Engine Control System [1AR-FE] [Diagnostic Codes [P1604-U0101] & Circuit Tests]: Overview Toyota Sienna III

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.

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1. Reference waveforms showing a normal cold engine start
2. Reference waveforms showing a normal warm engine start
3. Reference waveforms showing an engine stop after normal idling
4. Reference values when there is an air leak in the intake system during starting difficulty FREEZE FRAME DATA P1604 STARTABILITY MALFUNCTION Parameter -3 -2 -1 0 1 Unit Engine Speed 398 325 221 159 114 RPM Calculate Load 43.1 42.7 43.1 87.4 87.4 % Vehicle Load 28.2 26.2 26.6 17.2 15.0 % MAF 3.01 2.28 1.59 0.75 0.48 gm/sec Atmosphere Pressure 14.5 14.5 14.5 14.5 14.5 psi (gauge) Coolant Temp 185 185 185 185 185 F Intake Air 115 115 115 115 115 F Battery Voltage 12.460 12.382 12.324 12.324 12.343 V Throttle Sensor Volt % 16.4 16.0 17.6 16.0 16.0 % Throttle Sensor #2 Volt % 48.6 47.8 49.8 47.8 47.8 % Throttle Sensor Position 0.0 0.0 0.0 0.0 0.0 % Throttle Motor DUTY 17.6 16.0 16.0 16.0 16.0 % Injector (Port) 4240 4302 4612 4612 7776 μs Injection Volume (Cylinder 1) 0.274 0.274 0.187 0.187 0.187 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 Purge VSV OFF OFF OFF OFF OFF Target Air-Fuel Ratio 0.864 0.873 0.882 0.883 0.830 AF Lambda B1S1 0.999 0.999 1.001 1.002 1.005 AFS Voltage B1S1 3.298 3.298 3.307 3.312 3.327 V O2S B1S2 0.015 0.015 0.015 0.015 0.015 V Short FT #1 0.000 0.000 0.000 0.000 0.000 % Long FT #1 3.906 3.906 3.906 3.906 3.906 % Total FT #1 0.000 0.000 0.000 0.000 0.000 Fuel System Status #1 OL OL OL OL OL IGN Advance 8.0 7.0 6.0 0.0 0.0 deg Knock Feedback Value -3.0 -3.0 -3.0 -3.0 -3.0 CA Knock Correct Learn Value 19.0 19.0 19.0 19.0 19.0 CA VVT Control Status #1 OFF OFF OFF OFF OFF Starter Signal OFF OFF OFF OFF OFF

MONITOR DESCRIPTION

The ECM continuously monitors its main and sub CPUs while cruise control is operating. This self-check ensures that the ECM is functioning properly. If outputs from the CPUs are different and deviate from the standard, the ECM illuminates the MIL and stores the DTC immediately.

The tumble control valve is built into the intake manifold. The tumble control valve is composed of a position sensor and a DC motor. The DC motor opens and closes the tumble control valve in response to signals from the ECM. The position sensor detects the opening angle of the tumble control valve.

When the tumble control valve is closed, the intake air tumble flow intensifies and negative pressure is generated between the tumble control valve and intake valve which atomizes the fuel. Combustion is enhanced and exhaust gas emissions are reduced at low temperatures.

HINT

After confirming DTCs P2004 and/or P2006, use the Techstream to confirm the Intake Air Control Position while performing Control the IAC Duty Ratio of the Active Test.

REFERENCE (NORMAL CONDITION: WHEN ENGINE WARMED UP)

When the ECM has requested a tumble control valve close operation but the actual tumble control valve opening angle is 17 deg or more for 10 seconds, DTC P2004 is output. When the ECM has requested a tumble control valve open operation but the actual tumble control valve opening angle is less than 35 deg for 10 seconds, DTC P2006 is output.

The ECM activates the DC motor for the tumble control valve, which opens and closes the tumble control valve. The ECM activates the DC motor based on engine speed, coolant temperature, intake air temperature and other conditions.

When the voltage of the DC motor deviates from the standard range, the ECM determines that a malfunction has occurred and stores a DTC.

The tumble control valve position sensor is a non-contact type sensor.

The position sensor measures the opening angle of the tumble control valve. The sensor is reliable and accurate, as it is electrically controlled by Hall elements.

Scheme 240

HINT

After confirming DTC P2014, P2016 or P2017, use the Techstream to confirm the IAC Sensor Voltage (tumble control valve position sensor output voltage). Enter the following menus: Powertrain / Engine / Data List / IAC Sensor Voltage.

The ECM IAC1 terminal voltage increases in correlation with the opening angle of the tumble control valve. When the tumble control valve is fully closed, approximately 0.94 V is applied to the IAC1 terminal. When the tumble control valve is fully open, approximately 3.39 V is applied to the IAC1 terminal.

When the output voltage of the IAC1 terminal deviates from the standard range, the ECM determines that a malfunction has occurred in the position sensor and stores a DTC.

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

The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on the throttle with motor body assembly. 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 (ETCS) 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 this 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 stores a DTC.

1. Example: When the electrical current is below 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 stores a DTC. If the malfunction is not repaired successfully, a DTC is stored when the engine is quickly revved to a high RPM several times after the engine has idled for 5 seconds after engine start.

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 with motor body assembly and mass air flow meter assembly to detect this malfunction.

If there are deposits in the throttle valve, a decrease in the ISC flow rate may cause engine stall or 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 (637.5 mmHg) or higher.
3. The vehicle has been driven at a speed of 30 km/h (18.6 mph) 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 gears. The opening angle of the throttle valve is detected by the throttle position sensor, which is mounted on the throttle with motor body assembly. 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 (ETCS) does not use a throttle cable.

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

If the malfunction is not repaired successfully, a DTC is stored when the accelerator pedal is fully depressed and released quickly (to fully open and close the throttle valve) after the engine is next started.

The electronic throttle control system has a dedicated power supply circuit. The voltage (+BM) is monitored and when it is low (below 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. The ECM then allows the current to flow to the throttle actuator so that it can be restarted.

HINT

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

Scheme 241

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

When the power supply voltage (+BM) drops below 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 stores the DTC.

If the malfunction is not repaired successfully, the DTC is stored 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 stores the DTC.

If the malfunction is not repaired successfully, the DTC is stored 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 (ETCS) 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 sensor and 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 voltage, 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 242

HINT

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

HINT

Accelerator pedal positions are expressed as voltages.

When either 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 stores a DTC.

Example

When the output voltage of VPA drops below 0.4 V for more than 0.5 seconds when the accelerator pedal is fully depressed, DTC P2122 is stored.

If the malfunction is not repaired successfully, a DTC is stored 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 stores the DTC.

HINT

1. Although the DTC titles say oxygen sensor, these DTCs relate to the air fuel ratio sensor.
2. Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located near the engine assembly.

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, and 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 243

HINT

1. When any of these DTCs is stored, check the air fuel ratio sensor voltage output by entering the following menus on the Techstream: Powertrain / Engine / Data List / 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 stores a DTC.

Sensor Voltage Detection Monitor

Under air fuel ratio feedback control, If the air fuel ratio sensor output voltage is below 2.8 V (very rich condition) for 5 seconds despite the rear heated oxygen sensor output voltage being below 0.69 V, the ECM stores DTC P2196. Alternatively, if the air fuel ratio sensor output voltage is higher than 3.8 V (very lean condition) for 5 seconds despite the rear heated oxygen sensor output voltage being 0.21 V or higher, 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 higher 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 below 0.7 mA for more than 3 seconds of cumulative time, the ECM stores DTC P2196 (stuck on low side).

Scheme 244

HINT

1. Although the DTC titles say oxygen sensor, these DTCs relate to the air fuel ratio sensor.
2. Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located near the engine assembly.

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, and 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 that the oxygen concentration in the exhaust gas is high, the voltage is high. If the air fuel ratio is rich, which means that the oxygen concentration in the exhaust gas is low, the voltage is low.

Scheme 245

These DTCs are output when there is an open or short in the air fuel ratio sensor circuit, or if the 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 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 0.6 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 determines that there is a malfunction in the air fuel ratio sensor. If the same malfunction is detected in next driving cycle, the MIL is illuminated and a DTC is stored.

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

5 hours* after the ignition switch is turned off, the leak detection pump creates negative pressure (vacuum) in the EVAP (Evaporative Emission) 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 246

TEXT IN ILLUSTRATION

P2420: Vent valve stuck open (vent)

In operation C, the vent valve turns ON (closed) 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 stores the DTC.

Scheme 247

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 248

1. While the engine is running, the ECM monitors the synchronization of the soak timer and the 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 ON.

HINT

1. Refer to DTC P2195. Refer to «DESCRIPTION»(ref-494125-S05896285142012081000000).
2. Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located near the engine assembly.

After the 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 air fuel ratio control is performed for approximately 10 seconds after preconditions are met in order to measure the air fuel ratio sensor response rate. During active air fuel ratio control, the ECM forcibly increases and decreases the injection volume by 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 air fuel ratio control and uses it to calculate the air fuel ratio sensor response rate deterioration level.

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

Scheme 249

The Engine Control Module (ECM) intercommunicates with the Transmission Control Module (TCM) through the Controller Area Network (CAN).

If there is a problem in this intercommunication, the ECM stores the DTC.

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

If the ignition switch is turned off, the ECM holds the EFI MAIN relay ON for a maximum of 2 seconds to allow for the initial setting of the throttle valve.

Scheme 250

The ECM constantly generates 5 V of power from 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 251

When the VC circuit is shorted, 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 to ON. The MIL turns off when the engine is started.

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Scheme 253

When the engine is cranked, the starter relay drive signal output from the ignition switch is input into the STA terminal of the ECM, and the NE signal generated by the crankshaft position sensor is also input into the NE+ terminal. When the ECM interprets that the engine is cranked, it turns transistor Tr1 in the ECM internal circuit on. The current flows to the C/OPN (Circuit Opening) relay when Tr1 is turned on. Then, the fuel pump operates.

While the NE signal is input into the ECM when the engine is running, the ECM turns Tr1 on continuously.

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Scheme 255

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

Scheme 256

While the engine is being cranked, current flows from terminal ST1 of the ignition switch to the park/neutral position switch and also flows to terminal STA of the ECM (STA Signal).

Scheme 257

This circuit opens and closes the Intake Air Control Valve (IACV) in response to the engine load in order to increase the intake efficiency (ACIS: Acoustic Control Induction System).

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Scheme 259

The air cleaner is equipped with two inlets, one of which is opened or closed by the Air Intake Control Valve (AICV). This system reduces intake noise and increases engine power at low-to-high engine speed range.

When the engine is operating in the low-to-mid speed range, this control operates the air intake control valve to close one of the air cleaner inlets. When the engine speed is more than 3600 RPM and the opening angle of the throttle valve is more than 60°, the ECM activates the Vacuum Switching Valve (VSV) and opens the air intake control valve.

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Scheme 261

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 262

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 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 Malfunction Indicator Lamp (MIL) is used to indicate vehicle malfunctions 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 turned to ON, the MIL should be illuminated and should turn off after engine is started. If the MIL remains illuminated or is not illuminated, conduct the following troubleshooting procedure using the Techstream.

Scheme 263

See also:
• ON-VEHICLE INSPECTION
• INSPECTION
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION - Step 1
• ON-VEHICLE INSPECTION - Step 9
• INSPECTION
• INSPECTION
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION