Home ReviewsRefund
Home/Toyota/Venza/Toyota Venza I (2008-2012)/Repair manual/Testing & Diagnostics/Engine Control (2GR-FE) (Diagnostic Codes (P2102-U0101) & C…
Contents Wiring diagrams Section: Testing & Diagnostics All sections

Engine Control (2GR-FE) (Diagnostic Codes (P2102-U0101) & Circuit Tests): Overview Toyota Venza I

Testing & Diagnostics 28 illustrations ~5178 words

DESCRIPTION

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 does not use a throttle cable.

DTC No.DTC Detection ConditionTrouble Area
P2102Both of the following conditions continue for 2.0 seconds (1 trip detection logic): (a) Throttle actuator duty ratio is 80% or more (b) Throttle actuator current is below 0.5 AOpen in throttle actuator circuit Throttle actuator ECM
P2103Either of the following conditions is met (1 trip detection logic): The hybrid IC diagnosis signal failure The hybrid IC current limiter port failureShort in throttle actuator circuit Throttle actuator Throttle valve Throttle with motor body assembly ECM

MONITOR DESCRIPTION

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 sets a DTC.

Example

  1. 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, and illuminates the MIL and stores a DTC.
  2. 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 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 does not use a throttle cable.

DTC No.DTC Detection ConditionTrouble Area
P2111The ECM signals the throttle actuator to close, but the actuator is stuck (1 trip detection logic)Throttle actuator Throttle with motor body assembly Throttle valve ECM
P2112The ECM signals the throttle actuator to open, but the actuator is stuck (1 trip detection logic)

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

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

Scheme 298

Scheme 298: DESCRIPTION
Scheme 298: DESCRIPTION
DTC No.DTC Detection ConditionTrouble Area
P2118An open in electronic throttle control system power source (+BM) circuit (1 trip detection logic)Open in electronic throttle control system power source circuit Battery Battery terminals ETCS fuse ECM

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 sets the DTC.

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

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

DTC No.DTC Detection ConditionTrouble Area
P2119The throttle valve opening angle continues to vary greatly from target opening angle (1 trip detection logic)Electronic throttle control system 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 2 values is outside the standard range, the ECM interprets this as a malfunction in the electronic throttle control system. The ECM then illuminates the MIL and sets the DTC.

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

HINT

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

The accelerator pedal sensor assembly is mounted on the accelerator pedal bracket and has 2 sensor circuits: VPA (main) and VPA2 (sub). This sensor is a non-contact type. It uses Hall-effect elements in order to yield accurate signals, even in extreme conditions. The voltage, which is applied to terminals VPA and VPA2 of the ECM, varies between 0 V and 5 V in proportion to the operating angle of the accelerator pedal (throttle valve). A signal from VPA indicates the actual accelerator pedal operating 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 sensor assembly itself.

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

Scheme 299

Scheme 299
Scheme 299
DTC No.DTC Detection ConditionTrouble Area
P2120VPA fluctuates rapidly beyond upper and lower malfunction thresholds for 0.5 seconds or more (1 trip detection logic)Accelerator pedal assembly ECM
P2122VPA is 0.4 V or less for 0.5 seconds or more when accelerator pedal is fully released (1 trip detection logic)Accelerator pedal assembly Open in VCPA circuit Open or ground short in VPA circuit ECM
P2123VPA is 4.8 V or more for 2.0 seconds or more (1 trip detection logic)Accelerator pedal assembly Open in EPA circuit ECM
P2125VPA2 fluctuates rapidly beyond upper and lower malfunction thresholds for 0.5 seconds or more (1 trip detection logic)Accelerator pedal assembly ECM
P2127VPA2 is 1.2 V or less for 0.5 seconds or more when accelerator pedal is fully released (1 trip detection logic)Accelerator pedal assembly Open in VCP2 circuit Open or ground short in VPA2 circuit ECM
P2128Conditions (a) and (b) continue for 2.0 seconds or more (1 trip detection logic): (a) VPA2 is 4.8 V or more (b) VPA is between 0.4 V and 3.45 VAccelerator pedal assembly Open in EPA2 circuit ECM
P2138Condition (a) or (b) continues for 2.0 seconds or more (1 trip detection logic): (a) Difference between VPA and VPA2 is 0.02 V or less (b) VPA is 0.4 V or less and VPA2 is 1.2 V or lessShort between VPA and VPA2 circuit Accelerator pedal assembly ECM

HINT

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

Trouble AreaAccelerator Sensor Out No. 1 When Accelerator Pedal ReleasedAccelerator Sensor Out No. 2 When Accelerator Pedal ReleasedAccelerator Sensor Out No. 1 When Accelerator Pedal DepressedAccelerator Sensor Out No. 2 When Accelerator Pedal Depressed
VCPA or VCP2 circuit open0 to 0.2 V0 to 0.2 V0 to 0.2 V0 to 0.2 V
Open or ground short in VPA circuit0 to 0.2 V1.2 to 2.0 V0 to 0.2 V3.4 to 4.8 V
Open or ground short in VPA2 circuit0.5 to 1.1 V0 to 0.2 V2.6 to 4.5 V0 to 0.2 V
EPA or EPA2 circuit open4.8 to 5.0 V4.8 to 5.0 V4.8 to 5.0 V4.8 to 5.0 V
Normal condition0.5 to 1.1 V1.2 to 2.0 V2.6 to 4.5 V3.4 to 4.8 V

HINT

Accelerator pedal positions are expressed as voltages.

  1. When either of the output voltages of VPA or VPA2 deviates from the standard range, or the difference between the output voltages of the 2 sensor circuits is less than the threshold, the ECM determines that there is a malfunction in the accelerator pedal position sensor. The ECM then illuminates the MIL and sets a DTC. Example: When the output voltage of VPA drops below 0.4 V for more than 0.5 seconds when the accelerator pedal is fully depressed, DTC P2122 is set. If the malfunction is not repaired successfully, a DTC is set 2 seconds after the engine is next started.

HINT

Refer to DTC P2120. Refer to DESCRIPTION.

DTC No.DTC Detection ConditionTrouble Area
P2121Difference between VPA and VPA2 less than 0.4 V, or more than 1.2 V for 0.5 seconds (1 trip detection logic)Accelerator pedal assembly ECM

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 voltage outputs of VPA and VPA2 deviates from the standard, the ECM determines that the accelerator pedal position sensor is malfunctioning. The ECM turns on the MIL and the DTC is set.

HINT

  1. Although the DTC titles include 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 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), 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 narrower than the conventional type. The heat generated by the heater is conducted to the solid electrolyte through the alumina, therefore the sensor activation is accelerated.

A three-way catalytic converter is used in order to convert the carbon monoxide (CO), hydrocarbon (HC), and nitrogen oxide (NOx) into less harmful substances. To allow the three-way catalytic converter to function effectively, it is necessary to keep the air fuel ratio of the engine near the stoichiometric air fuel ratio.

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

Scheme 300

Scheme 300
Scheme 300
DTC No.DTC Detection ConditionTrouble Area
P2195 P2197Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is more than 3.8 V (b) Heated oxygen sensor voltage is rise from less than 0.21 V to 0.59 or moreOpen or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) Air fuel ratio sensor (bank 1, 2 sensor 1) heater Air fuel ratio sensor (bank 1, 2 sensor 1) heater circuit Intake system Fuel injector assembly ECM
P2195 P2197While fuel-cut operation is performed (during vehicle deceleration), air fuel ratio sensor current is 3.6 mA or more for 3 seconds (2 trip detection logic)Air fuel ratio sensor (bank 1, 2 sensor 1) ECM
P2196 P2198Conditions (a) and (b) continue for 5 seconds or more (2 trip detection logic): (a) Air fuel ratio sensor voltage is less than 2.8 V (b) Heated oxygen sensor voltage falls from 0.59 V or more to less than 0.21 VOpen or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) Air fuel ratio sensor (bank 1, 2 sensor 1) heater Air fuel ratio sensor (bank 1, 2 sensor 1) heater circuit Intake system Fuel injector assembly ECM
P2196 P2198While fuel-cut operation is performed (during vehicle deceleration), air fuel ratio sensor current is 1.4 mA for 3 seconds (2 trip detection logic)Air fuel ratio sensor (bank 1, 2 sensor 1) ECM

HINT

  1. DTCs P2195 and P2196 indicate malfunctions related to the bank 1 air fuel ratio sensor circuit.
  2. DTCs P2197 and P2198 indicate malfunctions related to the bank 2 air fuel ratio sensor circuit.
  3. Bank 1 refers to the bank that includes cylinder No. 1.
  4. Bank 2 refers to the bank that does not include cylinder No. 1.
  5. When any of these DTCs are set, check the air fuel ratio sensor output voltage by entering the following menus: Powertrain / Engine / Data List / A/F Control System / AFS Voltage B1S1 or AFS Voltage B2S1.
  6. Short-term fuel trim values can also be read using the Techstream.
  7. The ECM regulates the voltages at the A1A+, A2A+, A1A- and A2A- terminals of the ECM to a constant level. Therefore, the air fuel ratio sensor output voltage cannot be confirmed without using the Techstream.
  8. If an air fuel ratio sensor malfunction is detected, the ECM sets a DTC.

Scheme 301

Scheme 301: MONITOR DESCRIPTION
Scheme 301: MONITOR DESCRIPTION
  1. Sensor voltage detection monitor
  2. Under the air fuel ratio feedback control, if the air fuel ratio sensor output voltage indicates rich or lean for a certain period of time, the ECM determines that there is a malfunction in the air fuel ratio sensor. The ECM illuminates the MIL and sets a DTC. Example: If the air fuel ratio sensor voltage output is less than 2.8 V (very rich condition) and heated oxygen sensor output voltage falls from 0.59 V or more to less than 0.21 V for 5 seconds, the ECM sets DTC P2196 or P2198. Alternatively, if the air fuel ratio sensor voltage output is more than 3.8 V (very lean condition) and heated oxygen sensor output voltage rise from less than 0.21 V to 0.59 V or more for 5 seconds, DTC P2195 or P2197 is set. 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 3.6 mA or more for more than 3 seconds of cumulative time, the ECM interprets this as a malfunction in the air fuel ratio sensor and sets DTC P2195 or P2197 (high-side stuck). If the air fuel ratio sensor output is 1.4 mA or less for more than 3 seconds of cumulative time, the ECM sets DTC P2196 or P2198 (low-side stuck).

HINT

  1. Although the DTC titles include 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 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 narrower than the conventional type. The heat generated by the heater is conducted to the solid electrolyte through the alumina, therefore the sensor activation is accelerated.

A three-way catalytic converter is used in order to convert the carbon monoxide (CO), hydrocarbon (HC), and nitrogen oxide (NOx) into less harmful substances. To allow the three-way catalytic converter to function effectively, it is necessary to keep the air fuel ratio of the engine near the stoichiometric air fuel ratio.

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

DTC No.DTC Detection ConditionTrouble Area
P2237 P2240Open in the circuit between terminals A1A+ (A2A+) and A1A- (A2A-) of the air fuel ratio sensor while engine running (2 trip detection logic)Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM
P2238 P2241Case 1: Condition (a) or (b) continues for 5.0 seconds or more(2 trip detection logic):(a) Voltage at terminal A1A+ (A2A+) is 0.5 V or less(b) Voltage difference between terminals A1A+ (A2A+) and A1A- (A2A-) is 0.1 V or less for 10 seconds Case 2: Air fuel ratio sensor admittance: Less than 0.015 1/ohms(2 trip detection logic)Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM
P2239 P2242A1A+ (A2A+) voltage is more than 4.5 V for 5.0 seconds or more (2 trip detection logic)Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM
P2252 P2255A1A- (A2A-) voltage is 0.5 V or less for 5.0 seconds or more (2 trip detection logic)Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM
P2253 P2256A1A- (A2A-) voltage is more than 4.5 V for 5.0 seconds or more (2 trip detection logic)Open or short in air fuel ratio sensor (bank 1, 2 sensor 1) circuit Air fuel ratio sensor (bank 1, 2 sensor 1) ECM

HINT

  1. DTCs P2237, P2238, P2239, P2252 and P2253 indicate malfunctions related to the bank 1 air fuel ratio sensor circuit.
  2. DTCs P2240, P2241, P2242, P2255 and P2256 indicate malfunctions related to the bank 2 air fuel ratio sensor circuit.
  3. Bank 1 refers to the bank that includes cylinder No. 1.
  4. Bank 2 refers to the bank that does not include cylinder No. 1.

The air fuel ratio sensor varies its output voltage in proportion to the air fuel ratio. If the air fuel ratio sensor impedance (alternating current resistance) or voltage output deviates greatly from the standard range, the ECM determines that there is an open or short malfunction in the air fuel ratio sensor circuit.

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.

SequenceOperationDescriptionDuration
ECM activationActivated by soak timer, 5 hours (7 or 9.5 hours) after ignition switch is turned off.
AAtmospheric pressure measurementVent valve turned is 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
BFirst 0.02 inch leak pressure measurementIn order to determine 0.02 inch leak pressure standard, vacuum pump creates negative pressure (vacuum) through 0.02 inch orifice and then ECM checks if vacuum pump and vent valve operate normally.60 seconds
CEVAP system pressure measurementVent valve is turned on (closed) to shut EVAP system. Negative pressure (vacuum) is created in EVAP system, and then EVAP system pressure is measured. Write down measured value as they will be used in leak check. If EVAP pressure does not stabilize within 15 minutes, ECM cancels EVAP system monitor.15 minutes*2
DPurge VSV monitorPurge VSV is opened and then EVAP system pressure is measured by ECM. Large increase indicates normal.10 seconds
ESecond 0.02 inch leak pressure measurementAfter 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 there is a leak in EVAP system.60 seconds
FFinal checkAtmospheric 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.

Scheme 302

Scheme 302
Scheme 302

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 sets the DTC.

Scheme 303

Scheme 303
Scheme 303

To ensure the accuracy of the EVAP (Evaporative Emission) monitor values, the soak timer, which is built into the ECM, measures 5 hours (+/- 15 minutes) from when the ignition switch is turned off, before the monitor runs. This allows the fuel to cool down, which stabilizes the EVAP pressure. When 5 hours have elapsed, the ECM turns on.

Scheme 304

Scheme 304: DESCRIPTION
Scheme 304: DESCRIPTION

5 hours after the ignition switch is turned off, the soak timer activates the ECM to begin the EVAP system monitor. While the engine is running, the ECM monitors the synchronization of the soak timer and the CPU clock. If these 2 are not synchronized, the ECM interprets this as a malfunction, illuminates the MIL and sets the DTC (2 trip detection logic).

Refer to DTC P2195. Refer to DESCRIPTION.

HINT

  1. DTC P2A00 indicates malfunctions related to the bank 1 air fuel ratio sensor.
  2. DTC P2A03 indicates malfunctions related to the bank 2 air fuel ratio sensor.
  3. Bank 1 refers to the bank that includes cylinder No. 1.
  4. Bank 2 refers to the bank that does not include cylinder No. 1.
  5. Sensor 1 refers to the sensor mounted in front of the three-way catalytic converter and located near the engine assembly.
DTC No.DTC Detection ConditionTrouble Area
P2A00 P2A03Calculated value for air fuel ratio sensor response rate deterioration level is less than threshold (2 trip detection logic)Air fuel ratio sensor (bank 1, 2 sensor 1) Air fuel ratio sensor (bank1, 2 sensor 1) heater ECM

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 to 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 air fuel ratio sensor response rate deterioration level is less than the threshold, the ECM interprets this as a malfunction and sets the DTC.

Scheme 305

Scheme 305: MONITOR DESCRIPTION
Scheme 305: MONITOR DESCRIPTION

The Transmission Control Module (TCM) and ECM perform 2-way communication with each other via the Controller Area Network (CAN). The TCM sends signals to the ECM concerning required engine speed, required engine torque, warning indicators in the combination meter, DTCs and other data. The ECM sends signals to the TCM concerning engine speed, opening angle of the throttle valve, temperature of intake air, temperature of engine coolant, engine torque and other data. If the TCM cannot communicate with the ECM, the TCM will conclude that there is a malfunction in the CAN system, illuminate the MIL and set a DTC.

DTC No.DTC Detection ConditionTrouble Area
U0101Following conditions are met for 1.25 seconds (1 trip detection logic): Ignition switch ON Battery voltage 10.5 V or more No intercommunication between ECM and TCMECM to TCM circuit TCM ECM

The active control engine mount system decreases engine vibration at a low engine speed using the duty vacuum switching valve. The duty vacuum switching valve is controlled by a pulse signal transmitted to the duty vacuum switching valve from the ECM. The frequency of this pulse signal is matched to the engine speed to decrease engine vibration.

LOCATION

Scheme 306

Scheme 306: DESCRIPTION
Scheme 306: DESCRIPTION

Scheme 307

Scheme 307: WIRING DIAGRAM
Scheme 307: WIRING DIAGRAM

When the ignition switch is turned to ON, the battery voltage is applied to IGSW of the ECM. The output signal from the MREL terminal of the ECM causes a current to flow to the coil, closing the contact of the engine room junction block assembly (EFI MAIN relay) and supplying power to terminals +B and +B2 of the ECM.

Scheme 308

Scheme 308: WIRING DIAGRAM
Scheme 308: WIRING DIAGRAM

Scheme 309

Scheme 309
Scheme 309

The ECM constantly uses 5 V from the battery voltages 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 310

Scheme 310: DESCRIPTION
Scheme 310: DESCRIPTION

When the VC circuit is short-circuited, the microprocessor in the ECM and sensors that are supplied 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 goes off when the engine is started.

Scheme 311

Scheme 311: WIRING DIAGRAM
Scheme 311: WIRING DIAGRAM

Scheme 312

Scheme 312
Scheme 312

Scheme 313

Scheme 313: PROCEDURE
Scheme 313: PROCEDURE
  1. CHECK MIL Check that the Malfunction Indicator Lamp (MIL) illuminates when turning the ignition switch to ON. OK MIL lights up. NG --> See step 2 OK --> See step 14
  2. CHECK CONNECTION BETWEEN TECHSTREAM AND ECM Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Check the communication between the Techstream and ECM. Result Result Proceed to Communication is possible A Communication is not possible B A --> See step 15 B: Go to next step
  3. CHECK MIL (THROTTLE POSITION SENSOR) Disconnect the throttle position sensor connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the throttle position sensor connector. A --> See step 16 B: Go to next step
  4. CHECK MIL (ACCELERATOR PEDAL SENSOR ASSEMBLY) Disconnect the accelerator pedal sensor assembly connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the accelerator pedal sensor assembly connector. A --> See step 17 B: Go to next step
  5. CHECK MIL (VVT SENSOR FOR INTAKE SIDE BANK 1) Disconnect the VVT sensor for intake side bank 1 connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor for intake side bank 1 connector. B --> See step 18 A: Go to next step
  6. CHECK MIL (VVT SENSOR FOR INTAKE SIDE BANK 2) Disconnect the VVT sensor for intake side bank 2 connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor for intake side bank 2 connector. B --> See step 19 A: Go to next step
  7. CHECK MIL (VVT SENSOR FOR EXHAUST SIDE BANK 1) Disconnect the VVT sensor for exhaust side bank 1 connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor for exhaust side bank 1 connector. B --> See step 20 A: Go to next step
  8. CHECK MIL (VVT SENSOR FOR EXHAUST SIDE BANK 2) Disconnect the VVT sensor for exhaust side bank 2 connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the VVT sensor for exhaust side bank 2 connector. B --> See step 21 A: Go to next step
  9. CHECK MIL (CANISTER PUMP MODULE) Disconnect the canister pump module connector. Turn the ignition switch to ON. Check the MIL. Result Result Proceed to MIL illuminates A MIL does not illuminate B Reconnect the canister pump module connector. B --> See step 22 A: Go to next step
  10. CHECK HARNESS AND CONNECTOR (THROTTLE POSITION SENSOR - ECM) Disconnect the throttle position sensor connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition B39-80 (VCTA) or B1-5 (VC) - Body ground Always 10 kohms or higher Reconnect the throttle position sensor connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (THROTTLE POSITION SENSOR - ECM) OK: Go to next step
  11. CHECK HARNESS AND CONNECTOR (ACCELERATOR PEDAL SENSOR ASSEMBLY - ECM) Disconnect the accelerator pedal sensor assembly connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition A32-1 (VCP2) or A41-59 (VCP2) - Body ground Always 10 kohms or higher A32-4 (VCPA) or A41-57 (VCPA) - Body ground Always 10 kohms or higher Reconnect the accelerator pedal position sensor. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ACCELERATOR PEDAL POSITION SENSOR - ECM) OK: Go to next step
  12. CHECK HARNESS AND CONNECTOR (VVT SENSOR FOR INTAKE SIDE BANK 2 - ECM) Disconnect the VVT sensor for intake side bank 2 connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition B32-3 (VC) or B39-66 (VCV2) - Body ground Always 10 kohms or higher Reconnect the VVT sensor for intake side bank 2 connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (VVT SENSOR FOR INTAKE SIDE BANK 2 - ECM) OK: Go to next step
  13. CHECK HARNESS AND CONNECTOR (VCV1 CIRCUIT) Disconnect the VVT sensor for intake side bank 1 connector. Disconnect the VVT sensor for exhaust side bank 1 connector. Disconnect the VVT sensor for exhaust side bank 2 connector. Disconnect the canister pump module connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition B39-67 (VCV1) - Body ground Always 10 kohms or higher TEXT IN ILLUSTRATION *1 Front view of wire harness connector (to ECM) Reconnect the canister pump module connector. Reconnect the VVT sensor for exhaust side bank 2 connector. Reconnect the VVT sensor for exhaust side bank 1 connector. Reconnect the VVT sensor for intake side bank 1 connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR OK --> See step 23
  14. PROCEED TO NEXT SUSPECTED AREA SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-394619-S15516511012011040800000)
  15. GO TO MIL CIRCUIT. Refer to «MIL Circuit»(ref-394799-S04833238702011040800000)
  16. REPLACE THROTTLE WITH MOTOR BODY ASSEMBLY. Refer to «REMOVAL»(ref-394792-S31816001072011040800000)
  17. REPLACE ACCELERATOR PEDAL ASSEMBLY. Refer to «REMOVAL»(ref-394792-S34003772642011040800000)
  18. REPLACE VVT SENSOR FOR INTAKE SIDE BANK 1. Refer to «REMOVAL»(ref-394792-S33780140692011040800000)
  19. REPLACE VVT SENSOR FOR INTAKE SIDE BANK 2. Refer to «REMOVAL»(ref-394792-S33780140692011040800000)
  20. REPLACE VVT SENSOR FOR EXHAUST SIDE BANK 1. Refer to «REMOVAL»(ref-394792-S33780140692011040800000)
  21. REPLACE VVT SENSOR FOR EXHAUST SIDE BANK 2. Refer to «REMOVAL»(ref-394792-S33780140692011040800000)
  22. REPLACE CANISTER. Refer to «REMOVAL»(ref-394772-S08923630772011040800000)
  23. REPLACE ECM. Refer to «REMOVAL»(ref-394792-S25581811582011040800000)

Refer to DTC P0230. Refer to DESCRIPTION.

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

Scheme 314

Scheme 314: WIRING DIAGRAM
Scheme 314: WIRING DIAGRAM

Scheme 315

Scheme 315
Scheme 315
  1. w/o Smart Key System While the engine is being cranked, current flows from terminal ST1 of the ignition switch assembly to the park/neutral position switch assembly and also flows to terminal STA of the ECM (STA Signal).
  2. w/ Smart Key System While the engine is being cranked, current flows from terminal STAR of the power management control ECU to the park/neutral position switch assembly and also flows to terminal STA of the ECM (STA signal).

Scheme 316

Scheme 316: WIRING DIAGRAM
Scheme 316: WIRING DIAGRAM

Scheme 317

Scheme 317
Scheme 317

This circuit opens and closes the intake air control valve assembly in response to changes in the engine load in order to increase the intake efficiency using the acoustic control induction system.

When the engine speed is between 0 and 4450 rpm and the throttle valve opening angle is 60° or more, the ECM supplies current to the actuator (on status), to close the intake air control valve assembly. Under other conditions, the actuator is usually off and the intake air control valve assembly is open.

Scheme 318

Scheme 318: DESCRIPTION
Scheme 318: DESCRIPTION

Scheme 319

Scheme 319: WIRING DIAGRAM
Scheme 319: WIRING DIAGRAM

The air cleaner is equipped with 2 inlets, one of which is opened or closed by the air intake control valve. This system reduces intake noise and increases engine power at low-to-high engine speed ranges.

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 and opens the air intake control valve.

Scheme 320

Scheme 320: DESCRIPTION
Scheme 320: DESCRIPTION

Scheme 321

Scheme 321: WIRING DIAGRAM
Scheme 321: WIRING DIAGRAM

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

The MIL operation can be checked visually. When the ignition switch is first turned to ON, the MIL should be illuminated and should then turn off. If the MIL remains illuminated or is not illuminated, conduct the following troubleshooting procedure. If the ECM detects any trouble, the MIL illuminates. At this time, the ECM records a DTC in the memory.

Scheme 322

Scheme 322: WIRING DIAGRAM
Scheme 322: WIRING DIAGRAM

Scheme 323

Scheme 323
Scheme 323

Scheme 324

Scheme 324: PROCEDURE
Scheme 324: PROCEDURE

Scheme 325

Scheme 325
Scheme 325
  1. CHECK THAT MIL ILLUMINATES Turn the ignition switch to ON. Check the illumination of the MIL. Result Result Proceed to MIL remains illuminated (Even after ignition switch is turned to ON and several seconds have passed, MIL still remains illuminated) A MIL remains off (Does not illuminate at all) B MIL illuminates for several seconds, but turns off after engine is started C C --> See step 8 B --> See step 5 A: Go to next step
  2. CHECK WHETHER MIL TURNS OFF Connect the Techstream to the DLC3. Turn the ignition switch to ON. Turn the Techstream on. Enter the following menus: Powertrain / Engine / Trouble Codes. Check if any DTCs have been stored. Note any DTCs. Clear the DTCs. Refer to «DTC CHECK / CLEAR»(ref-394619-S02527777542011040800000). Check if the MIL goes off. Result Result Proceed to MIL goes off A MIL does not go off B B --> See step 3 A --> See step 9
  3. CHECK HARNESS AND CONNECTOR (CHECK FOR SHORT IN WIRE HARNESS) Disconnect the ECM connector. Turn the ignition switch to ON. Check if the MIL is illuminated. Result Result Proceed to MIL is not illuminated A MIL is illuminated B TEXT IN ILLUSTRATION *1 Front view of wire harness connector (to ECM) Reconnect the ECM connector. B --> See step 4 A --> See step 10
  4. CHECK HARNESS AND CONNECTOR (ACCESSORY METER ASSEMBLY - ECM) Disconnect the accessory meter assembly connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance Tester Connection Condition Specified Condition F2-10 (CHK) or A41-24 (W) - Body ground Always 10 kohms or higher Reconnect the accessory meter assembly connector. Reconnect the ECM connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ACCESSORY METER ASSEMBLY - ECM) OK --> See step 11
  5. CHECK IF ENGINE STARTS Start the engine. Result Result Proceed to Engine starts A Engine does not start* B HINT: *: The Techstream cannot communicate with the ECM. B --> See step 12 A: Go to next step
  6. CHECK HARNESS AND CONNECTOR (ECM TERMINAL VOLTAGE) Disconnect the ECM connector. Turn the ignition switch to ON. Measure the voltage according to the value(s) in the table below. Standard Voltage Tester Connection Switch Condition Specified Condition A41-24 (W) - Body ground Ignition switch ON 11 to 14 V TEXT IN ILLUSTRATION *1 Front view of wire harness connector (to ECM) Reconnect the ECM connector. NG --> See step 7 OK --> See step 10
  7. CHECK HARNESS AND CONNECTOR (ACCESSORY METER ASSEMBLY - ECM) Disconnect the accessory meter assembly connector. Disconnect the ECM connector. Measure the resistance according to the value(s) in the table below. Standard Resistance (Check for Open) Tester Connection Condition Specified Condition F2-10 (CHK) - A41-24 (W) Always Below 1 ohms Reconnect the ECM connector. Reconnect the accessory meter assembly connector. NG --> REPAIR OR REPLACE HARNESS OR CONNECTOR (ACCESSORY METER ASSEMBLY - ECM) OK --> See step 13
  8. PROCEED TO NEXT SUSPECTED AREA SHOWN IN PROBLEM SYMPTOMS TABLE. Refer to «PROBLEM SYMPTOMS TABLE»(ref-394619-S15516511012011040800000)
  9. REPAIR CIRCUIT INDICATED BY OUTPUT DTC. Refer to «DIAGNOSTIC TROUBLE CODE CHART»(ref-394619-S37978292982011040800000)
  10. REPLACE ECM. Refer to «REMOVAL»(ref-394792-S25581811582011040800000)
  11. REPLACE ACCESSORY METER ASSEMBLY. Refer to «REMOVAL»(ref-394795-S03061166282011040800000)
  12. GO TO VC OUTPUT CIRCUIT. Refer to «VC Output Circuit»(ref-394799-S30679692892011040800000)
  13. REPLACE ACCESSORY METER ASSEMBLY. Refer to «REMOVAL»(ref-394795-S03061166282011040800000)

More articles — Engine Control (2GR-FE) (Diagnostic Codes (P2102-U0101) & Circuit Tests)