Engine Control System (2GR-FE) (Diagnostics - Introduction): Diagnosis Toyota RAV4 III рестайлинг

HOW TO PROCEED WITH TROUBLESHOOTING

HINT

*: Use the Techstream.

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

BASIC INSPECTION

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

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

PROBLEM SYMPTOMS TABLE

HINT

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

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1. CHECK ECM Measure the voltage of the ECM connectors. HINT: The standard voltage between each pair of ECM terminals is shown in the table below. The appropriate conditions for checking each pair of terminals are also indicated. The result of checks should be compared with the standard voltage for that pair of terminals, displayed in the Specified Condition column. The illustration above can be used as a reference to identify the ECM terminal locations. Symbol (Terminal No.) Wiring Color Terminal Description Condition Specified Condition BATT (A9-1) - E1 (B30-81) W - BR Battery (for measuring battery voltage and for ECM memory) Always 11 to 14 V +BM (B30-41) - E1 (B30-81) LG - BR Power source of throttle actuator Always 11 to 14 V IGSW (A9-28) - E1 (B30-81) B - BR Ignition switch Ignition switch ON 11 to 14 V +B (A9-3) - E1 (B30-81) B - BR Power source of ECM Ignition switch ON 11 to 14 V +B2 (A9-2) - E1 (B30-81) B - BR Power source of ECM Ignition switch ON 11 to 14 V OC1+ (B30-58) - OC1- (B30-57) W - B Camshaft timing oil control valve (OCV) (Intake side (bank 1)) Ignition switch ON Pulse generation (see waveform 1) OC2+ (B30-52) - OC2- (B30-51) BR - B Camshaft timing oil control valve (OCV) (Intake side (bank 2)) Ignition switch ON Pulse generation (see waveform 1) OE1+ (B30-56) - OE1- (B30-55) R - LG Camshaft timing oil control valve (OCV) (Exhaust side (bank 1)) Ignition switch ON Pulse generation (see waveform 1) OE2+ (B30-50) - OE2- (B30-49) W - B Camshaft timing oil control valve (OCV) (Exhaust side (bank 2)) Ignition switch ON Pulse generation (see waveform 1) MREL (A9-34) - E1 (B30-81) P - BR EFI relay Ignition switch ON 11 to 14 V VG (B30-74) - E2G (B30-75) GR - LG Mass air flow meter Idling, Shift lever position P or N, A/C switch OFF 0.5 to 3.0 V THA (B30-73) - ETHA (B30-98) P - G-R Intake air temperature sensor Idling, Intake air temperature 20°C (68°F) 0.5 to 3.4 V THW (B30-76) - ETHW (B30-97) L - BR Engine coolant temperature sensor Idling, Engine coolant temperature 80°C (176°F) 0.2 to 1.0 V VCTA (B30-80) - ETA (B30-79) B - W Power source for throttle position sensor (fixed voltage) Ignition switch ON 4.5 to 5.5 V VTA1 (B30-78) - ETA (B30-79) Y - W Throttle position sensor (for engine control) Ignition switch ON, Throttle valve fully closed 0.5 to 1.1 V Ignition switch ON, Throttle valve fully open 3.3 to 4.9 V VTA2 (B30-77) - ETA (B30-79) GR - W Throttle position sensor (for sensor malfunction detection) Ignition switch ON, Throttle valve fully closed 2.1 to 3.1 V Ignition switch ON, Throttle valve fully open 4.6 to 5.0 V VPA (A9-55) - EPA (A9-58) W - Y Accelerator pedal position sensor (for engine control) Ignition switch ON, Accelerator pedal released 0.5 to 1.1 V Ignition switch ON, Accelerator pedal fully depressed 2.6 to 4.5 V VPA2 (A9-56) - EPA2 (A9-60) R - P Accelerator pedal position sensor (for sensor malfunction detection) Ignition switch ON, Accelerator pedal released 1.2 to 2.0 V Ignition switch ON, Accelerator pedal fully depressed 3.4 to 5.0 V VCPA (A9-57) - EPA (A9-58) B - Y Power source of accelerator pedal position sensor (for VPA) Ignition switch ON 4.5 to 5.5 V VCP2 (A9-59) - EPA2 (A9-60) L - P Power source of accelerator pedal position sensor (for VPA2) Ignition switch ON 4.5 to 5.5 V HA1A (B30-22) - E04 (B30-23) HA2A (B30-20) - E04 (B30-23) G - BR B - BR A/F sensor heater Idling Below 3.0 V Ignition switch ON 11 to 14 V A1A+ (B30-126) - E1 (B30-81) W -BR A/F sensor Ignition switch ON 3.3 V* A1A- (B30-125) - E1 (B30-81) BR - BR A/F sensor Ignition switch ON 3.0 V* A2A+ (B30-103) - E1 (B30-81) L - BR A/F sensor Ignition switch ON 3.3 V* A2A- (B30-102) - E1 (B30-81) Y - BR A/F sensor Ignition switch ON 3.0 V* HT1B (B30-45) - E03 (B30-46) HT2B (B30-44) - E03 (B30-46) LG - BR Y - BR Heated oxygen sensor heater Idling Below 3.0 V Ignition switch ON 11 to 14 V OX1B (B30-114) - EX1B (B30-115) OX2B (B30-112) - EX2B- (B30-113) W - GR B - B-W Heated oxygen sensor Engine speed maintained at 2, 500 rpm for 2 minutes after warming up sensor Pulse generation (see waveform 2) #10 (B30-86) - E01 (B30-43) #20 (B30-109) - E01 (B30-43) #30 (B30-85) - E01 (B30-43) #40 (B30-108) - E01 (B30-43) #50 (B30-84) - E01 (B30-43) #60 (B30-107) - E01 (B30-43) Y - BR W - BR B - BR BR - BR L - BR G - BR Injector Ignition switch ON 11 to 14 V Idling Pulse generation (see waveform 3) KNK1 (B30-94) - EKNK (B30-93) KNK2 (B30-117) - EKN2 (B30-116) R - G B - W Knock sensor Engine speed maintained at 4, 000 rpm after warming up engine Pulse generation (see waveform 4) VCV1 (B30-67) - E1 (B30-81) G-R - BR Power source for sensor (specific voltage) Ignition switch ON 4.5 to 5.0 V VCV2 (B30-66) - E1 (B30-81) V - BR Power source for VVT sensor for (Intake side (bank 2)) (specific voltage) Ignition switch ON 4.5 to 5.0 V VV1+ (B30-90) - VV1- (B30-89) P - L-B Variable valve timing (VVT) sensor (Intake side (bank 1)) Idling Pulse generation (see waveform 5) VV2+ (B30-87) - VV2- (B30-88) W - B Variable valve timing (VVT) sensor (Intake side (bank 2)) Idling Pulse generation (see waveform 5) EV1+ (B30-69) - EV1- (B30-68) Y - G Variable valve timing (VVT) sensor (Exhaust side (bank 1)) Idling Pulse generation (see waveform 6) EV2+ (B30-64) - EV2- (B30-65) R - L Variable valve timing (VVT) sensor (Exhaust side (bank 2)) Idling Pulse generation (see waveform 6) NE+ (B30-110) - NE- (B30-111) G - R Crankshaft position sensor Idling Pulse generation (see waveform 5, 6) IGT1 (B30-40) - E1 (B30-81) IGT2 (B30-39) - E1 (B30-81) IGT3 (B30-38) - E1 (B30-81) IGT4 (B30-37) - E1 (B30-81) IGT5 (B30-36) - E1 (B30-81) IGT6 (B30-35) - E1 (B30-81) W - BR G-R - BR G - BR LG - BR P - BR V - BR Ignition coil (ignition signal) Idling Pulse generation (see waveform 7) IGF1 (B30-104) - E1 (B30-81) Y - BR Ignition coil (ignition confirmation signal) Ignition switch ON 4.5 to 5.5 V Idling Pulse generation (see waveform 7) PRG (B30-63) - E1 (B30-81) LG - BR Purge VSV Ignition switch ON 11 to 14 V Idling Pulse generation (see waveform 8) SPD (A9-13) - E1 (B30-81) V - BR Vehicle speed signal from combination meter Driving at 20 km/h (12 mph) Pulse generation (see waveform 9) STA (A9-46) - E1 (B30-81) LG - BR Starter signal Cranking 5.5 V or more NSW (B30-120) - E1 (B30-81) G-R - BR Starter relay control Ignition switch ON Below 1.5 V Cranking 6.0 V or more STP (A9-36) - E1 (B30-81) L - BR Stop light switch Brake pedal depressed 7.5 to 14 V Brake pedal released Below 1.5 V ST1- (A9-35) - E1 (B30-81) GR - BR Stop light switch (opposite to voltage at STP terminal) Ignition switch ON, Brake pedal depressed Below 1.5 V Ignition switch ON, Brake pedal released 7.5 to 14 V M+ (B30-19) - ME01 (B30-82) G - BR Throttle actuator Idling with warm engine Pulse generation (see waveform 10) M- (B30-18) - ME01 (B30-82) R - BR Throttle actuator Idling with warm engine Pulse generation (see waveform 11) FC (A9-52) - E1 (B30-81) W - BR Fuel pump control Ignition switch ON 11 to 14 V Idling Below 1.5 V FPR (A9-48) - E1 (B30-81) W - BR Fuel pump control Cranking 11 to 14 V FPR (A9-48) - E1 (B30-81) W - BR Fuel pump control Idling 11 to 14 V W (A9-24) - E1 (B30-81) R - BR MIL Ignition switch ON Below 1.5 V Idling 11 to 14 V TC (A9-16) - E1 (B30-81) G - BR Terminal TC of DLC3 Ignition switch ON 11 to 14 V TACH (A9-15) - E1 (B30-81) GR - BR Engine speed Idling Pulse generation (see waveform 12) VPMP (A9-30) - E1 (B30-81) W - BR Vent valve (built into canister pump module) Ignition switch ON 11 to 14 V MPMP (A9-49) - E1 (B30-81) B - BR Leak detection pump (built into canister pump module) Leak detection pump OFF Below 3 V Leak detection pump ON 11 to 14 V PPMP (B30-121) - ETHA (B30-98) L - G-R Canister pressure sensor (built into canister pump module) Ignition switch ON 3 to 3.6 V ELS1 (A9-32) - E1 (B30-81) P - BR Electric load Taillight switch ON 7.5 to 14 V Taillight switch OFF Below 1.5 V ELS2 (A9-33) - E1 (B30-81) G - BR Electric load Defogger switch ON 7.5 to 14 V Defogger switch OFF Below 1.5 V ALT (B30-32) - E1 (B30-81) P - BR Generator Ignition switch ON 11 to 14 V CANH (A9-10) - E1 (B30-81) Y - BR CAN communication line Ignition switch ON Pulse generation (see waveform 13) CANL (A9-11) - E1 (B30-81) W - BR CAN communication line Ignition switch ON Pulse generation (see waveform 14) AICV (B30-61) - E1 (B30-81) B - BR VSV for air intake control system operation signal Ignition switch ON 11 to 14 V ACIS (B30-62) - E1 (B30-81) R - BR VSV for ACIS (Acoustic Control Induction System) operation signal Ignition switch ON 11 to 14 V STSW (A9-14) - E1 (B30-81) R - BR Starter switch Shift lever in P or N, cranking 6.0 V or higher ACCR (A9-41) - E1 (B30-81) LG - BR ACC control signal Ignition switch ON --> Cranking 11 to 14 V --> Below 1 V STAR (B30-16) - E1 (B30-81) W - BR Starter relay control Ignition switch ON Below 1.5 V STAR (B30-16) - E1 (B30-81) W - BR Starter relay control Cranking 5.5 V or higher HINT: *: The ECM terminal voltage is constant regardless of the output voltage from the sensor. WAVEFORM 1 CAMSHAFT TIMING OIL CONTROL VALVE (OCV) Symbol (Terminal No.) Between OC1+ (B30-58) and OC1- (B30-57) Between OC2+ (B30-52) and OC2- (B30-51) Between OE1+ (B30-56) and OE1- (B30-55) Between OE2+ (B30-50) and OE2- (B30-49) Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling WAVEFORM 2 HEATED OXYGEN SENSOR Symbol (Terminal No.) Between OX1B (B30-114) and EX1B (B30-115) Between OX2B (B30-112) and EX2B (B30-113) Tester Range 0.2 V/DIV., 200 msec./DIV. Condition Engine speed maintained at 2, 500 rpm for 2 minutes after warming up sensor HINT: In Data List, item O2S B1S2 shows the ECM input values from the heated oxygen sensor. WAVEFORM 3 INJECTOR NO. 1 (TO NO. 6) INJECTION SIGNAL Symbol (Terminal No.) Between #10 (B30-86) and E01 (B30-43) Between #20 (B30-109) and E01 (B30-43) Between #30 (B30-85) and E01 (B30-43) Between #40 (B30-108) and E01 (B30-43) Between #50 (B30-84) and E01 (B30-43) Between #60 (B30-107) and E01 (B30-43) Tester Range 20 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 4 KNOCK SENSOR Symbol (Terminal No.) Between KNK1 (B30-94) and EKNK (B30-93) Between KNK2 (B30-117) and EKN2 (B30-116) Tester Range 1 V/DIV., 1 msec./DIV. Condition Engine speed maintained at 4, 000 rpm after warming up engine HINT: The wavelength becomes shorter as the engine rpm increases. The waveforms and amplitudes displayed differ slightly depending on the vehicle. WAVEFORM 5 CRANKSHAFT POSITION SENSOR AND CAMSHAFT POSITION SENSOR Symbol (Terminal No.) Between NE+ (B30-110) and NE- (B30-111) Between VV1+ (B30-90) and VV1- (B30-89) Between VV2+ (B30-87) and VV2- (B30-88) Tester Range 5 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 6 CRANKSHAFT POSITION SENSOR AND CAMSHAFT POSITION SENSOR Symbol (Terminal No.) Between NE+ (B30-110) and NE- (B30-111) Between EV1+ (B30-69) and EV1- (B30-68) Between EV2+ (B30-64) and EV2- (B30-65) Tester Range 5 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 7 IGNITER IGT SIGNAL (FROM ECM TO IGNITER) AND IGNITER IGF SIGNAL (FROM IGNITER TO ECM) Symbol (Terminal No.) Between IGT1 (B30-40) and E1 (B30-81) Between IGT2 (B30-39) and E1 (B30-81) Between IGT3 (B30-38) and E1 (B30-81) Between IGT4 (B30-37) and E1 (B30-81) Between IGT5 (B30-36) and E1 (B30-81) Between IGT6 (B30-35) and E1 (B30-81) Between IGF1 (B30-104) and E1 (B30-81) Tester Range 2 V/DIV., 20 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 8 PURGE VSV Symbol (Terminal No.) Between PRG (B30-63) and E1 (B30-81) Tester Range 10 V/DIV., 20 msec./DIV. Condition Idling HINT: If the waveform is not similar to the illustration, check the waveform again after idling for 10 minutes or more. WAVEFORM 9 VEHICLE SPEED SIGNAL Symbol (Terminal No.) Between SPD (A9-13) and E1 (B30-81) Tester Range 2 V/DIV., 20 msec./DIV. Condition Driving at 20 km/h (12 mph) HINT: The wavelength becomes shorter as the vehicle speed increases. WAVEFORM 10 THROTTLE ACTUATOR POSITIVE TERMINAL Symbol (Terminal No.) Between M+ (B30-19) and ME01 (B30-82) Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. WAVEFORM 11 THROTTLE ACTUATOR NEGATIVE TERMINAL Symbol (Terminal No.) Between M- (B30-18) and ME01 (B30-82) Tester Range 5 V/DIV., 1 msec./DIV. Condition Idling with warm engine HINT: The duty ratio varies depending on the throttle actuator operation. WAVEFORM 12 ENGINE SPEED SIGNAL Symbol (Terminal No.) Between TACH (A9-15) and E1 (B30-81) Tester Range 5 V/DIV., 10 msec./DIV. Condition Idling HINT: The wavelength becomes shorter as the engine rpm increases. WAVEFORM 13 CAN COMMUNICATION SIGNAL Symbol (Terminal No.) Between CANH (A9-10) and E1 (B30-81) Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine stopped and ignition switch ON HINT: The waveform varies depending on the CAN communication signal. WAVEFORM 14 CAN COMMUNICATION SIGNAL Symbol (Terminal No.) Between CANL (A9-11) and E1 (B30-81) Tester Range 1 V/DIV., 10 μsec./DIV. Condition Engine stopped and ignition switch ON HINT: The waveform varies depending on the CAN communication signal.

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1. DESCRIPTION When troubleshooting OBD (On-Board Diagnostics) II vehicles, the Techstream (complying with SAE J1987) must be connected to the DLC3 (Data Link Connector 3) of the vehicle. Various data in the ECM (Engine Control Module) can be then read. OBD II regulations require that the vehicle's on-board computer illuminate the MIL (Malfunction Indicator Lamp) on the instrument panel when the computer detects a malfunction in: The emission control system components. The powertrain control components (which affect vehicle emissions). The computer itself. In addition, the applicable DTCs (Diagnostic Trouble Codes) prescribed by SAE J2012 are recorded in the ECM memory. If the malfunction does not recur in 3 consecutive trips, the MIL turns off automatically but the DTCs remain recorded in the ECM memory. To check DTCs, connect the Techstream to the DLC3. The tester displays DTCs, freeze frame data, and a variety of engine data. The DTCs and freeze frame data can be erased with the tester.Refer to «DTC CHECK / CLEAR»(ref-493460-S06003279822012081000000) . In order to enhance OBD function on vehicles and develop the Off-Board diagnosis system, CAN (Controller Area Network) communication is used in this system. It minimizes the gap between technician skills and vehicle technology. CAN is a network, which uses a pair of data transmission lines, spanning multiple computers and sensors. It allows high speed communication between the systems and simplifies the wire harness connection.
2. NORMAL MODE AND CHECK MODE The diagnosis system operates in normal mode during normal vehicle use. In normal mode, 2 trip detection logic is used to ensure accurate detection of malfunctions. Check mode is also available as an option for technicians. In check mode, 1 trip detection logic is used for simulating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent problems (Techstream only).Refer to «CHECK MODE PROCEDURE»(ref-493460-S33030933402012081000000) .
3. 2 TRIP DETECTION LOGIC When a malfunction is first detected, the malfunction is temporarily stored in the ECM memory (1st trip). If the same malfunction is detected during the next subsequent driving cycle, the MIL is illuminated (2nd trip).
4. FREEZE FRAME DATA Freeze frame data records the engine conditions (fuel system, calculated engine load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
5. DLC3 (Data Link Connector 3) Symbol (Terminal No.) Terminal Description Condition Specified Condition SIL (7) - SG (5) Bus "+" line During transmission Pulse generation CG (4) - Body ground Chassis ground Always Below 1 ohms SG (5) - Body ground Signal ground Always Below 1 ohms BAT (16) - Body ground Battery positive Always 11 to 14 V CANH (6) - CANL (14) CAN bus line Ignition switch off* 54 to 69 ohms CANH (6) - Battery positive HIGH-level CAN bus line Ignition switch off* 6 kohms or higher CANH (6) - CG (4) HIGH-level CAN bus line Ignition switch off* 200 ohms or higher CANL (14) - Battery positive LOW-level CAN bus line Ignition switch off* 6 kohms or higher CANL (14) - CG (4) LOW-level CAN bus line Ignition switch off* 200 ohms or higher NOTE: *: Before measuring the resistance, leave the vehicle as is for at least 1 minute and do not operate the ignition switch, any other switches or the doors. If the result is not as specified, the DLC3 may have a malfunction. Repair or replace the harness and connector. HINT: The DLC3 is the interface prepared for reading various data from the ECM. After connecting the cable of the Techstream to the DLC3, turn the ignition switch to ON and turn the Techstream ON. If a communication failure message is displayed on the tester screen, a problem exists in either the vehicle or tester. In order to identify the location of the problem, connect the tester to another vehicle. If communication is normal: Inspect the DLC3 on the original vehicle. If communication is still not possible: The problem is probably in the tester itself. Consult the service department listed in the instruction manual.
6. BATTERY VOLTAGE Standard battery voltage 11 to 14 V If the voltage is below 11 V, replace or recharge the battery before proceeding.
7. MIL (Malfunction Indicator Lamp) The MIL is illuminated when the ignition switch is first turned to ON (the engine is not running). The MIL should turn OFF when the engine starts. If the MIL remains illuminated, the diagnosis system has detected a malfunction or abnormality in the system. HINT: If the MIL is not illuminated when the ignition switch is first turned ON, check the MIL circuit.Refer to «MIL Circuit»(ref-493463-S41260471082012081000000) .
8. ALL READINESS HINT: With "All Readiness" you can check whether or not the DTC judgment has been completed by using the Techstream. You should check "All Readiness" after simulating malfunction symptoms or for validation after finishing repairs. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Clear the DTCs.Refer to «DTC CHECK / CLEAR»(ref-493460-S06003279822012081000000) . Perform the DTC judgment driving pattern to run the DTC judgment. Select the following menus items: Powertrain / Engine and ECT / Utility / All Readiness. Input the DTCs to be confirmed. Check the DTC judgment result. Tester Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Perform driving pattern after confirming DTC enabling conditions N/A Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit

DTC CHECK / CLEAR

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

HINT

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

2 TRIP DETECTION EXAMPLES

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HINT

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

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1. CHECK DTC Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check the DTC(s) and freeze frame data, and then write them down. Check the details of the DTC(s).Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-493460-S19564278272012081000000) .
2. CLEAR DTC (Pending and Current DTC) Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Clear the DTCs.
3. CLEAR DTC (Pending and Current DTC without using Techstream) Perform either of the following operations: Disconnect the cable from the negative (-) battery terminal for more than 1 minute. Remove the EFI MAIN and ETCS fuses from the engine room relay block located inside the engine compartment for more than 1 minute.
4. CLEAR PERMANENT DTC HINT: Even if the following procedure is not performed, permanent DTCs are cleared by obtaining a normal judgment during 3 consecutive driving cycles. Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check if permanent DTCs are stored. HINT: If permanent DTCs are not output, it is not necessary to continue this procedure. Clear DTCs. Perform the respective confirmation driving patterns in order to obtain a normal judgment for the output DTCs. HINT: Confirmation driving patterns do not need to be performed for misfire and fuel system DTCs. For the confirmation driving pattern, refer to the procedures for the relevant DTC.Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-493460-S19564278272012081000000) . Perform the universal trip. HINT: The driving pattern to obtain a normal judgment and the universal trip driving can be performed consecutively in the same driving cycle. Idle the engine for 30 seconds or more. Drive the vehicle at 40 km/h (25 mph) or more for a total of 5 minutes or more. HINT: It is possible to complete the drive pattern even if the vehicle decelerates to less than 40 km/h (25 mph) during the driving cycle provided that the vehicle is driven at 40 km/h (25 mph) or more for a total of 5 minutes. Allow 10 minutes or more to elapse from the time the engine is started. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes. Check that the permanent DTCs have been cleared. HINT: The permanent DTCs are cleared when the universal trip is completed.

Scheme 418

1. DESCRIPTION Freeze frame data records the engine conditions (fuel system, calculated load, engine coolant temperature, fuel trim, engine speed, vehicle speed, etc.) when a malfunction is detected. When troubleshooting, it can help determine if the vehicle was moving or stationary, the engine was warmed up or not, the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred. HINT: If it is impossible to duplicate the problem even though a DTC is detected, confirm the freeze frame data. The ECM records engine conditions in the form of freeze frame data every 0.5 seconds. Using Techstream, 5 separate sets of freeze frame data can be checked. 3 data sets before the DTC was set. 1 data set when the DTC was set. 1 data set after the DTC was set. These data sets can be used to simulate the condition of the vehicle around the time of the occurrence of the malfunction. The data may assist in identifying the cause of the malfunction, and in judging whether it was temporary or not.
2. LIST OF FREEZE FRAME DATA LABEL (Techstream Display) Measurement Item Diagnostic Note Vehicle Speed Vehicle speed Speed indicated on speedometer Engine Speed Engine speed - Calculate Load Calculated load Load calculated by the ECM. Vehicle Load Vehicle load - MAF Mass air flow volume If approximately 0.00 gm/s.: Mass air flow meter power source circuit open or short VG circuit open or short If 160.00 gm/s. or more: E2G circuit open Atmosphere Pressure Atmospheric pressure - Coolant Temp Engine coolant temperature If -40°C (-40°F), sensor circuit open If 140°C (284°F) or more, sensor circuit shorted Intake Air Intake air temperature If -40°C (-40°F), sensor circuit open If 140°C (284°F) or more, sensor circuit shorted Ambient Temperature Ambient temperature - Engine Run Time Accumulated engine running time - Initial Engine Coolant Temp Engine coolant temperature at engine start - Initial Intake Air Temp Intake air temperature at engine start - Battery Voltage Battery voltage - Accel Sens. No. 1 Volt % Absolute Accelerator Pedal Position (APP) No. 1 - Accel Sens. No. 2 Volt % Absolute APP No. 2 - Throttle Sensor Volt % Throttle position sensor positioning - Throttle Sensor #2 Volt % Throttle position sensor positioning #2 - Throttle Sensor Position Throttle position - Throttle Motor DUTY Throttle motor - Injector (Port) Injection period of No. 1 cylinder - Injection Volum (Cylinder1) Injection volume - Fuel Pump Speed Control Fuel pump speed control status - Fuel Pump/Speed Status Fuel pump/speed status - Vacuum Pump Key-off EVAP system leak detection pump status Refer to «EVAP System»(ref-493463-S33769003022012081000000) EVAP (Purge) VSV EVAP purge VSV duty ratio - Evap Purge Flow Ratio of evaporative purge flow to intake air volume - Purge Density Learn Value Learned value of purge density - EVAP System Vent Valve Key-off EVAP system vent valve status - EVAP Purge VSV EVAP Purge VSV - Purge Cut VSV Duty Purge cut VSV duty - Target Air-Fuel Ratio Ratio compared to stoichiometric level - AF Lambda B1S1 Output air fuel ratio associated with bank 1 sensor 1 - AF Lambda B2S1 Output air fuel ratio associated with bank 2 sensor 1/ - AFS Voltage B1S1 AFS Voltage B2S1 Air fuel ratio sensor output voltage Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor AFS Current B1S1 AFS Current B2S1 Air fuel ratio sensor output current - A/F Heater Duty #1 A/F Heater Duty #2 A/F heater duty ratio - O2S B1S2 O2S B2S2 Heated oxygen sensor output Performing Control the Injection Volume or Control the Injection Volume for A/F Sensor function of Active Test enables technician to check output voltage of sensor O2S Impedance B1S2 O2S Impedance B2S2 Sub heated oxygen sensor impedance (sensor 2) - O2 Heater B1S2 O2 Heater B2S2 Heated oxygen sensor heater - O2 Heater Curr Val B1S2 O2 Heater Curr Val B2S2 Heated oxygen sensor current - Short FT #1 Short-term fuel trim Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #1 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from central value Total FT #1 Total fuel trim - Short FT #2 Short-term fuel trim Short-term fuel compensation used to maintain air-fuel ratio at stoichiometric air-fuel ratio Long FT #2 Long-term fuel trim Overall fuel compensation carried out in long-term to compensate for a continual deviation of short-term fuel trim from central value Total FT #2 Total fuel trim - Fuel System Status #1 Fuel system status (bank 1) OL (Open Loop): Has not yet satisfied conditions to go to closed loop CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control OL DRIVE: Open loop due to driving conditions (fuel enrichment) OL FAULT: Open loop due to detected system fault CL FAULT: Closed loop but heated oxygen sensor, which used for fuel control, malfunctioning Fuel System Status #2 Fuel system status (bank 2) OL (Open Loop): Has not yet satisfied conditions to go to closed loop CL (Closed Loop): Using heated oxygen sensor as feedback for fuel control OL DRIVE: Open loop due to driving conditions (fuel enrichment) OL FAULT: Open loop due to detected system fault CL FAULT: Closed loop but heated oxygen sensor, which used for fuel control, malfunctioning IGN Advance Ignition advance - Knock Feedback Value Feedback value of knocking - Knock Correct Learn Value Learned knocking correction value - ACIS VSV VSV for Acoustic Control Induction System (ACIS) - AICV VSV VSV for Air Intake Control System (AICS) - VVT Control Status #1 VVT control (bank 1 intake side) status - VVT Control Status #2 VVT control (bank 2 intake side) status - VVT Aim Angle #1 VVT hold duty learned value (bank 1 intake side) - VVT Change Angle #1 VVT change angle - VVT OCV Duty #1 VVT OCV operation duty - VVT Aim Angle #2 VVT hold duty learned value (bank 2 intake side) - VVT Change Angle #2 VVT change angle (bank 2 intake side) - VVT OCV Duty #2 VVT OCV (bank 2 intake side) operation duty - VVT Ex Hold Lrn Val #1 VVT exhaust hold duty ratio learned value (bank 1 exhaust side) - VVT Ex Chg Angle #1 VVT change angle (bank 1 exhaust side) - VVT Ex OCV Duty #1 VVT OCV (bank 1 exhaust side) operation duty - VVT Ex Hold Lrn Val #2 VVT exhaust hold duty ratio learned value (bank 2 exhaust side) - VVT Ex Chg Angle #2 VVT change angle (bank 2 exhaust side) - VVT Ex OCV Duty #2 VVT OCV (bank 2 exhaust side) operation duty - Catalyst Temp B1S1 Catalyst Temp B2S1 Estimated catalyst temperature (sensor 1) - Catalyst Temp B1S2 Catalyst Temp B2S2 Estimated catalyst temperature (sensor 2) - Starter Signal Starter signal - Starter Control Starter switch status - Power Steering Signal Record Power steering signal - Starter Relay Starter relay status - ACC Relay ACC relay status - Neutral Position SW Signal Park/Neutral Position (PNP) switch signal - Stop Light Switch Stop light switch - A/C Signal A/C signal - Idle Up Signal Idle up signal - Closed Throttle Position SW Closed throttle position switch - Fuel Cut Condition Fuel-cut condition - Immobiliser Communication Immobiliser communication - TC Terminal TC terminal status - Time after DTC Cleared Cumulative time after DTC cleared - Distance from DTC Cleared Accumulated distance from DTC cleared - Warmup Cycle Cleared DTC Warm-up cycle after DTC cleared - Dist Batt Cable Disconnect Accumulated distance from battery cable disconnected - IG OFF Elapsed Time Cumulative time after ignition switch off - TC and TE1 TC and CG (TE1) terminals of DLC3 - Ignition Trig. Count Ignition counter - Cylinder #1 Misfire Count Cylinder #1 misfire count - Cylinder #2 Misfire Count Cylinder #2 misfire count - Cylinder #3 Misfire Count Cylinder #3 misfire count - Cylinder #4 Misfire Count Cylinder #4 misfire count - Cylinder #5 Misfire Count Cylinder #5 misfire count - Cylinder #6 Misfire Count Cylinder #6 misfire count - All Cylinders Misfire Count All cylinders misfire count - Misfire RPM Average engine speed when misfire occurs - Misfire Load Engine load when misfire occurred - Misfire Margin Margin to detect engine misfire - Catalyst OT MF F/C Availability of fuel-cut function to prevent misfire causing catalyst overheat - Cat OT MF F/C History History of fuel-cut function to prevent misfire causing catalyst overheat - Cat OT MF F/C Cylinder#1 Display of fuel cut operation in No. 1 cylinder (if certain level of misfires is detected) - Cat OT MF F/C Cylinder#2 Display of fuel cut operation in No. 2 cylinder (if certain level of misfires is detected) - Cat OT MF F/C Cylinder#3 Display of fuel cut operation in No. 3 cylinder (if certain level of misfires is detected) - Cat OT MF F/C Cylinder#4 Display of fuel cut operation in No. 4 cylinder (if certain level of misfires is detected) - Cat OT MF F/C Cylinder#5 Display of fuel cut operation in No. 5 cylinder (if certain level of misfires is detected) - Cat OT MF F/C Cylinder#6 Display of fuel cut operation in No. 6 cylinder (if certain level of misfires is detected) - Electric Fan Motor Electric fan motor - Idle Fuel Cut Prohibit Prohibition of fuel cut at idle - Idle Fuel Cut Fuel cut idle ON when throttle valve fully closed and engine speed over 3, 500 rpm FC TAU Fuel cut during very light load Fuel cut being performed under very light load to prevent engine combustion from becoming incomplete Electrical Load Signal 1 Electrical load signal

DIAGNOSTIC TROUBLE CODE CHART

HINT

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

If any DTCs are displayed during a check mode DTC check, check the trouble area for the DTCs listed in the table below. For details of each DTC, refer to the "See " below.

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

*2: Only for Mexico models.

SFI SYSTEM