Reconnect the ignition switch assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (INTEGRATION RELAY (IG2 RELAY) - IGNITION SWITCH ASSEMBLY) OK: Go to next step
16. INSPECT IGNITION SWITCH ASSEMBLY Inspect the ignition switch assembly. Refer to «INSPECTION»(ref-427473-S24100722842011101200000). NG --> See step 18 OK: Go to next step
17. INSPECT FUSE (AM2 NO. 2 FUSE) Remove the AM2 No. 2 fuse from the engine room relay block. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition AM2 No. 2 fuse Always Below 1 ohms Reinstall the AM2 No. 2 fuse. NG --> CHECK FOR SHORTS IN ALL HARNESSES AND CONNECTORS CONNECTED TO FUSE AND REPLACE FUSE OK --> REPAIR OR REPLACE HARNESS OR CONNECTOR (BATTERY - IGNITION SWITCH ASSEMBLY)
18. REPLACE IGNITION SWITCH ASSEMBLY. Refer to «REMOVAL»(ref-427473-S35814576382011101200000)
19. PROCEED TO NEXT INSPECTION PROCEDURE SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-427311-S28502424922011101200000)

The ECM constantly generates 5 V power from the battery voltage supplied to the +B (BATT) terminal to operate the microprocessor. The ECM also provides this power to the sensors through the VC output circuit.

Scheme 369

When the VC circuit is short-circuited, the microprocessor in the ECM and sensors that are supplied with power through the VC circuit are inactivated because the power is not supplied from the VC circuit. Under this condition, the system does not start up and the MIL does not illuminate even if the system malfunctions.

HINT

Under normal conditions, the MIL is illuminated for several seconds when the ignition switch is first turned ON. The MIL goes off when the engine is started.

Scheme 370

Scheme 371

1. CHECK MIL Check that the Malfunction Indicator Lamp (MIL) lights up when turning the ignition switch to ON. OK MIL lights up NG --> See step 2 OK --> See step 9
2. CHECK COMMUNICATION BETWEEN TECHSTREAM AND ECM Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Check the communication between the Techstream and ECM. Result Result Proceed to Communication is possible A Communication is not possible B A --> See step 10 B: Go to next step
3. CHECK MIL (THROTTLE POSITION SENSOR) Disconnect the throttle body connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the throttle body connector. A --> See step 11 B: Go to next step
4. CHECK MIL (ACCELERATOR PEDAL POSITION SENSOR) Disconnect the accelerator pedal position sensor connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the accelerator pedal position sensor connector. A --> See step 12 B: Go to next step
5. CHECK MIL (CANISTER PUMP MODULE) Disconnect the canister pump module connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the canister pump module connector. A --> See step 13 B: Go to next step
6. CHECK MIL (CAMSHAFT POSITION SENSOR FOR INTAKE CAMSHAFT) Disconnect the camshaft position sensor (for intake camshaft) connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the camshaft position sensor (for intake camshaft). A --> See step 14 B: Go to next step
7. CHECK MIL (CAMSHAFT POSITION SENSOR FOR EXHAUST CAMSHAFT) Disconnect the camshaft position sensor (for exhaust camshaft) connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the camshaft position sensor (for exhaust camshaft). A --> See step 15 B: Go to next step
8. CHECK HARNESS AND CONNECTOR (VC CIRCUIT) Disconnect the throttle body connector. Disconnect the accelerator pedal position sensor connector. Disconnect the canister pump module connector. Disconnect the camshaft position sensor (for intake camshaft) connector. Disconnect the camshaft position sensor (for exhaust camshaft) connector. Disconnect the ECM connectors. Measure the resistance. Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B29-89 (VCTA) - Body ground Always 10 kohms or higher A37-57 (VCPA) - Body ground Always 10 kohms or higher A37-58 (VCP2) - Body ground Always 10 kohms or higher B29-116 (VCPP) - Body ground Always 10 kohms or higher B29-119 (VCV1) - Body ground Always 10 kohms or higher B29-121 (VCE1) - Body ground Always 10 kohms or higher Reconnect the throttle body connector. Reconnect the accelerator pedal position sensor connector. Reconnect the canister pump module connector. Reconnect the camshaft position sensor (for intake camshaft) connector. Reconnect the camshaft position sensor (for exhaust camshaft) connector. Reconnect the ECM connectors. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 16
9. PROCEED TO NEXT SUSPECTED AREA SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-427311-S28502424922011101200000)
10. GO TO MIL CIRCUIT. Refer to «MIL Circuit»(ref-427472-S42399079362011101200000)
11. REPLACE THROTTLE BODY. Refer to «REMOVAL»(ref-427474-S31724106842011101200000)
12. REPLACE ACCELERATOR PEDAL ROD ASSEMBLY. Refer to «REMOVAL»(ref-427474-S24777007232011101200000)
13. REPLACE CANISTER. Refer to «REMOVAL»(ref-427480-S29062374132011101200000)
14. REPLACE CAMSHAFT POSITION SENSOR (FOR INTAKE CAMSHAFT). Refer to «REMOVAL»(ref-427474-S11394115002011101200000)
15. REPLACE CAMSHAFT POSITION SENSOR (FOR EXHAUST CAMSHAFT). Refer to «REMOVAL»(ref-427474-S11394115002011101200000)
16. REPLACE ECM. Refer to «REMOVAL»(ref-427474-S42388386582011101200000)

In the diagram below, when the engine is cranked, the starter relay drive signal output from the STAR terminal of the ECM is input to the STA terminal of the ECM, and NE signal generated by the crankshaft position sensor is also input to the NE+ terminal.

When the STA signal and NE signal are input to the ECM, Tr is turned on, current flows to the coil of the circuit opening (C/OPN) relay, the relay switches on, power is supplied to the fuel pump and the fuel pump operates.

While the NE signal is generated (engine running), the ECM keeps Tr on (circuit opening relay on) and the fuel pump also keeps operating.

Scheme 372

Scheme 373

Scheme 374

1. PERFORM ACTIVE TEST USING TECHSTREAM (OPERATE C/OPN RELAY) Connect the Techstream to the DLC3. Turn the ignition to switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Fuel Pump / Speed. Check whether the fuel pump operation sound occurs when performing the Active Test on the tester. OK Fuel pump operating sound occurs. NG --> See step 2 OK --> See step 10
2. INSPECT FUSE (IGN FUSE) Remove the IGN fuse from the driver side junction block. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition IGN fuse Always Below 1 ohms Reinstall the IGN fuse. NG --> CHECK FOR SHORTS IN ALL HARNESSES AND CONNECTORS CONNECTED TO FUSE AND REPLACE FUSE OK: Go to next step
3. INSPECT DRIVER SIDE JUNCTION BLOCK (C/OPN RELAY) Disconnect the driver side junction block connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition 2A-8 - 2B-11 Always 10 kohms or higher Apply battery voltage to terminals 2B-10 and 2B-9 Below 1 ohms Reconnect the driver side junction block connector. NG --> REPLACE DRIVER SIDE JUNCTION BLOCK (C/OPN RELAY) OK: Go to next step
4. CHECK HARNESS AND CONNECTOR (C/OPN RELAY - ECM) Disconnect the ECM connector. Disconnect the driver side junction block connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 2B-10 - A37-19 (FC) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 2B-10 or A37-19 (FC) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the driver side junction block connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (C/OPN RELAY - ECM) OK: Go to next step
5. CHECK HARNESS AND CONNECTOR (C/OPN RELAY - INTEGRATION RELAY (EFI MAIN RELAY)) Remove the integration relay from engine room junction block. Disconnect the integration relay connector. Disconnect the driver side junction block connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 2B-11 - 1B-4 Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 2B-11 or 1B-4 - Body ground Always 10 kohms or higher Reconnect the driver side junction block connector. Reconnect the integration relay connector. Reinstall the integration relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (C/OPN RELAY - INTEGRATION RELAY (EFI MAIN RELAY)) OK: Go to next step
6. CHECK HARNESS AND CONNECTOR (C/OPN RELAY - FUEL PUMP) Disconnect the fuel pump connector. Disconnect the driver side junction block connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition 2A-8 - L13-4 Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition 2A-8 or L13-4 - Body ground Always 10 kohms or higher Reconnect the fuel pump connector. Reconnect the driver side junction block connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (C/OPN RELAY - FUEL PUMP) OK: Go to next step
7. CHECK HARNESS AND CONNECTOR (FUEL PUMP - BODY GROUND) Disconnect the fuel pump connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition L13-5 - Body ground Always Below 1 ohms Reconnect the fuel pump connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (FUEL PUMP - BODY GROUND) OK: Go to next step
8. INSPECT FUEL PUMP ASSEMBLY Inspect the fuel pump assembly. Refer to «INSPECTION»(/toyota/matrix/e140-2008-2014/remont/fuel-system/#fuel-system-2zr-fe-service-information) . NG --> See step 11 OK: Go to next step
9. CHECK ECM POWER SOURCE CIRCUIT Check the ECM power source circuit. Refer to «ECM Power Source Circuit»(ref-427472-S23276797802011101200000). NG --> REPAIR OR REPLACE ECM POWER SOURCE CIRCUIT OK --> See step 12
10. PROCEED TO NEXT CIRCUIT INSPECTION SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-427311-S28502424922011101200000)
11. REPLACE FUEL PUMP ASSEMBLY. Refer to «REMOVAL»(/toyota/matrix/e140-2008-2014/remont/fuel-system/#fuel-system-2zr-fe-service-information)
12. REPLACE ECM. Refer to «REMOVAL»(ref-427474-S42388386582011101200000)

The fuel injectors are located on the intake manifold. They inject fuel into the cylinders based on the signals from the ECM.

Scheme 375

The cranking holding control system keeps energizing the ST relay after the ECM detects the starter signal (STSW signal) from the ignition switch until the ECM performs a judgment of "Engine started". Furthermore, the ECM outputs an accessory cut signal (ACCR signal) to the ACC CUT relay during cranking to prevent flickering of the combination meter, clock, audio system, and other areas.

When the ECM detects the STSW signal, the ECM outputs the ST relay drive signal (STAR signal) to the ST relay through the clutch pedal switch assembly*1 or park/neutral position switch*2, and then the engine is cranked. When the ECM receives a stable engine speed signal (NE signal) (more specifically, when the NE signal reaches a predetermined value), the ECM stops outputting the STAR signal. Also, the ECM monitors the ST relay operating conditions based on the STA terminal voltage status.

*1: for manual transaxle models

*2: for automatic transaxle models

Scheme 376

Scheme 377

Scheme 378

Scheme 379

Scheme 380

Scheme 381

Scheme 382

1. READ VALUE USING TECHSTREAM (STARTER SIGNAL) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream ON. Enter the following menus: Powertrain / Engine and ECT / Data List / Starter Signal. Move the shift lever to the P or N position (for automatic transaxle models). Fully depress the clutch pedal (for manual transaxle models). Check the result when the ignition switch is turned to ON and START. OK Ignition Switch Position Techstream Display (Starter Signal) Ignition switch ON Close (Starter signal off) START Open (Starter signal on) Result Result Proceed to NG A OK B B --> See step 17 A: Go to next step
2. INSPECT ECM (STSW TERMINAL VOLTAGE) Disconnect the ECM connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A37-14 (STSW) - Body ground Ignition switch ON Below 1 V A37-14 (STSW) - Body ground Ignition switch START 9 to 13 V Reconnect the ECM connector. HINT: DTCs related to the communication with other computers may be set due to this inspection. Clear those DTCs after inspection. NG --> See step 14 OK: Go to next step
3. INSPECT RELAY (ST RELAY VOLTAGE) Remove the ST relay from the No. 8 relay block. Turn the ignition switch to ON. Move the shift lever the P or N position (for automatic transaxle models). Fully depress the clutch pedal (for manual transaxle models). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition ST relay terminal 1 - Body ground Ignition switch ON Below 1 V ST relay terminal 1 - Body ground Ignition switch START 9 to 13 V Reinstall the ST relay. Result Result Proceed to OK (for automatic transaxle models) A OK (for manual transaxle models) B NG (for automatic transaxle models) C NG (for manual transaxle models) D B --> See step 5 C --> See step 6 D --> See step 10 A: Go to next step
4. CHECK HARNESS AND CONNECTOR (PARK/NEUTRAL POSITION SWITCH - ECM) Disconnect the ECM connector. Disconnect the park/neutral position switch assembly connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for open) Tester Connection Condition Specified Condition B13-5 - A37-48 (STA) Always Below 1 ohms Standard Resistance (Check for short) Tester Connection Condition Specified Condition B13-5 or A37-48 (STA) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the park/neutral position switch assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (PARK/NEUTRAL POSITION SWITCH - ECM) OK --> See step 23
5. CHECK HARNESS AND CONNECTOR (CLUTCH PEDAL SWITCH - ECM) Disconnect the ECM connector. Disconnect the clutch pedal switch connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition A4-1 - A37-48 (STA) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition A4-1 or A37-48 (STA) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the clutch pedal switch connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (CLUTCH PEDAL SWITCH - ECM) OK --> See step 23
6. INSPECT PARK/NEUTRAL POSITION SWITCH Inspect the park/neutral position switch. Refer to «INSPECTION»(ref-427487-S38608498722011101200000). NG --> See step 24 OK: Go to next step
7. CHECK HARNESS AND CONNECTOR (IGNITION SWITCH ASSEMBLY - PARK/NEUTRAL POSITION SWITCH) Disconnect the park/neutral position switch connector. Disconnect the ignition switch assembly connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition E5-8 (ST2) (+) - B13-4 (-) Always Below 1 ohms E5-8 (ST2) (-) - B13-4 (+) Always 10 kohms or higher Standard Resistance (Check for Short) Tester Connection Condition Specified Condition E5-8 (ST2) or B13-4 - Body ground Always 10 kohms or higher HINT: When measuring the resistance, it is necessary to reverse the positive (+) and negative (-) tester probes because there is a diode in the wire harness. Reconnect the park/neutral position switch connector. Reconnect the ignition switch assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (IGNITION SWITCH ASSEMBLY - PARK/NEUTRAL POSITION SWITCH) OK: Go to next step
8. CHECK HARNESS AND CONNECTOR (IGNITION SWITCH ASSEMBLY - ECM) Disconnect the ECM connector. Disconnect the ignition switch assembly connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition E5-8 (ST2) - A37-25 (STAR) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition E5-8 (ST2) or A37-25 (STAR) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the ignition switch assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (IGNITION SWITCH ASSEMBLY - ECM) OK: Go to next step
9. CHECK HARNESS AND CONNECTOR (PARK/NEUTRAL POSITION SWITCH - ST RELAY AND ECM) Disconnect the park/neutral position switch connector. Remove the ST relay from the No. 8 relay block. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition B13-5 - ST relay terminal 1 Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B13-5, ST relay terminal 1 or A37-48 (STA) - Body ground Always 10 kohms or higher Reconnect the park/neutral position switch connector. Reinstall the ST relay. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (PARK/NEUTRAL POSITION SWITCH - ST RELAY AND/OR ECM) OK --> See step 23
10. INSPECT CLUTCH PEDAL SWITCH Inspect the clutch pedal switch. Refer to «INSPECTION»(ref-427465-S00378099012011101200000). NG --> See step 25 OK: Go to next step
11. CHECK HARNESS AND CONNECTOR (IGNITION SWITCH ASSEMBLY - CLUTCH PEDAL SWITCH) Disconnect the clutch pedal switch connector. Disconnect the ignition switch assembly connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition E5-8 (ST2) (+) - A4-2 (-) Always Below 1 ohms E5-8 (ST2) (-) - A4-2 (+) Always 10 kohms or higher Standard Resistance (Check for Short) Tester Connection Condition Specified Condition E5-8 (ST2) or A4-2 - Body ground Always 10 kohms or higher HINT: When measuring the resistance, it is necessary to reverse the positive (+) and negative (-) tester probes because there is a diode in the wire harness. Reconnect the clutch pedal switch connector. Reconnect the ignition switch assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (IGNITION SWITCH ASSEMBLY - CLUTCH PEDAL SWITCH) OK: Go to next step
12. CHECK HARNESS AND CONNECTOR (IGNITION SWITCH ASSEMBLY - ECM) Disconnect the ECM connector. Disconnect the ignition switch assembly connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition E5-8 (ST2) - A37-25 (STAR) Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition E5-8 (ST2) or A37-25 (STAR) - Body ground Always 10 kohms or higher Reconnect the ECM connector. Reconnect the ignition switch assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (IGNITION SWITCH ASSEMBLY - ECM) OK: Go to next step
13. CHECK HARNESS AND CONNECTOR (CLUTCH PEDAL SWITCH - ST RELAY AND ECM) Disconnect the clutch pedal switch connector. Remove the ST relay from the No. 8 relay block. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition A4-1 - ST relay terminal 1 Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition A4-1, ST relay terminal 1 or A37-48 (STA) - Body ground Always 10 kohms or higher Reconnect the clutch pedal switch connector. Reinstall the ST relay. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (CLUTCH PEDAL SWITCH - ST RELAY AND/OR ECM) OK --> See step 26
14. INSPECT FUSE (AM2 NO. 2 FUSE) Remove the AM2 No. 2 fuse from the engine room relay block. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition AM2 No. 2 fuse Always Below 1 ohms Reinstall the AM2 No. 2 fuse. NG --> CHECK FOR SHORTS IN ALL HARNESSES AND CONNECTORS CONNECTED TO FUSE AND REPLACE FUSE OK: Go to next step
15. INSPECT IGNITION SWITCH ASSEMBLY Inspect the ignition switch assembly. Refer to «INSPECTION»(ref-427473-S24100722842011101200000). NG --> See step 27 OK: Go to next step
16. CHECK HARNESS AND CONNECTOR (AM2 TERMINAL VOLTAGE) Disconnect the ignition switch assembly connector. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Condition Specified Condition E5-7 (AM2) - Body ground Always 11 to 14 V Reconnect the ignition switch assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (BATTERY - IGNITION SWITCH ASSEMBLY) OK --> REPAIR OR REPLACE HARNESS OR CONNECTOR (IGNITION SWITCH ASSEMBLY - ECM)
17. INSPECT ST RELAY (VOLTAGE) Remove the ST relay from the No. 8 relay block. Turn the ignition switch to ON. Move the shift lever to the P or N position (for automatic transaxle models). Fully depress the clutch pedal (for manual transaxle models). Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition ST relay terminal 1 - Body ground ON Below 1 V ST relay terminals 1 - Body ground START 9 to 13 V Reinstall the ST relay. Result Result Proceed to OK A NG (for automatic transaxle models) B NG (for manual transaxle models) C B --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ST RELAY - PARK/NEUTRAL POSITION SWITCH) C --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ST RELAY - CLUTCH PEDAL SWITCH) A: Go to next step
18. INSPECT RELAY (ST RELAY) Remove the ST relay from No. 8 relay block. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Switch Condition Specified Condition 3 - 5 Always 10kohms or higher 3 - 5 Apply battery voltage between terminal 1 and 2 Below 1 ohms Reinstall the ST relay. NG --> REPLACE RELAY (ST RELAY) OK: Go to next step
19. INSPECT ST RELAY (VOLTAGE) Remove the ST relay from the No. 8 relay block. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition ST relay terminal 5 - Body ground Ignition switch ON 11 to 14 V Reinstall the ST relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (BATTERY - ST RELAY) OK: Go to next step
20. CHECK HARNESS AND CONNECTOR (ST RELAY - BODY GROUND) Remove the ST relay from the No. 8 relay block. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition ST relay terminal 2 - Body ground Always Below 1 ohms Reinstall the ST relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ST RELAY - BODY GROUND) OK: Go to next step
21. CHECK HARNESS AND CONNECTOR (ST RELAY - STARTER) Remove the ST relay from the No. 8 relay block. Disconnect the starter connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition ST relay terminal 3 - B7-1 Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition ST relay terminal 3 or B7-1 - Body ground Always 10 kohms or higher Reconnect the starter connector. Reinstall the ST relay. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ST RELAY - STARTER) OK: Go to next step
22. CHECK HARNESS AND CONNECTOR (STARTER - BATTERY) Disconnect the cable from the negative (-) battery terminal. Disconnect the cable from the positive (+) battery terminal. Disconnect the starter connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition B43-1 - Positive (+) battery terminal Always Below 1 ohms Standard Resistance (Check for Short) Tester Connection Condition Specified Condition B43-1 or Positive (+) battery terminal - Body ground Always 10 kohms or higher Reconnect the starter connector. Reconnect the cable to the positive (+) battery terminal. Reconnect the cable to the negative (-) battery terminal. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (STARTER - BATTERY) OK --> See step 28
23. REPLACE ECM. Refer to «REMOVAL»(ref-427474-S42388386582011101200000)
24. REPLACE PARK/NEUTRAL POSITION SWITCH. Refer to «REMOVAL»(ref-427487-S36144638562011101200000)
25. REPLACE CLUTCH PEDAL SWITCH. Refer to «REMOVAL»(ref-427465-S21833529212011101200000)
26. REPLACE ECM. Refer to «REMOVAL»(ref-427474-S42388386582011101200000)
27. REPLACE IGNITION SWITCH ASSEMBLY. Refer to «REMOVAL»(ref-427473-S35814576382011101200000)
28. PROCEED TO NEXT SUSPECTED AREA SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-427311-S28502424922011101200000)

When the vehicle is being driven with the accelerator pedal depressed, depressing the brake pedal without releasing the accelerator pedal will activate the brake override system to restrict driving torque. The conditions for activating the brake override system as well as the items that are controlled are explained below.

Scheme 383

Activation Conditions

1. Vehicle is running at or above the specified speed.
2. The accelerator pedal is depressed beyond a specified level, and then the brake pedal is depressed.

Note. The vehicle may not enter the brake override system control due to the relation of the accelerator pedal angle and the vehicle's speed.

Items Controlled

1. Driving torque is restricted.

HINT

During brake override system control, the value for the accelerator pedal angle (which is used for engine control) is forcibly reduced to a specified value. For this reason, the Data List value for Accelerator Position (applied to electronic throttle control) will be replaced with a specified value regardless of the actual accelerator pedal angle (Accel Sens. No. 1 Volt %, Accel Sens. No. 2 Volt %)

Deactivation Conditions

1. When the Stop Light Switch turns OFF or the actual accelerator pedal angle increases or decreases beyond the specified range.

The MIL (Malfunction Indicator Lamp) is used to indicate vehicle malfunction detected by the ECM. When the ignition switch is turned to ON, power is supplied to the MIL circuit, and the ECM provides the circuit ground which illuminates the MIL.

The MIL operation can be checked visually: When the ignition switch is first turned to ON, the MIL should be illuminated and should then turn off. If the MIL remains illuminated or is not illuminated, conduct the following troubleshooting procedure using the Techstream.

Scheme 384

See also:
• ON-VEHICLE INSPECTION - Step 2
• INSPECTION
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION - Step 2