Engine Control (2GR-FE) (Diagnostic Codes (P0300-P1607): Overview Toyota Venza I

Scheme 475

TEXT IN ILLUSTRATION

When the engine misfires, high concentrations of hydrocarbons (HC) enter the exhaust gas. Extremely high hydrocarbon concentration levels can cause increases in exhaust emission levels. High concentrations of hydrocarbons can also cause increases in the three-way catalytic converter temperature, which may cause damage to the three-way catalytic converter. To prevent these increases in emissions and to limit the possibility of thermal damage, the ECM monitors the misfire count. When the temperature of the three-way catalytic converter reaches the point of thermal degradation, the ECM blinks the MIL. To monitor misfires, the ECM uses both the VVT sensor and the crankshaft position sensor. The VVT sensor is used to identify any misfiring cylinders and the crankshaft position sensor is used to measure variations in the crankshaft rotation speed. Misfires are counted when the crankshaft rotation speed variations exceed predetermined thresholds.

If the misfire count exceeds the threshold level and could cause emission deterioration, the ECM illuminates the MIL and sets a DTC.

When DTCs for misfiring cylinders are randomly set, but DTC P0300 is not set, it indicates that misfires have been detected in different cylinders at different times. DTC P0300 is only set when several misfiring cylinders are detected at the same time.

Scheme 476

TEXT IN ILLUSTRATION

1. The ECM illuminates the MIL and sets a DTC when either one of the following conditions, which could cause emission deterioration, is detected (2 trip detection logic). Within the first 1000 crankshaft revolutions of the engine starting, an excessive misfiring rate (approximately 20 to 50 misfires per 1000 crankshaft revolutions) occurs once. After the first 1000 crankshaft revolutions, an excessive misfiring rate (approximately 20 to 60 misfires per 1000 crankshaft revolutions) occurs 4 times in sequential crankshaft revolutions.

1. The ECM flashes the MIL and sets a DTC when either one of the following conditions, which could cause the three-way catalytic converter damage, is detected (2 trip detection logic). In every 200 crankshaft revolutions at a high engine speed, the threshold misfiring percentage is recorded once. In every 200 crankshaft revolutions at a normal engine speed, the threshold misfiring percentage is recorded 3 times.

DESCRIPTION

A flat type knock control sensor (non-resonant type) has a structure that can detect vibration between approximately 6 kHz and 15 kHz.

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

The knock control 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 any of DTCs P0327, P0328, P0332 and P0333 are set, 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 477

The correct waveform is as shown in the illustration.

MONITOR DESCRIPTION

The knock control sensor, located on the cylinder block, detects spark knock. When spark knock occurs, the piezoelectric element of the sensor vibrates. When the ECM detects a voltage in this frequency range, it retards the ignition timing to suppress the spark knock.

The ECM also senses background engine noise with the knock control sensor and uses this noise to check for faults in the sensor. If the knock control sensor signal level is too low for more than 10 seconds, or if the knock control sensor output voltage is outside the normal range, the ECM interprets this as a fault in the knock control sensor and sets a DTC.

The crankshaft position sensor system consists of a crank angle sensor plate and a pickup coil. The sensor plate has 34 teeth and is installed on the crankshaft. The pickup coil is made of an iron core and a magnet.

The sensor plate rotates and, as each tooth passes through the pickup coil, a pulse signal is created. The pickup coil generates 34 signals per engine speed. Based on these signals, the ECM calculates the crankshaft position and engine speed. Using these calculations, the fuel injection timing and ignition timing are controlled.

Scheme 478

1. Reference: Inspection using an oscilloscope HINT: The correct waveform is as shown. VV1+ and VV2+ stand for the VVT sensor signal, and NE+ stands for the crankshaft position sensor signal. Item Content Terminal VV1+ - VV1- VV2+ - VV2- NE+ - NE- Equipment Setting 5 V/DIV. 20 ms./DIV. Condition Idling with warm engine

If there is no signal from the crankshaft position sensor despite the engine revolving, the ECM interprets this as a malfunction of the sensor.

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

The intake camshaft's VVT sensor (VV1, VV2 signals) consists of a magnet and MRE (Magneto Resistive Element).

The VVT camshaft drive gear has a sensor plate with 3 teeth on its outer circumference. When the gear rotates, changes occur in the air gaps between the sensor plate and MRE, which affects the magnetic field. As a result, the resistance of the MRE material fluctuates. The VVT sensor converts the gear rotation data to pulse signals, uses the pulse signals to determine the camshaft angle, and sends it to the ECM.

The crank angle sensor plate has 34 teeth. The pickup coil generates 34 signals for each engine rotation. Based on combination of the VVT signals and NE signal, the ECM detects the crankshaft angle. Then the ECM uses this data to control fuel injection time and injection timing. Also, based on the NE signal, the ECM detects the engine speed.

1. Reference: Inspection using an oscilloscope HINT: The correct waveform is as shown. VV1+ and VV2+ stand for the VVT sensor signal, and NE+ stands for the crankshaft position sensor signal. Item Content Terminal NE+ - NE- VV1+ - VV1- VV2+ - VV2- Equipment Setting 5 V/DIV. 20 ms./DIV. Condition Idling with warm engine

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

HINT

1. These DTCs indicate malfunctions relating to the primary circuit.
2. If DTC P0351 is set, check the No. 1 ignition coil assembly circuit.
3. If DTC P0352 is set, check the No. 2 ignition coil assembly circuit.
4. If DTC P0353 is set, check the No. 3 ignition coil assembly circuit.
5. If DTC P0354 is set, check the No. 4 ignition coil assembly circuit.
6. If DTC P0355 is set, check the No. 5 ignition coil assembly circuit.
7. If DTC P0356 is set, check the No. 6 ignition coil assembly circuit.

A direct ignition system is used on this vehicle.

The direct ignition system is a 1-cylinder ignition system in which each cylinder is ignited by one ignition coil assembly and a 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. Spark of the spark plugs passes from the center electrode to the ground electrodes.

The ECM determines the ignition timing and transmits the ignition signals (IGT) 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 signal (IGF) to the ECM, for each cylinder ignition.

Scheme 479

Scheme 480

1. Reference: Inspection using an oscilloscope
2. While cranking or idling the engine, check the waveform between terminals IGT (1 to 6) and E1, and IGF1 and E1 of the ECM connectors. HINT: The wavelength becomes shorter as the engine speed increases. Item Content Terminal CH1: IGT1, IGT2, IGT3, IGT4, IGT5, IGT6 - E1 CH2: IGF1 - E1 Equipment Setting 2 V/DIV. 20 ms./DIV. Condition Idling with warm engine

Scheme 481

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

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

The exhaust camshaft's VVT sensor (EV1, EV2 signals) consists of a magnet and MRE (Magneto Resistive Element).

The exhaust camshaft has a sensor plate with 3 teeth on its outer circumference.

When the exhaust camshaft rotates, changes occur in the air gaps between the 3 teeth and MRE, which affects the magnet. As a result, the resistance of the MRE material fluctuates. The VVT sensor converts the exhaust camshaft rotation data to pulse signals, uses the pulse signals to determine the camshaft angle, and sends it to the ECM.

The crankshaft angle sensor plate has 34 teeth. The pickup coil generates 34 signals for each engine rotation. Based on combination of the VVT (EV1, EV2) signals and NE signal, the ECM detects the crankshaft angle. Then the ECM uses this data to control fuel injection time and injection timing. Also, based on the NE signal, the ECM detects the engine speed.

Scheme 482

Reference: Inspection using an oscilloscope

HINT

1. The correct waveform is as shown in the illustration.
2. The wavelength becomes shorter as the engine speed increases.
3. EV1+ and EV2+ stand for the VVT sensor for exhaust side signal, and NE+ stands for the crankshaft position sensor signal. Item Content Terminal NE+ - NE- EV1+ - EV1- EV2+ - EV2- Equipment Setting 5 V/DIV., 20 ms./DIV. Condition Idling with warm engine

If no signal is transmitted by the VVT sensor despite the engine revolving, the ECM interprets this as a malfunction of the sensor.

When the sensor output voltage remains less than 0.3 V, or more than 4.7 V for more than 5 seconds, the ECM sets a DTC.

The ECM uses the sensors mounted in front of and behind the three-way catalytic converter to monitor its efficiency.

The first sensor, the air fuel ratio sensor, sends pre-catalyst information to the ECM. The second sensor, the heated oxygen sensor, sends post-catalyst information to the ECM.

In order to detect any deterioration in the three-way catalytic converter, the ECM calculates the oxygen storage capacity of the three-way catalytic converter. This calculation is based on the voltage output of the heated oxygen sensor while performing active air fuel ratio control, rather than the conventional detecting method, which uses the locus ratio.

The oxygen storage capacity value is an indication of the oxygen storage capacity of the three-way catalytic converter. When the vehicle is being driven with a warm engine, active air fuel ratio control is performed for approximately 15 to 20 seconds. When it is performed, the ECM deliberately sets the air fuel ratio to lean or rich levels. If the rich-lean cycle of the heated oxygen sensor is long, the oxygen storage capacity is large. There is a direct correlation between the oxygen storage capacities of the three-way catalytic converter and the response of the heated oxygen sensor.

The ECM uses the oxygen storage capacity value to determine the state of the three-way catalytic converter. If any deterioration has occurred, the ECM illuminates the MIL and sets a DTC.

1. Bank 1 refers to the bank that includes cylinder No. 1.
2. Bank 2 refers to the bank that does not include cylinder No. 1.
3. Sensor 1 refers to the sensor closest to the engine assembly.
4. Sensor 2 refers to the sensor farthest away from the engine assembly.

Scheme 483

TEXT IN ILLUSTRATION

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

5 hours*1 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

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

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

Scheme 484

Scheme 485

The leak detection pump creates negative pressure through the reference orifice. When the system is normal, the EVAP pressure is in 724 to 752 mmHg* and saturated within a minute.

If not, the ECM interprets this as a malfunction. The ECM will illuminate the MIL and set DTC if this malfunction is detected in consecutive driving cycle.

*: Typical valve

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

The 2 monitors, key-off and purge flow, are used to detect malfunctions relating to DTC P0441. The key-off monitor is initiated by the ECM internal timer, known as the soak timer, 5 hours*1 after the ignition switch is turned off. The purge flow monitor runs while the engine is running.

Scheme 486

Scheme 487

Scheme 488

1. KEY-OFF MONITOR 5 hours*1 after the ignition switch is turned off, the electric 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: *1: 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. Sequence Operation Description Duration - ECM activation Activated by soak timer, 5, 7 or 9.5 hours after ignition switch turned off. - A Atmospheric pressure measurement Vent valve is turned off (vent) and EVAP system pressure is measured by ECM in order to register atmospheric pressure. If pressure in EVAP system is not between 70 kPa and 110 kPa (525 mmHg and 825 mmHg), ECM cancels EVAP system monitor. 60 seconds B First 0.02 inch leak pressure measurement In order to determine 0.02 inch leak pressure standard, leak detection pump creates negative pressure (vacuum) through 0.02 inch orifice and then ECM checks if leak detection pump and vent valve operate normally. 60 seconds C EVAP system pressure measurement Vent valve is turned on (closed) to shut EVAP system. Negative pressure (vacuum) is created in EVAP system, and EVAP system pressure is then measured. Write down measured value as it will be used in leak check. If EVAP pressure does not stabilize within 15 minutes, ECM cancels EVAP system monitor. 15 minutes*2 D Purge VSV monitor Purge VSV is opened and then EVAP system pressure is measured by ECM. Large increase indicates normal. 10 seconds E Second 0.02 inch leak pressure measurement After second 0.02 inch leak pressure measurement, leak check is performed by comparing first and second 0.02 inch leak pressure standards. If stabilized system pressure is higher than second 0.02 inch leak pressure standard, ECM determines that EVAP system leaking. 60 seconds F Final check Atmospheric pressure is measured and then monitoring result is recorded by ECM. - *2: If only a small amount of fuel is in the fuel tank, it takes longer for the EVAP pressure to stabilize. Purge VSV stuck open In operation C, the leak detection pump creates negative pressure (vacuum) in the EVAP (Evaporative Emission) system. The EVAP system pressure is then measured by the ECM using the canister pressure sensor. If the stabilized system pressure is higher than [second 0.02 inch leak pressure standard x 0.2], the ECM interprets this as the purge VSV being stuck open. The ECM illuminates the MIL and sets the DTC (2 trip detection logic). Purge VSV stuck closed In operation D, the canister pressure sensor measures the EVAP (Evaporative Emission) system pressure. The pressure measurement for purge VSV monitor begins when the purge VSV is turned on (open) after the EVAP leak check. When the measured pressure indicates an increase of 0.3 kPa (2.25 mmHg) or more, the purge VSV is functioning normally. If the pressure does not increase, the ECM interprets this as the purge VSV being stuck closed. The ECM illuminates the MIL and sets the DTC (2 trip detection logic).
2. PURGE FLOW MONITOR The purge flow monitor consists of the 2 step monitors. The 1st monitor is conducted every time and the 2nd monitor is activated if necessary. The 1st monitor While the engine is running and the purge VSV is on (open), the ECM monitors the purge flow by measuring the EVAP pressure change. If negative pressure is not created, the ECM begins the 2nd monitor. The 2nd monitor The vent valve is turned on (closed) and the EVAP pressure is then measured. If the variation in the pressure is less than 0.4 kPa (3.0 mmHg), the ECM interprets this as the purge VSV being stuck closed, and illuminates the MIL and sets DTC P0441 (2 trip detection logic). Atmospheric pressure check: In order to ensure reliable malfunction detection, the variation between the atmospheric pressures, before and after conduction of the purge flow monitor, is measured by the ECM.

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

Scheme 489

1. DTC P0451: Canister pressure sensor abnormal voltage fluctuation or being constant If the canister pressure sensor voltage output fluctuates rapidly for 10 seconds, the ECM stops the EVAP system monitor. The ECM interprets this as the canister pressure sensor voltage fluctuating, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC. Alternatively, if the sensor voltage output does not change for 10 seconds, the ECM interprets this as the sensor being stuck, and stops the monitor. The ECM then illuminates the MIL and sets the DTC. (Both the malfunctions are detected by 2 trip detection logic.)
2. DTC P0452: Canister pressure sensor voltage low If the canister pressure sensor voltage output (pressure) is below 0.45 V (42.1 kPa (315.7 mmHg)), the ECM interprets this as an open or short circuit in the canister pressure sensor or its circuit, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC (1 trip detection logic).
3. DTC P0453: Canister pressure sensor voltage high If the canister pressure sensor voltage output (pressure) is 4.9 V (123.8 kPa (928.5 mmHg) or more, the ECM interprets this as an open or short circuit in the canister pressure sensor or its circuit, and stops the EVAP system monitor. The ECM then illuminates the MIL and sets the DTC (1 trip detection logic).

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

5 hours*1 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

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

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

Scheme 490

1. P0455: EVAP (Evaporative Emission) gross leak In operation C, the leak detection pump creates negative pressure (vacuum) in the EVAP system and the EVAP system pressure is measured. If the stabilized system pressure is higher than [second 0.02 inch leak pressure standard x 0.2] (near atmospheric pressure), the ECM determines that the EVAP system has a large leak, illuminates the MIL and sets the DTC (2 trip detection logic).
2. P0456: EVAP very small leak In operation C, the leak detection pump creates negative pressure (vacuum) in the EVAP system and the EVAP system pressure is measured. If the stabilized system pressure is higher than second 0.02 inch leak pressure standard, the ECM determines that the EVAP system has a small leak, illuminates the MIL and sets the DTC (2 trip detection logic).

The wheel speed sensors monitor the wheel rotation speed and send signals to the skid control ECU. The skid control ECU converts the wheel speed signal into a 4-pulse signal and transmits it to the ECM via the combination meter assembly. The ECM determines the vehicle speed based on the frequency of the pulse signal.

HINT

1. A voltage of 12 V or 5 V is output from each ECU and then input to the combination meter assembly. The signal is changed to a pulse signal at the transistor in the combination meter assembly. Each ECU controls the respective system based on the pulse signal.
2. If a short occurs in any of the ECUs or in the wire harness connected to an ECU, all systems in the wiring diagram below will not operate normally.

Scheme 491

*1: w/ Smart Key System

*2: for Separate Type Amplifier System

*3: w/ Navigation System

*4: w/ Automatic Type Headlight Beam Level Control

If there is no speed signal from the combination meter even though the ECM determines that the vehicle is being driven, the ECM interprets this as a malfunction in the speed signal circuit. The ECM then illuminates the MIL and sets the DTC.

The stop light switch assembly is a duplex system that transmits 2 signals: STP and ST1-. These 2 signals are used by the ECM to monitor whether or not the brake system is working properly. If both signals, which indicate the brake pedal is being depressed or released, are detected simultaneously, the ECM interprets this as a malfunction in the stop light switch assembly and sets the DTC.

HINT

The normal conditions are as shown in the table below. The signals can be read using the Techstream.

Scheme 492

1. Connect the Techstream to the DLC3.
2. Turn the ignition switch to ON and turn the Techstream on.
3. Clear the DTCs (even if no DTCs are stored, perform the Clear DTC procedure). Refer to «DTC CHECK / CLEAR»(ref-394619-S02527777542011040800000).
4. Turn the ignition switch off and wait for at least 30 seconds.
5. Turn the ignition switch to ON and turn the Techstream on [A].
6. Depress and release the brake pedal [B].
7. Enter the following menus: Powertrain / Engine / Trouble Codes.
8. Read the DTC [C].
9. If a DTC is output, the system is malfunctioning. HINT: If a DTC is not output, perform the following procedure.
10. Enter the following menus: Powertrain / Engine / Utility / All Readiness.
11. Input the DTC: P0504.
12. Check the DTC judgment result. Techstream Display Description NORMAL DTC judgment completed System normal ABNORMAL DTC judgment completed System abnormal INCOMPLETE DTC judgment not completed Perform driving pattern after confirming DTC enabling conditions UNKNOWN Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU's memory limit HINT: If the judgment result shows ABNORMAL, the system has a malfunction. If the judgment result shows NORMAL, the system is normal. If the judgment result shows INCOMPLETE or UNKNOWN, perform step [B] again.
13. Enter the following menus: Powertrain / Engine / Utility / All Readiness.
14. Check the judgment result [C]. HINT: If the judgment result shows ABNORMAL, the system has a malfunction. If the judgment result shows NORMAL, the system is normal.
15. If the test result is INCOMPLETE or UNKNOWN and no pending DTC is output, perform a universal trip and check for permanent DTCs. Refer to «DTC CHECK / CLEAR»(ref-394619-S02527777542011040800000). HINT: If a permanent DTC is output, the system is malfunctioning. If no permanent DTC is output, the system is normal.

Scheme 493

Scheme 494

The idle speed is controlled by the electronic throttle control system. The electronic throttle control system is comprised of: 1) one valve type throttle with motor body assembly; 2) the throttle actuator, which operates the throttle valve; 3) the throttle position sensor, which detects the opening angle of the throttle valve; 4) the accelerator pedal position sensor, which detects the accelerator pedal position; 5) the ECM, which controls the electronic throttle control system. Based on the target idle speed, the ECM controls the throttle actuator to provide the proper throttle valve opening angle.

The ECM monitors the idle speed and idle air flow volume to conduct idle speed control. The ECM determines that the idle speed control system is malfunctioning if the following conditions are met

Scheme 495

1. The learned idle air flow volume remains at the maximum or minimum volume for 5 seconds or more during a driving cycle.
2. After driving at a vehicle speed of 6.25 mph (10 km/h) or more, the actual engine idle speed varies from the target idle speed by less than -100 rpm or 150 rpm or more when the A/C and NSW are off, or less than -100 rpm or 200 rpm or more when the A/C or NSW are on, 5 times or more during a driving cycle, the ECM illuminates the MIL and sets the DTC.

This monitor will run when the engine is started at -10 to 50°C (14 to 122°F) of the engine coolant temperature. The DTC will set after the engine idling for 13 seconds or more (2 trip detection logic).

The DTC is designed to monitor the idle air control at cold start. When the engine is started at lower than 50°C (122°F) of the engine coolant temperature, the ECM measures the accumulated mass air flow at the engine idling. If it does not reach the criteria within 10 seconds, the ECM interprets this as a malfunction. The MIL is illuminated and a DTC is set when the malfunction is detected in consecutive driving cycles (2 trip detection logic).

The electronic throttle control system controls the idle speed. The electrical throttle control system operates the throttle actuator to open and close the throttle valve, and adjusts the intake air amount to achieve the target idle speed.

Note. When the negative (-) battery terminal is disconnected during inspection or repairs, the idle speed control learned values are cleared. Idle speed control learning is performed when the engine has been warmed up and idled for 5 minutes because this DTC cannot be set after the idle speed control learned values are cleared.

Scheme 496

This monitor will run when the engine is started at -10 to 50°C (14 to 122°F) of the engine coolant temperature. The DTC will set after the engine idling for 13 seconds or more (2 trip detection logic).

The DTC is designed to monitor the idle air control at cold start. When the engine is started at lower than 50°C (122°F) of the engine coolant temperature, the ECM measures the accumulated mass air flow at the engine idling. If it does not reach the criteria within 10 seconds, the ECM interprets this as a malfunction. The MIL is illuminated and a DTC is set when the malfunction is detected in consecutive driving cycles (2 trip detection logic).

The electronic throttle control system controls the idle speed. The electronic throttle control system operates the throttle actuator to open and close the throttle valve, and adjusts the intake air amount to achieve the target idle speed.

Note. When the negative (-) battery terminal is disconnected during inspection or repairs, the idle speed control learned values are cleared. Idle speed control learning is performed when the engine has been warmed up and idled for 5 minutes because this DTC cannot be set after the idle speed control learned values are cleared.

Scheme 497

The battery supplies electricity to the ECM even when the ignition switch is off. This power allows the ECM to store data such as DTC history, freeze frame data and fuel trim values. If the battery voltage falls below a minimum level, the stored ECM data is cleared and the ECM determines that there is a malfunction in the power supply circuit. When the engine is next started, the ECM will illuminate the MIL and set the DTC.

HINT

If DTC P0560 is set, the ECM does not store other DTCs.

The ECM continuously monitors its internal memory status, internal circuits, and output signals sent to the throttle actuator. This self-check ensures that the ECM is functioning properly. If any malfunction is detected, the ECM will set the appropriate DTC and illuminates the MIL.

The ECM memory status is diagnosed by internal "mirroring" of the main CPU and the sub CPU to detect Random Access Memory (RAM) errors. The 2 CPUs also perform continuous mutual monitoring. The ECM illuminates the MIL and sets a DTC if: 1) outputs from the 2 CPUs are different or deviate from the standards, 2) the signals sent to the throttle actuator deviate from the standards, 3) a malfunction is found in the throttle actuator supply voltage, and 4) any other ECM malfunction is found.

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

The ECM continuously monitors its internal processors (CPUs) and heated oxygen sensor (HO2S) transistors. This self-check ensures that the ECM functioning properly.

The main CPU and sub CPU of the ECM perform data communication between each other. The main CPU monitors the communication and WDC pulses from the sub CPU. When the malfunction below is detected, the DTC is stored.

This DTC is output when a communication error occurs in the ECM.

The ECM monitors the input signals of the accelerator pedal position sensor No. 1. When the input signals and control signals are deviated, the DTC is output.

The ECM monitors the signals of the throttle position sensor No. 1 and stop light switch assembly. As the ECM monitors the input signals of the throttle position sensor No. 1 and the STP signals of the stop light switch assembly, if the input signals and control signals are deviated, the DTC is output.

While the engine is being cranked, positive battery voltage is applied to terminal STA of the ECM.

If the ECM detects the starter control (STA) signal while the vehicle is being driven, it determines that there is a malfunction in the STA circuit. The ECM then illuminates the MIL and sets the DTC.

This monitor runs when the vehicle is driven at more than 12.43 mph (20 km/h) for over 20 seconds.

*1: w/ Smart Key System

*2: w/o Smart Key System

The ECM monitors its internal operation and it stores this DTC when it detects an internal malfunction.

The ECM monitors its internal operation. If the internal operation is malfunctioning, the ECM illuminates the MIL and stores a DTC.

DTC P0630 is set when the VIN is not stored in the ECM or the input VIN is not accurate. Input the VIN with the Techstream.

The ECM monitors the output voltage to the throttle actuator. This self-check ensures that the ECM is functioning properly. The output voltage usually is 0 V when the ignition switch is turned off. If the output voltage is higher than 7 V when the ignition switch is turned off, the ECM will illuminate the MIL and set a DTC when the ignition switch is turned to ON.

The park/neutral position switch assembly detects the shift lever position and sends signals to the ECM.

These DTCs indicate a problem with the park/neutral position switch assembly and the wire harness in the park/neutral position switch circuit.

The park/neutral position switch assembly detects the shift lever position and sends a signal to the ECM.

For security, the park/neutral position switch assembly detects the shift lever position so that the engine can be started only when the shift lever is in P or N.

The park/neutral position switch assembly sends a signal to the ECM according to the shift lever position (P, R, N, D, or S). The ECM determines that there is a problem with the switch or related parts if it receives more than 1 position signal simultaneously. The ECM will turn on the MIL and store the DTC.

The purpose of this circuit is to prevent the engine from stalling, while driving in lock-up condition, when brakes are suddenly applied.

When the brake pedal is depressed, this switch sends a signal to the ECM. Then the ECM cancels the operation of the lock-up clutch while braking is in progress.

This DTC indicates that the stop light switch remains on. When the stop light switch remains on during "stop and go" driving, the ECM interprets this as a malfunction in the stop light switch and the MIL comes on and the ECM stores the DTC. The vehicle must stop (less than 1.86 mph (3 km/h)) and go (18.65 mph (30 km/h) or more) 5 times during 2 driving cycles, in order to detect a malfunction.

The ECM continuously monitors its main and sub CPUs. 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.

See also:
• ON-VEHICLE INSPECTION - Step 2
• ON-VEHICLE INSPECTION - Step 11
• INSPECTION
• ON-VEHICLE INSPECTION
• ON-VEHICLE INSPECTION - Step 2