Engine Control System (2AR-FE) (P0010-P0351) (Diagnostic Codes): Overview Toyota RAV4 III рестайлинг

DESCRIPTION

The VVT (Variable Valve Timing) system adjusts the intake valve timing to improve driveability. The engine oil pressure turns the VVT controller to adjust the valve timing. The camshaft timing Oil Control Valve (OCV) is a solenoid valve and switches the engine oil line. The valve moves when the ECM applies 12 V to the solenoid. The ECM changes the energizing time to the solenoid (duty-cycle) in accordance with the camshaft position, crankshaft position, throttle position, etc.

Scheme 226

MONITOR DESCRIPTION

This DTC is designed to detect open or short circuits in the camshaft timing Oil Control Valve (OCV) circuit. If the OCV duty-cycle is excessively high or low while the engine is running, the ECM illuminates the MIL and stores the DTC.

Refer to DTC P0010.Refer to DESCRIPTION.

1. The ECM optimizes the intake valve timing using the VVT (Variable Valve Timing) system to control the intake camshaft. The VVT system includes the ECM, the camshaft timing Oil Control Valve (OCV) and the VVT controller (camshaft timing gear assembly). The ECM sends a target duty-cycle control signal to the OCV. This control signal regulates the oil pressure supplied to the VVT controller. The VVT controller can advance or retard the intake camshaft.
2. If the difference between the target and actual intake valve timings is large, and changes in the actual intake valve timing are small, the ECM interprets this as the VVT controller stuck malfunction and stores a DTC.

1. Example
2. A DTC is stored when the following conditions 1 and 2 are met: 1. It takes 5 seconds or more to change the valve timing by 5°CA. 2. After the above condition 1 is met, the camshaft timing oil control valve is forcibly activated for 10 seconds.
3. These DTCs indicate that the VVT controller cannot operate properly due to OCV malfunctions or the presence of foreign objects in the OCV.

The VVT (Variable Valve Timing) system adjusts the exhaust valve timing to improve driveability. The engine oil pressure turns the VVT controller to adjust the valve timing.

The camshaft timing oil control valve is a solenoid valve and switches the engine oil line. The valve moves when the ECM applies 12 V to the solenoid. The ECM changes the energizing time to the solenoid (duty-cycle) in accordance with the camshaft position, crankshaft position, throttle position, etc.

Scheme 227

This DTC is designed to detect open or short circuits in the camshaft timing oil control valve (for exhaust camshaft) circuit. If the duty-cycle of the camshaft timing oil control valve assembly is excessively high or low while the engine is running, the ECM illuminates the MIL and stores the DTC.

Refer to DTC P0013.Refer to DESCRIPTION.

The ECM optimizes the exhaust valve timing using the VVT (Variable Valve Timing) system to control the exhaust camshaft. The VVT system includes the ECM, the camshaft timing oil control valve and the VVT controller (camshaft timing gear assembly). The ECM sends a target duty-cycle control signal to the camshaft timing oil control valve assembly. This control signal regulates the oil pressure supplied to the VVT controller. The VVT controller can advance or retard the exhaust camshaft.

If the difference between the target and actual exhaust valve timing is large, and changes in the actual exhaust valve timing are small, the ECM interprets this as a VVT controller stuck malfunction and stores a DTC.

1. Example
2. A DTC is stored when the following conditions 1 and 2 are met for 10 seconds or more: 1. It takes 5 seconds or more to change the valve timing by 5°CA. 2. After the above condition 1 is met, the camshaft timing oil control valve is forcibly activated during 10 seconds.
3. These DTCs indicate that the VVT controller cannot operate properly due to camshaft timing oil control valve assembly malfunctions or the presence of foreign objects in the camshaft timing oil control valve assembly.

The ECM optimizes the valve timing by using the VVT (Variable Valve Timing) system to control the intake and exhaust camshaft. The VVT system includes the ECM, the camshaft timing Oil Control Valve (OCV) and the VVT controller (camshaft timing gear assembly). The ECM sends a target duty-cycle control signal to the OCV. This control signal regulates the oil pressure supplied to the VVT controller. The VVT controller can advance or retard the intake and exhaust camshaft.

To monitor the correlation of the intake and exhaust camshaft positions and crankshaft position, the ECM checks the VVT learned value while the engine is idling. The VVT learned value is calibrated based on the camshaft positions and crankshaft position. The intake valve timing is set to the most retarded angle while the engine is idling. If the VVT learned value is out of the specified range in consecutive driving cycles, the ECM illuminates the MIL and stores the DTC.

This DTC indicates that the intake and exhaust camshaft timing positions are incorrect with respect to the crankshaft, caused by factors such as the timing chain having jumped a tooth.

This monitor begins to run after the engine has idled for 5 minutes.

Refer to DTC P2195.Refer to DESCRIPTION.

HINT

Scheme 228

1. When any of these DTCs is stored, the ECM enters fail-safe mode. The ECM turns off the Air Fuel Ratio (A/F) sensor heater in fail-safe mode. Fail-safe mode continues until the ignition switch is turned off.
2. Although the DTC titles say oxygen sensor, these DTCs relate to the A/F sensor.
3. Sensor 1 refers to the sensor mounted in front of the Three-Way Catalytic Converter (TWC) and located near the engine assembly.
4. The ECM provides a pulse width modulated control circuit to adjust the current through the heater. The A/F sensor heater circuit uses a relay on the +B side of the circuit.

HINT

1. Sensor 1 refers to the sensor closest to the engine assembly.
2. Sensor 2 refers to the sensor farthest away from the engine assembly.

The ECM uses information from the Air Fuel Ratio (A/F) sensor to regulate the air-fuel ratio and keep it close to the stoichiometric level. This maximizes the ability of the Three-Way Catalytic Converter (TWC) to purify the exhaust gases.

The A/F sensor detects oxygen levels in the exhaust gas and transmits the information to the ECM. The inner surface of the sensor element is exposed to the outside air. The outer surface of the sensor element is exposed to the exhaust gas. The sensor element is made of platinum-coated zirconia and includes an integrated heating element.

The zirconia element generates a small voltage when there is a large difference in the oxygen concentrations between the exhaust gas and outside air. The platinum coating amplifies this voltage generation.

The A/F sensor is more efficient when heated. When the exhaust gas temperature is low, the sensor cannot generate useful voltage signals without supplementary heating. The ECM regulates the supplementary heating using a duty-cycle approach to adjust the average current in the sensor heater element. If the heater current is outside the normal range, the signal transmitted by the A/F sensor becomes inaccurate. As a result, the ECM is unable to regulate the air-fuel ratio properly.

When the current in the A/F sensor heater is outside the normal operating range, the ECM interprets this as a malfunction in the sensor heater and stores a DTC.

Refer to DTC P0136.Refer to DESCRIPTION.

HINT

Scheme 229

1. Sensor 2 refers to the sensor mounted behind the Three-Way Catalytic Converter (TWC) and located far from the engine assembly.
2. When any of these DTCs is stored, the ECM enters fail-safe mode. The ECM turns off the Heated Oxygen (HO2) sensor heater in fail-safe mode. Fail-safe mode continues until the ignition switch is turned off.
3. The ECM provides a pulse width modulated control circuit to adjust the current through the heater. The HO2 sensor heater circuit uses a relay on the +B side of the circuit.

HINT

1. Sensor 1 refers to the sensor closest to the engine assembly.
2. Sensor 2 refers to the sensor farthest away from the engine assembly.

The sensing portion of the Heated Oxygen (HO2) sensor has a zirconia element which is used to detect the oxygen concentration in the exhaust gas. If the zirconia element is at the appropriate temperature, and the difference between the oxygen concentrations surrounding the inside and outside surfaces of the sensor is large, the zirconia element generates voltage signals. In order to increase the oxygen concentration detecting capacity of the zirconia element, the ECM supplements the heat from the exhaust with heat from a heating element inside the sensor.

Heated oxygen sensor heater range check (P0037, P0038 and P102D)

1. The ECM monitors the current applied to the HO2 sensor heater to check the heater for malfunctions. If the heater current is outside the normal range, the signal transmitted by the HO2 sensor becomes inaccurate. When the current in the HO2 sensor heater is outside the normal operating range, the ECM interprets this as a malfunction in the sensor heater and stores a DTC.

Heated oxygen sensor heater performance (P0141)

1. After the accumulated heater ON time exceeds 100 seconds, the ECM calculates the heater resistance using battery voltage and the current applied to the heater. If the resistance is above the threshold value, the ECM determines that there is a malfunction in the HO2 sensor heater and stores DTC P0141.

Refer to DTC P0102.Refer to DESCRIPTION.

The Mass Air Flow (MAF) meter is a sensor that measures the amount of air flowing through the throttle valve. The ECM uses this information to determine the fuel injection time and to provide an appropriate air-fuel ratio. Inside the MAF meter, there is a heated platinum wire which is exposed to the flow of intake air. By applying a specific electrical current to the wire, the ECM heats it to a specific temperature. The flow of incoming air cools both the wire and an internal thermistor, affecting their resistance. To maintain a constant current value, the ECM varies the voltage applied to the MAF meter. The voltage level is proportional to the airflow through the sensor, and the ECM uses it to calculate the intake air volume.

The ECM monitors the average engine load value ratio to check the MAF meter for malfunctions. The average engine load value ratio is obtained by comparing the average engine load calculated from the MAF meter output to the average engine load estimated from the driving conditions, such as the engine speed and the throttle opening angle. If the average engine load value ratio is below the threshold value, the ECM determines that the intake air volume is low, and if the average engine load value ratio is above the threshold value, the ECM determines that the intake air volume is high.

If this is detected in 2 consecutive driving cycles, the MIL is illuminated and the DTC is stored.

The Mass Air Flow (MAF) meter is a sensor that measures the amount of air flowing through the throttle valve. The ECM uses this information to determine the fuel injection time and to provide the appropriate air-fuel ratio.

Inside the MAF meter, there is a heated platinum wire which is exposed to the flow of intake air. By applying a specific electrical current to the wire, the ECM heats it to a given temperature. The flow of incoming air cools both the wire and an internal thermistor, affecting their resistance. To maintain a constant current value, the ECM varies the voltage applied to the wire and internal thermistor. The voltage level is proportional to the airflow through the sensor, and the ECM uses it to calculate the intake air volume.

The circuit is constructed so that the platinum hot wire and the temperature sensor create a bridge circuit, and the power transistor is controlled so that the potentials of A and B remain equal to maintain the predetermined temperature.

HINT

When any of these DTCs is stored, the ECM enters fail-safe mode. During fail-safe mode, the ignition timing is calculated by the ECM, according to the engine speed and throttle valve position. Fail-safe mode continues until a pass condition is detected.

Scheme 230

HINT

When any of these DTCs are output, check the air-flow rate using the Techstream. Enter the following menus: Powertrain / Engine and ECT / Data List / All Data / MAF.

If there is a defect in the Mass Air Flow (MAF) meter or an open or short circuit, the voltage level deviates from the normal operating range. The ECM interprets this deviation as a malfunction in the MAF meter circuit and stores a DTC.

Example

When the sensor output voltage remains below 0.2 V or higher than 4.9 V for more than 3 seconds, the ECM stores a DTC.

If the malfunction is not repaired successfully, a DTC is stored 3 seconds after the engine is next started.

After warmed engine stop

The ECM monitors the intake air temperature variation in the period from when the engine was warmed up on the previous trip until the next engine start. If the change in intake air temperature sensor output is less than the threshold, it is determined that a malfunction has occurred in the intake air temperature sensor. When this is detected, the MIL is illuminated and the DTC is stored.

After cold engine start

The monitor runs when the engine is started cold after 5 hours or more have elapsed since the engine stopped. If the intake air temperature sensor output variation until the engine has warmed up completely is less than the threshold, it is determined that a malfunction has occurred in the intake air temperature sensor. When this is detected in 2 consecutive driving cycles, the MIL is illuminated and the DTC is stored.

The ECM monitors the sensor voltage and uses this value to calculate the Intake Air Temperature (IAT). When the sensor output voltage deviates from the normal operating range, the ECM interprets this as a malfunction in the IAT sensor and stores a DTC.

Example

If the sensor output voltage is higher than 4.91 V for 0.5 seconds or more, the ECM determines that there is an open in the IAT sensor circuit, and stores DTC P0113. Conversely, if the output voltage is below 0.18 V for 0.5 seconds or more, the ECM determines that there is a short in the sensor circuit, and stores DTC P0112.

If the malfunction is not repaired successfully, a DTC is stored 0.5 seconds after the engine is next started.

A thermistor, whose resistance value varies according to the Engine Coolant Temperature (ECT), is built into the ECT sensor. The structure of the sensor and its connection to the ECM are the same as those of the Intake Air Temperature (IAT) sensor.

HINT

When any of DTCs P0115, P0117 and P0118 is stored, the ECM enters fail-safe mode. During fail-safe mode, the ECT is estimated to be 80°C (176°F) by the ECM. Fail-safe mode continues until a pass condition is detected.

HINT

When any of these DTCs are output, check the ECT using the Techstream. Enter the following menus: Powertrain / Engine and ECT / Data List / All Data / Coolant Temp.

The Engine Coolant Temperature (ECT) sensor is used to monitor the ECT. The ECT sensor has a thermistor with a resistance that varies according to the temperature of the engine coolant. When the coolant temperature is low, the resistance in the thermistor increases. When the temperature is high, the resistance drops. These variations in resistance are reflected in the output voltage from the sensor. The ECM monitors the sensor voltage and uses this value to calculate the ECT. When the sensor output voltage deviates from the normal operating range, the ECM interprets this as a fault in the ECT sensor circuit and stores a DTC.

Example

If the sensor output voltage is higher than 4.91 V for 0.5 seconds or more, the ECM determines that there is an open in the ECT sensor circuit, and stores DTC P0118. Conversely, if the voltage output is below 0.14 V for 0.5 seconds or more, the ECM determines that there is a short in the sensor circuit, and stores DTC P0117.

If the malfunction is not repaired successfully, a DTC is stored 0.5 seconds after the engine is next started.

Refer to DTC P0115.Refer to DESCRIPTION.

Engine coolant temperature (ECT) sensor cold start monitor

The monitor runs when the engine is started cold. If the change in engine coolant temperature sensor output until the engine is warmed up completely is less than the threshold, it is determined that a malfunction has occurred in the engine coolant temperature sensor. When this is detected in 2 consecutive driving cycles, the MIL is illuminated and the DTC is stored.

ECT sensor soak monitor

When more than 5 hours has elapsed since the engine was stopped, the ECM compares the engine coolant temperature from the time the warmed-up engine is stopped with the engine coolant temperature when the engine is started on the next trip. If the change in engine coolant temperature sensor output is less than the threshold, it is determined that a malfunction has occurred in the engine coolant temperature sensor. When this is detected in 2 consecutive driving cycles, the MIL is illuminated and the DTC is stored.

ECT sensor high side stuck monitor (only for Mexico models)

The ECM monitors the sensor voltage and uses this value to calculate the ECT. If the sensor voltage output deviates from the normal operating range, the ECM interprets this deviation as a malfunction in the ECT sensor and stores the DTC.

Examples

1. Upon starting the engine, the ECT is between 35 and 60°C (95 and 140°F). If, after driving for 250 seconds, the ECT remains within 3°C (5.4°F) of the starting temperature, the DTC is stored (2 trip detection logic).
2. Upon starting the engine, the ECT is higher than 60°C (140°F). If, after driving for 250 seconds, the ECT remains within 1°C (1.8°F) of the starting temperature, the DTC is stored (6 trip detection logic).

The engine has two temperature sensors, an Engine Coolant Temperature (ECT) sensor and an Intake Air Temperature (IAT) sensor, to detect the temperature while the engine is in operation. A thermistor, whose resistance value varies according to the temperature, is built into each sensor. When the temperature is low, the resistance of the thermistor increases. When the temperature is high, the resistance drops. These variations in resistance are transmitted to the ECM as voltage changes. Based on these temperature signals output from the sensors, the ECM determines the fuel injection time and the ignition timing to control the engine.

Scheme 231

HINT

1. Waiting is required to prevent the temperature of the engine from affecting the readings. If the engine has been operated recently, it is not possible to accurately compare the readings.

1. For diagnosis, in order to duplicate the detection conditions of the DTC, it is necessary to park the vehicle for 7 hours. Parking the vehicle for 7 hours ensures that the actual temperature of the ECT and IAT are very similar. When the vehicle has been parked for less than 7 hours, differences in the readings may exist, but this does not necessarily indicate a fault.

The ECM monitors the difference between the Engine Coolant Temperature (ECT) and the Intake Air Temperature (IAT) when the engine is started cold to accurately detect the engine temperature conditions. The monitor runs when the engine started cold after 7 hours or more have elapsed since the engine was stopped (ignition switch turned off) on the previous trip. If the difference between the ECT and the IAT on a cold start exceeds 20°C (36°F), the ECM interprets this as a malfunction in the ECT sensor circuit and IAT sensor circuit, and stores the DTC.

HINT

1. These DTCs relate to the Throttle Position (TP) sensor.

The Throttle Position (TP) sensor is mounted on the throttle body, and detects the opening angle of the throttle valve. This sensor is a non-contact type sensor. It uses Hall-effect elements in order to yield accurate signals even in extreme driving conditions, such as at high speeds as well as very low speeds.

The TP sensor has 2 sensor circuits, each of which transmits a signal, VTA1 and VTA2. VTA1 is used to detect the throttle valve angle and VTA2 is used to detect malfunctions in VTA1. The sensor signal voltages vary between 0 V and 5 V in proportion to the throttle valve opening angle, and are transmitted to the VTA1 terminals of the ECM.

As the valve closes, the sensor output voltage decreases and as the valve opens, the sensor output voltage increases. The ECM calculates the throttle valve opening angle according to these signals and controls the throttle actuator in response to driver inputs. These signals are also used in calculations such as air-fuel ratio correction, power increase correction and fuel-cut control.

Scheme 232

HINT

1. When any of these DTCs are output, check the throttle valve opening angle using the Techstream. Enter the following menus: Powertrain / Engine and ECT / Data List / ETCS / Throttle Position No. 1 and Throttle Position No. 2.

1. Throttle Position No. 1 is the VTA1 signal, and Throttle Position No. 2 is the VTA2 signal. Reference (Normal Condition) Tester Display Accelerator Pedal Fully Released Accelerator Pedal Fully Depressed Throttle Position No. 1 0.5 to 1.1 V 3.2 to 4.8 V Throttle Position No. 2 2.1 to 3.1 V 4.6 to 4.9 V

P0120, P0122, P0123, P0220, P0222, P0223 and P2135

The ECM uses the Throttle Position (TP) sensor to monitor the throttle valve opening angle. There are several checks that the ECM performs to confirm the proper operation of the TP sensor.

1. A specific voltage difference is expected between the sensor terminals, VTA1 and VTA2, for each throttle valve opening angle. If the difference between VTA1 and VTA2 is incorrect, the ECM interprets this as a malfunction in the sensor circuit, and stores a DTC.

1. VTA1 and VTA2 each have a specific voltage range. If VTA1 or VTA2 is outside the normal operating range, the ECM interprets this as a malfunction in the sensor circuit, and stores a DTC.

1. VTA1 and VTA2 should never be close to the same voltage level. If VTA1 is within 0.02 V of VTA2, the ECM determines that there is a short circuit in the sensor circuit, and stores a DTC.

If the malfunction is not repaired successfully, a DTC is stored 10 seconds after the engine is next started.

P0121

This sensor transmits two signals: VTA1 and VTA2. VTA1 is used to detect the throttle opening angle and VTA2 is used to detect malfunctions in VTA1. The ECM performs several checks to confirm the proper operation of the TP sensor and VTA1.

For each throttle opening angle, a specific voltage difference is expected between the outputs of VTA1 and VTA2. If the output voltage difference between the two signals deviates from the normal operating range, the ECM interprets this as a malfunction of the TP sensor. The ECM illuminates the MIL and stores the DTC.

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

Refer to DTC P0115.Refer to DESCRIPTION.

The resistance of the Engine Coolant Temperature (ECT) sensor varies in proportion to the actual ECT. The ECM supplies a constant voltage to the sensor and monitors the signal output voltage of the sensor. The signal output voltage varies according to the changing resistance of the sensor. After the engine is started, the ECT is monitored by this signal. If the ECT sensor indicates that the engine is not yet warm enough for closed loop fuel control, despite a specified period of time having elapsed since the engine was started, the ECM interprets this as a malfunction in the sensor or cooling system and stores the DTC.

Example

The ECT is 10°C (50°F) at engine start. After approximately 1 minute of running time, the ECT sensor still indicates that the engine is not warm enough to begin closed loop fuel (air-fuel ratio feedback) control. The ECM interprets this as a malfunction in the sensor or cooling system and stores the DTC.

HINT

1. This DTC relates to the thermostat.

This DTC is stored when the Engine Coolant Temperature (ECT) does not reach 75°C (167°F) despite sufficient engine warm-up time having elapsed.

Scheme 233

The ECM estimates the Engine Coolant Temperature (ECT) based on the starting temperature, engine loads, and engine speeds. The ECM then compares the estimated temperature with the actual ECT. When the estimated ECT reaches 75°C (167°F), the ECM checks the actual ECT. If the actual ECT is less than 75°C (167°F), the ECM interprets this as a malfunction in the thermostat or the engine cooling system and stores the DTC.

HINT

Sensor 2 refers to the sensor mounted behind the Three-Way Catalytic Converter (TWC) and located far from the engine assembly.

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 TWC (Three-Way Catalytic Converter) is used. For the most efficient use of the TWC, the air-fuel ratio is precisely controlled so that it is always close to the stoichiometric air-fuel level. For the purpose of helping the ECM to deliver accurate air-fuel ratio control, a Heated Oxygen (HO2) sensor is used.

The HO2 sensor is located behind the TWC, and detects the oxygen concentration in the exhaust gas. Since the sensor is integrated with the heater that heats the sensing portion, it is possible to detect the oxygen concentration even when the intake air volume is low (the exhaust gas temperature is low).

When the air-fuel ratio becomes lean, the oxygen concentration in the exhaust gas is rich. The HO2 sensor informs the ECM that the post-TWC air-fuel ratio is lean (low voltage, i.e. less than 0.45 V).

Conversely, when the air-fuel ratio is richer than the stoichiometric air-fuel level, the oxygen concentration in the exhaust gas becomes lean. The HO2 sensor informs the ECM that the post-TWC air-fuel ratio is rich (high voltage, i.e. more than 0.45 V). The HO2 sensor has the property of changing its output voltage drastically when the air-fuel ratio is close to the stoichiometric level.

The ECM uses the supplementary information from the HO2 sensor to determine whether the air-fuel ratio after the TWC is rich or lean, and adjusts the fuel injection time accordingly. Thus, if the HO2 sensor is working improperly due to internal malfunctions, the ECM is unable to compensate for deviations in the primary air-fuel ratio control.

Scheme 234

FOR MEXICO MODELS

Scheme 235

Scheme 236

Scheme 237

1. Active Air-Fuel Ratio Control The ECM usually performs air-fuel ratio feedback control so that the Air-Fuel Ratio (A/F) sensor output indicates a near stoichiometric air-fuel level. This vehicle includes active air-fuel ratio control in addition to regular air-fuel ratio control. The ECM performs active air-fuel ratio control to detect any deterioration in the Three-Way Catalytic Converter (TWC) and Heated Oxygen (HO2) sensor malfunctions (refer to the diagram below). Active air-fuel ratio control is performed for approximately 15 to 20 seconds while driving with a warm engine. During active air-fuel ratio control, the air-fuel ratio is forcibly regulated to become lean or rich by the ECM. If the ECM detects a malfunction, a DTC is stored.
2. Abnormal Voltage Output of Heated Oxygen (HO2) Sensor (DTC P0136) While the ECM is performing active air-fuel ratio control, the air-fuel ratio is forcibly regulated to become rich or lean. If the sensor is not functioning properly, the voltage output variation is small. For example, when the HO2 sensor voltage does not decrease to below 0.21 V and does not increase to higher than 0.69 V during active air-fuel ratio control, the ECM determines that the sensor voltage output is abnormal and stores DTCs P0136.
3. Open or Short in Heated Oxygen (HO2) Sensor Circuit (DTCs P0137 or P0138) During active air-fuel ratio control, the ECM calculates the Oxygen Storage Capacity (OSC)* of the Three-Way Catalytic Converter (TWC) by forcibly regulating the air-fuel ratio to become rich or lean. If the HO2 sensor has an open or short, or the voltage output of the sensor noticeably decreases, the OSC indicates an extraordinarily high value. Even if the ECM attempts to continue regulating the air-fuel ratio to become rich or lean, the HO2 sensor output does not change. While performing active air-fuel ratio control, when the target air-fuel ratio is rich and the HO2 sensor voltage output is 0.21 V or less (lean), the ECM interprets this as an abnormally low sensor output voltage and stores DTC P0137. When the target air-fuel ratio is lean and the voltage output is 0.69 V or higher (rich) during active air-fuel ratio control, the ECM determines that the sensor voltage output is abnormally high, and stores DTC P0138. HINT: DTC P0138 is also set if the HO2 sensor voltage output is higher than 1.2 V for 10 seconds or more. *: The TWC has the capability to store oxygen. The OSC and the emission purification capacity of the TWC are mutually related. The ECM determines whether the catalyst has deteriorated, based on the calculated OSC value.Refer to «DTC P0420: Catalyst System Efficiency Below Threshold (Bank 1)»(ref-493445-S08956324982012081000000).
4. High or Low Impedance of Heated Oxygen (HO2) Sensor (DTCs P0136 or P0137) During normal air-fuel ratio feedback control, there are small variations in the exhaust gas oxygen concentration. In order to continuously monitor the slight variation of the HO2 sensor signal while the engine is running, the impedance* of the sensor is measured by the ECM. The ECM determines that there is a malfunction in the sensor when the measured impedance deviates from the standard range. *: The effective resistance in an alternating current electrical circuit. HINT: The impedance cannot be measured using an ohmmeter. DTC P0136 indicates the deterioration of the HO2 sensor. The ECM stores the DTC by calculating the impedance of the sensor when the typical enabling conditions are satisfied (2 driving cycles). DTC P0137 indicates an open or short circuit in the HO2 sensor (2 driving cycles). The ECM stores the DTC when the impedance of the sensor exceeds the threshold of 15 kohms.
5. Abnormal Voltage Output of Heated Oxygen (HO2) Sensor During Fuel-cut (DTC P0139) The sensor output voltage drops to below 0.2 V (extremely lean status) immediately when the vehicle decelerates and fuel cut is operating. If the voltage does not drop to below 0.2 V for 7 seconds or more, or voltage does not drop from 0.35 V to 0.2 V for 1 second, the ECM determines that the sensor response has deteriorated, illuminates the MIL and stores a DTC.

The fuel trim is related to the feedback compensation value, not to the basic injection time. The fuel trim consists of both the short-term and long-term fuel trims.

The short-term fuel trim is fuel compensation that is used to constantly maintain the air-fuel ratio at stoichiometric levels. The signal from the Air Fuel Ratio (A/F) sensor indicates whether the air-fuel ratio is rich or lean compared to the stoichiometric ratio. This triggers a reduction in the fuel injection volume if the air-fuel ratio is rich and an increase in the fuel injection volume if lean.

Factors such as individual engine differences, wear over time and changes in operating environment cause short-term fuel trim to vary from the central value. The long-term fuel trim, which controls overall fuel compensation, compensates for long-term deviations in the fuel trim from the central value caused by the short-term fuel trim compensation.

If both the short-term and long-term fuel trims are lean or rich beyond predetermined values, it is interpreted as a malfunction, and the ECM illuminates the MIL and stores a DTC.

HINT

1. When DTC P0171 is stored, the actual air-fuel ratio is on the lean side. When DTC P0172 is stored, the actual air-fuel ratio is on the rich side.
2. If the vehicle runs out of fuel, the air-fuel ratio is lean and DTC P0171 may be stored. The MIL is then illuminated.
3. When the total of the short-term and long-term fuel trim values is within the malfunction threshold (and the engine coolant temperature is higher than 75°C [167°F]), the system is functioning normally.

Under closed loop fuel control, fuel injection volumes that deviate from those estimated by the ECM cause changes in the long-term fuel trim compensation value. The long-term fuel trim is adjusted when there are persistent deviations in the short-term fuel trim values. Deviations from the fuel injection volumes estimated by the ECM also affect the average fuel trim learned value, which is a combination of the average short-term fuel trim (fuel feedback compensation value) and the average long-term fuel trim (learned value of the air-fuel ratio). If the average fuel trim learned value exceeds the malfunction thresholds, the ECM interprets this as a fault in the fuel system and stores a DTC.

Example

The average fuel trim learned value is more than +35% or less than -35%, the ECM interprets this as a fuel system malfunction.

Scheme 238

The ECM illuminates the MIL (immediate detection logic) and stores a DTC (2 trip detection logic) when either one of the following conditions, which could cause emission deterioration, is detected.

1. Within the first 1000 crankshaft revolutions after the engine starts, an excessive number of misfires (approximately 20 to 50 misfires per 1000 crankshaft revolutions) occurs once.
2. An excessive number of misfires (approximately 20 to 50 misfires per 1000 crankshaft revolutions) occurs a total of 4 times.

The ECM flashes the MIL and stores a DTC when either one of the following conditions, which could cause damage to the Three-Way Catalytic Converter (TWC), is detected (2 trip detection logic).

HINT

If a catalyst-damaging misfire occurs, the monitor informs the driver by blinking the MIL (1 trip).

1. In every 200 crankshaft revolutions at a high engine speed, the threshold misfiring percentage is recorded once.
2. In every 200 crankshaft revolutions at a normal engine speed, the threshold misfiring percentage is recorded 3 times.

The ECM illuminates the MIL and stores a DTC when either one of the following conditions, which could cause emission deterioration, is detected (2 trip detection logic).

Misfire Monitor for Mexico Models

1. Within the first 1000 crankshaft revolutions after the engine starts, an excessive number of misfires (approximately 1000 misfires per 1000 crankshaft revolutions) occurs once.
2. An excessive number of misfires (approximately 500 misfires per 1000 crankshaft revolutions) occurs a total of 4 times.

The ECM flashes the MIL and stores a DTC when the following condition, which could cause the Three-Way Catalytic Converter (TWC) damage, is detected (2 trip detection logic).

1. A catalyst-damaging misfire, which is monitored every 200 crankshaft revolutions, occurs 3 times.

Flat-type knock sensors (non-resonant type) have structures that can detect vibrations between approximately 6 kHz and 15 kHz.

Knock sensors are fitted onto the engine block to detect engine knocking.

The knock sensor contains a piezoelectric element which generates a voltage when it becomes deformed.

The voltage is generated when the engine block vibrates due to knocking. Any occurrence of engine knocking can be suppressed by delaying the ignition timing.

HINT

When DTC P0327 or P0328 is stored, the ECM enters fail-safe mode. During fail-safe mode, the ignition timing is delayed to its maximum retardation. Fail-safe mode continues until the ignition switch is turned off.

Reference: Inspection using an oscilloscope

Scheme 239

The correct waveform is as shown.

If the output voltage transmitted by the knock sensor remains low or high for more than 1 second, the ECM interprets this as a malfunction in the sensor circuit, and stores a DTC.

The monitor for DTCs P0327 and P0328 begins to run when 5 seconds have elapsed since the engine was started.

If the malfunction is not repaired successfully, DTC P0327 or P0328 is stored 5 seconds after the engine is next started.

The Crankshaft Position (CKP) sensor system consists of a CKP sensor plate and a pickup coil.

The sensor plate has 34 teeth and is installed on the crankshaft. The pickup coil is made of wound copper wire, an iron core and magnet. The sensor plate rotates and, as each tooth passes by the pickup coil, a pulse signal is created. The pickup coil generates 34 signals per crankshaft revolution. Based on these signals, the ECM calculates the crankshaft position and engine speed. Using these calculations, the fuel injection time and ignition timing are controlled.

Scheme 240

1. Reference: Inspection using an oscilloscope. HINT: The correct waveform is as shown. NE stands for the CKP sensor signal. Grounding failure of the shielded wire may cause noise in waveforms. Terminal No. (Symbol) Tool Setting Condition B30-74 (NE+) - B30-120 (NE-) 5 V/DIV, 20 ms/DIV Idling

If there is no signal from the Crankshaft Position (CKP) sensor despite the crankshaft revolving, the ECM interprets this as a malfunction of the sensor.

If the malfunction is not repaired successfully, a DTC is stored 10 seconds after the engine is next started.

The camshaft position sensor for the intake camshaft (G signal sensor) consists of a magnet and MRE element.

The camshaft has a timing rotor for the camshaft position sensor. When the camshaft rotates, changes occur in the air gaps between the timing rotor and MRE element, which affects the magnet. As a result, the resistance of the MRE material fluctuates. The camshaft position sensor converts the camshaft rotation data to pulse signals, and uses the pulse signals to determine the camshaft angle, which it sends to the ECM. Then the ECM uses this data to control fuel injection time and injection timing.

HINT

DTC P0340 indicates a malfunction relating to the camshaft position sensor circuit (the wire harness between the ECM and camshaft position sensor, and the camshaft position sensor itself).

Reference: Inspection using an oscilloscope.

Scheme 241

1. The correct waveform is as shown.
2. G2 stands for the Camshaft Position (CMP) sensor (for intake side) signal and EV1 stands for the CMP sensor (for exhaust side) signal.

If no signal is transmitted by the camshaft position sensor despite the camshaft revolving, or the rotation of the camshaft and the crankshaft is not synchronized, the ECM interprets this as a malfunction of the sensor.

If the malfunction is not repaired successfully, the DTC is stored 10 seconds after the engine is next started.

HINT

1. These DTCs indicate malfunctions relating to the primary circuit.
2. If DTC P0351 is output, check the No. 1 ignition coil circuit.
3. If DTC P0352 is output, check the No. 2 ignition coil circuit.
4. If DTC P0353 is output, check the No. 3 ignition coil circuit.
5. If DTC P0354 is output, check the No. 4 ignition coil circuit.

A Direct Ignition System (DIS) is used on this vehicle.

The DIS is a 1-cylinder ignition system in which each cylinder is ignited by one ignition coil and one spark plug is connected to the end of each secondary wiring. A powerful voltage, generated in the secondary wiring, is applied directly to each spark plug. The sparks of the spark plugs pass from the center electrode to the ground electrodes.

The ECM determines the ignition timing and transmits the ignition (IGT) signals to each cylinder. Using the IGT signal, the ECM turns the power transistor inside the igniter on and off. The power transistor, in turn, switches on and off the current to the primary coil. When the current to the primary coil is cut off, a powerful voltage is generated in the secondary coil. This voltage is applied to the spark plugs, causing them to spark inside the cylinders. As the ECM cuts the current to the primary coil, the igniter sends back an ignition confirmation (IGF) signal to the ECM for each cylinder ignition.

Scheme 242

Scheme 243

1. Reference: Inspection using an oscilloscope.
2. While cranking or idling the engine, check the waveform between terminals IGT (1 to 4) and E1, and IGF1 and E1 of the ECM connector. Terminal No. (Symbol) Tool Setting Condition B30-108 (IGT1) - B30-104 (E1) 2 V/DIV, 20 ms/DIV Idling B30-107 (IGT2) - B30-104 (E1) 2 V/DIV, 20 ms/DIV Idling B30-106 (IGT3) - B30-104 (E1) 2 V/DIV, 20 ms/DIV Idling B30-105 (IGT4) - B30-104 (E1) 2 V/DIV, 20 ms/DIV Idling B30-23 (IGF1) - B30-104 (E1) 2 V/DIV, 20 ms/DIV Idling

Scheme 244

If the ECM does not receive any IGF signals despite transmitting the IGT signal, it interprets this as a fault in the igniter and stores a DTC.

If the malfunction is not repaired successfully, a DTC is stored 1 second after the engine is next started.

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