Introduction

With the remarkable development of vehicle technology in recent years, an increasingly

higher level of failure diagnosis skills are required of the service staff at dealer shops.
Also, with the advent of the diagnostic tool (IT-II) that this technological development has
brought along, mastering the skill of using the “Diagnostic Tool (IT-II)” in combination with
new technology has become an essential part of effective failure diagnosis.

Leveraging the diagnostic tool (IT-II) not only makes the failure diagnosis process more
efficient but also shortens the period of keeping a returned car under repair and ensures
appropriate response to different problems, thus allowing you to ensure the prevention of
problem reoccurrence and improve customer satisfaction with regard to maintenance and
service quality.
What’s more, it will lead to earlier solutions to malfunctions through feedback of valuable
repair data from dealer shops.

This manual is designed to introduce the useful functions of the diagnostic tool (IT-II) and
to ensure its effective and optimal use under different conditions.
The contents of this manual are concerned with “engine control” which is the basis for
failure diagnosis.

It is hoped that you read this manual thoroughly to better understand the increasing
complexity of vehicle technology.

High

VALVEMATIC
Vehicular technology level

Diagnostic tool
VVT-iE
IT-II
D-4S
(Direct injection + port injection)
Stoichiometric D-4

Diagnostic tool TIS

st
The 1 generation (Idle stop)

Common rail diesel

Electronic throttle
VVT-i (ETCS-i)
Lean burn Stratified D-4

’90 ’95 ’00 ’05

year

Transition to the New System and Vehicle Evolution

 Using this Manual
<How the Manual is Organized>
●T
 his manual consists of 6 parts, which are organized according to the topics as shown in the table below.
The manual also comes with a CD-ROM which contains numerous animations to help you understand the
information in the manual.
●For each part of the manual, the assumed target audience is shown in the table below. However, every
staff member can find useful information throughout the manual, as the information herein is linked across
the parts of the manual wherever appropriate.

Contents Target

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

Part 1 ●Introduces the diagnosis functions of ECUs and the features of the diagnostic
tool which are useful for engine failure diagnosis.

All service staff

Failure Diagnosis using Diagnostic Tool (at Workshop)

Part 2
●Describes the basic ways to proceed with engine failure diagnosis.
Also, it deals with a number of diagnostic methods, focusing on the topic of
noticing erroneous Data list items.

Using Diagnostic Tool 1 (Signal Circuit and Data list)

Part 3 ●This section provides you with methods for using the data list as a means to
detect signal circuit failure.

Using Diagnostic Tool 2 (Description by Engine Function)

Staff at head offices
Part 4 ●Describes how to master the skills and knowledge that are necessary to take full (Shop leaders)
advantage of diagnostic tools.

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Part 5 ●The explanation focuses on the topic of performing checks using the diagnostic
tool during failure diagnosis by problem symptom.

Example of Engine Malfunction

Part 6
●Introduces some examples of using diagnostic tools for engine malfunctions.

Index
Appendix All service staff
●Allows you to find pages by the names of functions, components and Data list.

PDF Engine Diagnosis Manual and Animation Material

Included ●Contains the PDF version of this manual and a variety of animations.
CD-ROM Data list by Engine Type
●Contains Data list related to the idling of major engines.
<Indicators used in this Manual>
●T
 hroughout the manual, the following icons are used to help you find “important points”, “useful
information and functions”, etc..

Information you should definitely learn in a section or paragraph on a specific

POINT
topic, or the items you should heed when performing checks or repairs.

Information that helps you deepen your understanding or is useful for check or
TIP
repair work.

Indicates that disregarding the instruction could lead to injury, vehicle failure or
CAUTION
damage or could hinder you from performing checks accurately.

DON’T MISS Draws your attention to what must definitely be done in an operating procedure.

REFERENCE REFERENCE Offers reference information relevant to a specific page or topic.

Indicates the topics that are also covered in animations on the included CD-
ANIMATION
ROM for a better understanding.

<Information in this Manual>

●This manual deals with engine systems available as of June 2007.
●The main objective of this manual is to describe the effective use of diagnosis functions (Data list, Active
tests, etc.). Accordingly, the manual can be useful not only with the IT-II but also with other diagnostic
tools (The 1st generation etc.), as long as the diagnosis functions can be used with them.
 Engine Failure Diagnosis and the Diagnostic Tool …… 2
Part 1 1
2 Engine Control and the Diagnostic Tool ………………… 3
Engine Failure Diagnosis 1. Engine Control and Data List …………………………………… 3
and Features of [1] Input Signals (Signals from Sensor) ……………………… 3
the Diagnostic Tool (IT-II) [2] Output Signals (Signals to Actuator) ……………………… 3
[3] ECU Learned Values ………………………………………… 3
2. Effectiveness of Data List and Active Test ……………………… 4
[1] What an Input Signal Tells ………………………………… 4
[2] What an Output Signal Tells ………………………………… 4
[3] What an ECU Learned Value Tells ………………………… 4
3 Outline of the IT-II Function ……………………………… 5
4 Diagnosis Function ………………………………………… 6
1. Type of Diagnosis Function ……………………………………… 6
[1] Enhanced Function and Additional Contents ……………… 6
5 Measurement Function …………………………………… 13
1. Differences between Voltage Measurement and Oscilloscope … 13
2. Oscilloscope Function …………………………………………… 14
[1] Using the Oscilloscope Function …………………………… 14

How to Proceed with Failure Diagnosis

Part 2 1
using the IT-II ………………………………………………… 20
Failure Diagnosis using 1. How to proceed with Failure Diagnosis ………………………… 20
Diagnostic Tool 2 A Correct Grasp of Problem Symptom ………………… 21
(at Workshop) 1. Note for Customer Problem Analysis …………………………… 21
[1] Important Points in Customer Problem Analysis ………… 21
[2] Illumination Status of Malfunction Indicator Lamp ……… 23
3 Saving DTCs and FFD ……………………………………… 25
1. Saving to the IT-II ………………………………………………… 25
2. Transferring and Saving the Data Saved on the IT-II to PC … 26
3. Where to Save Data on PC ……………………………………… 27
4 Utilizing FFD ………………………………………………… 28
1. The Way FFD is Saved…………………………………………… 28
2. How to Utilize FFD ……………………………………………… 28
[1] Grasping the Driving Conditions
at the Time of Malfunction ……………………………………… 29
[2] Checking Error Data ………………………………………… 33
5 Simulation Test in Check Mode …………………………… 34
6 Basic Inspection with the IT-II …………………………… 36
1. Basic Item to Check ……………………………………………… 36
2. A/F Diagnosis ……………………………………………………… 37
[1] What Can be Diagnosed by Inspection of the A/F
System ………………………………………………………… 37
[2] Inspection Procedure ………………………………………… 38
[3] Items to Check for Errors Found in A/F Diagnosis ……… 40
3. Pass/Fail Judgment for Major Data List Items ………………… 41
4. Utilizing Major Active Test………………………………………… 48
7 Practice ……………………………………………………… 51
1. Confirming the Correction Status of A/F ……………………… 51
2. Checking the Data List …………………………………………… 52
 Signal Circuit and Data List ……………………………… 56
Part 3 1
1. Coolant Temperature Sensor and
Using Diagnostic Tool 1 Intake Air Temperature Sensor ………………………………… 56
(Signal Circuit and Data List) [1] Signal Circuit ………………………………………………… 56
[2] Voltage Characteristic ……………………………………… 56
[3] Data List for Open/Short Circuit Malfunction ……………… 57
[4] How to Narrow Down the Problem Areas ………………… 57
2. Air Flow Meter (Hot Wire) ………………………………………… 58
[1] Signal Circuit ………………………………………………… 58
[2] Voltage Characteristic ……………………………………… 58
[3] Data List Reference Value (Mass Air Flow = MAF) ……… 58
[4] Data List for Open/Short Circuit Malfunction ……………… 59
[5] How to Narrow Down the Problem Areas ………………… 59
3. Vacuum Sensor …………………………………………………… 60
[1] Signal Circuit ………………………………………………… 60
[2] Voltage Characteristic ……………………………………… 60
[3] Data List for Open/Short Circuit Malfunction ……………… 61
[4] How to Narrow Down the Problem Areas ………………… 61
4. Throttle Position Sensor (Mechanical Throttle)………………… 62
[1] Signal Circuit ………………………………………………… 62
[2] Voltage Characteristic ……………………………………… 62
[3] Data List for Open/Short Circuit Malfunction ……………… 63
[4] How to Narrow Down the Problem Areas ………………… 63
5. Throttle Position Sensor (Electronic Control Throttle Body) … 64
[1] Signal Circuit ………………………………………………… 64
[2] Voltage Characteristic ……………………………………… 64
[3] Data List for Open/Short Malfunction (with IG ON) ……… 65
6. Accelerator Position Sensor
(Electronic Control Throttle Body) ……………………………… 66
[1] Signal Circuit ………………………………………………… 66
[2] Voltage Characteristic ……………………………………… 66
[3] Data List for Open/Short Circuit Malfunction
(with IG ON) ………………………………………………… 67
7. Fuel Pressure Sensor (D-4, D-4S) ……………………………… 68
[1] Signal Circuit ………………………………………………… 68
[2] Voltage Characteristic ……………………………………… 68
[3] Data List for Open/Short Circuit Malfunction ……………… 69
[4] How to Narrow Down the Problem Areas ………………… 69
8. O2 Sensor ………………………………………………………… 70
[1] Signal Circuit ………………………………………………… 70
[2] Voltage Characteristic ……………………………………… 70
[3] Data List for Open/Short Circuit Malfunction ……………… 71
[4] How to Narrow Down the Problem Areas ………………… 71
9. A/F Sensor ………………………………………………………… 72
[1] Signal Circuit ………………………………………………… 72
[2] Current and Voltage Characteristic ………………………… 72
[3] Data List for Open/Short Circuit Malfunction ……………… 73
[4] How to Narrow Down the Problem Areas ………………… 73
 10.Crankshaft Position Sensor ……………………………………… 74
[1] Signal Circuit ………………………………………………… 74
[2] Voltage Characteristic ……………………………………… 74
[3] Data List for Open Circuit Malfunction …………………… 75
11.Camshaft Position Sensor (MRE∗ Type) ……………………… 76
[1] Signal Circuit ………………………………………………… 76
[2] Voltage Characteristic ……………………………………… 76
2 Practice ……………………………………………………… 78

Engine Control System …………………………………… 80

Part 4 1
1. Engine Control System Diagram ………………………………… 80
Using Diagnostic Tool 2 2. Engine Control Configuration …………………………………… 82
(Description by Engine 3. Individual System Configuration ………………………………… 83
Function) [1] Fuel System ………………………………………………… 83
[2] Ignition System ……………………………………………… 84
[3] Intake Air System …………………………………………… 84
[4] Others ………………………………………………………… 85
4. List of Major Actuators and Sensors …………………………… 86
2 Fuel Injection Control (EFI Control) ……………………… 88
1. System Description ……………………………………………… 88
2. System Component ……………………………………………… 90
[1] Fuel Pump …………………………………………………… 90
[2] Pressure Regulator ………………………………………… 90
[3] Pulsation Damper …………………………………………… 91
[4] Fuel Injector…………………………………………………… 91
[5] O2 Sensor …………………………………………………… 92
[6] A/F Sensor …………………………………………………… 93
[7] Coolant Temperature Sensor ……………………………… 94
[8] Air Flow Meter (Hot Wire) …………………………………… 95
3. Fuel Injection Control Method …………………………………… 96
[1] Injection System ……………………………………………… 96
[2] Injection Control Item ………………………………………… 96
[3] Detailed Description of Fuel Injection Control …………… 97
4. A/F Control (A/F Feedback Correction) ………………………… 102
[1] Control Method ……………………………………………… 103
5. Feedback Control by O2 Sensor (S2) ………………………… 106
[1] Control Specific ……………………………………………… 106
6. Heater Control on A/F Sensor and O2 Sensor ………………… 107
[1] Sensor Temperature ………………………………………… 107
[2] Heater Circuit ………………………………………………… 107
[3] Heater Operation …………………………………………… 107
[4] The Way Sensor Temperatures are Detected……………… 107
7. Normality Judgment Control for A/F Sensors and
3-way Catalyst (OBDII Compatible Vehicles) ………………… 108
[1] A/F Sensor Output Judgment Method …………………… 108
[2] Active A/F Control …………………………………………… 109
[3] Relation between Active A/F Control and Data List ……… 111
 8. IT-II Related Item ………………………………………………… 112
[1] Data List ……………………………………………………… 112
[2] Active Test …………………………………………………… 112
9. Specific Use of the IT-II ………………………………………… 113
[1] Checking A/F Correction Status …………………………… 113
[2] Utilizing a Fuel Injection Quantity Active Test …………… 119
10.Practice <A/F Control> …………………………………………… 120
[1] Check the A/F control related Data list in the sequence
from startup till end of A/F learning ………………………… 120
[2] After warming up the engine, perform the following tests
and observe how the Data list changes. ………………… 120
3 Canister Purge Control …………………………………… 122
1. System Description ……………………………………………… 122
2. System Component ……………………………………………… 124
[1] Purge VSV …………………………………………………… 124
[2] Charcoal Canister …………………………………………… 124
3. Purge Control Method …………………………………………… 125
[1] Precondition for Purge Control ……………………………… 125
[2] The Way Purge Density is Learned ………………………… 125
[3] Purge Control ………………………………………………… 126
4. IT-II Related Item ………………………………………………… 128
[1] Data List ……………………………………………………… 128
[2] Active Test …………………………………………………… 128
5. Specific Use of the IT-II ………………………………………… 128
[1] Getting a Correct Grasp of Relationship to Malfunction…… 128
6. Practice <Canister Purge Control> ……………………………… 129
[1] Check the A/F control related Data list in the sequence
from the end of A/F learning till start of purge control …… 129
[2] Perform the following tests and
develop your understanding of purge control …………… 129
4 Ignition Timing Control (ESA Control) …………………… 130
1. System Description ……………………………………………… 130
2. System Component ……………………………………………… 131
[1] Ignition Coil (Built in the Igniter) …………………………… 131
[2] Spark Plug …………………………………………………… 132
3. Ignition Timing Control Method ………………………………… 133
[1] Ignition Timing Control ……………………………………… 133
4. IT-II Related Item ………………………………………………… 136
[1] Data List ……………………………………………………… 136
5. Specific Use of the IT-II ………………………………………… 137
[1] Checking Variations among Cylinders during Rough Idling … 137
6. Practice …………………………………………………………… 138
[1] Check how the Misfire Count Responses ………………… 138
5 Knock Control ……………………………………………… 139
1. System Description ……………………………………………… 139
2. System Component ……………………………………………… 141
[1] Resonant Knock Sensor …………………………………… 141
[2] Flat Response Knock Sensor ……………………………… 141
3. Control Method …………………………………………………… 142
[1] Knock Judgment ……………………………………………… 142
[2] Knock Retard Correction …………………………………… 142
[3] Maximum Advance Value and Maximum Retard Value … 145
[4] Switching the Knock Detection Filter Frequency
(for Flat Response Knock Sensor Only) …………………… 145
4. IT-II Related Item ………………………………………………… 145
[1] Data List ……………………………………………………… 145
5. Specific Use of the IT-II ………………………………………… 146
[1] Grasping the Conditions under
which a Knocking Problem Occurs ………………………… 146
6. Let’s Practice <Knock Control> ………………………………… 147
[1] Check the Maximum Retard Value ………………………… 147
6 Electronic Throttle Control System
(Linkless Single-valve Type) ……………………………… 148
1. System Description ……………………………………………… 148
2. System Component ……………………………………………… 150
[1] Accelerator Position Sensor ………………………………… 150
[2] Throttle Position Sensor …………………………………… 150
[3] Throttle Motor ………………………………………………… 151
3. Control Method …………………………………………………… 151
[1] Throttle Valve Control ……………………………………… 151
[2] Throttle Valve Full Closed Position Learning ……………… 153
[3] ISC Learning ………………………………………………… 153
[4] ISC Control …………………………………………………… 153
[5] System Malfunction Detection ……………………………… 154
[6] Fail Safe ……………………………………………………… 155
4. IT-II Related Item ………………………………………………… 156
[1] Data List (Throttle Control) ………………………………… 156
[2] Active Test …………………………………………………… 157
5. Specific Use of the IT-II ………………………………………… 158
[1] Using the IT-II for Drivability Problem …………………… 158
[2] Estimating Carbon Buildup in the Throttle Body ………… 159
6. Let’s Practice <Electronic Throttle Control System> ………… 160
[1] Let’s check the ISC control for specific loads or
malfunctions, by monitoring the ISC data ………………… 160
[2] Check the Fail Safe Activation
(Safeguarded Driving Mode) ……………………………… 160
7 VVT-i (Variable Valve Timing with intelligence) Control … 161
1. System Description ……………………………………………… 161
[1] Advantage of VVT-i ………………………………………… 163
2. System Component ……………………………………………… 165
[1] Crankshaft Position Sensor
(Electromagnetic Pick-up Coil Type) ……………………… 165
[2] Camshaft Position Sensor
(Electromagnetic Pick-up Coil Type) ……………………… 165
[3] Hydraulic Type VVT-i ………………………………………… 166
[4] VVT-iE Controller …………………………………………… 168
3. Control Method …………………………………………………… 174
[1] Calculation of Target Advance Value ……………………… 174
[2] Detection of Actual Advance Values and Feedback
Control of Displacement Angles …………………………… 174
[3] VVT Hold Duty Ratio Learning (Hydraulic VVT-i) ………… 174
[4] VVT-i Foreign Material Expulsion Control
(Hydraulic VVT-i) …………………………………………… 175
[5] Fail Safe for a VVT Failure ………………………………… 175
4. IT-II Related Item ………………………………………………… 176
[1] Data List ……………………………………………………… 176
[2] Active Test …………………………………………………… 176
5. Specific Use of the IT-II ………………………………………… 177
[1] Hydraulic VVT-i System Operation Check ………………… 177
[2] VVT-iE System Operation Check…………………………… 180
6. Practice [VVT-i Control] ………………………………………… 181
[1] Let VVT-i advance by active test …………………………… 181
8 D-4 System (Direct Injection System)
[Excluding D-4S] …………………………………………… 182
1. System Description ……………………………………………… 182
2. Combustion Conditions and System Operations ……………… 184
[1] Stratified Combustion ……………………………………… 184
[2] Weak Stratified Combustion ………………………………… 185
[3] Homogeneous Combustion ………………………………… 185
[4] Summary of Combustion Condition and System
Operation ……………………………………………………… 186
3. System Component ……………………………………………… 187
[1] High-pressure Fuel Pump …………………………………… 187
[2] Fuel Relief Valve……………………………………………… 188
[3] Fuel Injector for Direct Injection …………………………… 188
[4] Injector Driver (EDU: Electronic Driver Unit) ……………… 188
[5] Fuel Pressure Sensor ……………………………………… 190
4. Control Method …………………………………………………… 190
5. IT-II Related Item ………………………………………………… 191
[1] Data List ……………………………………………………… 191
[2] Active Test …………………………………………………… 191
6. Specific Use of the IT-II ………………………………………… 192
[1] Misfire Allowance Check (Stratified D-4) ………………… 192
[2] High-pressure Fuel Pump Function Check ……………… 193
[3] Leak Test for High-pressure Injection System …………… 193
9 D-4S System
(Direct Injection & Port Injection Combined) …………… 194
1. System Description ……………………………………………… 194
2. System Component ……………………………………………… 196
[1] Fuel Injector for Direct Injection
(Dual Hole Type High-pressure Slit Nozzle Injector) …… 196
[2] Fuel Injector for Port Injection ……………………………… 196
[3] Intake Manifold ……………………………………………… 196
3. Control Specifics and Operating Ranges in
Each Combustion Mode ………………………………………… 197
[1] Stratified Combustion ……………………………………… 197
[2] Homogeneous Combustion ………………………………… 198
4. Fuel Injection Control
(Port-to-direct Injection Switching Control) …………………… 199
[1] Port-to-direct Injection Switching Control
from Startup to Warmup …………………………………… 199
[2] Port-to-direct Injection Switching by Load ………………… 200
5. IT-II Related Item ………………………………………………… 201
[1] Data List ……………………………………………………… 201
[2] Active Test …………………………………………………… 201
6. Specific Use of the IT-II ………………………………………… 202
[1] High-pressure Injection System Function Check ………… 202
[2] Identifying the Malfunction System at the time of Idle
Instability ……………………………………………………… 203
10 Charge Control ……………………………………………… 206
1. System Description ……………………………………………… 206
2. System Component ……………………………………………… 207
[1] IC Regulator ………………………………………………… 207
[2] Battery Current Sensor ……………………………………… 207
[3] Battery Temperature Sensor………………………………… 207
3. Charge Control Method ………………………………………… 208
[1] Basic Control Mode ………………………………………… 208
[2] Supplemental Charge Mode ………………………………… 209
[3] Refresh Charge Mode ……………………………………… 209
4. IT-II Related Item ………………………………………………… 210
[1] Data List ……………………………………………………… 210
[2] Active Test …………………………………………………… 211
5. Specific Use of the IT-II ………………………………………… 212
[1] Utilizing the IT-II for a Battery Overdischarge
(Checking for the Balance of Charge Input and Discharge) … 212
6. Let’s Practice ……………………………………………………… 215
[1] Run a drive test and check the Data list
relating to charge control …………………………………… 215
 Failure Diagnosis by Problem Symptom ……………… 218
Part 5 1
1. How to Proceed with Failure Diagnosis
Using Diagnostic Tool by Problem Symptom …………………………………………… 218
on Failure Diagnosis [1] Diagnosis Flow Chart………………………………………… 218
by Problem Symptom [2] Procedure of Highly Difficult Diagnosis …………………… 219
2. List of Possible Causes by Problem Symptom ………………… 220
[1] Starting Trouble (Cannot Crank) …………………………… 220
[2] Starting Trouble (Cranking Speed Malfunction) ………… 220
[3] Starting Trouble (During "start injection control") ………… 221
[4] Starting Trouble (During "after start injection control") …… 221
[5] Starting Trouble (Delay in "start injection control" /
"after start injection control") ………………………………… 222
[6] Insufficient Engine Power …………………………………… 223
[7] Hesitation during Acceleration ……………………………… 224
[8] Rough Idling ………………………………………………… 225
[9] Engine Stall …………………………………………………… 227
2 Fuel System Check (Low-pressure System) …………… 229
1. Effects on the A/F ………………………………………………… 230
2. Using the Fuel Injection Duration Data
to Judge the Fuel System Malfunction ………………………… 231
[1] Relationship between Fuel Injection Duration
and Malfunction ……………………………………………… 231
[2] How to Interpret the Relationship between
Fuel Injection Duration and Malfunction …………………… 233
3 Vacuum Check ……………………………………………… 236
1. Effects on the A/F ………………………………………………… 236
4 EGR System Check ………………………………………… 238
1. Effects in the Ranges of Stoichiometric A/F Control ………… 238
2. EGR Gas Inflow during Stratified Combustion
(Stratified D-4) …………………………………………………… 239
5 Air Flow Meter Characteristic Check (Hot Wire) ……… 241
1. Unit of MAF ………………………………………………………… 241
2. Characteristic Check 1 (Airflow-free VG Check) ……………… 241
3. Characteristic Check 2 (Atmospheric Pressure Data) ………… 242
4. Characteristic Check 3 (Visual Check) ………………………… 244
5. Comparison Check ……………………………………………… 244
6 Vacuum Sensor Characteristic Check …………………… 246
1. Characteristic Check Procedure ………………………………… 246
7 Coolant Temperature Sensor Characteristic Check … 247
1. Characteristic Check 1 …………………………………………… 247
2. Characteristic Check 2 (Estimation from FFD) ………………… 247
[1] When the vehicle is left alone
for a long period after engine OFF ………………………… 247
[2] When the vehicle is left alone
for a short period after engine OFF ……………………… 248
 8 Fuel Pressure Sensor Characteristic Check …………… 249
1. Effects on the A/F ………………………………………………… 249
2. Characteristic Check Procedure ……………………………… 250
[1] When a sensor value is possibly higher than actual
fuel pressure (System too lean) …………………………… 250
[2] When a sensor value is possibly lower than actual
fuel pressure (System too rich) …………………………… 250
9 Engine Speed Measurement per Cylinder ……………… 253
1. What Can be Confirmed ………………………………………… 253
[1] Check Procedure …………………………………………… 253
[2] Compression NG in Two or More Cylinders ……………… 254
10 ECU Power Supply and Ground System ………………… 256
1. ECU Power Supply and Ground Terminal Type ……………… 256
2. Malfunction in ECU Power and Ground System, and
their Problem Symptoms ………………………………………… 256
3. Quick Check for ECU Power Supply and Ground System …… 257
4. Detailed Check of ECU Power Supply and Ground System … 257

Example 1 …………………………………………………… 261

Part 6 1
1. Malfunction Example: P0171 [System Too Lean (Bank1)] …… 261
Example of Engine [1] Vehicle Information…………………………………………… 261
Malfunction [2] Condition at the time of Malfunction ……………………… 261
[3] Flow of Failure Diagnosis …………………………………… 261
2 Example 2 …………………………………………………… 264
1. Malfunction Example: P0174 [System Too Lean (Bank2)] …… 264
[1] Vehicle Information…………………………………………… 264
[2] Condition at the time of Malfunction ……………………… 264
[3] Flow of Failure Diagnosis …………………………………… 264
3 Example 3 …………………………………………………… 268
1. Malfunction Example: P0172 [System Too Rich (Bank1)] …… 268
[1] Vehicle Information…………………………………………… 268
[2] Condition at the time of Malfunction ……………………… 268
[3] Flow of Failure Diagnosis …………………………………… 268

Data List Index ……………………………………………… 274

Appendix 1
2 Active Test Index …………………………………………… 277
Index 3 Word Index …………………………………………………… 278
 Part 1
Engine Failure Diagnosis
and Features of the
Diagnostic Tool (IT-II)

1
 1 Engine Failure Diagnosis and the Diagnostic Tool
Part 1

Engine Failure Diagnosis and Features of the

Part 1 Diagnostic Tool (IT-II)
Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

This chapter outlines the functions and features of the diagnostic tool (IT-II) which are important for performing
failure diagnosis.

1 Engine Failure Diagnosis and the Diagnostic Tool

● The control of engines is progressing and becoming increasingly complex day by day.
However, the fact remains that the three elements, “good air fuel mixture”, “good compression” and “good
spark” are essential for a gasoline engine to run properly.
Engine sensors, actuators and computers (ECUs) that support the three elements in different ways in order
to keep them under optimal control.

Good air fuel Good spark

mixture
Good
compression

Sensor Actuator
ECU

● For instance, if something goes wrong with a sensor, then the three elements get out of balance and thus
trouble occurs.

Good spark Use me and

diagnose efficiently!
Good air efuel
mixtur Good
compression

Sensor Actuator
ECU +6II

Diagnostic tool
(IT-II)

● A sensor failure can be confirmed by measuring the voltage or resistance. However, the use of the
diagnostic tool (IT-II) gives access to additional information so that a wider perspective of failure diagnosis is
obtainable.
● The information available offers many hints and is of great advantage when investigating the conditions or
causes at the moment of failure.
● Make effective use of the diagnostic tool and perform a systematic, accurate and quick diagnosis.

2
 2 Engine Control and the Diagnostic Tool

Part 1
2 Engine Control and the Diagnostic Tool

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

1. Engine Control and Data List
● The three elements supporting an engine --“sensor”, “actuator” and “computer (ECU)”-- are linked to
each other as shown in the figure below.

ECU

Recognize

Activate
Judge
Sensor
SW

Actuator

● A sensor informs ECU of the operating condition. ECU recognizes the signal, makes the judgment,
and then outputs the signal to active an actuator to control the engine operation in line with the driving
condition of the engine.
● Various control values like these, which are processed within the ECU, are referred to as Data list and
can be checked using diagnostic tools.
● The Data list mainly consists of “input signals”, “output signals” and “ECU learned values”.
[1]  Input Signals (Signals from Sensor)
● Refers to signals which are sent to the ECU from each sensor or switch.
● The operating condition of each system, the running condition, etc. are sent to the ECU.

Sensor Input signals ECU

SW
• Operating condition of each system
• Driving condition, etc.
(e.g.: engine speed, mass air flow, coolant temperature, intake air temperature, shift position …)

[2]  Output Signals (Signals to Actuator)

● Refers to signals which the ECU, based on input signals, tells the actuator how it should operate.
ECU Output signals
• Operation timing
• Operating duration, etc.
Actuator

(e.g.: fuel injection duration, ignition timing, the number of EGR steps, purge ratio …)

[3]  ECU Learned Values

● Take humans, for example. Each of us has our own habits or traits and physical changes as we grow older.
● In the same way, each sensor or actuator has its own peculiarities and characteristics that change as
they add to their service years.
It is these learned values that allow the ECU to recognize these peculiarities or changes and make the
necessary corrections so that the best vehicle conditions are reached.

Sensor ECU
SW
Actuator
ECU learned value
• Corrects the characteristic variations of individual parts or
the influences of aging.

(e.g.: A/F, knock, idle, purge density, atmospheric pressure …)

3
 2 Engine Control and the Diagnostic Tool
Part 1

2. Effectiveness of Data List and Active Test

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

[1]  What an Input Signal Tells

You can see what the ECU sees.
Can see! If you can make sure of verify Data list values, then you can be sure that normal signals are being
sent to the ECU. Then, you can judge the input signal to be okay without bothering to check the
components or the wiring harnesses one by one.

Normal! ECU

Recognize

Activate
Judge
Sensor Actuator

Can check the sensor

system including the
ECU!

[2]  What an Output Signal Tells

You can see what the ECU thinks.
Can see! You can verify how the ECU wants the actuator to operate (target value).
Can’t see Even if you can verify correct Data list values, there is no guarantee that the actuator is working
properly. To test an actuator, you need to verify the Data list, during an Active test*, that changes occur.
* An actuator generally does not operate unless certain conditions have been met. An Active test forces the
actuator to operate, allowing you to check its condition.

Only with Data list… With conducting an Active test…

ECU Normal? ECU Normal!

Operate!
Recognize

Recognize

Activate
Activate
Judge

Judge

Sensor Actuator Sensor Actuator

Can check how the Can check the actuator

ECU wants the Actuator drive circuits including
to work (target value)! the ECU!

[3]  What an ECU Learned Value Tells

You can see how the ECU compensates the status of each system.
Can see! The ECU makes a judgment, based on feedback, as to the result of an actuator drive instruction
and corrects the instruction so that the best result can be attained. It is a learned value that allows
the ECU to make this correction. Namely, if it is found out that a specific condition requires an
excessively wide range of corrections, then it can be known that there is something wrong with the
system. For the purpose of failure diagnosis, learned values are of great importance.
ECU
Compensate

1 Correct
Recognize

Activate
Judge

Sensor 2 Instruction Actuator

Feedback +
Compensation
Can tell how the ECU
corrects the status of
a system. Sensor

POINT
Master the types and characteristics of Data list and Active test so that they can be used effectively for
failure diagnosis.

4
 3 Outline of the IT-II Function

Part 1
3 Outline of the IT-II Function

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

● The IT-II is a diagnostic tool designed to make use of the “diagnosis functions” thus that each ECU has.
● The following functions are available. Be familiar as yourself with the functions to ensure they are used
effectively.

From the Menu Bar, you can

choose the item you wish to
execute.

During the process of failure

diagnosis, it is important
to make effective use of
the functions with the IT-II
connected with the vehicle.
The diagnosis item will be
described from the next page on.

■ Outline of the IT-II functions

Menu item Description
Diagnose DTCs (Diagnostic trouble codes), FFD (Freeze frame data),
(Diagnosis functions) Data list, All readiness, Active tests
Register/Clear Key Registers/clears an immobilizer key, wireless key, and smart key.
Work Support Resets learned values, bleeds the brakes, etc.
Saved Data Checks the data etc. saved within the IT-II.
Customize Changes the settings for customizable items.
Rewrite ECU Reprograms ECU software, reads software product No., etc.
Measure Voltage measurement, oscilloscope (for oscilloscope set only*1)
Option A variety of setting options, contrast, clock, etc.
*1 The IT-II is available in Standard set and Oscilloscope set, and only the Oscilloscope set comes with the oscilloscope
function.

The IT-II is a communication tool with a vehicle.

Use the IT-II to communicate with various ECUs on the vehicle and to
proceed effectively with checks or diagnosis.

5
 4 Diagnosis Function
Part 1

4 Diagnosis Function
Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

1. Type of Diagnosis Function

● The diagnosis function refers to the storing data of the malfunction system or monitoring Data list when there
is something wrong with the individual controls of ECU. By making good use of these functions, you can
diagnose in an efficient manner.
● Specifically, the following diagnosis functions are available.

Function Contents
● If a malfunction has occurred in the sensor circuit, ECU that malfunction can
DTC be saved as a DTC (diagnostic trouble code) and informed to the technician.
● DTCs can be viewed and/or erased using diagnostic tool (IT-II).
● The Data list can be saved at the exact moment a malfunction occurs and a
DTC is detected, this FFD can be retrieved at any time by the technician.
FFD
● By using the diagnostic tool (IT-II), FFD can be viewed and utilized for
failure diagnosis.
● “Input signals from sensors”, “Output signals to an actuator”, and “Each
learned value”, required for ECU control, can be checked in the Data list.
● The input signals from sensors can be checked without removing parts from
a vehicle. Normally regarding the input system, if the result of checking
Data list
the Data list is normal, then these data can be judged to be normal without
component check and circuit check.
● The Data list also allows you to check the learned condition etc. of ECU that
cannot be verified externally.
● Actuators can be tested for operating condition.
● Operate actuators. If the operating condition of the actuator is normal, then
Active test
relevant system can be judged to be normal without component check and
circuit check.

[1] Enhanced Function and Additional Contents

● The IT-II is a diagnostic tool which supplies diagnostic information and supports additional diagnosis
functions as shown below. Compared with the IT, the following contents are enhanced and added to the IT-II.

Item Enhanced functions and added contents See page

Using the Pending Code p.7
DTC
Using the All Readiness Function p.8
FFD Using the Multi-Freeze Frame Data (Multi-FFD) p.9
Enhanced Data Viewing Functions p.10
Data list Improved Update Speed of Data List p.11
A Wider Coverage of Data List p.11
Active test Newly adopted Active test p.12

● Details are explained from the next page.

6
 4 Diagnosis Function

Part 1
<1> Using the Pending Code
● Some diagnostic trouble codes have two trip detection logic.

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

● A pending code is a code that shows when just one detection logic is detected and can be verified
using a diagnostic tool.
● When a pending code is detected, no FFD is saved.

TIP

■ DTCs of two trip detection logic

2nd malfunction When a malfunction occurs on the 1st trip, the MIL
1st malfunction MIL goes on remains off. It is when the same malfunction occurs
during the 2nd trip that a DTC is detected and the MIL
turns on. (Two trip detection logic)
Malfunction
For a pending code, the code can be confirmed at the
time a malfunction is detected on the 1st trip.
Trip

Trip #1* Trip #2* * One trip refers to a ignition cycle from IG ON to IG OFF.

● Two-trip codes must be two consecutive trips.

Malfunction
occurred

Malfunction detected

Displayed
Not displayed
Pending code

Trip #1 Trip #2 Trip #3

Example of pending code screen

POINT

It is possible a pending code has been set even though the check MIL is off during vehicle troubleshooting.
Pending codes can be used for estimating the location of a failure by checking them in combination with
the Engine control system check result.

TIP

● Some of the one trip detection DTCs allow a pending code to be set together with the current DTC.
(Emission related DTCs)
● In this case, the pending code itself does not have any special meaning, so you can use only the current
DTCs to proceed with the diagnostic process.

7
 4 Diagnosis Function
Part 1

<2> Using the All Readiness Function

● Each of the DTCs has its own conditions for detection. For some codes, the detection period is long (e.g.
Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

90 consecutive seconds), while for others, the time till the start of detection is long (e.g. 15 minutes
after startup).
● For the DTCs as mentioned above, it should be considered that the detecting conditions may not to be
duplicated if post-repair road tests are insufficient, to meet this detection conditions.
● The “All Readiness” function serves to prevent this, as it allows you to confirm the result of judging
specified DTCs.

DON’T MISS
Use the All Readiness function after Failure diagnosis Repair work
the end of DTC failure diagnosis
and before delivering the vehicle!
Switch to the check mode and conduct a road test.

Check after sufficient

road tests are done. Check “All Readiness”.

Normal Abnormal
N/A*1 INCOMPLETE*2 (No DTC detected) (DTC detected)

Retry Retry Deliver the vehicle

Retry repair.
a road test. a road test. to customer.

*1 “N/A” is shown when the number of codes subject to DTC judgment exceeds the specified one. Retry a road test.
*2 “INCOMPLETE” is shown when the conditions for DTC judgment are not established. Re-check the detecting
conditions and retry a road test so that detecting conditions are met.

■ All Readiness screen

To open the All Readiness screen, from the [Function] menu of the IT-II, select Utility → All Readiness

→ INCOMPLETE .

If “INCOMPLETE” is
displayed, duplicate the
enable criteria for DTC
detection.
For “N/A”, retry a road test.

Recheck the result of DTC

judgement.

A judgment is made as to
normal or abnormal.

Set a DTC. Check the judgment and conduct a final confirmation test.

POINT

● Sufficient road tests should be conducted under the driving conditions that fit the result of the customer
problem analysis.
● Ifthere is a discrepancy between the driving conditions under which a symptom occurs and the
conditions for a road test, then the DTCs may fail to be detected.

8
 4 Diagnosis Function

Part 1
<3> Using the Multi-Freeze Frame Data (Multi-FFD)

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

(1) Multi-Freeze Frame Data (Multi-FFD)
● FFD (Freeze frame data) saves the Data list at the time a malfunction has occurred.
● With normal FFD, only one point at which a DTC is detected due to malfunction initiation is saved,
while with Multi-FFD, a total of five points are saved including data before and after DTC detection.
● Because it gives a clearer picture of what was going on at the exact moment of the malfunction than
the FFD for one-point detection, Multi-FFD can be useful diagnostic information for understanding
malfunction data or for performing a simulation test.
Point of malfunction Data is saved at regular Point of malfunction
Data value fluctuates intervals of 0.5 sec Data value fluctuates
due to malfunction. due to malfunction.

Point of DTC detection Point of DTC detection

The conditions before

malfunction are unknown.

0.5 sec 0.5 sec 0.5 sec

-3 -2 -1 0 1

With 1-point FFD With Multi-FFD

■ Multi-FFD confirmation screen

DTC view screen FFD view screen Multi-FFD view screen

POINT

● On the Multi-FFD view screen, you can check all Multi-FFD.

If you use Intelligent Viewer on your PC, then you can check Multi-FFD of all data on a bigger screen.

-3 FFD at 1.5 sec interval before DTC detection

-2 FFD at 1.0 sec interval before DTC detection

-1 FFD at 0.5 sec interval before DTC detection

0 Point of DTC detection

1 FFD at 0.5 sec interval after DTC detection

(2) How to save Multi-FFD

● For Multi-FFD, only the first DTC detected is saved. (For details, see page 28.)

9
 4 Diagnosis Function
Part 1

<4> Enhanced Data Viewing Functions

● A total of seven different views of Data list can be selected.
Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

● You can choose the layout and type of view according to the
characteristics of the data you want to check.
● You can switch from one screen to another by selecting display
modes from [View] menu.

[View] menu

Data List 1 Meter 1

Data List 2 Meter 2

Line Graph 1 Line Graph 2 Bar Graph

10
 4 Diagnosis Function

Part 1
<5> Improved Update Speed of Data List
● ECUs which have CAN-bus, improve the update speed of the Data list.

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

● Both highly accurate data and wide-ranging data items can be checked.
CAN-bus Non CAN-bus (SIL-bus)
With one item chosen approx. 10 ms approx. 80 to 100 ms
With all items chosen approx. 100 to 200 ms approx. 800 to 2000 ms

■ Screen images
u With all items chosen (All data) u With one item chosen

<6> A Wider Coverage of Data List

● ECUs which have CAN-bus, enlarge the number of Data list items drastically.
● Plus, improved data is available for estimating the timing of DTC setting.

■ Data for estimating the timing of DTC setting

Data item Range Description
Represents the driving distance after the
Distance from DTC Cleared 0 to 65535 km*1
DTC is cleared (the factory default).
Represents the frequency of warmup*2 after
Warmup Cycle Cleared DTC 0 to 255 times*1
the DTC is cleared (the factory default).
Represents the elapsed time after the DTC
*1
Time after DTC Cleared 0 to 65535 min is cleared (the factory default).
Not counted during IG OFF.
Represents the elapsed time after the
Engine Run Time 0 to 65535 sec*1
engine is started.

*1  If a value exceeds the range, then the display remains fixed at maximum value within the range.
*2  The conditions for counting the frequency of warmup are as follows.
• Condition 1: The engine must be running for 10 seconds or more after started.
• Condition 2: After condition 1 is met, the engine coolant temperature must rise by 22˚C / 71.6˚F or more and be at
least 70˚C / 158˚F.

11
 4 Diagnosis Function
Part 1

<7> Newly Adopted Active Test

● An active test sends a command to an actuator, changes the output signal intentionally. Then checks
Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

the operation of the system.

● Some of the available active tests are shown below. Note that the test items in an active test differ
depending on the vehicle type. For details, see the repair manual.

Item Control the Cylinder #1 Fuel Cut Control the ETCS Open/Close Fast Speed

IT-II screen*

● Checking the throttle valve operation

Purpose ● Identification of abnormal cylinders ● Checking the characteristics of throttle
position sensor
Item Control the VVT Linear Check the Cylinder Compression Pressure

IT-II screen*

● Checking engine speed variations

● Checking OCV sticking or VVT among cylinders
Purpose
operation delay. (Simplified compression measurement)
For details, see page 253.
* The IT-II screens are examples.

12
 5 Measurement Function

Part 1
5 Measurement Function

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

● The measurement function of the IT-II allows for a voltage measurement (with waveform view).
● If the Oscilloscope Set is chosen, it also serves as an oscilloscope.

1. Differences between Voltage Measurement and Oscilloscope

■ Specifications
Item Voltage measurement Oscilloscope
Maximum sampling rate 250 S/sec (per 4 ms) 500 kS/sec (per 2 μs)
Number of channels 1 ch 2 ch
Trigger mode − Auto/Normal/Single
Voltage (vertical axis) range 1 V to 5 V/div 100 mV to 10 V/div
Time (horizontal axis) range 100 ms to 10 s/div 50 μs to 10 s/div
Trigger* position − 10%, 50%, or 90% of screen area
* “Trigger” means a point at which a waveform is captured.
■ Screen examples
Voltage measurement screen
u Measurement conditions

Voltage: 2 V/div
Time: 100 ms/div

CH1: THWO

● During a voltage check, the voltage can be viewed

in the form of a waveform like on the oscilloscope.
● Because of slow update speed, Injection signal,
Ignition signal, etc. cannot be checked.

Oscilloscope screen
u Measurement conditions

Voltage: 2 V/div
Time: 2 ms/div

CH1: I Gt
CH2: I Gf

● Major control signals (Injection signal, Ignition

signal, etc.) can be checked.
● Unsuited for checking the signals of super high-
speed communication systems such as CAN-bus.

13
 5 Measurement Function
Part 1

2. Oscilloscope Function
● To use the oscilloscope function, it is necessary to connect the optional oscilloscope cartridge.
Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

● The oscilloscope probes can be connected to the IT-II to observe the voltage waveform for the signals
input to the channels.
[1] Using the Oscilloscope Function
(1) Plug the oscilloscope probe into the IT-II (Fig.1).
(2) From [Function] menu, select Utility → Oscilloscope to open the Measurement menu screen of
oscilloscope function. (Fig.2)

Fig.1 Fig.2

<1> Measurement menu screen

● On the Measurement menu screen, a waveform of signals input to the IT-II, can be observed.
● By operating these buttons, you can set the following functions.
㪈㩷㪻㫀㫍
㪈㩷㪻㫀㫍

Channel 2
GND level

Channel 1 5 Menu button

GND level
6 Exit button
Current voltage range
(voltage per div)

1 Channel button 7 Trigger menu button

Current trigger conditions

2 Enlarge/reduce voltage base button Current time range (time per div)

3 Change GND level button 4 Enlarge/reduce time base

No. Operation button Function

1 Channel button Allows you to select a channel to which the voltage value per div and GND
level are set.
2 Enlarge/reduce voltage Each time the button is touched, the waveform of a selected channel is
base button enlarged or reduced across the vertical range. The voltage base is variable
from 100 mV to 10 V per div.
3 Change GND level button Adjusts the GND position for a selected channel.
4 Enlarge/reduce time base Each time the button is touched, the waveform of a selected channel is
button enlarged or reduced across the horizontal range. The time base is variable
from 50 μs to 10 s per div.
5 Menu button Opens the File Menu screen. (See <2> [File Menu] screen on next page.)
6 Exit button Exits the oscilloscope function.
7 Trigger menu button Opens the trigger menu screen. (See <3> [Trigger Menu] screen on next
page.)

14
 5 Measurement Function

Part 1
<2> [File Menu] screen
● On the File Menu screen, you can save/playback/delete the screen image and measurement condition

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

setting data.
File Menu No. Function
1 Save Screen Copy 1 Save a screen image.
2 Open Screen Copy 2 Open a saved screen image.
3 Save Setup Data 3 Save measurement condition setup data.
4 Open Setup Data 4 Open or clears measurement condition setup data.

Exit

<3> [Trigger Menu] screen

● On the Trigger Menu screen, you can set a trigger.
Trigger Menu
No. Function
1 Trigger Channel
Ch1 Ch2 Trigger channel setting
1
2 Trigger Mode • Switches trigger setting channel.
Auto Norm Single
Trigger mode setting
3 Trigger Level
10.60V
• Auto : Displays waveform regardless of trigger
specification.
4 Slope 2 • Norm : Displays waveform only when a specified trigger
exists.
5 Trigger Point
10% 50% 90% • Single : Fixedly displays the first waveform on which a
Exit specified trigger is detected.
You can check the trigger conditions Trigger level setting
3
on the Measurement menu screen. • Sets the voltage level at a trigger.
5
Trigger slope switching
4 • : Detects a trigger when voltage rising.
• : Detects a trigger when voltage falling.
Trigger point setting
• Allows you to set a trigger point at 10%, 50%, or 90%.
Trigger point
10% 50% 90%

5 10%:To be chosen when you want to view

the range after the point to stop.
50%:To be chosen when you want to stop
the point in the center of screen.
90%:To be chosen when you want to view
1 the range before the point to stop.
2 :Trigger point
3
4

● Examples of displayed waveforms for 4 Trigger slope switching.

Voltage rising Voltage falling

Trigger level Trigger level

Trigger point Trigger point

(Trigger slope: ) (Trigger slope: )

15
 5 Measurement Function
Part 1

● Examples of displayed waveforms for 5 Trigger point setting (injector waveforms)

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

(Trigger point: 10%) (Trigger point: 50%) (Trigger point: 90%)

16
 5 Measurement Function

Part 1
REFERENCE

■ Identifying the Exterior Features of the IT-II

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

Touch panel

Battery indicator

Hardware keys

<Overall>

Data link cable connector

Voltage measurement tester AC/DC adapter Reset CF card CF card

probe connector connector switch eject button slot

<Top> <Bottom>

Probe connector for when the Stand Strap

oscilloscope cartridge is mounted
(RH: Ch1, LH: Ch2)

<Left side> <Right side>

Power switch USB cable USB cable Serial cable

connector connector connector
(for printer) (for PC connection) (RS-232C)

17
 5 Measurement Function
Part 1

REFERENCE   Comparing the Specifications of the Diagnostic Tools

Engine Failure Diagnosis and Features of the Diagnostic Tool (IT-II)

IT-II

Size 223 × 145 × 71 mm

1200 g (w/o oscilloscope)

Weight
1300 g (w/ oscilloscope)

5.7-inch (240 × 320 dots)

Display
Color LCD

Operation interface Touch panel & hard keys

Program card −

Card slot Versatile CF card slot: 1ch

Built-in battery Included (independent battery life: approx. 1hr)

USB
Interface for PC connection
RS-232C

CAN
Transmission path to vehicle
ISO9141 (SIL)

Voltage measurement
Measurement function (w/ waveform view)
Oscilloscope (2ch) Oscilloscope set only

18
 Part 2
Failure Diagnosis
using Diagnostic Tool
(at Workshop)

19
 1 How to Proceed with Failure Diagnosis using the IT-II
Part 2

Failure Diagnosis using Diagnostic Tool

Part 2 (at Workshop)
Failure Diagnosis using Diagnostic Tool (at Workshop)

This chapter describes the basic procedure of engine failure diagnosis.

The description here is subjected on the diagnosis methods to find abnormalities in the Data list of IT-II.
(This chapter can also be used for defining the criteria for pass/fail judgment of FFD.)

1 How to Proceed with Failure Diagnosis using the IT-II

1. How to Proceed with Failure Diagnosis

● The following flow chart shows how to proceed with failure diagnosis of gasoline engines.
● In case the problem symptoms do not reoccur, make sure to save DTCs and FFD.

While proceeding with

inspection, there may be
some occasions you have
to re-ask or reconfirm
with the customer about
Grasp the problem symptoms correctly (p.21) specific matters.
• Thorough customer problem analysis and Judge to be To avoid later trouble
symptom confirmation abnormal or with the customer, it
• Diagnostic trouble code check not. is important to obtain
consent previously from
Judged to be malfunction. the customer for re-asking.

DTCs are set. No DTCs are set.

Proceed with failure

DON’T MISS diagnosis, considering
Make sure to save DTCs whether there is a relationship
with other systems etc.
before clearing.*1
The detected DTC Not
is not related to the Reoccur
reoccur
symptoms.
Save DTCs Perform basic inspection with the IT-II (p.36)
Save DTCs and FFD (p.25) Perform basic inspection while estimating causes.

Not Reoccur Not

Reoccur reoccur reoccur

Failure diagnosis Simulation test *2, Failure diagnosis Simulation test *2,
by DTC failure diagnosis by symptom failure diagnosis
by DTC (p.218) by symptom
Failure diagnosis with (p.218)
repair manual. • Simulation test • Data list • Simulation test
• FFD (p.28) • Active test • Check mode (p.34)
• Data list • Check mode (p.34) • Measurement • Data list
• Active test • Data list function (p.13) • Active test
• Measurement • Active test • Measurement
function (p.13) • Measurement function (p.13)
function (p.13)

Confirmation test after repair

All Readiness (p.8)

*1 It is okay to clear DTCs and FFD once saved. By clearing them, you can get another FFD the next time when a DTC is
detected (See “TIP” on next page).
*2 Record Data list while proceeding with a simulation test so that the causes can be identified at the time of the malfunction
(For simulation test procedure, see page 35).

20
 2 A Correct Grasp of Problem Symptom

Part 2
2 A Correct Grasp of Problem Symptom

Failure Diagnosis using Diagnostic Tool (at Workshop)

● T he first step in failure diagnosis is always to get a correct grasp of the problem symptoms described by the
customer.
● t is important that all preconceptions be cleared away to get accurate information from the customer and give an
I

accurate judgment.

1. Note for Customer Problem Analysis

[1]  Important Points in Customer Problem Analysis
● The Engine Control System Check Sheet shown on the next page summarizes the key points to ask
the customer about for correct problem analysis.
● As basic information for diagnosis, ask the customer in detail about the conditions before and after the
malfunction occurred.
● Referring to the check box items, ensure that there is no information missing in the customer problem
analysis.

Important points in the customer problem analysis

Were there any irregular symptoms or operations?

Conditions before occurrence

● Cold or warm operation?
● Distance traveled, driving time, and road conditions from IG ON operation
● How was the vehicle driven?
Get the most detailed information about: What, When, Where, Under what
conditions and How it happened.
Conditions at occurrence
● Problem symptoms, frequency of occurrence, road conditions, driving
conditions, weather, customer’s perception of the symptoms
The condition of the vehicle and how it was operated after the occurrence.
(Warning indicator status, Whether the vehicle could be started or not, etc.)
Conditions after occurrence
● Is the malfunction still occurring?
● What was the timing that normal conditions returned?

TIP

■ Input of FFD
● For FFD, the data of the first DTC detected is left and not overwritten. To obtain a new FFD, it is
necessary to clear the DTC and FFD after saving them.
● For this reason, if you are checking the data in response to a customer who came to your workshop
saying: “I just saw the lamp illuminating on the instrument panel a while ago …”, you cannot be sure
that the FFD you are viewing right now is associated with the problem that caused the lamp to go on.
The fact may be that the lamp had illuminated before, but the customer could not visit your workshop
then.
For effective use of FFD, the customer problem analysis is of great importance.
● Besides, if previous FFD is still present when performing a simulation test of the problem symptoms,
it is impossible to obtain a new FFD at the time the symptoms reoccurred.
Clearing the DTC and a new FFD after saving to get the FFD at the time of problem reoccurence
can be an effective means for understanding the problem symptoms and tracking down the causes.

a b
Vehicle brought to workshop

DTC detected FFD FFD

䌆䌆䌄
Trip #1* Trip #2 Trip #3 Trip #4

The FFD for a which was input with a DTC for the first time remains, while FFD for b does
not. What you can confirm when the customer visits to the workshop is FFD for a .

* One trip refers to a span from IG ON to IG OFF.

21
 2 A Correct Grasp of Problem Symptom
Part 2

■ Customer problem analysis check sheet for engine failure diagnosis

Failure Diagnosis using Diagnostic Tool (at Workshop)

* The Customer Problem Analysis Check sheet can be found in the attached CD-ROM.

22
 2 A Correct Grasp of Problem Symptom

Part 2
[2]  Illumination Status of Malfunction Indicator Lamp
● In the process of customer problem analysis, check the illumination status of the Malfunction Indicator

Failure Diagnosis using Diagnostic Tool (at Workshop)

Lamp (MIL). When checking the MIL status, please be careful because there are a number of blinking
patterns for the MIL as shown below.

<1>  Lamp Check Function

● Timing of Illumination: IG ON, engine stopped
● Description: For a lamp bulb check, illuminates when the engine is stopped with IG ON and turns
off when the engine speed is above certain rpm.

<2>  Warning Alert (When DTC is detected*1)

● Timing of Illumination: Engine running
● Description: Illuminates when a DTC is detected and alerts the malfunction to the driver.
The MIL illuminates continuously in the following three patterns.
*1 There are some DTCs that do not cause the MIL to illuminate.

(1) Illuminates when a malfunction is detected and turns off right after normal conditions
have returned.
Applicable for … DTCs with a relatively minor effect on drivability.
(e.g.: Intake air sensor system, Coolant temperature sensor system, Knock sensor
system, etc.)

Point of return to normal Point of return to normal

DTC detected
ON
MIL status
OFF
Trip #1 Trip #2 Trip #3 Trip #4

(2) Illuminates when a malfunction is detected and remains illuminated through the

current trip even after normal conditions have returned.
Applicable for … DTCs with a major effect on drivability.
(e.g.: Accelerator position sensor system, Throttle position sensor system, System
too lean/System too rich, etc.)

Point of return to normal Point of return to normal

DTC detected
ON
MIL status
OFF
Trip #1 Trip #2 Trip #3 Trip #4

23
 2 A Correct Grasp of Problem Symptom
Part 2

(3)  Illuminates when a malfunction is detected and remains illuminated throughout the
Failure Diagnosis using Diagnostic Tool (at Workshop)

three trips following the current trip even after normal conditions have returned.
Applicable DTCs … All DTCs for OBDII*2 equipped vehicles.
In this case, even if the MIL is illuminated, it does not always mean the malfunction is still
present.
1.  When normal conditions have returned during driving
Remains illuminated throughout the three trips following the trip where the vehicle is driving.

Point of return to normal

(Remains illuminated throughout the three trips following
the trip where normal conditions have returned.)
DTC detected
MIL status ON Trip of
Trip #1 Trip #2 Trip #3
restoration
OFF to normal
Trip #1 Trip #2 Trip #3 Trip #4 Trip #5

2.  When normal conditions have returned during IG OFF

Remains illuminated throughout the following three trips, not counting the trip where normal
conditions have returned.

Point of return to normal [between 1st & 2nd trips (during IG OFF)]
(Remains illuminated throughout the following three trips, not counting
the trip where normal conditions have returned)
DTC detected
MIL status ON Trip of restoration Trip #1 Trip #2 Trip #3
OFF to normal
Trip #1 Trip #2 Trip #3 Trip #4 Trip #5

*2 R
 efers to a second-generation on-board diagnostic system that, in order to improve the emission performance, features
an additional capability to detect malfunction in exhaust gas control devices such as the catalyst converter, in addition to
the capabilities of the earlier OBD (On-Board Diagnostic system).
(Manufacturers are obliged to equip new model vehicles and existing model vehicles with OBDII*2 beginning in October 2008 and September 2010 respectively.
For some types of vehicles, OBDII is pre-installed beginning in January 2007.)

24
 3 Saving DTCs and FFD

Part 2
3 Saving DTCs and FFD

Failure Diagnosis using Diagnostic Tool (at Workshop)

The saving operation consists of 2 parts: Saving data to the IT-II and Transferring it to PC .

1.  Saving to the IT-II

● First, make sure to save data to the IT-II.
Step 1

● On the DTC data display screen, touch

Save Button .
● Then just enter a file name, and all DTCs and
FFD will be saved.

POINT

● There are so many FFD items. In particular, writing down Multi-FFD by hand could be quite a hassle.
● Be sure to master the above procedure. Once you have mastered it, you will find it a simple matter.

25
 3 Saving DTCs and FFD
Part 2

2.  Transferring and Saving the Data Saved on the IT-II to PC

● Transfer and save to PC, the data saved on the IT-II.
Failure Diagnosis using Diagnostic Tool (at Workshop)

● Intelligent Viewer can be used to save the data on PC so that it can be e-mailed, printed and faxed.

Step 1

Connection interface
at the PC side

● Connect the IT-II to PC Connection interface at the IT-II side

Step 2 Step 3
2

The IT-II screen

when communicating

● Click 1 DTC / Freeze Frame Data . ● Click 2 and then 3 .

Step 4 Step 5

6 7

4
5

● Select 4 [File] and click 5 Open . ● FFD is displayed.

● Click 6 to save data to the hard disk.
● Click 7 to print data.

POINT
●What is Intelligent Viewer : A program that allows the Data list, FFD etc. saved on the IT-II to be received
and checked on PC screen.

26
 3 Saving DTCs and FFD

Part 2
3.  Where to Save Data on PC
● To send the data saved on the hard disk as an e-mail message or transfer it to other media, it is

Failure Diagnosis using Diagnostic Tool (at Workshop)

necessary to know the folder directory where the data is saved on the hard disk.

As shown to left, the file is found

in the following directly path:
My Computer
└ Local Disk (C:)/
└ Program Files/
└ Intelligent Viewer/
└ DATA/

REFERENCE File Organizing Function

● [Organize File] also allows you to transfer various data from the IT-II to PC.
● Follow the steps below to transfer data.

Click.

D
 ouble-click DiagFrz,
select the file, and drag then drop to copy.
Copy

After dragging (copying) to the lower field, click

this icon to save the file to a floppy disk.

27
 4 Utilizing FFD
Part 2

4 Utilizing FFD
Failure Diagnosis using Diagnostic Tool (at Workshop)

● FFD provides very useful information for failure diagnosis.

● The way FFD is saved differs between vehicles equipped with OBDII and ones with the earlier system
(hereinafter OBD).

1.  The Way FFD is Saved

●OBD
● Up to the first three DTCs detected are saved.
Detection Order 1 2 3 4
FFD Multi-FFD 1-point FFD 1-point FFD None

2.  How to Utilize FFD

● Analyzing FFD provides the following advantages.
Advantages of FFD Analysis Description
[1] Grasping the driving conditions at When the problem symptoms do not reoccur, FFD can be utilized to
the time of malfunction perform diagnosis by understanding the driving conditions.
FFD items may contain error data whereby you can identify the
[2] Checking error data
causes of malfunction.

28
 4 Utilizing FFD

Part 2
[1]  Grasping the Driving Conditions at the Time of Malfunction
● Check the major FFD items to ascertain the driving conditions under which the malfunction occurred.

Failure Diagnosis using Diagnostic Tool (at Workshop)

Check item and order Data to check Description of checks

<1> Estimating the timing

The number of warm-up cycle after ● Check the consistency between the
DTC cleared, the distance travelled set timing of DTC and the customer
of DTC setting
after DTC cleared … description (See page 30).
<2> E
 stimating the vehicle
conditions at the time
Vehicle speed, accelerator opening ● Estimate what the driving/running
angle, brake, gearshift position … conditions were (See page 31).
of malfunction

: <1> Estimating the timing of DTC setting: Applicable items

: <2> Estimating the vehicle conditions at the time of malfunction: Major applicable items

FFD Example

29
 4 Utilizing FFD
Part 2

<1>  Estimating the Timing of DTC Setting

● The following four data items on Data list and FFD are used to estimate whether there is no
Failure Diagnosis using Diagnostic Tool (at Workshop)

discrepancy between the timing of malfunction described by the customer and the set timing of
diagnostic trouble codes.

Data item Description

Indicate the time elapsed since engine start. (Counted only when the engine is
Engine Run Time
running.)
Indicate the number of engine warm-up cycles after DTC cleared (or the factory default).
Conditions for counting the number of warmups:
Warm-up Cycle Cleared DTC ● Condition 1: The engine must be running for 10 sec or more.
● Condition 2: After Condition 1 is met, the engine coolant temperature must rise by at
least 22˚C / 71.6˚F and reach a minimum temperature of 70˚C / 158˚F.
Distance from DTC Cleared Indicate the distance travelled after DTC cleared (or the factory default).
Time after DTC Cleared Indicate the time that elapsed after DTC cleared (or the factory default).

■ Estimation example: Estimate the time when a problem occurred, based on the following results of
customer problem analysis check and inspection.

The vehicle was brought into workshop by the customer, who said: “the lamp on the
Customer check results … instrumental panel has illuminated before”.
The vehicle was only used to commute to or from work in the morning and evening, with
odometer reading of about 20 km.

Factory default or the

Vehicle was
previous DTCs when the Problem occurred brought in
vehicle was last brought (DTC detected + FFD saved) (Present)
in were cleared.

Check with FFD Check with Data List

Item Inspection result Item Inspection result
Distance from DTC Cleared 150 km Distance from DTC Cleared 215 km
Warmup Cycle Cleared DTC 30 times Warmup Cycle Cleared DTC 36 times

Estimate how many kilometers the vehicle had traveled since a DTC was detected.
215 km “Data List (Distance from DTC Cleared)”
─ 150 km “ FFD (Distance from DTC Cleared)” = 65 km
It is estimated that the vehicle had been traveling 65 km since the problem occurred.

Estimate how many times the engine had been warmed up since DTC was detected.
36 times “Data List (Warmup Cycle Cleared DTC)”
─ 30 times “FFD (Warmup Cycle Cleared DTC)” = 6 times
It is estimated that the engine had been warmed up 6 times since the problem occurred.

Based on the results and , the problem is estimated to have occurred three or four days before.

30
 4 Utilizing FFD

Part 2
<2>  Estimating the Vehicle Conditions at the Time of Malfunction
● Of the large quantity of Data list saved in FFD, the following Data list is mainly used for the purpose of

Failure Diagnosis using Diagnostic Tool (at Workshop)

estimating the vehicle conditions (driving/running conditions) at the time the malfunction occurred.

Data item Description

Engine Speed
● Estimate the major running conditions when the malfunction
Calculate Load occurred.
Vehicle speed and engine driving conditions (rpm, load)
Vehicle Speed
● Check the temperature data when the malfunction occurred.
Coolant Temp High
Initial Engine Coolant Temp

Coolant temp
Initial Engine Coolant Temp
Coolant Temp

Intake Air
Elapsed time after start
  Estimate the warm-up pattern (incl. Intake air temp.) when the
Initial Intake Air Temp malfunction occurred.

Starter Control ● Confirm the basic signals indicating running conditions.

Starter Control Starting or not?
Closed Throttle Position SW Closed Throttle Position Idling or decelerating or not?
SW (Throttle valve opening angle can be a clue.)

Neutral Position SW Signal Neutral Position SW Was the gearshift in P-N position or
Signal not?

Electrical Load Signal ● Check whether load signal input was present or not.
Was electrical load present?
Electrical Load Signal
Stop Light Switch (Headlights, wiper, etc.)
Stop Light Switch Was the brake operated?
A/C Signal A/C Signal Was A/C compressor load present?

Fuel System Status (Bank#) ● Check the status of A/F FT control.

Verify if A/F control was in an appropriate status.
● Make a judgment based on the Short FT and Long FT combined.
Short FT #
+15% or more System too lean (Thin A/F) possibility
+15 to -15% Judge A/F to be normal.
Long FT # Less than -15% System too rich (Thick A/F) possibility

● Check A/F status.

Verify whether A/F was in an appropriate status or not.
Air-Fuel Ratio
Air-Fuel Ratio Target A/F for engine ECU
Actual A/F status measured by A/F sensor
AF FT
(Displayed value × 14.7 = A/F)
AFS Output amperage of A/F sensor
AF FT B# S1
A/F Target A/F AFS
13.0 0.88 -0.36 mA
Possibility of system too rich
13.8 0.94 -0.18 mA
14.7 Stoichiometric A/F: Normal 1.00 0.00 mA
AFS B# S1 16.0 1.09 0.18 mA
Possibility of system too lean
17.7 1.20 0.36 mA

Throttle Pos. Sensor Output

● Estimate the status of the accelerator and throttle.
Accelerator Position No.1

31
 4 Utilizing FFD
Part 2

Data item Description

● Estimate the knock control status (combustion status)
Failure Diagnosis using Diagnostic Tool (at Workshop)

-2˚CA side Not knocking

Knock Feedback Value -3˚CA Normal
Knocking
-4˚CA side
(Whether it was audible or not is unknown.)
● Check whether the purge air was introduced or not.
If the purge ratio is not 0%, judge that the purge air was
EVAP Purge Flow
introduced.
(Upper limit for idle purge ratio: approx. 6%)
● If the density is notably negative, the effect of purging is substantial.
Purge Density Learn Value
(Normal: within approx. ±1%)
Trans Pos ● Check the transmission position.
A/T Oil Temp ● Check the A/T oil temperature (road load).
Engine Speed (Starter Off) ● Check the engine speed right after startup.
● Duration from starter on until the time when engine speed reaches
400 rpm.
● The display is reset to “0ms” five seconds after startup*.

Engine starting
duration Starting duration
Engine Start Time

Engine speed
400 rpm

Duration
STA ON 5s
Starting duration is displayed. “0ms” is displayed.

● Check whether VVT fail control is operating or not.

VVT Advance Fail Status
(When fail control is operating, the idling speed is set high.)
* The term “startup” is used to refer to the moment the engine speed has reached 400 rpm or more.

32
 4 Utilizing FFD

Part 2
[2]  Checking Error Data
● The FFD items may contain Data list that allows you to locate the causes of malfunction.

Failure Diagnosis using Diagnostic Tool (at Workshop)

● Referring to the pass/fail judgement for major Data list on page 41, check whether or not any error
data is contained in FFD items.

■ FFD example
Item Data 1 Data 2 Data 3 Data 4 Data 5 Unit
Engine Speed 776 815 550 344 264 rpm
Calculate Load 27.4 16 37.2 52.1 89.4 %
Vehicle Speed 13 / 8.1 9 / 5.6 4 / 2.5 4 / 2.5 3 / 1.9 km/h / mph
IGN Advance 17.5 5.5 12.5 9 9 ˚
Injector 3.32 3.2 2.56 2.94 6.01 ms
Coolant Temp 83 / 181.4 83 / 181.4 83 / 181.4 83 / 181.4 83 / 181.4 ˚C / ˚F
Intake Air 36 / 96.8 37 / 98.6 37 / 98.6 37 / 98.6 37 / 98.6 ˚C / ˚F
MAF 2.9 2 3.1 2.6 3 gm/sec
Accelerator Idle Position ON ON ON ON ON
Fuel System Status (Bank1) CL CL CL CLFault CLFault
Short FT #1 0.7 1.5 0 0 0 %
Long FT #1 -3.2 -3.2 -3.2 -3.2 -3.2 %
Target EGR Position 0 0 0 0 0 %
Throttle Sensor Position 17.6 16.4 18 18 18.4 %
Accelerator Position No.1 15.6 15.6 15.6 15.6 15.6 %
Knock Feedback Value -3 -3 -3 -3 -3 ˚CA
Knock Correct Learn Value 16.53 16.53 16.53 16.53 16.53 ˚CA
EVAP (Purge) VSV 0 9.4 9.4 0 0 %
EVAP Purge Flow 0 2.1 2.5 0 0 %
Purge Density Learn Value -11.8 -11.8 -11.8 0 0 %/%
EVAP Purge VSV OFF OFF* OFF* OFF OFF
* For EVAP Purge VSV, the display will be ON when the Drive duty ratio is 30% or more.

Remark: The Purge Density Learn Value is extremely high, suggesting that the purge density was high during
idling. It can be estimated that this was one factor for malfunction. (Use this for simulation tests and purge
system check.)

TIP

■ Vehicle Speed data

● The timing of the “Vehicle Speed” data being displayed is somewhat delayed compared with the actual
vehicle speed.
Therefore, if the Vehicle Speed data in FFD indicates “0 km/h / 0 mph”, it does not necessarily mean
the malfunction took place when the vehicle was stopped.
● To determine whether the malfunction took place before or after the vehicle was stopped, the output
revolutions of AT or CVT can be used to give a more accurate judgment.

• Secondary pulley revolutions (CVT)

• Output revolutions (AT)
Vehicle speed/rpm

Vehicle speed

approx. 0.5 s
Duration
approx. 3 s Max

33
 5 Simulation Test in Check Mode
Part 2

5 Simulation Test in Check Mode

Failure Diagnosis using Diagnostic Tool (at Workshop)

● Check Mode is the mode to increase the sensitivity to detect diagnostic codes.
By switching to Check Mode, it is possible to detect short breaks caused by contact failure, also to switch
two trip detection logic to one trip detection logic to achieve a higher sensitivity for diagnosis.
● Since DTCs can be detected during a simulation test, setting to Check Mode beforehand can be an effective
measure.
● If the malfunction does not reoccur, carry out a test run while monitoring the Data list that has a strong
causal relationship with the malfunction.
● If the malfunction reoccurred, the Data list when it reoccurred can be analyzed to aid in troubleshooting.
■ For DTC P0102 [Air Flow Meter Open Circuit (Low)]
● As shown below, the detection duration (problem duration) is shortened in Check Mode.
DTC Detecting Conditions
1. Diagnostic requirements 2. Problem conditions 3. Problem duration 4. Other
1. IG ON, Engine speed less than 4000 rpm
2. Open circuit or short to GND in air flow meter circuit
Normal Mode
3. 3 sec or more
4. One trip
1. IG ON, Engine speed less than 4000 rpm
2. Open circuit or short to GND in air flow meter circuit
Check Mode
3. Less than 1 sec
4. One trip

Select [Check Mode]. Touch [Next >] to enter Check Mode.

CAUTION

Once switched to Check Mode, the saved DTCs and FFD will be cleared.
Make sure to save them before switching to Check Mode.

34
 5 Simulation Test in Check Mode

Part 2
TIP

Failure Diagnosis using Diagnostic Tool (at Workshop)

■ Simulation test
● To do accurate troubleshooting, it is important to carry out a customer problem analysis enough, and
make the symptom reoccur under similar condition or environment when the malfunction occured.
● Since vibration, heat, or water penetration (moisture) are likely to make problems difficult to reoccur,
the simulation tests introduced here focus on making the problem symptoms reoccur by subjecting a
stopped vehicle to these external factors.

● VIBRATION METHOD (When vibration seems to be the major cause.)

● PART AND SENSOR
• Apply slight vibration with your finger to the part of the sensor
considered to be the problem cause and check whether the
malfunction occurs.
● WIRE HARNESS AND CONNECTORS
• Slightly shake the wire harness or the connector vertically
and horizontally and check whether the malfunction occurs.
• For the wire harness in particular, the connector joint and
fulcrum of the vibration, and body through portion are the
major areas that should be checked thoroughly.
Note:
● Applying strong vibration to relays may result in open relays.

● HEAT/COLD METHOD (When the problem seems to occur when the

suspected area is hot or cold.)
Heat or cool the component that is the possible cause of the
malfunction with a hair dryer or a quenching spray. Check
whether the malfunction occurs.
Note:
● Do not heat the components to more than 60˚C / 140˚F (as
hot as can be touched safely by the hand).
● Do not apply heat or chill directly to the parts in the ECU
etc. by opening the lid.

● WATER SPRINKLING METHOD (When the malfunction seems to occur

on a rainy day or in high-humidity)
Sprinkle water onto the vehicle and check if the malfunction occurs.
Note:
● Never sprinkle water directly onto the engine compartment,
but indirectly change the temperature or humidity by
spraying a mist of water onto the radiator front surface.
● Never apply water directly onto the electronic components.
● If a vehicle is subject to water leakage, the leaking water
may penetrate into the connector through the wire harness. Misty
When testing a vehicle with a water leakage problem,
special caution needs to be taken.

35
 6 Basic Inspection with the IT-II
Part 2

6 Basic Inspection with the IT-II

Failure Diagnosis using Diagnostic Tool (at Workshop)

Connect the diagnostic tool to the vehicle and perform basic inspection.

When the malfunction ● To ensure efficient troubleshooting of causes by solid initial
reoccurs diagnosis, without missing abnormalities.
Objectives of
basic inspection When the malfunction
● To ensure checks do not miss signs of abnormalities.
● To ensure technical validation as to whether the existing
does not reoccur
operating conditions are normal or not.

1.  Basic Item to Check

● Check for the following items.
FFD check (when DTCs are present)
1 ● Check FFD using the Pass/fail judgment for major Data list items (p.41).

A/F diagnosis
2 ● Check whether the A/F which is basis for engine control is normal or not (p.37).

Major Data list items check (check for malfunction-related items*)

3 ● Check the major Data list items for apparent abnormalities (p.41).

Major Active test check (check for malfunction related items*)

4 ● Perform Active tests for major items and check to see if abnormalities exist (p.48).
* If unknown, check all items.

REFERENCE Problem Symptoms and Basic Items to Check

●: Items to check
Starting trouble Rough idling Engine stall

A/F diagnosis ● ●
Major Data list check ● ● ●
Control the Cylinder #
Fuel Cut ● ●
VVT-i ● ● ●
Major Active test check
EGR ● ● ●
Check the cylinder
compression pressure ● ●

36
 6 Basic Inspection with the IT-II

Part 2
2.  A/F Diagnosis

Failure Diagnosis using Diagnostic Tool (at Workshop)

[1] What Can be Diagnosed by Inspection of the A/F System
A/F diagnosis allows you the pass/fail judgement of A/F control related systems in general and to find out
the following.

A/F diagnosis   If the inspection result is normal, then …

u Intake air system u ECU u A/F sensor, O2 sensor

The Mass Air Flow (MAF) is being The A/F control can be (only S1 at main side)
detected correctly. judged to be normal. Feedback is operating correctly.
Therefore, Therefore,
Air flow meter is normal (EFI-L) A/F sensor, O2 sensor is normal.
Vacuum sensor is normal (EFI-D)
Air intake system is normal without
vacuum leaks

Engine
ECU

Engine speed signal

A/F sensor heater control
A/F sensor signal
Air flow meter MAF

Injection signal
Camshaft
position
sensor Ignition signal

Ignition coil
Injector

A/F sensor
(heater included)
Coolant
temperature
sensor

3-way catalyst
Crankshaft position
sensor

O2 sensor (S2)

3-way catalyst

u Fuel system u Compression & Ignition system

Accurate fuel injection in relation to the A good air fuel mixture is being exploded without
MAF. misfire.
Therefore, Therefore,
Fuel system is normal. Good compression
● Fuel pressure is normal (fuel pump ● Can basically be judged to be normal.
system). Good spark
● Injector operation is normal. ● Ignition coil system is normal.
● Ignition plug is normal.

37
 6 Basic Inspection with the IT-II
Part 2

[2]  Inspection Procedure

Failure Diagnosis using Diagnostic Tool (at Workshop)

<1>  Selecting Data List

● Select the four data items shown below.
AFS(O2S)* Long FT
Short FT Throttle Pos. Sensor Output
* Select a sensor at S1 side (pre catalyst sensor).

● If there are two or more data for each of the above data items, then a choice should be made
according to the bank as in the cases shown below.
(For a description of banks, see page 47.)

Data type Data chosen

O2S B1 S1
Case 1
O2S B1 S2
(only 1 bank)
Short FT #1
Long FT # 1

Data chosen
Data type
Bank 1 Bank 2
AFS B1 S1
Case 2 AFS B2 S1
(2 banks) O2S B1 S2
↓ O2S B2 S2
Inspect per bank Short FT #1
Long FT #1
Short FT #2
Long FT #2

<2>  Collecting Data List

● Obtain the following screen, let the engine idle, and then perform a D-range stall*.
● After conducting a D-range stall* (by increasing the speed gradually), stop the screen and ascertain
the data.
* When conducting a D-range stall, maintain approx. 1500 rpm, but do not depress the accelerator pedal to full open.
To prevent overheat of the torque converter, never attempt to conduct a longer than 5-second stall nor consecutive stall
tests. (Check the ATF oil temp before starting the test and during intervals between checks.)

How to Interpret the Data

Check the values where a wide range of

correction is caused by a stall (minimum and
maximum values).

* Inspection example
Point A in left figure (substantially negative)
Short FT -1.6%
Long FT -4.7%
Sum -6.3%

Point B in left figure (substantially positive)

Short FT +5.5%
Long FT +3.9%
Sum +9.4%

38
 6 Basic Inspection with the IT-II

Part 2
<3>  Data List Check
● Ascertain which zone the check data applies to.

Failure Diagnosis using Diagnostic Tool (at Workshop)

● If there is something wrong, check the items shown on next page according to the factor.

( Normal  Possibly abnormal  Zones where DTC is detected)

Short FT 1 2

Short FT
+ 3 5 6 5 4
Long FT
(%) -60 -50 -40 -30 -20 -10 0 +10 +20 +30 +40 +50 +60

A/F sensor voltage

Zone A/F (S1 side) (V) Symptom Diagnosis result
AFS O2 sensor
Red 1 Rich 0 V side* 1 Rich misfire Error Check for factors of rich misfire
Blue 2 Lean 5 V side* 0 Lean misfire Error Check for factors of lean misfire
3 14.7 3.3 0 1 P0172 (System too rich) Error Check for factors of rich misfire Items
to
4 14.7 3.3 0 1 P0171 (System too lean) Error Check for factors of lean misfire
check
● Sometimes the p.40
engine hesitates. Poor engine performance, deterioration
5 14.7 3.3 0 1
● Sometimes the engine with age, or it is possibly malfunction.
idles roughly, etc.
6 14.7 3.3 0 1 Normal Normal
* Out of 3.3 V (Stoichiometric A/F).

Inspection data entry space

Distance
Engine Short FT Long FT Total Remarks
travelled
- side % % %
─ km
+ side % % %

- side % % %
─ km
+ side % % %

- side % % %
─ km
+ side % % %

- side % % %
─ km
+ side % % %

- side % % %
─ km
+ side % % %

- side % % %
─ km
+ side % % %

39
 6 Basic Inspection with the IT-II
Part 2

[3]  Items to Check for Errors Found in A/F Diagnosis

● If anything wrong is found in A/F diagnosis, check the following items.
Failure Diagnosis using Diagnostic Tool (at Workshop)

Possible cause Items to check

Clogging of fuel filter
Fuel Main body of pressure regulator
Decrease in fuel pressure pressure
check Main body of fuel pump, control system
Main body of high-pressure fuel pump, control system (D-4, D-4S)
Vacuum leaks in intake air Presence of Vacuum leaks in intake system
system Check for leaks in vacuum hose system, gasket section, etc. located
(EFI-L) downstream the throttle valve. See page 236.
Abnormal character in Vacuum sensor circuits and characteristics
Vacuum sensor For circuit inspection and characteristic checks, see page 60 and page 246
(EFI-D) respectively.
Abnormal character in Air flow meter circuits and characteristics
Air flow meter For circuit inspection and characteristic checks, see page 58 and page 241
(EFI-L) respectively.
Abnormal character in Fuel pressure sensor circuits and characteristics
Fuel pressure sensor For circuit inspection and characteristic checks, see page 68 and page 249
Lean (D-4) respectively.
Fuel quality
Injector clogging Main body of injector
Check for injector duration. See page 231.
Main body of O2 sensor
The sensor can be judged to be normal if 0.75 V or
O2 sensor error*1 Check by
more is generated even momentarily during racing or
stall*2. comparing
sensor1 &
Main body of A/F sensor sensor2.
The sensor can be judged to be normal if the A/F See page 119.
A/F sensor error
sensor voltage (Data list) swings to rich side even
momentarily during racing or stall*2.
Misfire due to malfunction in Main body of ignition coil
secondary ignition system Main body of spark plug
Fuel absorption due to
Carbon build-up status
carbon build-up
Clogging in main body of pressure regulator
Fuel
Clogging in fuel return system
High fuel pressure pressure
check Main body of high-pressure fuel pump & control system (D-4,
D-4S)
Fuel quality
Main body of injector
Injector leakage due to poor Stop the engine, measure the HC density in the space injected by injector
sealing performance (in intake manifold or in cylinder). The injector can be judged to be normal if
(D-4S includes port injector) the HC density is at blowby gas levels (300 to 400 ppm).
Or, there must be no notable decrease in fuel pressure after engine
stopped.
Vacuum sensor circuits and characteristics
Rich Abnormal character in For circuit inspection and characteristic checks, see page 60 and page 246
Vacuum sensor (EFI-D)
respectively.
Air flow meter circuits and characteristics
Abnormal character in For circuit inspection and characteristic checks, see page 58 and page 241
Air flow meter (EFI-L)
respectively.
Fuel pressure sensor circuits and characteristics
Abnormal character in For circuit inspection and characteristic checks, see page 68 and page 249
Fuel pressure sensor (D-4)
respectively.
Coolant temp sensor circuits and characteristics
Abnormal character in For circuit inspection and characteristic checks, see page 56 and page 247
Coolant temperature sensor
respectively.
High HC density in blowby Blowby gas HC density check
gas (D-4) The range for normal HC density is 300 to 400 ppm.
*1 Only applicable when O2 sensor is in use at S1 side (pre catalyst side). With S2 side (post catalyst) O2 sensor, it is
impossible to be system too lean.
*2 When conducting a D-range stall, maintain approximately 1500 rpm, but do not depress the accelerator pedal to full open.
To prevent overheat of the torque converter, never attempt to conduct a longer than 5-second stall nor consecutive stall tests.
(Check the ATF oil temp before the test or during intervals between checks.)

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 6 Basic Inspection with the IT-II

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3.  Pass/Fail Judgment for Major Data List Items
● Presented below are judgment criteria for each Data list item, as well as the items to check if errors

Failure Diagnosis using Diagnostic Tool (at Workshop)

are found.
# and * indicate an applicable bank location and sensor location respectively (See page 47).

Item name Items to check for

Description & Use
(Abbr.) error
Fuel System ● Used for a rough pass/fail judgment on A/F control. ● A/F diagnosis
A/F system

Status Display Judgment Description (p.37)

(Bank#) CL Normal Feedback is operating.
(Fuel Sys #1)
Feedback is operating, but something
CLFault Abnormal
wrong with at least one O2 sensor.
The conditions for feedback enabling
are not met.
OL Normal
(too short time after start, too low
coolant temperature, etc.)
No feedback due to operating
OLDrive Normal
conditions (fuel cut is on, etc.)
Control is suspended due to system
OLFault Abnormal
failure.

Short FT #*1 ● A/F correction value (short- ● Used for pass/fail judgment ● Check
(Short FT #) term fuel trim) on A/F control related for errors
Long FT # *2
● A/F correction value (long- systems in general. found in A/F
(Long FT #) term fuel trim) ● For inspection procedure, diagnosis.
see page 37. (p.40)
O2S B# S# ● Used for pass/fail judgment on O2 sensor signal system ● A/F diagnosis
(O2S B# S#) (sensors, circuits) as well as for a grasp of A/F. (p.37)
● A/F judgment criteria (Fuel Trim operating status = “closed
loop”)
Display Judgment A/F
Constantly 0 V Abnormal Lean (Thin A/F)
Fluctuating between 0 to 1 V Normal Feedback operating
Constantly 1 V Abnormal Rich (Thick A/F)

AF FT B# S1 ● Used for a grasp of A/F.

(AF FT B# S1) ●A /F judgment criteria (Fuel system status = “closed loop”)
Note: Make a Judgement on the engine driving stable condition.
A/F Judgment Target A/F Voltage Current
AFS B# S1 13.0 (Rich) Abnormal 0.88 2.7 V -0.36 mA
(AFS B# S1) 13.8 (Rich) Abnormal 0.94 3.0 V -0.18 mA
14.7 (Stoichiometric A/F) Normal 1.00 3.3 V 0.00 mA
16.0 (Lean) Abnormal 1.09 3.6 V 0.18 mA
AFS B# S1
17.7 (Lean) Abnormal 1.20 3.9 V 0.36 mA
(AFS B# S1)
* Actual A/F measured by A/F sensor (Displayed value × 14.7 =
A/F)

Engine Speed ● Used for pass/fail judgment on NE signal system (sensors, ● Crankshaft
Sensor signal system (Input)

(Engine Spd) circuits). position

Normal speed displayed NE signal system is normal. sensor
● Sensor circuit
Vehicle Speed ● Used for pass/fail judgment on vehicle speed signal system ● Vehicle speed
(Vehicle Spd) (sensors, circuits). signal circuit
Normal speed displayed Speed signal system is normal.
Note: The display comes a little later than actual vehicle
speed (See page 33).
*1  “A/F F/B Value” may be displayed depending on vehicle type.
*2  “A/F Long FT” may be displayed depending on vehicle type.

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 6 Basic Inspection with the IT-II
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Item name Items to check

Description & Use
(Abbr.) for error
Failure Diagnosis using Diagnostic Tool (at Workshop)

Sensor signal system (Input) MAF ● Used for pass/fail judgment on air flow meter signal circuits ● When signal
(MAF) and characteristics. is abnormal
Display Judgment Description Circuit
inspection
With engine running
● 0.5 gm/sec or less Abnormal
● Signal abnormal (p.58)
Sensor circuit open/short
● 200 gm/sec or more
● Perform A/F diagnosis (p.37) ● Check for
Check  ormal: Signal system is
N abnormal
the items normal. character
● Other than above shown at Abnormal: Possible (p.241)
right variance in air flow meter
characteristics

MAP ●U
sed for pass/fail judgment on vacuum sensor signal circuits ● When signal
(MAP) and signal characteristics is abnormal
Display Judgment Description Circuit
inspection
With IG ON
● 0 kPa / 0 psi Abnormal
● Signal abnormal (p.60)
Sensor circuit open/short
● 140 kPa / 20.3 psi
● Perform A/F diagnosis (p.37) ● Check for
Check abnormal
 ormal: Signal system is
N
the items character
● Other than above shown at
normal
Abnormal: Possible variance (p.246)
right
in sensor characteristics

AFS B# S1 ● Used for pass/fail judgment of signal characteristics on A/F ● When signal
(AFS B# S1) sensor. is abnormal
Condition Display Judgment Circuit
inspection
Fuel cut ON during approx. 2.5 mA Normal
(p.72)
deceleration Other than above Abnormal

● Used for pass/fail judgment of signal circuits on A/F sensor. ● Check for
abnormal
Condition Display Judgment character
Idling in P Fixed at 0 mA Open circuit error
Other than ±5 mA Short circuit error p.119
Idling in D Fluctuates near 0 mA Normal p.231

Throttle Pos. Sensor ●U

 sed for pass/fail judgment on throttle position signal system ● T
 hrottle
Output (sensors, circuits).*1 position
(Throttle Pos) Display Judgment Description sensor
With IG ON ●S
 ensor circuit
● 0% Abnormal
● Signal abnormal (p.62)
Sensor circuit open/short
● 100% (For electronic
The displayed position ● For detailed inspection, see throttle, see
follows accelerator Normal page 158. page 64)
operation
*1 For an electronic throttle, the sensor system may basically
be judged to be normal if none of DTCs related to throttle
sensor system are set.*2
Accelerator Position ●U
 sed for pass/fail judgment on accelerator position signal ● Accelerator
No.1 system (sensors, circuits).*1 position
(Accel Pos #1) *1 Basically, the sensor system can be judged to be sensor
normal if none of the DTCs related to accelerator ●S
 ensor
sensor system are set.*2 circuit
(p.66)
*2 On rare occasions, problem symptoms such as hesitation may occur (but with no detection of DTC)
before a malfunction (DTC) is confirmed (See page 154).

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Item name Items to check
Description & Use
(Abbr.) for error

Failure Diagnosis using Diagnostic Tool (at Workshop)

Fuel Press ● Used for pass/fail judgment of fuel pressure sensor signal ● For signal
Sensor signal system (Input)

(Fuel Press) circuits and signal characteristics. abnormal

Display Judgment Description Circuit
inspection
With IG ON
● 0 MPa / 0 psi Abnormal ● Signal abnormal (p.68)
● 19.6 MPa / Sensor circuit open/short
2842.7 psi ● Check for
● Perform A/F diagnosis (p.37) abnormal
Check  ormal: Signal system
N character
● Other than the items normal (p.249)
above shown at Abnormal: Possible
right variance in fuel pressure
sensor characteristics

Coolant Temp ● Used for pass/fail judgment of coolant sensor signal circuits ● When signal
(Coolant Temp) and signal characteristics. is abnormal
Display Judgment Circuit
inspection
-40˚C / -40˚F Abnormal: Open
(p.56)
140˚C / 284˚F Abnormal: Short*
Coolant temp during completely cold
Normal
● Check for
operation ≈ Intake air abnormal
Coolant temp during completely cold character
Abnormal character
operation ≠ Intake air (p.247)
 hen overheated, the temperature may rise to as high as
*  W
140˚C / 284˚F.
(When overheated, diagnostic codes related to coolant
sensor may be detected.)

Intake Air ● Used for pass/fail judgment on intake air sensor signal ● Signal
(Intake Air) circuits and signal characteristics. abnormal
Display Judgment Circuit
inspection
-40˚C / -40˚F Abnormal: Open
(p.56)
140˚C / 284˚F Abnormal: Short
Intake air temp during completely
Normal
● Check for
cold operation ≈ Engine coolant temp abnormal
Intake air temp during completely character
Abnormal character
cold operation ≠ Engine coolant temp (p.247)

Starter Signal Starter signal ON-OFF ● Used for pass/fail ● Check for
Switch signal system (Input)

(Starter Sig) judgment of switches and individual

circuits. switch
Closed Throttle Idle status ON-OFF
Display Judgment circuits
Position SW
(Ctp SW) Display
changes
Neutral Position SW Neutral start Normal
with SW
Signal switch ON-OFF
operation
(Pnp SW [NSW])
Display does
Electrical Load Signal Electrical load signal ON-OFF not change
(Elect Load Sig) Abnormal
with SW
Stop Light Switch Stop light SW ON-OFF operation
(Stop Light SW)
A/C Signal (A/C Signal) Air conditioning signal ON-OFF
Power Steering Switch Power steering SW (activated)
(PS SW) ON-OFF

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Item name
Description & Use Concrete examples
(Abbr.)
Failure Diagnosis using Diagnostic Tool (at Workshop)

Actuator system (Output) Injector (Port) ● Indicates the injection duration (ECU control indicating ● Relationship
(Injector(Port)) value) of cylinder #1. between idling
● Used for a grasp of the control status when malfunction injection duration
occurred. and malfunctions
(p.233)
IGN Advance ● Indicates the ignition timing of cylinder #1 (ECU control ● Knocking
(Ign Advance) indicating value). ● Lack of power
● Used for a grasp of the control status when malfunction For above
occurred. malfunctions, check
Knock ● Indicates the control status of ignition timing taken by and record the
knock judgement. following Data list
Feedback
● Used for a grasp of knock control status. items (for a grasp of
Value
malfunctions).
(Knock FB Display Status
Val) • Engine Speed
-1˚CA side No knocking detected and advance-corrected.
• Calculate Load
-3˚CA Normal • Ign Advance
-5˚CA side Knocking detected and retard-corrected. • Knock Correct Learn
Value
Knock Correct ● Indicates the correct learn value of knock control values • Knock Feedback Value
Learn Value (KNFB).
(Knock Crrt ● Used for a grasp of knock control status.
Val) Display Status Make a pass/fail
judgment by
Changes to a greater value No knocking
• Comparison between
Changes to a lesser value Knocking similar models
• Information feedback
EVAP Purge VSV ● Indicates the operating condition of purge VSV (ECU ● Engine stall
(EVAP(Purge) indication status). ● Rough idling
VSV) (ON condition: 30% or higher drive duty ratio) ● Engine hesitation,
● Used for a grasp of purge duty ratio. etc.
Data Status In the event of
above malfunctions,
Purge OFF or purge ON
OFF determine whether
(Duty ratio: less than 30%)
they are affected
ON Purge on (Duty ratio: 30% or more) by purge control.
EVAP Purge ● Indicates the ratio of purge air volume to MAF. (p.128)
(Narrow down the
Flow Data Status factors.)
(EVAP
Greater value Greater Purge air flow rate
PURGE
FLOW) Lesser value Lesser Purge air flow rate
For substantial effects
Purge Density ● Indicates the learned status of purge gas density in canister • The purge ratio and
Learn Value Data Status the purge density
(Purge learn value are high.
1% No purge gas HC density
Density) • The malfunction
0% Purge gas HC density ≈ Stoichiometric A/F occurred right after
Substantially the purge air was
The purge gas HC density is high introduced.
negative
ISC Duty Ratio ● Indicates the ISC drive duty ratio (ECU control indicating ● Are there
(ISCD) value). effects of ISC
● Used for a grasp of control status. control when
the malfunction
Data Judgment Description occurs?
A notable variation in the duty ratio ISC valve tends (If the duty ratio
Abnormal varies with rough
for keeping the same idling rpm to be sticking
idling, it is judged to
The duty ratio is stable and no be normal because
Normal Normal
variation in revolutions ISC is correcting
the malfunction
A higher duty ratio than the Affected by
* caused by other
comparison vehicle carbon build-up factors.)
* Judge to be normal if there are no problem symptoms.

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Item name
Description & Use Concrete examples
(Abbr.)

Failure Diagnosis using Diagnostic Tool (at Workshop)

Calculate Load ● Indicates the ratio of Mass Air Flow (MAF) to engine cylinder
Other

(Calc Load) capacity.

● U sed for a grasp of engine driving condition (load condition).
(For EFI-L)
Conventional type
GN
Calc Load = ×100%
GNMAX
* GN : Current MAF
Displacement
* GNMAX :
2
×1.2
*
Air model
• Indicates the engine load as a percentage derived by comparing
−
the actual MAF measured by air flow meter and the intake
manifold pressured calculated by using a physical formula
(physical model).
(Calculation example: Intake manifold pressure 50 kPa / 7.3 psi
Engine load 50%)
• The calculation of intake manifold pressure also reflects the
learned value of atmospheric pressure. The intake manifold
pressure can be calculated nearly exactly if the throttle position
sensor, crankshaft position sensor, VVT-i, and EGR are normal.
(For EFI-D)
PM
Calc Load = ×100%
PMMAX
* PM : Current pressure (kPa / psi)
* PMMAX : 100 kPa / 14.5 psi
Atmosphere ● Indicates the learned value of atmospheric pressure. ● A/F diagnosis
Other

Pressure Reference value: 100 ± 5 kPa / 14.5 ± 0.7 psi (standard (p.37)
(Atm Pressure) atmospheric pressure) ● Check for air
●  ut-of-range atmospheric pressure suggests a high
O flow meter
possibility that a malfunction occurs on higher load side.
●  sed for a grasp of the possibility of variance in air flow
U characteristics
meter (lean side) characteristics. (p.241)
Condition Display Judgment
Atmospheric pressure High possibility of
With +35% or 60 to 80 kPa / 8.7 to variance in air flow
higher Fuel 11.6 psi mater characteristics
Trim (System Atmospheric pressure Malfunction of a
too lean) 80 to 103 kPa / 11.6 to component other than
14.9 psi air flow meter
* The max value displayed is 103 kPa / 14.9 psi.
* For details of air model, see page 89.

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 6 Basic Inspection with the IT-II
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Item name Concrete

Description & Use
(Abbr.) examples
Failure Diagnosis using Diagnostic Tool (at Workshop)

Other MIL (MIL) ● Indicates the illumination status of Malfunction Indicator

See REFERENCE Lamp (MIL). −
below. ● Used for a grasp of DTC detection timing.
# Codes (# Codes) ● Indicates the number of diagnostic codes detected.
See REFERENCE ● Used for a grasp of DTC detection timing. −
below. ● Used for a grasp of the number of trouble codes detected.

REFERENCE   Grasping the DTC detection timing based on the number of DTCs

● T he points at which DTCs were detected can be confirmed by means of the number of DTCs displayed on DTC and the
input points of MIL.

The data value changes due to an error.

Detection point Detection point

(DTC + FFD) (DTC only)

Illumination of MIL and the number of DTCs

* Adverse condition test with the air flow meter connector disconnected

P0113: Intake Air Temperature Circuit High Input

P0102: Mass Air Flow Circuit Low

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REFERENCE   Bank Locations and Sensor Locations

Failure Diagnosis using Diagnostic Tool (at Workshop)

Bank Locations
● A bank is defined as a group of cylinders where an A/F sensor or an O2 sensor is set and the bank
containing cylinder #1 (the cylinder closest to the front of the engine) is referred to as Bank1.

Sensor Locations
● In the event two or more A/F sensors or O2 sensors are contained in an identical bank, the sensor closest to
the cylinder is termed “Sensor1”.

O2 sensor O2 sensor
Bank2 Bank1 O2 sensor
Sensor2 Sensor2 Bank1
Sensor2

A/F sensor
(O2 sensor) Bank2
A/F sensor
(O2 sensor) Bank1
FR Sensor1 A/F sensor
Bank2
vehicle (O2 sensor)
Sensor1
Bank2
Sensor1

Bank1
A/F sensor
(O2 sensor)
Bank2 Bank1 Bank1
Sensor1

Bank1
Cylinder #1

Transmission side
FF
vehicle
Bank2

Vehicle front side

TIP

V-type engine
Example: GR, MZ Example: GZ, UR, UZ

Bank1 Bank2 Bank2 Bank1

Cylinder #1 Cylinder #1
Vehicle front side Vehicle front side

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4.  Utilizing Major Active Test

● Presented below are the pass/fail judgment criteria for each active test item, as well as the items to be
Failure Diagnosis using Diagnostic Tool (at Workshop)

checked for each error found.

Test item Test description Use
Control the ● Increase or decrease of the ● A/F sensor, O2 sensor output check (p.119)
Injection fuel injection quantity ● A/F sensor output check
Volume (Variable between -12.5 to Test description Judgment
+25%) A/F sensor amperage varies
Note: Feedback control will be linearly as injection quantity is A/F sensor normal
increased or decreased.
suspended during a test. A/F sensor amperage does not
Test Requirements vary linearly as injection quantity A/F sensor abnormal
is increased or decreased.
• 3000 rpm or less
• Except under high-temp and ● O2 sensor output check
high-load conditions Test description Judgment
Rich output or lean output
changes as injection quantity is Normal
increased or decreased.
Rich output or lean output does Abnormal
not change as injection quantity Perform A/F diagnosis
is increased or decreased. (p.37)

● Engine status check under rich or lean conditions

Test description A/F
-12.5% approx. 17.1
0.0% approx. 14.7
+25.0% approx. 12.2
IAC Duty ● Increase or decrease of the ● ISC valve operation check
ISC duty ratio Test description Judgment
(Variable between 10% to 90%) Engine speed varies smoothly
Test Requirements as the duty ratio is increased or Normal
decreased.
• Vehicle stopped Abnormal
• Engine idling Engine speed does not vary
smoothly as the duty ratio is
● ISC circuit malfunction
increased or decreased.
● ISC component
malfunction, sticking

Control the EGR ● Increase or decrease of the ● EGR valve operation check
Step Position number of EGR motor steps Test description Judgment
(Variable between 0 to 120 The engine condition becomes Normal
steps) worse when the number of Note: Possibly full-close
steps is increased*. malfunction
Test Requirements
Abnormal
• Vehicle stopped The engine condition does not
change even when the number
● EGR circuit malfunction
• Engine idling
of steps is increased*.
● EGR valve malfunction,
sticking
* For actual valve to open, it takes about 10 steps or more.
Control the VVT ● OCV ON-OFF ● Simplified operation check of VVT-i *
System (Bank#) (Duty ratio with ON: 100%) Test description Judgment
Test Requirements With ON, the engine
Normal
idles rough or stalls.
• Engine running
Abnormal
• Accelerator pedal OFF With ON, the engine ● OCV circuit malfunction
condition does not ● OCV component malfunction
change. ● VVT pulley component malfunction
● Oil passage clogging
* In this check, the OCV could operate at a duty ratio of
100% or more even if it is faulty (p.176).
Control the VVT ● Increase or decrease of the ● Detailed VVT-i operation check (p.177)
Linear (Bank#) OCV drive duty ratio
(Variable between 0% to 100%)
Test Requirements
• Engine running
• Accelerator pedal OFF

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Test item Test description Use
Control the ● Stop the fuel injection (ignition) ● For identification of whether a malfunction is caused by

Failure Diagnosis using Diagnostic Tool (at Workshop)

Cylinder Fuel of each cylinder a single cylinder or common to all cylinders
Cut Test Requirements Test description Judgment
• Vehicle stopped If injection to a
• Engine running specific cylinder is Malfunction common to all
stopped, the engine cylinders
condition worsens. ● This is not a problem with a
The same result specific cylinder.
applies to all Perform A/F diagnosis (p.37)
cylinders.
Even if injection to Problem with a single cylinder
a specific cylinder is ● C ompression system (valve
clearance etc.)
stopped, the engine
● Ignition system malfunction (IG
condition does not coil, Ignition plug)
worsen. ● Injector malfunction

D-4S ● Stop the fuel injection (ignition) ● Malfunction check by switching the injection type
(Fuel Cut) of each cylinder. (p.203)
● Either port injection or cylinder
injection can be selected.
Test Requirements
● Vehicle stopped
● Engine running
● 80˚C / 176˚F or higher coolant
temperature.
● Max duration of port injection
is 3 min when switching
from [Data List] to [Injection
Switching Status] is enabled.
(Re-executable if it is stopped
for 5 min.)
● May not be run within 5 min
after engine start.
Activate the ● Turn ON-OFF of each VSV ● VSV circuit inspection
VSV for EVAP Test description Judgment
Control * Only the purge VSV should When turned on, it
be operated at a duty ratio of makes the sound of VSV Circuit normal
30%. operating.
(The other valves to be Circuit malfunction
Even when turned on, it
operated at 100%) does not make the sound
● VSV circuit malfunction
Activate the of VSV operating.
● VSV component
malfunction, sticking
VSV for Swirl
Control Valve

● VSV operation check

Test description Judgment
The actuator operates by
Activate the ON-OFF operation
VSV for Intake Normal
For EVAP Purge VSV, “Short
Control FT” changes slightly.

Abnormal
The actuator does not
operate.
● VSV component
malfunction
For EVAP Purge VSV, “Short
FT” does not change at all.
● Vacuum hose system
● Actuator system

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 6 Basic Inspection with the IT-II
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Test item Test description Use

Control the Fuel ● Turn ON-OFF of each relay ● Used for a fuel leak check.
Failure Diagnosis using Diagnostic Tool (at Workshop)

Pump / Speed When the “circuit relay” is turned ON with IG ON,

make sure the fuel piping is free of leaks.
● Relay circuit check
Test description Judgment
With IG ON, it makes
the sound of the relay Circuit normal
Activate the operating.
Fuel Pump Circuit abnormal
Even with IG ON, it does ● Circuit malfunction at
Speed Control
not make the sound of relay coil side
the relay operating. ● Relay component
malfunction
● Relay operation check
Control the A/C Test description Judgment
Magnet Clutch The actuator operates
Normal
by ON-OFF operation.
Abnormal
The actuator does
● Relay component
malfunction
not operate by ON
operation.
● Circuit malfunction at
relay SW side
● Actuator system
Control the ● Turn ON-OFF of the electric ● Electric fan operation check
Electric Cooling fan Test description Judgment
Fan
The electric fan operates
Normal
by ON-OFF operation.
The electric fan does Abnormal
not operate even when ●E lectric fan motor
forced ON. system (circuits, motors)
Control the ● Increase the pressure of high ● High pressure pump control check
Target Fuel pressure fuel.
Pressure (Variable between -12.5% to Perform an active test while monitoring the fuel pressure
+25%) data.
The fuel pressure changes as the pressure is
Test Requirements
increased or decreased.
• 3000 rpm or less
Control the ● Forcibly switch to ● Check the effect level of malfunction by combustion
Stoichiometric stoichiometric combustion type.
Ratio
Combustion Example: Check to see whether malfunction occurs only
(Stratified D-4 in stratified combustion.
only)
Control the ● Forcibly switch to stratified
Stratified charge combustion
Combustion
(Stratified D-4
only)
Check the ● Stop the fuel injection and the ● Simplified check for compression malfunction
Cylinder ignition of all cylinders. • If the engine speed of a cylinder is higher than any
Compression ● For each cylinder, measure of the others, an abnormal compressive pressure
Pressure the engine speed during can be suspected of that cylinder.
cranking. • If a malfunction has occurred, perform a
Test Requirements compression check (p.253).

• Engine stopped (vehicle

stopped)
• Speed sensor system to be
normal

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7 Practice

Failure Diagnosis using Diagnostic Tool (at Workshop)

1.  Confirming the Correction Status of A/F
● For an accurate A/F diagnosis, grasp the A/F correction status of each engine.

Distance
Engine Short FT Long FT Total Notes
traveled

- side % % %
− km
+ side % % %

- side % % %
− km
+ side % % %

- side % % %
− km
+ side % % %

- side % % %
− km
+ side % % %

- side % % %
− km
+ side % % %

- side % % %
− km
+ side % % %

- side % % %
− km
+ side % % %

- side % % %
− km
+ side % % %

- side % % %
− km
+ side % % %

- side % % %
− km
+ side % % %

- side % % %
− km
+ side % % %

- side % % %
− km
+ side % % %

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 7 Practice
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2.  Checking the Data List

● With different engines, review the data at the time of idling (in N/D) as you are filling out the list below.
Failure Diagnosis using Diagnostic Tool (at Workshop)

EG: EG: EG:

Item name Abbreviation
Shift position: Shift position: Shift position:
Engine Speed Engine Spd
Calculate Load Calc Load
Vehicle Speed Vehicle Spd
IGN Advance 1 Ign Advance #1
Injector (Port) Injector(Port)
Coolant Temp Coolant Temp
Intake Air Intake Air
Mass Air Flow MAF
Atmosphere Pressure Atm Pressure
Starter Signal Starter Sig
Closed Throttle Position SW Ctp SW
Neutral Position SW Signal Pnp SW [NSW]
Electrical Load Signal Elect Load Sig
Stop Light Switch Stop Light SW
Fuel Pump / Speed Status Fuel Pump / Spd
A/C Signal A/C Signal
Fuel System Status (Bank1) Fuel Sys #1
Short FT 1 Short FT #1
Long FT 1 Long FT #1
Air-Fuel Ratio Air-Fuel Ratio
O2S B1 S2 O2S B1 S2
AF FT B1 S1 AF FT B1 S1
AFS B1 S1 (voltage) AFS B1 S1
AFS B1 S1 (current) AFS B1 S1
Throttle Pos. Sensor Output Throttle Pos
Accelerator Position No.1 Accel Pos #1
Knock Feedback Value Knock FB Val
Knock Correct Learn Value Knock Crrt Val
EVAP (Purge) VSV Evap Purge VSV
EVAP PURGE
EVAP Purge Flow
FLOW
Purge Density Learn Value Purge Density
Battery Current Batt Current
Battery Temperature Battery Temp
Alternator Output Duty Alt Output Duty
Other

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EG: EG: EG:
Item name Abbreviation
Shift position: Shift position: Shift position:

Failure Diagnosis using Diagnostic Tool (at Workshop)

Engine Speed Engine Spd
Calculate Load Calc Load
Vehicle Speed Vehicle Spd
IGN Advance 1 Ign Advance #1
Injector (port) Injector(Port)
Coolant Temp Coolant Temp
Intake Air 1 Intake Air #1
Mass Air Flow MAF
Atmosphere Pressure Atm Pressure
Starter Signal Starter Sig
Closed Throttle Position SW Ctp SW
Neutral Position SW Signal Pnp SW [NSW]
Electrical Load Signal Elect Load Sig
Stop Light Switch Stop Light SW
Fuel Pump / Speed Status Fuel Pump / Spd
A/C Signal A/C Signal
Fuel System Status (Bank1) Fuel Sys #1
Short FT 1 Short FT #1
Long FT 1 Long FT #1
Air-Fuel Ratio Air-Fuel Ratio
O2S B1 S2 O2S B1 S2
AF FT B1 S1 AF FT B1 S1
AFS B1 S1 (voltage) AFS B1 S1
AFS B1 S1 (current) AFS B1 S1
Throttle Pos. Sensor Output Throttle Pos
Accelerator Position No.1 Accel Pos #1
Knock Feedback Value Knock FB Val
Knock Correct Learn Value Knock Crrt Val
EVAP (Purge) VSV Evap Purge VSV
EVAP PURGE
EVAP Purge Flow
FLOW
Purge Density Learn Value Purge Density
Battery Current Batt Current
Battery Temperature Battery Temp
Alternator Output Duty Alt Output Duty
Other

53
 Memo
Part 2 Diagnostic Troubleshooting Using Diagnostic Tools (at Shops)

54
 Part 3
Using Diagnostic Tool 1
Signal Circuit
and Data List

55
 1 Signal Circuit and Data List
Part 3

Using Diagnostic Tool 1 (Signal Circuit and

Part 3 Data List)
Using Diagnostic Tool 1 (Signal Circuit and Data List)

Of the input signals that can be confirmed on a diagnostic tool, some allow a definite pass/fail judgment of signal
circuits. This chapter highlights the topic of “mastering how to do the pass/fail judgement of signal circuits by
using the Data list”. It is necessary to understand the characteristics of Data list so as to proceed with circuit
inspection efficiently.

1 Signal Circuit and Data List

1.  Coolant Temperature Sensor and Intake Air Temperature Sensor

[1]  Signal Circuit

● 5 V from the constant voltage power supply circuit of the ECU is applied to the sensor via the resistor
R through the signal terminal.
● The resistor R and the sensor are connected in series with each other, so the potential at the signal
terminal changes as the resistance value of the sensor varies with changes in temperature.
● This signal is converted into a digital signal by the ADC (A/D converter)* and input to the microprocessor.
* A circuit device that converts analog signals into digital signals.

Engine ECU

5V
Constant voltage P.S. circuit
R
Signal terminal
ADC

Sensor
Microprocessor
E2

E1

[2]  Voltage Characteristic

● The following graph shows the characteristic of the voltage change at the signal terminal as they vary
with changes in temperature.
5.00
4.70
4.50 4.50 Voltage (V)
4.24
4.00 3.86
ECU terminal voltage (V)

3.50 3.40
3.00 2.89

2.50 2.38
2.00 1.90
1.49
1.50 1.16
0.89
1.00 0.68
0.53 0.41
0.50 0.32 0.25
0.20 0.15 0.13
0.00
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140

Temperature (˚C)

56
 1 Signal Circuit and Data List

Part 3
[3]  Data List for Open/Short Circuit Malfunction
Problem Voltage at signal

Using Diagnostic Tool 1 (Signal Circuit and Data List)

Circuit Data list
condition terminal
Engine ECU
5V Constant voltage
P.S. circuit

Signal wire ADC

5V -40˚C / -40˚F
open Sensor Microprocessor
E2

E1

Engine ECU
5V Constant voltage
P.S. circuit

E2 ADC
5V -40˚C / -40˚F
open Sensor Microprocessor
E2

E1

Engine ECU
5V Constant voltage
P.S. circuit

Signal wire ADC

0V 140˚C / 284˚F
short Sensor Microprocessor
E2

E1

[4]  How to Narrow Down the Problem Areas

● The following procedure will aid in narrowing down the problem areas where there is an open or a
short circuit.

Problem
Procedure Judgment based on Data list
condition

Step 1 for open circuit

When shorted, the display Sensor
changes to 140˚C / 284˚F. malfunction
Engine ECU
Sensor

Even when shorted, the

W/H malfunction or
display still shows -40˚C /
-40˚C ECU malfunction
Shorted -40˚F.
/ -40˚F
displayed
Step 2 for open circuit
(Open) When shorted, the display W/H
changes to 140˚C / 284˚F. malfunction
Engine ECU
Sensor

Even when shorted, the

ECU
display still shows -40˚C /
Shorted -40˚F. malfunction

Step 1 for short circuit When the sensor connector

Sensor
is disconnected, the display
140˚C / malfunction
changes to -40˚C / -40˚F.
Engine ECU

284˚F
Sensor

displayed Even when the sensor

(Short) connector is disconnected, W/H malfunction or
the display still shows 140˚C ECU malfunction
/ 284˚F.

57
 1 Signal Circuit and Data List
Part 3

2.  Air Flow Meter (Hot Wire)

Using Diagnostic Tool 1 (Signal Circuit and Data List)

[1]  Signal Circuit

● The air flow meter is located in the intake air passage way. The hot wire is located in the bypass way
and cooled by intake air.
● The hot wire is controlled by the IC to keep its temperature constant, and so the current of the hot wire
changes with a change in air volume. This change in current is converted into a voltage signal by the
built-in IC of the sensor and output to the ECU VG terminal.
● This signal is converted into digital by the ADC (A/D converter) and input to the microprocessor.
Engine ECU
12 V Power supply

VG
ADC
IC
E2
Microprocessor
Hot wire
E1
Air flow meter

[2]  Voltage Characteristic

● The following graph shows the characteristic of the voltage at the VG terminal as it varies with
changes in MAF (Mass Air Flow).
200
170
142
Flow rate (g/sec)

150
118
100
100 85
72
60
48
40
50 26 33
15 20
7.4 11
1.6 3 5
0
1 1.2 1.4 1.6 1.8 2 2.2 2.4 2.6 2.8 3 3.2 3.4 3.6 3.8 4 4.2 4.4

Voltage (V)

[3]  Data List Reference Value (Mass Air Flow = MAF)

● The table below shows the Data list reference values which are performed at D-range stall*1 with A/C
OFF after the engine is completely warmed up (ATF oil temperature of 80˚C / 176˚F or more).
30.0
Idling 1250 1500
1000 (1SZ-FE) Engine type
1300 (2SZ-FE)
(N range) rpm rpm
25.0 1500 (1NZ-FE) 1SZ-FE 1.1 5.1 7.7
1800 (1ZZ-FE)
1800 (2ZR-FE)
2SZ-FE 1.4 5.3 8.0
20.0 2000 (1AZ-FSE) 1NZ-FE 1.6 5.5 8.5
2000 (3ZR-FE)
1ZZ-FE 1.8 7.5 11.0
MAF (g/sec)

2000 (3ZR-FAE)

15.0 2400 (2AZ-FE) 2ZR-FE 1.8 6.5 10.0

3000 (3GR-FSE) 1AZ-FSE 2.4 8.0 12.0
3500 (2GR-FSE)
4300 (3UZ-FE)
3ZR-FE 2.0 7.5 11.0
10.0
4600 (1UR-FSE) 3ZR-FAE*2 1.9 6.5 10.0
2AZ-FE 2.7 9.0 14.0
5.0
3GR-FSE 4.0 11.5 18.0
2GR-FSE 3.4 14.5 22.5
0.0
Idling 1250 1500 3UZ-FE 5.0 16.0 24.5
(N range)
1UR-FSE 4.7 18.0 27.5
D-range stall speed (rpm)
* Unit: g/sec
*1 T
 o prevent overheat of the torque converter, never attempt to conduct a longer than 5-second stall nor consecutive stall tests.
(The check should be conducted while monitoring the ATF oil temperature on the IT-II.)
*2 The test should be conducted after engine warmup.

58
 1 Signal Circuit and Data List

Part 3
[4]  Data List for Open/Short Circuit Malfunction
Problem Voltage at

Using Diagnostic Tool 1 (Signal Circuit and Data List)

Circuit Data list
condition VG terminal

12 V Power supply Engine ECU

VG
ADC
VG IC 0.5 g/sec
E2 0V
open Microprocessor or less
Hot wire
E1
Air flow meter

Engine ECU
12 V Power supply
VG
ADC
E2 IC
200 g/sec
5V
open E2
Microprocessor or more*
Hot wire
E1
Air flow meter

12 V Power supply Engine ECU

VG
ADC
VG IC 0.5 g/sec
E2 0V
short Microprocessor or less
Hot wire
E1
Air flow meter

* The maximum flow rate of the air flow meter is displayed.

[5]  How to Narrow Down the Problem Areas

● The following table shows how to narrow down the problem causes between the air flow meter and
engine ECU.

Problem
Procedure Judgment based on Data list
condition
Perform the following if there is no error in
When voltage is applied, Air flow meter
W/H check (continuity/insulation) of VG terminal
the display changes. malfunction
0.5 g/sec wire between the sensor and the ECU.
or less ● Apply 1.5 V (a dry battery) to VG terminal.
displayed
Air flow meter

Engine ECU

VG Even when voltage is

applied, the display does Engine ECU
* Note E2
not change. malfunction
1.5 V

When the sensor

connector is disconnected, Air flow meter
the display changes to 0.5 malfunction
Air flow meter

Engine ECU

200 g/sec VG g/sec or less.

or more E2
displayed Even when the sensor
connector is disconnected, W/H malfunction
the display does not or
ECU malfunction
change.

* Note: There is a possibility that a short circuit may occur if battery connection is established when there is a circuit short to GND.
Before connecting the battery, ensure VG is free from a circuit short to GND.

59
 1 Signal Circuit and Data List
Part 3

3.  Vacuum Sensor

Using Diagnostic Tool 1 (Signal Circuit and Data List)

[1]  Signal Circuit

● When the intake manifold pressure varies according to engine load, the silicon chip resistance also
varies. This change is converted by the built-in IC of the sensor into a voltage signal and output to the
ECU PIM terminal.
● This signal is converted into digital by the ADC (A/D converter) and input to the microprocessor.

Engine ECU
Vacuum sensor
VC 5V Constant voltage P.S.
circuit

IC PIM
ADC

E2
Microprocessor
E1
Silicon
chip Intake manifold pressure

[2]  Voltage Characteristic

● The following graph shows the characteristic of the voltage change at the signal terminal (PIM) as it
varies with changes in the intake manifold pressure.

5.0
4.8
4.5

4.0 4.2

3.5 3.6
3.0
Voltage (V)

3.0
2.5
2.4
2.0
1.8
1.5

1.0 1.2

0.5 0.6

0.0
0 20 40 60 80 100 120 140

Pressure (kPa)

60
 1 Signal Circuit and Data List

Part 3
[3]  Data List for Open/Short Circuit Malfunction
Problem Voltage at

Using Diagnostic Tool 1 (Signal Circuit and Data List)

Circuit Data list
condition PIM terminal
Engine ECU
Vacuum sensor
VC 5 V Constant voltage P.S.
circuit

VC IC
PIM approx.
ADC 0 kPa / 0 psi
approx.
open E2 0.2 V 0.2 V
Microprocessor
E1

Intake manifold pressure

Engine ECU
Vacuum sensor
VC 5 V Constant voltage P.S.
circuit
120 kPa /
PIM IC
PIM approx.
ADC 17.4 psi
open E2 5V
Microprocessor
or more
E1

Intake manifold pressure

Engine ECU
Vacuum sensor
VC 5 V Constant voltage P.S.
circuit
120 kPa /
E2 IC
PIM approx.
ADC 17.4 psi
open E2 5V
Microprocessor
or more
E1

Intake manifold pressure

Engine ECU
Vacuum sensor
VC 5 V Constant voltage P.S.
circuit

PIM IC
PIM
ADC 0V 0 kPa / 0 psi
short E2
Microprocessor
E1

Intake manifold pressure

[4]  How to Narrow Down the Problem Areas

● The following table shows how to narrow down the problem causes between the vacuum sensor and
engine ECU.

Problem
Procedure Judgment based on Data list
condition
When the sensor connector
is disconnected and the W/ Vacuum sensor
Vacuum sensor

120 kPa / VC H is shorted, the display

Engine ECU

malfunction
17.4 psi PIM changes to 0 kPa / 0 psi.
or more E2

displayed Even when shorted, the W/H malfunction or

display does not change. ECU malfunction
Shorted

When the sensor

connector is disconnected, Vacuum sensor
Vacuum sensor

VC the display changes to 120 malfunction

Engine ECU

0 kPa /
PIM kPa / 17.4 psi or more.
0 psi
E2 Even when the sensor
displayed
connector is disconnected, W/H malfunction or
the display does not ECU malfunction
change.

61
 1 Signal Circuit and Data List
Part 3

4.  Throttle Position Sensor (Mechanical Throttle)

Using Diagnostic Tool 1 (Signal Circuit and Data List)

[1]  Signal Circuit

● The voltage at the ECU VTA terminal changes as the movable contact in the sensor slides along the
resistor proportionally to the throttle valve position (accelerator pedal position).
● This signal is converted into a digital by the ADC (A/D converter) and input to the microprocessor.

Engine ECU
Throttle position sensor
VC 5V Constant voltage P.S.
circuit

VTA
ADC

E2
Microprocessor

E1

[2]  Voltage Characteristic

● The following graph shows the characteristic of the voltage at the signal terminal (VTA) as they vary
with a change in the throttle valve position.

100

90

80
<Accelerator pedal position>
Throttle valve position (%)

70

60

50

40

30

20

10

0
0.6 1.0 1.4 1.8 2.2 2.6 3.0 3.4 3.8 4.2 4.6

Voltage (V)

62
 1 Signal Circuit and Data List

Part 3
[3]  Data List for Open/Short Circuit Malfunction
Problem Voltage at

Using Diagnostic Tool 1 (Signal Circuit and Data List)

Circuit Data list
condition VTA terminal
Engine ECU
Throttle position sensor
VC 5V Constant voltage P.S.
circuit

VC VTA
ADC
0V 0%
open E2
Microprocessor
E1

Engine ECU
Throttle position sensor
VC 5V Constant voltage P.S.
circuit

VTA VTA
ADC
0V 0%
open E2
Microprocessor
E1

Engine ECU
Throttle position sensor
VC 5V Constant voltage P.S.
circuit

E2 VTA approx.
ADC
5V
open E2
100%
Microprocessor
E1

Engine ECU
Throttle position sensor
VC 5V Constant voltage P.S.
circuit

VTA VTA
ADC
0V 0%
short E2
Microprocessor
E1

[4]  How to Narrow Down the Problem Areas

● The following table shows how to narrow down the problem causes between the throttle position
sensor and engine ECU.
● For the display of 0%, narrow down the problem areas by the conventional inspection procedure (as
instructed in the repair manual).

Problem
Procedure Judgment based on Data list
condition
Check VC open, VTA open and short circuit.
0%
(It is also possible to check the circuits in the ─
displayed
sensor if necessary.)
When the sensor
Throttle sensor
connector is disconnected,
Throttle position

VC malfunction
Engine ECU

the display changes to 0%.

100%
sensor

VTA
Even when the sensor
displayed E2
connector is disconnected, W/H malfunction or
the display does not ECU malfunction
change.

63
 1 Signal Circuit and Data List
Part 3

5.  Throttle Position Sensor (Electronic Control Throttle Body)

Using Diagnostic Tool 1 (Signal Circuit and Data List)

[1]  Signal Circuit

● As the throttle valve position changes, the positional relationship between the hall element and the
magnet changes, causing a change in the strength of magnetic field effects on the hall element.
The hall element converts this magnetic field strength into an electrical signal, and outputs to the ECU
VTA terminal.
● The two series sensor configuration (main and sub) with different output characteristics is employed.

Throttle position sensor Engine ECU

VC 5V Constant voltage
P.S. circuit
VTA1

Microprocessor
Input circuit
VTA2

E2

Magnet Hall element

[2]  Voltage Characteristic

● The following graph shows the characteristic of the voltage at the signal terminal (VTA) as they vary
with changes in the throttle valve position.

: VTA1
: VTA2 : VTA2 × 0.8
5

3
Voltage (V)

1.11 V
2

0
14 22 30 38 46 54 62 70 78 86
Throttle position No.1 (VTA1)

45 55 65 75 85 95 100
Throttle position No.2 (VTA2)

* VTA2 × 0.8 = VTA1 + 1.11 V

64
 1 Signal Circuit and Data List

Part 3
[3]  Data List for Open/Short Malfunction (with IG ON)
VTA1 VTA2

Using Diagnostic Tool 1 (Signal Circuit and Data List)

Problem Data list Data list
Circuit Terminal Terminal
condition Throttle position No.1 Throttle position No.2
Voltage (Throttle sensor No.1 Voltage (Throttle sensor No.2
voltage) voltage)

Throttle position sensor Engine ECU

VC 5V Constant voltage
P.S. circuit
VC VTA1 approx. 2.7% approx. 2.7%

Microprocessor
Input circuit
open VTA2
0V (approx. 0 V) 0V (approx. 0 V)
E2

Throttle position sensor Engine ECU

VTA1 approx. 100% approx. approx. 50%
VC 5V
open
Constant voltage

VTA1
P.S. circuit
5V (approx. 5 V) 2.5 V (2.5 V)

Microprocessor
Input circuit
VTA2
E2
VTA2 approx. 19.2% approx. 100%
open 1V (0.9 V) 5V (approx. 5 V)
* The illustration shows a case of VTA1 open.

Throttle position sensor Engine ECU

VC 5V Constant voltage
P.S. circuit
E2 VTA1 approx. 100% approx. 100%
Microprocessor
Input circuit

open VTA2
5V (approx. 5 V) 5V (approx. 5 V)
E2

Throttle position sensor Engine ECU

VTA1 0% approx. approx. 50%
VC 5V 0V
short Constant voltage
P.S. circuit (0 V) 2.5 V (2.5 V)
VTA1
Microprocessor
Input circuit

VTA2
E2
VTA2 approx. 19.2% 0%
0V
short 1V (0.9 V) (0 V)
* The illustration shows a case of VTA1 short.

REFERENCE

● The following table shows how to narrow down the problem causes between the throttle position
sensor and engine ECU, under the assumption that an open circuit in VTA1 or VTA2 system is
predictable based on the Data list.
● For a problem condition other than above, narrow down the problem areas using the conventional
inspection procedure (as instructed in the repair manual).

Problem
Procedure Judgment based on Data list
condition

VC
Throttle position

When shorted, the Sensor

Engine ECU

VTA1
sensor

display changes to 0%. malfunction

VTA1 VTA2
or E2
VTA2
open Even when shorted,
Shorted W/H malfunction or
the display still shows
* The illustration shows a case of VTA1 open. ECU malfunction
For VTA2 open, create a short circuit between VTA2 and E2. 100%.

65
 1 Signal Circuit and Data List
Part 3

6.  Accelerator Position Sensor (Electronic Control Throttle Body)

Using Diagnostic Tool 1 (Signal Circuit and Data List)

[1]  Signal Circuit

● When the accelerator pedal angle changes, the positional relationship between the hall element and
the magnet changes, causing a change in the strength of magnetic field effect on the hall element.
The hall element converts this magnetic field strength into an electrical signal, and outputs to the ECU
VPA terminal.
● The two series sensor configuration (main and sub) with different output characteristics is employed.

Accelerator position sensor Engine ECU

VC1 5V Constant voltage

P.S. circuit
VPA1

Microprocessor
Input circuit
E1

5V Constant voltage
VC2 P.S. circuit
VPA2

Microprocessor
Input circuit
E2

Hall element
Magnet

[2]  Voltage Characteristic

● The following graph shows the characteristic of the voltage at the signal terminal (VPA) as it varies
with changes in the depressed amount of accelerator pedal.

: VPA1 (IT-II Data)

: VPA2 (IT-II Data)
5
4.4
4.0
4 3.6

3.2
3.6
Voltage (V)

3 2.8 3.2
2.4 2.8
2.0
2.4
2 0.8 V
1.6
2.0
1.6
1 1.2
0.8

0
16 24 32 40 48 56 64 72 80
Accelerator position No.1 [VPA1] (%)

32 40 48 56 64 72 80 88 96
Accelerator position No.2 [VPA2] (%)

66
 1 Signal Circuit and Data List

Part 3
[3]  Data list for Open/Short Circuit Malfunction (with IG ON)
VPA1 VPA2

Using Diagnostic Tool 1 (Signal Circuit and Data List)

Problem Data list Data list
Circuit Terminal Terminal
condition Accelerator position No.1 Accelerator position No.2
Voltage (Accelerator sensor No.1 voltage (Accelerator sensor No.2
voltage) voltage)

VC1 Accel position sensor Engine ECU 0% 32.1%

VC1 5V Constant voltage 0V 1.6 V
open P.S. circuit
(0 V) (1.6 V)

Microprocessor
Input circuit
VPA1
E1

5V
VC2 Constant voltage
P.S. circuit
VPA2

Microprocessor
Input circuit
E2
VC2 approx. 15.6% 0%
0V
open * The illustration shows a case of VC1 open. 0.8 V (0.7 V) (0 V)

VPA1 Accel position sensor Engine ECU 0% 32.1%

VC1 5V 0V 1.6 V
open (0 V) (1.6 V)
Constant voltage
P.S. circuit
Microprocessor
Input circuit

VPA1
E1

5V Constant voltage
VC2 P.S. circuit
VPA2
Microprocessor
Input circuit

E2
VPA2 approx. 15.6% 0%
0V
open * The illustration shows a case of VPA1 open. 0.8 V (0.7 V) (0 V)

E1 Accel position sensor Engine ECU approx. approx. 100% 32.1%

VC1 5V Constant voltage 1.6 V
open P.S. circuit
5V (approx. 5 V) (1.6 V)
Microprocessor
Input circuit

VPA1
E1

5V Constant voltage
VC2 P.S. circuit
VPA2
Microprocessor
Input circuit

E2
E2 approx. 15.6% approx. approx. 100%
open * The illustration shows a case of E1 open. 0.8 V (0.7 V) 5V (approx. 5 V)

VPA1 Accel position sensor Engine ECU 0% 32.1%

0V 1.6 V
short (0 V) (1.6 V)
VC1 Constant voltage
5V P.S. circuit
Microprocessor
Input circuit

VPA1
E1

5V Constant voltage
VC2 P.S. circuit
VPA2
Microprocessor
Input circuit

E2
VPA2 approx. 15.6% 0%
0V
short * The illustration shows a case of VPA1 short. 0.8 V (0.7 V) (0 V)

67
 1 Signal Circuit and Data List
Part 3

7.  Fuel Pressure Sensor (D-4, D-4S)

Using Diagnostic Tool 1 (Signal Circuit and Data List)

[1]  Signal Circuit

● As the fuel pressure changes, so does the resistance value of the silicon chip.
This change is converted into a voltage signal by the built-in IC of the sensor and output to the ECU
PR terminal.
● This signal is converted into digital by the ADC (A/D converter) and input to the microprocessor.

Engine ECU
Fuel pressure sensor
VC 5V
Constant voltage P.S. circuit

IC PR
ADC

E2
Microprocessor
E1
Silicon
chip
Fuel pressure

[2]  Voltage Characteristic

● The following graph shows the characteristic of the voltage change at the signal terminal (PR) as it
varies with changes in fuel pressure.

5.0

4.5

4.0

3.5
Voltage (V)

3.0

2.5

2.0

1.5

1.0

0.5

0.0
0.00 2.45 4.90 7.35 9.80 12.25 14.70 17.15 19.60

Pressure (MPa)

68
 1 Signal Circuit and Data List

Part 3
[3]  Data List for Open/Short Circuit Malfunction
Problem Voltage at

Using Diagnostic Tool 1 (Signal Circuit and Data List)

Circuit Data list
condition PR terminal
Engine ECU
Fuel pressure sensor
VC 5 V Constant voltage P.S.
circuit

VC IC PR
ADC approx. 0.2 V 0 MPa / 0 psi
approx.
open E2 0.2 V
Microprocessor
E1

Fuel pressure
Engine ECU
Fuel pressure sensor
VC 5 V Constant voltage P.S.
circuit
19 MPa /
PR IC
PR
ADC approx. 5 V 2755.7 psi
open E2
Microprocessor
or more
E1

Fuel pressure
Engine ECU
Fuel pressure sensor
VC 5 V Constant voltage P.S.
circuit
19 MPa /
E2 IC
PR
ADC approx. 5 V 2755.7 psi
open E2
Microprocessor
or more
E1

Fuel pressure
Engine ECU
Fuel pressure sensor
VC 5 V Constant voltage P.S.
circuit

PR IC
PR
ADC 0V 0 MPa / 0 psi
short E2
Microprocessor
E1

Fuel pressure

[4]  How to Narrow Down the Problem Areas

● The following table shows how to narrow down the problem causes between the fuel pressure sensor
and engine ECU.

Problem
Procedure Judgment based on Data list
condition
When the sensor connector
Fuel pressure sensor

is disconnected and the Fuel sensor

19 MPa / VC W/H is shorted, the display
Engine ECU

malfunction
2755.7 psi PR changes to 0 MPa / 0 psi.
or more E2

displayed Even when shorted, the W/H malfunction or

display does not change. ECU malfunction
Shorted

When the sensor connector

is disconnected, the display Fuel sensor
Fuel pressure sensor

VC changes to 19 MPa / malfunction

Engine ECU

0 MPa /
PR 2755.7 psi or more.
0 psi
E2 Even when the sensor
displayed
connector is disconnected, W/H malfunction or
the display does not ECU malfunction
change.

69
 1 Signal Circuit and Data List
Part 3

8.  O2 Sensor
Using Diagnostic Tool 1 (Signal Circuit and Data List)

[1]  Signal Circuit

● The voltage output of the O2 sensor changes with density of oxygen in the exhaust gas. This allows
the O2 sensor to detect whether the A/F is richer or leaner than the stoichiometric A/F.
● This signal is converted into digital by the ADC (A/D converter) and input to the microprocessor.
● The O2 sensor is only activated at higher temperatures (at least 400˚C / 752˚F). For this reason, heat
control is performed on the O2 sensor when the engine is in cold operation or is running under light load.

Engine ECU

OX
ADC

O2 sensor
Microprocessor
E2
E1

[2]  Voltage Characteristic

● This graph shows the characteristic of the voltage generated by the O2 sensor in relation to the A/F.

0.9

0.8

0.7
Voltage (V)

0.6

0.5

0.4

0.3

0.2

0.1

0
12 12.5 13 13.5 14 14.5 15 15.5 16 16.5 17 17.5 18 18.5

A/F

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Part 3
[3]  Data List for Open/Short Circuit Malfunction
Problem Voltage at

Using Diagnostic Tool 1 (Signal Circuit and Data List)

Circuit Data list
condition OX terminal
Engine ECU

OX
ADC
OX
O2 sensor 0V 0V
open Microprocessor
E2
E1

Engine ECU

OX
ADC
OX
O2 sensor 0V 0V
short Microprocessor
E2
E1

[4]  How to Narrow Down the Problem Areas

● If the O2 sensor voltage is fixed at 0 V, perform the following checks to narrow the causes down to
determine whether it is caused by a malfunction in the O2 sensor system or by any factors that
lead up to a lean A/F.

Check Procedure Criteria

Perform the amount of fuel injection 0 V is always

O2 sensor system malfunction
active test, and observe the O2 sensor displayed.
1 output when the injection quantity is
increased by 25%. (Fuel Trim should be 0.55 V or more is Check for factors of A/F variance.
suspended during the test.) displayed. ( For items to check, see page 40.)

0 V is always
O2 sensor system malfunction
Perform Racing or D-range stall* and displayed.
2 check the change of the O2 sensor
The display
voltage. Check for factors of A/F variance.
becomes nearly 1 V
(For items to check, see page 40.)
even for a moment.

* When performing a D-range stall, maintain approx. 1500 rpm, but do not depress the accelerator pedal to full open.
To prevent overheat of the torque converter, never attempt to conduct a longer than 5-second stall nor consecutive stall tests.
(The test should be conducted while monitoring the ATF oil temperature on the IT-II.)

● The following table shows how to narrow down the problem causes between the O2 sensor and
engine ECU.
(Precondition: The result of W/H check (continuity/insulation) between the O2 sensor and the ECU
should be normal.)

Problem
Procedure Judgment based on Data list
condition
Step 1: Apply 1.5 V (a dry battery) to the
When voltage is applied, O2 sensor
signal conductor.
the display changes. malfunction
0V
Engine ECU
O2 sensor

OX
displayed Even when voltage is
E2 Engine ECU
applied, the display does
not change. malfunction
1.5 V

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 1 Signal Circuit and Data List
Part 3

9.  A/F Sensor

Using Diagnostic Tool 1 (Signal Circuit and Data List)

[1]  Signal Circuit

● Approx. 0.4 V (AF+: 3.3 V, AF-: 2.9 V) is always being applied to the A/F sensor.
● When the A/F changes, the direction and magnitude of electric current changes, thus causing no
current to flow at a stoichiometric A/F.
This current is detected by the current detection circuit, converted into a digital signal by the ADC (A/D
converter), and then input to the microprocessor.
(On the diagnostic tool, the A/F sensor output can be viewed as a converted voltage of 0 to 5 V for A/F
current and A/F.)
● Because it is only operational at higher temperatures (750˚C / 1382˚F or more), the A/F sensor is kept
under very precise heat control while the engine is running in order to ensure the A/F is detected in a
constant manner.

Engine ECU

Current detection circuit ADC

AF+
3.3 V constant voltage circuit

A/F sensor DAC Microprocessor

AF-
2.9 V constant voltage circuit

[2]  Current and Voltage Characteristic

● The following graph shows the current and the voltage characteristic of A/F sensor (converted values
in ECU) for A/F.
(They can be monitored on the diagnostic tool.)

4.20 0.54

4.00 0.42

3.80 0.30

3.60 0.18
Voltage (V)

3.40 0.06
Current (mA)

3.20 -0.06

3.00 -0.18

2.80 -0.30

2.60 -0.42

2.40 -0.54

2.20 -0.66
12 12.5 13 13.5 14 14.5 15 15.5 16 16.5 17 17.5 18 18.5
A/F

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Part 3
[3]  Data List for Open/Short Circuit Malfunction
Terminal voltage Data list

Using Diagnostic Tool 1 (Signal Circuit and Data List)

Problem
Circuit AFS AFS
condition AF+ AF-
(V) (mA)

Engine ECU

Current detection
circuit ADC
AF+ AF+ 3.3 V constant 3.3 2.9 3.3
voltage circuit 0 mA
open A/F Sensor DAC Microprocessor ±0.1 V ±0.1 V ±0.1 V
AF- 2.9 V constant
No current voltage circuit

Engine ECU

Current detection
circuit ADC
AF- AF+ 3.3 V constant 3.3 2.9 3.3
voltage circuit 0 mA
open A/F Sensor DAC Microprocessor ±0.1 V ±0.1 V ±0.1 V
AF- 2.9 V constant
No current voltage circuit

Engine ECU

Current detection
circuit ADC
AF+ AF+ 3.3 V constant 2.9 5.0
voltage circuit 0 8.49 mA
short DAC Microprocessor ±0.1 V ±0.1 V
A/F Sensor
AF- 2.9 V constant
voltage circuit

Engine ECU

Current detection
circuit ADC
AF- AF+ 3.3 V constant 3.3 5.0
voltage circuit 0 8.49 mA
short A/F Sensor DAC Microprocessor ±0.1 V ±0.1 V
AF- 2.9 V constant
voltage circuit

[4]  How to Narrow Down the Problem Areas

● The following table shows how to narrow down the problem causes between the A/F sensor and
engine ECU.
Problem
Procedure Judgment
condition
A/F sensor system
malfunction
AFS does not
Create a vacuum leak downstream of the change. Heater system, W/H,
throttle valve (by varying the A/F) and then Sensor body, ECU
Approx. check AFS.
3.3 V
constantly AFS changes. Normal
displayed
Perform the amount of fuel injection active
test.
Compare the output of A/F sensor and For inspection procedure and criteria, see page 119.
that of O2 sensor (S2). (Fuel Trim should
be suspended during the test.)
When the sensor
connector is A/F sensor
disconnected, the display
Engine ECU

malfunction
A/F Sensor

Approx. AF+
changes to approx. 3.3 V.
5V AF-
Even when the
displayed W/H malfunction or
sensor connector is
disconnected, the display ECU malfunction
does not change.

73
 1 Signal Circuit and Data List
Part 3

10.  Crankshaft Position Sensor

Using Diagnostic Tool 1 (Signal Circuit and Data List)

[1]  Signal Circuit

● When the gap between pickup coil and timing rotor changes as the engine runs, an electromotive
force is generated on the pickup coil.
● The timing rotor has a 36 teeth configuration (36 teeth - 2) and produces 34 pulses per engine revolution.
● The pulse is converted into a rectangular wave in the input circuit of engine ECU and input to the
microprocessor as an accurate crankshaft position (angle) signal.

Engine ECU

NE+

Microprocessor
Input circuit
Pickup
Timing rotor
coil

NE-
Crankshaft position sensor

[2]  Voltage Characteristic

● According to the following reference voltage, the pulse is converted into a rectangular wave, which is
recognized by the engine ECU.
● Therefore, “0 rpm” is displayed for “Engine Speed” on the diagnostic tool if the pulse is below the
reference voltage of lower speed side.

Reference
voltage

Low to Mid rpm Mid to High rpm

Crankshaft approx. 30 mV ←
Reference
Converted Camshaft
rectangular
voltage approx. 300 mV approx. 650 mV
(Reference)
wave

10˚CA

1   2   3   4   5   6   7   8   9   10       15      20      25      30      34

360˚CA

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 1 Signal Circuit and Data List

Part 3
[3]  Data List for Open Circuit Malfunction
Problem Terminal voltage (pulse)

Using Diagnostic Tool 1 (Signal Circuit and Data List)

Data list
condition NE+ NE-

Open

Open

NE+
open

Short break

No pulse is generated.

0 rpm is displayed.

Open
Open

NE-
open*

Pulse amplitude: Small

At low rpm, pulse is not recognized.
Rpm is displayed. Starting trouble, engine stall, hesitation
(It depends on pulse recognition.)

Engine
Stopped
(reference)

* This is the waveform when there is an open circuit to the independent ground for the crankshaft position sensor.
In the case of an open circuit to the ground which is shared with the camshaft position sensor, the waveform of the
camshaft position sensor is displayed overlaid.

75
 1 Signal Circuit and Data List
Part 3

11.  Camshaft Position Sensor (MRE* type)

Using Diagnostic Tool 1 (Signal Circuit and Data List)

[1]  Signal Circuit

● With the timing rotor rotating, the direction of magnetic field effects on the MRE changes, causing a
change in the internal resistance value of MRE.
● This change in a resistance value is shaped into a rectangular wave and output to the ECU VV terminal.
* MRE: Magnetic Resistance Element

Camshaft Position Sensor Engine ECU

VC Constant voltage P.S.

Magnet
circuit

MRE built-in VV+

Microprocessor
Input circuit
IC

VV-
Magnet
Timing rotor

[2]  Voltage Characteristic

● The pulse is converted into a rectangular wave according to the following reference and output to the
engine ECU.
● Early detection of the camshaft position is possible owing to the voltages which are output as digital
signals Hi and Lo starting from the time when the engine stops, and the pattern recognition of peak-to-
valley voltage of the timing rotor.

c
+

b d b

a
-
The voltage waveform output is
converted into a rectangular wave of “Hi:
approx. 4 V” and “Lo: approx. 1 V”.

Hi: b a b 60˚CA 120˚CA

approx. 4 V
180˚CA

Lo:
approx. 1 V c d 60˚CA 180˚CA 120˚CA

720˚CA

* The above waveform shows an example of a V-6 engine.

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Part 3
REFERENCE

Using Diagnostic Tool 1 (Signal Circuit and Data List)

How to use active tests for confirmation
● The use of a VVT active test allows you to check whether the camshaft position sensor reads the
position of the camshaft.

● Select Active Test → Control the VVT Linear (Bank1 (or Bank2)) to forcibly activate the VVT, and
then check to see whether “VVT Change Angle (Bank1 (or Bank2))” changes continuously along with
a change in “VVT OCV Duty (Bank1 (or Bank2))”.

When normal

“ VVT Change Angle” changes continuously with “VVT OCV

Duty” changing.
When “VVT Change Angle” changes to advance side in idle
range, the engine load goes high and cause rough idling as a
result.

When abnormal

“VVT Change Angle” does not change even when “VVT OCV
Duty” changes to advance side in idle range.
If the engine load goes high and causes rough idling despite
the unchanged “VVT Change Angle”, there is something
wrong with the camshaft position sensor.
If no changes are observed in vehicle conditions, the VVT is
not operating.

POINT

The MRE type camshaft position sensor detects DTCs not only when there is an open or short circuit in
the signal wire but also when it can not receive signals due to, for example, a substantial gap between the
rotor and sensor.
By observing the change angle during an active test, you can make sure if sensor output is present or not.

77
 2 Practice
Part 3

2 Practice
Using Diagnostic Tool 1 (Signal Circuit and Data List)

● Disconnect each sensor connector and observe how the Data list changes.
Sensor connector
IG SW ON Idling in P range
disconnected
Coolant temperature
˚C/ ˚F ˚C/ ˚F ˚C/ ˚F
sensor
Intake air temperature
˚C/ ˚F ˚C/ ˚F ˚C/ ˚F
sensor

Air flow meter g/sec g/sec g/sec

Vacuum sensor kPa/ psi kPa/ psi kPa/ psi

Throttle position sensor % % %

Accelerator position
% % %
sensor

Fuel pressure sensor MPa/ psi MPa/ psi MPa/ psi

O2 sensor V V V

A/F sensor V V V

Crankshaft position
rpm rpm rpm
sensor

Memo

78
 Part 4
Using Diagnostic Tool 2
(Description by Engine
Function)

79
 1 Engine Control System
Part 4

Using Diagnostic Tool 2

Part 4 (Description by Engine Function)
Using Diagnostic Tool 2 (Description by Engine Function)

This chapter focuses on “Learning techniques to fully utilize diagnostic tools” for engine repair.

1 Engine Control System

1.  Engine Control System Diagram

Example: Dual VVT-i Engine (2ZR-FE)

Accelerator position sensor

Engine ECU

Air cleaner

Throttle
position
sensor Air flow meter
(intake air temperature sensor)

Throttle
Throttle motor
valve

Canister
purge VSV

Ignition coil

Fuel Injector Camshaft

tank position
Dual VVT-i
sensor
A/F sensor
(heater
Coolant included)
temperature
Charcoal canister Spark plug sensor

Knock Crankshaft
sensor position
sensor

O2 sensor (S2)
(heater included)

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Part 4
Using Diagnostic Tool 2 (Description by Engine Function)
Example: D-4S Engine (2GR-FSE)

Accelerator position
sensor

Engine ECU

Fuel pump
resistor

EDU
Air flow meter Throttle
(intake air position
Canister
temperature sensor
sensor) purge
VSV
Air cleaner

Fuel tank
Throttle
valve
Throttle motor

Ignition coil
Electromagnetic
spill valve Injector for port injection
High-pressure
fuel pump Injector for direct injection
Dual VVT-i
into cylinder
Camshaft position
sensor
Fuel pressure
sensor
AF sensor
(heater included) Knock sensor

Coolant temperature sensor

Spark
plug

Crankshaft position
sensor
O2 sensor (S2)
(heater included)
* The above figure only shows a single bank.

81
 1 Engine Control System
Part 4

2.  Engine Control Configuration

● System configuration of engine control is roughly classified as follows.
Using Diagnostic Tool 2 (Description by Engine Function)

Fuel system (See pages 88 to 129) (For D-4 and D-4S, see pages 182 to 205)
Supplies the fuel required for combustion.

Fuel injection control

In order to supply the correct air fuel mixture, a fuel pump, pressure regulator, etc. are used to adjust the
fuel pressure so that an optimal quantity of fuel is injected from the injectors in accordance with operating
conditions. Also, A/F sensors and O2 sensors are used to detect the condition of the A/F based on
exhaust gas and provide feedback control.

Canister purge control

The fuel vapors absorbed by the canister are delivered to the intake manifold, where they are burned in
the cylinder together with the fuel injected by injectors. This process is controlled so that the A/F does not
get out of balance.

D-4, D-4S system

This is a system that injects fuel directly into the cylinder. The D-4S has two sets of injectors: one for port
injection and the other for direct injection into cylinder. These are used selectively according to operating
conditions.

Ignition system (See pages 130 to 147)

Gives off sparks at the appropriate time to the air fuel mixture which is compressed in the cylinder.

Ignition timing control

Based on individual sensor signals, the engine ECU calculates the proper timing of ignition that suits
operating conditions, and outputs an ignition trigger signal (IGt) to the ignition coil (built in igniter), which
in turn issues an ignition confirmation signal (IGf) to the engine ECU.

Knock control

The engine ECU, based on the signals from the knock sensor, determines whether or not knocking is
present and advances or retards the ignition timing accordingly.

Intake air system (See pages 148 to 181)

Supplies the intake air required for combustion.

Electronic throttle control system

Detects the depressed amount of the accelerator pedal by an accelerator position sensor and controls
the position of the throttle valve by a throttle motor. Throttle valve position is detected by the throttle
position sensor.

VVT-i control system

Changes intake valve opening/closing timing continuously according to engine operating conditions. In a
Dual VVT-i control system, it also changes exhaust valve opening/closing timing continuously.

Others (See pages 206 to 215)

Charge control

Reduces the load on the engine caused by the alternator’s output generation and reduces fuel
consumption of engines by decreasing the voltage generated during idling or driving at a constant speed
and by increasing the voltage generated at a reduced speed.

● This chapter explains the above contents of each system separately.

● This chapter contains a number of circuit diagrams illustrating individual circuits in the ECU. The circuit
configuration in the diagrams may differ from the actual circuit configuration, as it is simplified for an
easier understanding of circuit operation.

82
 1 Engine Control System

Part 4
3.  Individual System Configuration

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Fuel System
■ Fuel injection control, Canister purge control
Sensor Engine ECU Actuator

Air flow meter

Fuel injector

Output circuit
Coolant temperature sensor

Input circuit
A/D converter
A/F sensor
Canister purge VSV

O2 sensor

Accelerator position sensor

Throttle position sensor

Microprocessor

Crankshaft position sensor

Input circuit

Camshaft position sensor

Vehicle speed signal

■ D-4 system, D-4S system

Sensor Engine ECU Actuator

Air flow meter Fuel injector for

port injection*
Coolant temperature sensor

Fuel injector for direct

A/F sensor
injection into cylinder
A/D converter

Output circuit
Input circuit

O2 sensor

EDU
Fuel pressure sensor

Accelerator position sensor

High-pressure fuel pump
(electromagnetic spill valve)
Throttle position sensor

Crankshaft position sensor * For D-4S only.

Microprocessor
Input circuit

Camshaft position sensor

Vehicle speed signal

83
 1 Engine Control System
Part 4

[2]  Ignition System

■ Ignition timing control, Knock control
Using Diagnostic Tool 2 (Description by Engine Function)

Sensor Engine ECU Actuator

Air flow meter

Output circuit
Ignition coil built in igniter

Input circuit
Coolant temperature sensor

A/D converter
Knock sensor

Accelerator position sensor

Throttle position sensor

Microprocessor
Crankshaft position sensor
Input circuit

Camshaft position sensor

Vehicle speed signal

[3]  Intake Air System

■ Electronic throttle control system
Sensor Engine ECU Actuator

Air flow meter

Output circuit

Throttle motor
Input circuit
A/D converter

Coolant temperature sensor

Accelerator position sensor

Throttle position sensor

Crankshaft position sensor

Microprocessor

Camshaft position sensor

Input circuit

Vehicle speed signal

Air conditioning signal

Electrical load signal

84
 1 Engine Control System

Part 4
■ VVT-i control system

Using Diagnostic Tool 2 (Description by Engine Function)

Sensor Engine ECU Actuator
VVT-i system
Air flow meter

OCV for intake VVT-i

A/D converter
Coolant temperature sensor

Input circuit
Accelerator position sensor
OCV for exhaust VVT-i

Throttle position sensor

Output circuit
Crankshaft position sensor
VVT-iE system

Camshaft control
Camshaft position sensor* motor
Microprocessor (for intake VVT-i)
Input circuit

VVT camshaft position sensor

(intake)*

VVT camshaft position sensor OCV for exhaust VVT-i

(exhaust)

Vehicle speed signal

* The two sensors may be combined into one.

[4]  Others
■ Charge control
Sensor Engine ECU Actuator

Battery current sensor

Output circuit

Alternator
Input circuit
A/D converter

Battery temperature sensor (IC regulator)

Throttle position sensor

Neutral start switch

Crankshaft position sensor

Microprocessor

Stop light switch

Input circuit

Vehicle speed signal

Battery voltage

Electrical load signal

85
 1 Engine Control System
Part 4

4.  List of Major Actuators and Sensors

Related systems
Using Diagnostic Tool 2 (Description by Engine Function)

Device name Function Refer to

Fuel Ignition Intake Charge
Fuel injector Inject fuel. p.91
Canister purge
Control the flow rate of canister purge air. p.124
VSV
Induce ignition voltage in response to a signal
Ignition coil built from engine ECU.
p.131
in igniter Output an ignition confirmation signal to engine
ECU.
Trigger an ignition of the air fuel mixture in
Spark plug p.132
cylinder.
Control throttle valve position to meet operating
Throttle motor p.151
conditions.
Actuator

Control the camshaft phase for optimal valve

VVT-i actuator p.166
opening/closing timing.
In response to the signals from engine ECU,
Injector drive *
actuates the injector for direct injection and the p.188
(EDU)
electromagnetic spill valve.
In response to the electromagnetic spill valve
High-pressure *
drive signal from engine EDU, increases the fuel p.187
fuel pump
pressure to meet operating conditions.
Fuel injector
Inject the high-pressure fuel, supplied by a high- * p.188
for direct
pressure pump, directly into cylinder. p.196
injection
Maintain output voltage of alternator within a
IC regulator p.207
rated range.

86
 1 Engine Control System

Part 4
Related systems
Device name Function Refer to
Fuel Ignition Intake Charge

Using Diagnostic Tool 2 (Description by Engine Function)

Air flow meter Detect MAF. p.95

Vacuum sensor Detect pressure in the intake manifold. p.89

Engine coolant
Detect coolant temp. p.94
temp. sensor
Crankshaft
Detect crank angle and an engine speed. p.165
position sensor
Camshaft
Identify cylinders and detects camshaft angle. p.165
position sensor

A/F sensor Detect the condition of A/F in exhaust gas. p.93

O2 sensor Detect density of oxygen in exhaust gas. p.92

Sensor

Knock sensor Detect condition of knocking. p.141

Throttle position
Detect throttle valve position. p.150
sensor
Accelerator
Detect accelerator pedal position. p.150
position sensor
Installed in the fuel delivery pipe for direct
Fuel pressure *
injection and detects pressure of high-pressure p.190
sensor
fuel.
Battery current Detect amperage of charged or discharged
p.207
sensor battery current.
Battery
Detect battery ambient temperature (fluid
temperature p.207
temperature).
sensor
In response to the signals from individual
ECU

ECU sensors, controls fuel injection duration, ignition −

timing, etc. to meet operating conditions.
* For D-4 or D-4S system only.

87
 2 Fuel Injection Control (EFI Control)
Part 4

2 Fuel Injection Control (EFI Control)

Using Diagnostic Tool 2 (Description by Engine Function)

1.  System Description

● Based on individual sensor signals, the engine ECU calculates the optimal quantity of fuel injection
according to operating conditions and injects it using the fuel injectors.
● At this time, it is important to maintain the fuel pressure at a constant level. With EFI, it is controlled by
a fuel pump, a pressure regulator, and a pulsation damper.
● The control of A/F is performed mainly by the A/F sensor (or O2 sensor) before the catalyst and
subsidiary by the O2 sensor (S2) after the catalyst.

Pulsation damper

Pressure
regulator
Injector
Fuel injection signal

Fuel pump

A/F sensor
(O2 sensor)
3-way
catalyst
A/F in exhaust gas
Engine
Individual Oxygen density in exhaust gas (after the catalyst) O2 sensor (S2)
ECU
sensors

■ System block diagram

Sensor Engine ECU Actuator

Air flow meter

Fuel injector
Output circuit

Coolant temperature sensor

Input circuit
A/D converter

A/F sensor

O2 sensor

Accelerator position sensor

Throttle position sensor

Microprocessor

Crankshaft position sensor

Input circuit

Camshaft position sensor

Vehicle signal

88
 2 Fuel Injection Control (EFI Control)

Part 4
TIP

Using Diagnostic Tool 2 (Description by Engine Function)

■ EFI-L and EFI-D
● In EFI control, it is necessary to detect an accurate MAF in order to maintain a stoichiometric A/F.
EFI-L and EFI-D are the methods for this detection.
●EFI-L (“L” stands for the German word “Luft” which means “air” in English.)
Conventional type
● The quantity of fuel injection per cycle is calculated based on the value which is derived from
dividing the MAF which is measured directly by the air flow meter by the engine speed at that time.
● For a hot-wire type air flow meter, MAF is measured directly, so the density of intake air does
not need to be corrected according to changes in intake air temperature. However, under certain
operating conditions, it has a built-in air temperature sensor of thermistor type with which to collect
necessary information about intake air temperatures for engine control.
Intake air
Heating resistor (heater)
MAF Air flow meter
Throttle
body
Fuel injection
Intake manifold
Bypass flow

Engine Injector
Engine speed Resistor for intake
air temperature Intake air
ECU Fuel
Injection measurement temperature sensor
quantity control
Air model
● “Air model” is a MAF detection method that has controlled advantages of EFI-L and EFI-D.
● As shown below, a measurement mode is selected depending on the phase in which the vehicle is
driving.
Measurement
Driving phase Description
mode
EFI-L is chosen because it has an advantage for
Driving at constant speed EFI-L measurement at a constant speed.
Driving at transient speed EFI-D is chosen because it has an advantage for
(acceleration/deceleration)
EFI-D accuracy in flow rate calculation at a transient speed.
* Vacuum sensor is not necessary because intake manifold pressure is calculated using a physical
formula (physical model).

REFERENCE
Beginning around 2005, air model was phased in for new model engines and remodeled engines.
●● EFI-D (“D” stands for a German word “Druck” which means “pressure” in English.)
On EFI-D mode, intake manifold pressure is detected by the vacuum sensor to determine the
quantity of fuel injected per cycle, based on the theory that intake manifold pressure is nearly
proportional to the volume of air taken in per cycle.
● However, corrections are made to balance the relationship between MAF and intake manifold
pressure because it varies depending on engine speed.
Intake air

Silicon chip
Vacuum sensor
Fuel injection
Intake manifold
Intake
manifold
pressure
Engine Injector Sectional view of
Engine speed
vacuum sensor
ECU Fuel
Injection
quantity control
REFERENCE
● Some engines have both air flow meter and vacuum sensor.
In this type of an engine, MAF is detected by an air flow meter and the vacuum sensor detects
EGR gas flow rate etc..

89
 2 Fuel Injection Control (EFI Control)
Part 4

2.  System Component

[1]  Fuel Pump
Using Diagnostic Tool 2 (Description by Engine Function)

Filter
● The fuel pump pumps the fuel from inside the Armature
fuel tank to the injector.
● As illustrated in the circuit diagram below, the
fuel pump is powered by the circuit opening Taken Discharged
relay under control of the engine ECU. in
Check valve
■ Conditions for circuit opening relay Pump
section
Magnet

ON
Sectional View
● STA signal is ON or the engine is running.

EFI MAIN Engine ECU

relay
EFI
+B

+B2

MREL

Fuel pump

Battery
To IGN fuse
FC
Circuit opening
relay
Fuel Pump Control Circuit

[2]  Pressure Regulator

● The fuel pump can only pump fuel at a set amount so when the engine load increases and more fuel
is injected, the fuel pressure to the injectors changes and variances in the quantity of fuel injection
occurs.
● The pressure regulator returns excessive fuel into the tank to keep fuel pressure constant when fuel
pressure has risen to above a specified value (E.g. 324 kPa / 47.0 psi).

Diaphragm

Valve
From delivery pipe

To fuel return

Sectional View of Pressure Regulator

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 2 Fuel Injection Control (EFI Control)

Part 4
[3]  Pulsation Damper
● While the injectors are injecting fuel, minor pulsations are generated in fuel pressure.

Using Diagnostic Tool 2 (Description by Engine Function)

● The pulsation damper installed on the delivery pipe, absorbs these minor pulsations in fuel pressure
with the aid of a diaphragm action.
● It also allows you to perform a quick check of fuel pressure by observing the action and tension of the
screw linked to the diaphragm.

Inner pipe A

Inner pipe Inner pipe

Diaphragm

A-A Pulsations damped

● On some types of vehicles, an inner pipe is

From delivery pipe provided in the delivery pipe to dampen pulsations
Sectional View of Pulsation Damper instead of using a conventional separate type
pulsation damper.
● In the process of pulsation, the surface of the
inner pipe is deformed to vary the inner capacity
of the delivery pipe, allowing pulsations to be
dampened.

[4]  Fuel Injector

● The fuel injector is an electromagnetic nozzle which is mounted on the intake manifold or the cylinder
head and injects fuel according to the injection duration calculated by the engine ECU.
● When the solenoid coil is energized, the plunger is attracted to the coil to lift the needle valve up,
allowing fuel to spray out from injectors.

From delivery pipe

Engine ECU

IG power Injector
supply
Filter
Microprocessor
Output circuit

Coil

Adjusting pipe

Needle valve

Injector Control Circuit Sectional View of Injector

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[5]  O2 Sensor
Using Diagnostic Tool 2 (Description by Engine Function)

<1>  Construction and Features of the O2 Sensor

● The O2 sensor detects the density of oxygen in exhaust gas and based on it, determines
whether the existing A/F is rich or lean.
● The O2 sensor is placed before the catalyst controls A/F.
● The O2 sensor is placed after the catalyst evaluates the catalyst deterioration status and
corrects so as to attain an optimal A/F for catalyst conditions.

Atmosphere

Heater
Platinum electrode
(atmosphere side)

Platinum electrode
(exhaust side)

Exhaust gas
Zirconia element
(A-A Section)

TIP

Zirconia Element
● As shown in the above figure, the O2 sensor has a test-tube shaped zirconia element, which is coated
with platinum on both inner and outer surfaces. The inner surface is to accept incoming atmospheric air,
while the outer surface is just exposed to exhaust gas.
● The zirconia element has a characteristic of generating an electromotive force when there is a greater
difference between the oxygen density at the inner surface side and outer surface side. An electromotive
force of approx. 1 V is generated on the zirconia element if the A/F is richer than the stoichiometric one,
but it becomes nearly 0 V if the A/F is leaner than the stoichiometric one.
● Platinum has a nature of causing a catalytic reaction to combine the oxygen and CO in exhaust gas.
Platinum serves to promote the sensor’s ability to generate an electromotive force by decreasing the
oxygen density near the zirconia element on the exhaust side to increase the difference between
exhaust-side and atmosphere-side oxygen density.

Electromotive force: Electromotive force:

Major Minor

− ＋ − ＋
Platinum (outer) Platinum (inner) Platinum (outer) Platinum (inner)

Exhaust side Atmosphere side Exhaust side Atmosphere side

Zirconia element Zirconia element

[Difference in oxygen density: Major [Difference in oxygen density: Minor

(A/F: Rich)] (A/F: Lean)]

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[6]  A/F Sensor

Using Diagnostic Tool 2 (Description by Engine Function)

<1>  Construction and Features of the A/F Sensor
● The A/F sensor is installed on the exhaust manifold before the catalytic converter and is capable
of detecting an A/F in every zone ranging from rich to lean.
● While the O2 sensor outputs a lean or a rich signal depending on whether the A/F is lean or
rich, the A/F sensor has output characteristics proportionate to A/Fs, allowing the engine ECU to
perform finer A/F control.
Ｂ

Platinum electrode Coating Coating

Atmosphere
(ceramic) (ceramic)
Alumina
Heater
Platinum
Heater electrode
Atmosphere
Alumina

Exhaust gas Exhaust gas

Zirconia element Zirconia element
Ａ Ａ
(A-A section) (B-B section)
Ｂ
Heterolayer A/F Sensor Cup Type A/F Sensor

● A voltage of approx. 0.4 V (AF+: 3.3 V, AF-: 2.9 V) is applied across the terminals at either end of
the A/F sensor. The zirconia element is connected in series with the circuit so that current flows
from AF- to AF+ when an electromotive force is generated.
● The A/F sensor detects an A/F based on the direction and strength of AF+ current that vary with
the strength of an electromotive force.

TIP

Amperage of A/F Sensor

<Lean> <Stoichiometric A/F> <Rich>
Electromotive force < approx. 0.4 V Electromotive force = approx. 0.4 V Electromotive force > approx. 0.4 V

A/F sensor A/F sensor A/F sensor

2.9 V + Electromotive 2.9 V + Electromotive 2.9 V + Electromotive

AF- force < 3.3 V AF+ AF- force = 3.3 V AF+ AF- force > 3.3 V AF+
ECU Direction & strength ECU Direction & strength ECU Direction & strength
of electric current of electric current of electric current
are detected. are detected. are detected.
2.9 V constant 3.3 V constant 2.9 V constant 3.3 V constant 2.9 V constant 3.3 V constant
voltage circuit voltage circuit voltage circuit voltage circuit voltage circuit voltage circuit

AF- AF-
(2.9 V + Electromotive force: approx. 0.4 V) (2.9 V + Electromotive force)

AF+ AF+ AF+

(3.3 V) (3.3 V) (3.3 V)
AF-
(2.9 V +
Electromotive force)

When the electromotive force is If an electromotive force is If an electromotive force is higher

less than approx. 0.4 V, voltage approx. 0.4 V, there is no voltage than approx. 0.4 V, voltage is
is higher at AF+ than at AF-, so difference between AF+ and AF-, higher at AF- than at AF+, so that
that current flows from AF+ to AF- so that no current flows in either current flows from AF- to AF+
in accordance with the voltage direction. in accordance with the voltage
difference. difference.

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<2>  Comparisons between A/F Sensor and O2 Sensor

(1)  Comparison of Characteristics
Using Diagnostic Tool 2 (Description by Engine Function)

4.20 0.54 1.0

4.00 0.42 0.9
3.80 0.30 0.8

AFS (mA)
3.60 0.18 0.7

O2S (V)
AFS (V)
3.40 0.06 0.6
3.20 -0.06 0.5
3.00 -0.18 0.4
2.80 -0.30 0.3
2.60 -0.42 0.2
2.40 -0.54 0.1
2.20 -0.66 0
12

13

14

15

16

17

18
.5

.5

.5

.5

.5
.5

.5
12

13

14

17

18
15

16
A/F
(2)  Comparison of A/F Controls
E.g.: When the A/F gets unbalanced to lean side due to external factors.
: Control by A/F sensor
Disturbances : Control by O2 sensor

A/F

Lean A/F detected

A/F detected
Corrected quantitatively at once.

Corrected gradually at a constant rate.

Controlled variable
Time
The A/F sensor can detect the difference between
actual A/F and stoichiometric A/F and thus can The O2 sensor is only capable of detecting that
determine how much fuel should be added to A/F is “leaner” than stoichiometric A/F and thus
compensate for the difference. Thus, the A/F sensor needs to correct A/F by adding fuel gradually.
can quickly adjust A/F to stoichiometric A/F.

[7]  Coolant Temperature Sensor

<1>  Construction and Features of the Coolant Temperature Sensor

● The coolant temperature sensor is a sensor which is intended to detect the temperature of
engine coolant and has a built-in thermistor whose resistance value greatly varies with changes
in temperature.
● The sensor detects coolant temperature based on the voltage signal which changes with the
resistance value of thermistor.
● The thermistor’s resistance value increases with a lower coolant temperature and decreases
with a higher coolant temperature.
10
Resistance (kΩ)

5
Thermistor

0
0 40 80
Coolant temperature (˚C)

Characteristics of Thermistor

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[8]  Air Flow Meter (Hot Wire)

Using Diagnostic Tool 2 (Description by Engine Function)

<1>  Construction and Features of the Air Flow Meter
● The air flow meter is a sensor to measure MAF.
● It creates a bypass flow of some intake air and measures the MAF into the engine by using a
bridge circuit that consists of a resistor for intake air temperature measurement and a hot wire
heating resistor (heater).

Heating resistor (heater)

Throttle
body

Bypass flow

Resistor for intake air

temperature measurement Intake air
temperature sensor

TIP

Bridge Circuit

R1 R2

The bridge circuit is a circuit where wires are connected as

shown in the diagram to right. V1 G V2

When R1 × R4 = R2 × R3 holds,
V1 = V2 with an indication of 0 on the ampere meter G. R3 R4

G : Ampere meter

● The air flow meter has a circuit configuration as shown below.

● When MAF has changed, the current that flows to the heating resistor is feedback-controlled
using a bridge circuit in the hot wire measurement section so that a constant level of temperature
difference is maintained between the resistor for intake air temperature measurement (R2) and
the heating resistor (R1) at all times.
The amount of flowed current is converted into a voltage value and output to the engine ECU,
which in turn calculates the MAF in the engine based on the predetermined correlation between
air flow meter voltage output and flow rate.
Power terminal
■ Result of increased MAF
As a result of an increase in MAF, the heating
1 resistor (R1) is cooled and the resistance value
decreased.
R1 × R4 < R2 × R3 (VM ≠ VK)
Intake air
2 Current
1 Resistor for
VB intake air temp
The current that flows from power terminal to
Heating resistor
(R1)
measurement
(R2) 2 VB is increased to heat the heating resistor (R1).
Output
R1 × R4 = R2 × R3 (VM = VK)
terminal VM VK
3 Signal
信号
Fixed resistor Fixed resistor
(R3) (R4)
The current flowed in 2 is converted to a
3
voltage value and output to the engine ECU.
GND
アース端子
terminal
Internal Circuit of Air Flow Meter

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3.  Fuel Injection Control Method

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Injection System

● The engine ECU relies mainly on the MAF signal (from air flow meter or vacuum sensor) and the
engine speed signal (from crankshaft position sensor) to detect engine conditions and determine an
optimal fuel injection duration that reflects the detected engine conditions and individual sensor signals
in combination.
● The following types of fuel injection methods are available according to injection timing. At present,
individual injection is employed because it allows optimal injection to be achieved per cylinder.

Injection method Injection timing

Cylinder Intake: Injection: Ignition:

All-cylinder synchronous injection 1
3
4
● Injection at startup
2
● Asynchronous injection
0 360 720 (˚CA)
Crank angle

Cylinder Intake: Injection: Ignition:

1
Individual injection
3
4
● Injection after startup 2
0 360 720 (˚CA)
Crank angle

[2]  Injection Control Item

● Fuel injection includes synchronous injection and asynchronous injection.
● Refers to a mode of fuel injection in which fuel is always injected at a predetermined
Synchronous crank position, which is determined by adding sensor signal corrections to the basic
injection injection duration which is depicted by MAF signal (from air flow meter or vacuum
sensor) and engine speed signal.
Asynchronous ● Refers to a mode of fuel injection in which regardless of crank position, fuel is
injection injected the moment an injection command signal from a sensor is detected.

● The following chart shows how fuel injection control is constructed. Each mode of fuel injection is
selectively applied to attain optimal fuel injection control in accordance with operating conditions.

Injection at startup Basic injection duration at startup

Charging efficiency correction &

Synchronous injection
Fuel injection control

Voltage correction

Injection after startup Basic injection duration

Sensor signal corrections

(incl. A/F correction)

Asynchronous injection
Asynchronous injection Fuel cut
at acceleration

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[3]  Detailed Description of Fuel Injection Control
● This section provides a detailed description of fuel injection named on the previous page.

Using Diagnostic Tool 2 (Description by Engine Function)

(The following description covers the major contents of control. Actual constants or conditions may
differ depending on engine.)
Injection item Description
● Intake manifold pressure is instable at startup, which means that
calculations based on MAP signal or MAF signal could cause noticeable
variations in fuel injection duration.
● For this reason, the injection duration at startup is determined as follows.
Injection duration at startup =
Basic injection duration at startup × Charging efficiency
correction coefficient + Voltage correction time

Injection at startup ● Engine startup is determined based on the engine speed signal as
follows.

E.g.
Speed for engine
startup judgment

600
400

Coolant temp. High

● The basic injection duration at startup is determined based on the coolant

temperature.

E.g.
Long
Synchronous injection

Basic injection
duration at startup
Injection
duration

Coolant temp. High

● A correction coefficient is applied because the charging efficiency

changes with engine speed.

E.g.
Charging efficiency Large
correction
Correction
coefficient

coefficient

Engine speed High

● If battery voltage is low, the valve opening response of injector is

delayed. (This delay is termed an invalid injection duration.)
● The invalid injection duration changes with battery voltage and should
be compensated for to adjust the injection duration in accordance with
battery voltage.

Voltage correction E.g.

Large
Correction
coefficient

Battery voltage High

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Injection item Description

● The fuel injection duration after startup can be expressed by the following
Using Diagnostic Tool 2 (Description by Engine Function)

formula.
Injection after startup
Injection duration after startup = Basic injection duration × Injection
correction coefficient + Voltage correction time

u EFI-L (Control by air flow meter)

● Basic injection duration can be derived from the MAF signal and engine
speed signal as follows:
MAF
Basic injection duration = K
 × (K is a coefficient)
Engine speed

● Injection duration is set so that an A/F becomes stoichiometric A/F with

regard to the MAF in each cylinder. (With the constant K, accuracy is
improved.)

u EFI-D (Control by vacuum sensor)

● Basic injection duration can be determined based on the intake manifold
pressure signal and engine speed signal as follows.
Basic injection
duration Basic injection duration = Base injection duration × Speed
correction coefficient

E.g.
Long Large
Synchronous injection

Speed correction 1.0

Base injection

coefficient
duration

Intake manifold pressure High Engine speed High

● To attain an air fuel mixture that fits varied engine conditions as in cold
Sensor signal operation or during acceleration, the basic injection duration is adjusted
corrections by correction coefficients which are derived from individual sensor
signals.

● At startup, fuel is added for a given period according to the coolant
temperature and engine speed and make the engine speed stable
right after starting. The fuel added ratio is controlled by the coolant
temperature right after starting and gradually reduced.
● Also, when a gearshift is made from N to D right after starting, injection
duration is extended based on the coolant temperature to prevent A/F
Fuel increase from getting unbalanced to the lean side.
correction after E.g.
startup (1) Large

60°C
Correction
coefficient

Coolant temp. High

Fuel increase ● Fuel is added based on the coolant temperature to ensure a seamless
correction after change of A/F at the moment the engine has phased out of startup. The
startup (2) fuel added ratio is reduced rapidly after startup is completed.

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Injection item Description
● To ensure good drivability after cold starting, fuel is added if coolant

Using Diagnostic Tool 2 (Description by Engine Function)

temperature is low. Also, the fuel added ratio changes according to
engine speed.
● The fuel added ratio is actually determined as follows.
Warmup fuel correction coefficient =
Correction coefficient as depicted by coolant temp
× Correction coefficient as depicted by engine speed
+ A/F based coefficient
Warmup fuel
increase E.g. Large Large

correction

correction coefficient
correction coefficient
Coolant temp-based

Speed-based
Coolant temp. Engine speed
High High

* A coefficient to compensate for a certain amount of fuel when A/F is

judged to be rich or lean.
● Prevents A/F variances that result from a variance among intake air
density levels which is caused by intake air temperature.
● Injection quantity is increased or decreased based on the intake air
temperature of 20˚C / 68˚F as a reference median.
Synchronous injection

Injection after startup

Individual correction

Intake air temp E.g. Large

correction
Correction

1.0
efficient

Intake air temp. High

Throttle fuel ● If throttle valve position is large, injection quantity is increased to improve
increase output subject under the following condition.
correction
(acceleration
increase Conditions: vehicle speed ≤ specified rpm and
correction) throttle valve position ≥ specified percentage
Low air volume ● To prevent a misfire during deceleration, injection quantity is increased
fuel increase under the following condition.
correction
(deceleration
increase Conditions: coolant temperature ≥ specified value and
correction) extremely low load (deceleration)

● When the engine or catalyst is prone to overheat, fuel is added to

improve drivability under high load and keep the catalytic converter from
getting too hot.
● The fuel added ratio is determined based on the speed and load as
follows.
OTP fuel
increase E.g. Large High
correction
Speed
Correction
coefficient

Low

Engine load High

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 2 Fuel Injection Control (EFI Control)
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Injection item Description

Engine stall ● To prevent a lean misfire caused by a delay in air volume response at
Using Diagnostic Tool 2 (Description by Engine Function)

preventing reduced engine speed, fuel is added under the following condition.
fuel increase
correction Condition (e.g.): Idle ON and engine speed ≤ specified rpm

● When the intake manifold pressure changes, the pressure inside

and outside of the injector nozzle changes, resulting in a change in
the amount of fuel injected. So the injection duration is increased or
decreased depending on the engine load.
Fuel pressure
incremental E.g. Long

correction

Injection
duration
Injection duration
is decreased when
intake manifold
pressure is low.
Engine load (intake manifold pressure) High

● Injection quantity is increased or decreased to compensate for a variance

in injection quantity when there is a difference between actual fuel
pressure and target fuel pressure.

Fuel pressure E.g. Large

correction
Correction
coefficient

(D-4)
Sensor signal corrections
Synchronous injection

Injection after startup

Fuel pressure High

● Injection quantity is decreased to compensate for a change in needle

valve travel caused by a difference between estimated injector
temperature and fuel temperature.
Injector temp
E.g. Large
characteristic
correction 1.0
Correction
coefficient

(D-4)

Temp difference Large

● For a 3-way catalytic converter to exhibit most efficient purification

performance, the A/F needs to be accurately kept close to stoichiometric A/F.
● For this reason, the A/F signal from A/F sensor or O2 (S1) sensor is used to
A/F feedback determine whether A/F is rich or lean with regard to stoichiometric A/F and
correction increase or decrease injection quantity to adjust the A/F to stoichiometric A/F.

A detailed description will be given on page 102 or later.

● If battery voltage is low, the valve opening response of injectors is

delayed. (Invalid injection duration)
● T he invalid fuel duration changes with battery voltage and should be
compensated for to achieve an injection duration that suits battery voltage.
Voltage E.g. Large
correction
Correction
coefficient

Battery voltage High

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Injection item Description

Fuel cut ● Fuel injection is suspended if any of the following events occur.

Using Diagnostic Tool 2 (Description by Engine Function)

● When the engine speed is not lower than a specified rpm during full-
closed-throttle deceleration, fuel is cut for improved emissions and fuel
consumption.

E.g. High
Fuel cut
at idle ON Hysteresis

Engine
speed
Threshold speed for fuel cut
Threshold speed for
resumption

Coolant temp High

● When a commanded tau (injection quantity) is not higher than a specified

Fuel cut value, fuel cut occurs for improved emissions before “Fuel cut at idle ON”
takes place.
at low load [Only when the speed is as high as is appropriate for drivability (e.g.:
2400 rpm).]

● To protect A/T clutch and actuator related components, fuel is cut to
Synchronous injection

Injection after startup

control torque when a gear is shifted from N to D at high speed.

● The threshold speed for fuel cut is controlled based on the coolant
temperature.

E.g. High
Fuel cut
Threshold speed

at N-D shifting Example: 2500

for fuel cut

Coolant temp High

Immobilizer ● Fuel is cut under immobilizer control.

fuel cut

Fuel cut ● When vehicle speed exceeds 180 km/h / 111.8 mph, fuel is cut to control
vehicle speed.
at high-speed/
● When engine speed exceeds a specified rpm, fuel cut is conducted to
rpm control engine speed for prevention of engine overrun.

Fuel cut ● Fuel is cut only for a failed cylinder. (Under high load conditions, fuel is
at ignition fail cut for all cylinders.)

Fuel cut ● Fuel is cut when there is a fuel system error.

at high-press
fuel system fail
(D-4)

● During acceleration, there may occur a delay in prediction of air volume

change. If this happens, asynchronous injection is applied to correct
injection quantity to compensate for the delay.
● Acceleration is detected based on a change in throttle position.
Asynchronous injection

E.g. Increase Increase

Asynchronous injection
compensation based

Injection incr/decr

at acceleration
ratio based on
on coolant temp
Injection qty

1.0
speed

Coolant temp High Engine speed High

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4.  A/F Control (A/F Feedback Correction) ANIMATION

Using Diagnostic Tool 2 (Description by Engine Function)

● The four major components of exhaust gas from a 300 15.0 4000

gasoline engine is “HC, CO, CO2 and NOx”.

● Of these, three components (HC, CO and NOx) 250 12.5

are oxidized and reduced into H2O, CO2 and N2 by

NO X (ppm)
an exhaust gas purification device called a “3-way CO 2
200 10.0
catalyst”. For the 3-way catalyst to function, the

CO, CO 2, O 2 (%VOL)
A/F needs to be kept at the stoichiometric A/F*. HC

HC(ppm)
150 7.5 2000

● The strategy for controlling an A/F at the CO

stoichiometric A/F is called “A/F control”.

100 5.0

O2
* Stoichiometric A/F = Air / Fuel = 14.7:1 50 2.5
NO X

0 0 n

8.7 11.7 14.7 17.7 20.7

Rich ← A/F → Lean

A/F & Exhaust Gas Components

● For the purpose of engine failure diagnosis, A/F control which judges A/Fs and corrects the
injection quantity is useful.

Engine ECU

Inject fuel at an A/F of 14.7:1. A/F correction

= Basic fuel duration

Taken in this
A/F is too rich!
much!

A/F sensor
or
Air flow meter O2 sensor
Injector

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[1]  Control Method
● The A/F is maintained at Stoichiometric A/F by A/F feedback control and A/F learning control.

Using Diagnostic Tool 2 (Description by Engine Function)

<1>  A/F Feedback Control (Fuel Trim)
● The A/F signal from A/F sensor or O2 sensor (S1) commands an increase or decrease in the A/F
feedback value so that fuel injection quantity is maintained at the stoichiometric A/F.
● On systems using an O2 sensor, corrections are made by increasing or decreasing injection
quantity, while on systems using an A/F sensor, a variance between A/F and stoichiometric A/F
is corrected as soon as it is detected.
● In general, a guard value of ±20% is provided for an A/F feedback value, and A/F control is
performed within this range.
● A/F feedback values can be observed on the diagnostic tool. (= Short FT)

Lean Rich

Fuel + Fuel -

A/F Feedback Control by O2 Sensor Signal

To lean side To rich side

Fuel -

Fuel +

A/F Feedback Control by A/F Sensor Signal

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<2>  A/F Learned Control (Long FT)

● The A/F can be controlled by “A/F feedback control” described in <1>, but the capability of
Using Diagnostic Tool 2 (Description by Engine Function)

following the stoichiometric A/F deteriorates since real operating conditions change rapidly.
● Also, where the feed rate of injectors deteriorates with age, the Short FTs for low and high loads
tend to vary largely, making it even more difficult to keep the stoichiometric A/F.
● For this reason, “A/F learned control” is conducted, in which A/F feedback corrections under a
variety of engine load conditions are learned as “A/F learned values” to be reflected as part of
the fuel injection quantity.
(There are a number of A/F learned values for a specific engine load.)
● The timing of learning differs depending on engines, but in general, it is under the following
conditions.

 System is normal. (No DTC detected etc.)

 The engine is warmed up (to a coolant temperature of 70˚C / 158˚F or
more).
Conditions for
 The integrated value of MAFs from engine starting is not lower than a
learning (e.g.)
specified value.
 The feedback cycle (rich, lean) is stable.
 The average of Short FT is not within 0±2%.

● Namely, in such a condition where a Short FT reaches and stays fixed at the limit of either +20%
or -20% due to disturbances such as sudden malfunction, learning is not conducted right away,
thus causing a discrepancy between actual A/F and stoichiometric A/F.
● Feedback learning values also have a guard value, which is generally ±40%.
● A/F learned values can be monitored on the IT-II. (= Long FT)

Short FTs are

concentrated
around 0%.
approx. 5.5%

approx. -5.5%

Learning takes place.

No change in injection duration before and after learning.

A/F Feedback Learning (Idle Speed)

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<3>  Incorporating Injection Quantity
● According to the following formula, a Short FT and a Long FT are incorporated into the injection

Using Diagnostic Tool 2 (Description by Engine Function)

quantity to control it at stoichiometric A/F.

Injection Quantity
= Basic injection quantity*1 × Individual correction coefficients*2 ×
(100 + Long FT + Short FT)
- Amount of purge correction
100
*1: A
 n injection quantity as dictated by engine speed and engine load (intake manifold pressure and MAF).
*2: Injection quantity corrections as required according to operating conditions (corrections by coolant
temperature, intake air temperature, etc.)

REFERENCE An example of A/F correction

● Short FT: +10%

● Long FT: +35% Short FT

14.7
10%

Short FT

Long FT
45% Indicates a
Indicates a condition in which 35% percentage of
A/F

stoichiometric A/F cannot be injection quantity

Basic injection

Basic injection

Basic injection
achieved unless fuel is added to basic injection
quantity*3

quantity*3 as 100%.

quantity

quantity
by as much as 45% with regard
100%
to the injection quantity which is
calculated by the engine ECU
based on the operating conditions.
*3 Indicates the result of the Basic injection quantity ×
Individual correction coefficients.

Memo

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5.  Feedback Control by O2 Sensor (S2)

● On some systems, the O2 sensor which serves to detect A/Fs is positioned after the catalytic converter.
Using Diagnostic Tool 2 (Description by Engine Function)

● T he A/F sensor or O2 sensor placed before the catalytic converter is used to implement A/F feedback
control so as to adjust A/F into stoichiometric A/F, and output voltage of the O2 sensor after the
catalytic converter is used to make corrections to A/F control so as to reduce A/F variations that result
from the properties of the pre-catalyst A/F sensor (or O2 sensor). This is known as skip value (see [1]).
●B
 y reducing A/F variations, the gas trapped in the catalytic converter are kept under optimal
conditions.

A/F sensor
(O2 sensor)
O2 sensor (S2)

3-way catalyst

O2 Sensor (S2) Feedback Control System

[1]  Control Specific

● The O2 sensor (S2) after the catalytic converter is used to detect a variance from the A/F median
caused by the pre-catalyst A/F sensor (or O2 sensor) and change the skip value in feedback control.
● The skip value is determined by the O2 sensor (S2) in the following manner.

u Skip value is present in main feedback (a case of O2 sensor).

O2 sensor

Rich/Lean judgment

Short FT
Rich skip amount
Lean skip amount

u Skip value is determined based on the output of O2 sensor (S2).

O2 sensor (S2)

Rich/Lean judgment

Rich skip amount

Lean skip amount

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6.  Heater Control on A/F Sensor and O2 Sensor
● The zirconia element, which is used in A/F sensors and O2 sensors, cannot give an accurate judgment

Using Diagnostic Tool 2 (Description by Engine Function)

at low temperatures.
● For this reason, each sensor is equipped with a heater whereby sensor temperatures are increased as
rapidly as possible after the engine is started, so that an accurate sensing can be achieved.

[1]  Sensor Temperature

Activation temperature
Sensor Target temperature Heater temperature
(Zirconia element)
A/F sensor 750˚C / 1382˚F or more 750˚C / 1382˚F 800˚C / 1472˚F
O2 sensor 400˚C / 752˚F or more 550˚C / 1022˚F 600˚C / 1112˚F

[2]  Heater Circuit

A/F sensor Engine ECU

MREL

HA1A

Heater A1A+
Duty control
A1A-

[3]  Heater Operation

■ Changes in duty ratio according to running conditions
1 The duty ratio right after cold start is 100%.
Heater Duty Ratio (%)

100
2 Duty control is ON after warmup 4 T
 he duty ratio during
idling is 40 to 50%.
3 Duty control is ON during driving
50
5 T
 he heater is OFF during
high-speed driving.
0
Time
* The time it takes from 1 to 2 and the duty ratio in 3 change with sensor temperatures.

[4]  The Way Sensor Temperatures are Detected

● Sensor temperatures are derived from the amperage that changes according to the resistance value
of the zirconia element when an alternating pulse is applied to the zirconia element.

A pulse is output every 128 ms

to detect temperatures.

3.5
A/F sensor
3.3
(V) 3.1
approx. 1.0
O2 sensor (S2)
(V)
approx. 0.42

128 ms Time

64 ms 64 ms

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7. Normality Judgment Control for A/F Sensors and 3-way Catalyst (OBDII
Compatible Vehicles)
Using Diagnostic Tool 2 (Description by Engine Function)

● For accurate A/F control to be performed, it is essential that A/F sensors or O2 sensors be working
normally.
● For this reason, while the engine is running after A/F learning is completed, normality judgment control
is conducted to verify “whether the A/F sensor is normal”, “whether the O2 sensor is normal”, and
“whether the 3-way catalytic converter is operating normally”.
● Specific control for each is performed in the following steps.
Step 1 Step 2 Step 3 Final objectives
A/F learning is The A/F sensor is The 3-way catalyst ● Accurate A/F control
conducted under checked for normal and O2 sensor are ● Exhaust gas
existing vehicle output. checked respectively purification
conditions to stabilize for deterioration and
the condition of A/F. See below “[1] normal output.
A/F Sensor Output See next page “[2]
Judgment Method”. Active A/F Control”.

[1]  A/F Sensor Output Judgment Method

● For an accurate A/F control, a judgment is made whether or not the A/F sensor is operating
normally.

<1>  Output Judgment Method

● A/F sensor output judgment is made after the end of A/F learning and before the start of active
A/F control.
● The A/F is shifted forcibly during engine running and it is observed whether A/F sensor output is
following A/F variances.
● This allows control target values to be confirmed based on the target A/F, so that it can be
determined whether control is taking place or not.
Target A/F A/F
Target value for rich 0.956 approx. 14.0
Target value for lean 1.026 approx. 15.0

■ Example of output judgment control

Control is taking place based When A/F is lean, it controls with the target at A/F of 15.0.
on the target A/F.

When A/F is lean, it controls with the target at A/F of 14.0.

It is checked whether A/F sensor output

is following A/F variances for target A/F.

POINT

A/F sensor output judgment is carried out automatically and forcibly during driving.
Therefore, in order to avoid confusing it with “A/F variance” when checking the Data list due to malfunction
etc., you should check the value of target A/F to determine whether the data is the result of control or
vehicle malfunction.

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[2]  Active A/F Control
● When the A/F sensor is judged to be normal in [1], the 3-way catalyst and O2 sensor (S2)

Using Diagnostic Tool 2 (Description by Engine Function)

judgement is made.

<1>  Contents of Active A/F Control

● The 3-way catalytic converter and the O2 sensor (S2) system are checked once in a trip to judge
whether they are normal or not.
● A switch between “lean” and “rich” is repeated forcibly, and the time it takes for O2 sensor (S2)
output to switch as well as its timing are checked to give a judgment.
● The “timing of O2 sensor (S2) output switching between lean and rich (the point at which a
switch of 0 V to 1 V or vice versa takes place)” is checked three to five times in one round of
judgment. If the result is judged to be normal, then the control during that trip ends.
● Control is suspended if the enable conditions for control are violated during driving. If the enable
conditions are re-established, the control is resumed. What this means is that a diagnosis
process may fail to be completed depending on driving conditions.

Rich & lean are switched when O2 sensor When A/F is lean, it controls with target
(S2) output crosses the 0.45 V point. at A/F of 15.1.

When A/F is rich, it controls with target

at A/F of 14.1.

Rich Rich
Target A/F
Lean Lean
1.0
O2 sensor (S2) 0.45 V
output (V) 0.45
0.0
1 2 3

Control starts The timing of a switch of O2 sensor output from Control ends
lean to rich or vice versa is checked 3 to 5 times.
If the result is judged to be normal, control ends.

■ Image of the O2 sensor (S2) switching from a “lean” to “rich” reading

● If the post-catalyst O2 sensor (S2) gives a “lean” judgment, then it means the catalyst is filled with
oxygen.
● Even when A/F is switched from “lean” to “rich”, output of O2 sensor (S2) is delayed compared to
output of A/F sensor, reflecting the amount of oxygen stored in the catalyst.

O2-free A/F sensor O2 sensor (S2) O2 1. The oxygen (O2) is still retained in the catalyst
right after a switch from lean to rich has taken
Exhaust place. Because of this, the A/F sensor gives
gas
a “rich” judgment, when the O2 sensor (S2) is
still in “lean” judgment.

2. The oxygen (O2) stored in the catalyst is forced

out gradually by the pressure of rich exhaust
gases (O2-free).

3. In the meantime, rich exhaust gases (O2-free)

come out of the catalyst and moves to the O2
sensor (S2) side, causing the O2 sensor (S2)
3-way to give a “rich” judgment as well. The time it
catalyst
takes for the oxygen (O2) to be pushed out ( =
amount of oxygen stored) is the time it takes
for the O2 sensor (S2) reading to switch.

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<2>  Enable Conditions for Active A/F Control

Conditions
Using Diagnostic Tool 2 (Description by Engine Function)

(1) The catalyst is warmed up. (4) A/F learning is completed.

(approx. 600 to 700˚C / 1112˚F to 1292˚F)
(2) Engine coolant temp is 75˚C / 167˚F or (5) While driving. (Idle switch OFF)
more. (Control is ON while driving at nearly constant
speed and OFF at sudden acceleration/
(3) A required minimum of air is taken in. deceleration.)

<3>  Detection Items

(1)  Catalyst Deterioration Judgment
● To determine catalyst deterioration, the amount of oxygen stored in the catalyst is checked
by monitoring how much time it takes for O2 sensor (S2) output to reverse when a lean or
a rich condition is created forcibly. If the amount of oxygen stored in the catalyst is reduced,
the catalyst is judged to be deteriorated.

: To rich : To lean
When normal
1 2 3

Target A/F

A/F sensor 0.00

current (mA)

O2 sensor (S2)
0.45
voltage
(V)

a a a Time

TIP
If deteriorated, the catalyst cannot store O2 any more, resulting in a shorter cycle for a reverse of O2
sensor (S2) output. (Length of a in above figure*)
* T
 he time it takes for a switch from rich to lean differs depending on catalyst type or displacement, but as a rule of
thumb, it is approximately 10 seconds.

(2)  Judgment of O2 Sensor (S2) System

● A lean or rich condition is created forcibly, when the A/F sensor and O2 sensor (S2) are
monitored for whether or not they agree in terms of their output response. If they do not,
sensor output is judged to be abnormal.

: To rich : To lean
When normal
1 3
Target A/F
2

1 3
A/F sensor 0.00
current 2
(mA)

O2 sensor (S2) 1 3
0.45
voltage 2
(V)

Time

TIP
If there is something wrong with the O2 sensor (S2), a judgment of “target A/F and A/F sensor output”
disagrees with a judgment of “O2 sensor (S2) output.” (The moves 1 , 2 and 3 in above figure are
inconsistent.)
(E.g.: Target A/F and A/F sensor indicates rich, but O2 sensor (S2) remains fixed at lean.)

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[3]  Relation between Active A/F Control and Data List
● During active A/F control, the A/F related Data list moves as follows.

Using Diagnostic Tool 2 (Description by Engine Function)

Item Description
Allows you to check control targets and therefore to determine
whether or not control is taking place.
Air-Fuel Ratio
<Rich> Target A/F: 0.965 → A/F: approx. 14.1
<Lean> Target A/F: 1.033 → A/F: approx. 15.1
Fuel System Status (Bank#) “CL” is displayed.
The value moves to get closer to target A/F.
Short FT #
During control, it is different from correction for stoichiometric A/F.
AFS B# S1 (mA)
An A/F close to a target value is displayed, because injection
AFS B# S1 (V)
duration is controlled at target A/F.
AF FT B# S#

■ Example of active A/F control

Air-Fuel Ratio is set at rich side.

Oxygen in catalyst is decreased.

Even during active A/F control,

corrections are being made to get
closer to Air-Fuel Ratio.

However, because the Air-Fuel Ratio

A/F sensor judges “rich”.
is not a stoichiometric A/F and is set
at rich side, the Short FT moves to
The Short FT moves for fuel increase correction. fuel increase side even when the A/F
sensor gives a rich judgment. (It moves
to fuel cut side if the Air-Fuel Ratio is
set at lean side.)

POINT

Active A/F control is conducted automatically and forcibly during driving.

Therefore, in order to avoid confusing “active A/F control” with “A/F variance” when checking the Data list
due to malfunction etc., you should check the value of target A/F to see whether it is the result of control or
vehicle malfunction.

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8.  IT-II Related Item

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Data List

# and * represent respectively bank locations and sensor locations applicable to data (See page 47).
Item Abbreviation Description
Fuel System Status (Bank#) Fuel Sys # ● Indicates the operating status of A/F feedback control.
Display Description
CL Feedback control is going on.
Feedback control is going on, but something is wrong
CLFault with at least one O2 sensor. (For a system with more
than one O2 sensor)
The enable conditions for feedback control (coolant
OL
temp etc.) are not met. (System normal)
Feedback control has not started due to operating
OLDrive
conditions (fuel cut etc.). (System normal)
Feedback control is suspended due to system
OLFault
malfunction.

Short FT # Short FT# ● Indicates an A/F feedback correction value. (To be checked
per bank.)
● In general, corrections are made within a range of ±20%.
Long FT #
Long FT#
● Indicates an A/F learned value. (To be checked per bank.)
● In general, corrections are made within a range of ± 40%.
O2S B# S#* O2S B# S#* ● Indicates an output voltage of O2 sensor.
AFS B# S1 (V)
AFS B# S1
● Indicates the voltage for A/F sensor ECU internal processing.
(This is not a terminal voltage of engine ECU.)
AFS B# S1 (mA) AFS B# S1 ● Indicates amperage of A/F sensor current.
Air-Fuel Ratio Air-Fuel When the main sensor is an A/F sensor
Ratio ● When the stoichiometric A/F is assumed as 1, the target A/F
of the A/F control is displayed as a multiple.
● E.g.: During fuel increase control ... less than when multiplied
by 1 (as when increased after startup etc..)
● E.g.: Data value is 0.97 → A/F = 14.7 × 0.97 = 14.3
When the main sensor is an O2 sensor
●W
 hen the stoichiometric A/F is assumed as 1, the increase of
the A/F control is displayed as a factor.
●E
 .g.: During increase control ... more than when multiplied by
1 (as when increased after startup etc..)
AF FT B# S1 AF FT ● Shows the actual A/F that was detected by the A/F sensor.
B# S1 (Displayed as a multiple when the stoichiometric A/F is
assumed as 1.)
● E.g.: Data is 1.05 times → A/F = 14.7 × 1.05 = 15.4

[2]  Active Test

Item Test description Item description
● Increasing and decreasing of fuel injection quantity. ● Test is to be stopped when the
Control the ● Injection quantity can be increased or decreased by speed is 3000 rpm or more,
injection 0.2% within the range of +25 to -12.5% wherein the under high temp and high load
volume injection quantity at start of test is assumed as 0. conditions.
● During the test, feedback control is to be suspended.

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9. Specific Use of the IT-II
DON’T MISS

Using Diagnostic Tool 2 (Description by Engine Function)

[1] Checking A/F Correction Status
Be sure to check even when symptoms
(For quick check procedure, see page 37.) do not reoccur.

Engine stall Rough idling DTC P0171 (System too lean) DTC P0172 (System too rich)

● Regarding the malfunctions mentioned above, there are some cases where symptoms do not reoccur
(no symptoms occur, no DTCs are set), but even when symptoms do not reoccur, the possibility
remains that the range of engine A/F correction is substantial.
● Even when symptoms do not reoccur, you should check the Short FT and the Long FT under a
variety of load conditions to determine whether the A/F correction status is normal or not.
● If the status of A/F correction is substantial and its level judged to be abnormal, the problem causes
could be identified by tracking down the factors for imbalance.

<1>  How to Check A/F Correction Status

● As mentioned earlier, there are a number of Long FTs per engine load. However, the diagnostic
tool displays only one Long FT that fits best the operating conditions (load range) at the moment.
● Therefore, checking a Long FT for each engine load can be accomplished by increasing the stall
speed gradually and then by recording a change in the Long FT.* (Full stall is not necessary.)
● Also, check the Short FT to see the overall status of A/F correction (range of correction).
* When conducting a stall, maintain approximately 1500 rpm, but do not depress the accelerator pedal to full
throttle.
To prevent overheat of the torque converter, never attempt to conduct a longer than 5-second stall nor
consecutive stall tests. (The test should be performed while monitoring the ATF oil temperature on the IT-
II.)

D-range stall

approx. -5% to + 5%

Favorable A/F learning status in the entire load ranges from low to high.

Moderate load High load

Low load

Example of Normal Check Result (EFI-L)

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■ In addition to the findings from the stall test mentioned on the previous page, you can identify the
malfunction status more clearly by reviewing FFD or other inspection values for idling or racing while you
Using Diagnostic Tool 2 (Description by Engine Function)

are completing the table below.

<Checking on the following values is the best. (The red font items are essential.)>
<Malfunction: , Engine: >
D-range stall
Item FFD Idling Racing Driving
Min Max
Engine Speed rpm
Calculate Load %
Vehicle Speed km/h / mph
MAF gm/sec
Bank1 −
Fuel System Status
Bank2 −
Bank1 %
Short FT
Bank2 %
Bank1 %
Long FT
Bank2 %
Bank1 mA
AFS
Bank2 mA
Bank1 V
O2S (S1)
Bank2 V
Bank1 V
O2S (S2)
Bank2 V
EVAP Purge Flow %
ECT TRANS POS (ECT transmission position) −

<Malfunction: , Engine: >

D-range stall
Item FFD Idling Racing Driving
Min Max
Engine Speed rpm
Calculate Load %
Vehicle Speed km/h / mph
MAF gm/sec
Bank1 −
Fuel System Status
Bank2 −
Bank1 %
Short FT
Bank2 %
Bank1 %
Long FT
Bank2 %
Bank1 mA
AFS
Bank2 mA
Bank1 V
O2S (S1)
Bank2 V
Bank1 V
O2S (S2)
Bank2 V
EVAP Purge Flow %
ECT TRANS POS (ECT transmission position) −

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<2>  Pass/Fail Judgment of Checked Data
● Referring to the check on page 113, identify the values focusing attention on the portions where

Using Diagnostic Tool 2 (Description by Engine Function)

the range of correction is substantial.
● In the chart shown below, check which zones the identified values are applicable to and judge
the condition to be abnormal or not.

Short FT 1 2

Short FT
+ 3 5 6 5 4
Long FT
(%) -60 -50 -40 -30 -20 -10 0 +10 +20 +30 +40 +50 +60

A/F sensor voltage (S1 side) (V)

Zone A/F Symptom Diagnostic judgment
A/F sensor O2 sensor
Rich 0 V side* 1 Rich misfire Abnormal
(Description)
Red ● This is a condition in which the Short FT has reached and remains fixed at the negative side
(fuel cut side) limit.
1
● A sudden malfunction occurred and learning control failed. This caused fuel decrease
correction to fail and a rich A/F condition to result simply because the Short FT was not
enough to complete the fuel decrease correction.
Lean 5 V side* 0 Lean misfire Abnormal
(Description)
Blue ● This is a condition in which the Short FT has reached and remains fixed at the positive side
(fuel increase side) limit.
2
● A sudden malfunction occurred and learning control failed. This caused fuel increase
correction to fail and a lean A/F condition to result simply because the Short FT was not
enough to complete the fuel increase correction.
14.7 P0172 Abnormal
Both Short FT & 3.3 0 1
Long FT are large. (System too rich) DTC detection zone
(Description)
3
● This is a condition in which the A/F correction value is at a “highly negative” side for
controlling the A/F at the stoichiometric A/F.
● If the Short FT is not fixed at the negative side limit, A/F can be adjusted to stoichiometric A/F
within the range of learning correction, but only with a deteriorated controllability for changes
in operating conditions.
● In general, DTC [P0172 (System too rich)] is detected in a correction range below -35%.
14.7 P0171 Abnormal
Both Short FT &
3.3 0 1
Long FT are large. (System too lean) DTC detection zone
(Description)
4 ● This is a condition in which the A/F correction value is at a “highly positive” side for controlling
the A/F at the stoichiometric A/F.
● If the Short FT is not fixed at the positive side limit, A/F can be adjusted to stoichiometric A/F
within the range of learning correction, but only with a deteriorated controllability for changes
in operating conditions.
● In general, DTC [P0171 (System too lean)] is detected in a correction range above +35%.
The engine Poor engine power,
14.7 3.3 0 1 sometimes hesitates, aging, or can be a
idles roughly, etc. malfunction.
5 (Description)
● This is a condition in which the range of A/F correction is wider than normal (±15% or less).
(However, there is a possibility of poor engine power or aging.)
● A/F can be adjusted to stoichiometric A/F, but there is a possibility of hesitation, rough idling
or insufficient power due to a deteriorated controllability for changes in operating conditions.
14.7 3.3 0 1 Normal Normal
6 (Description)
● The range of A/F correction is normal and A/F is controlled to stoichiometric A/F.
* Out of 3.3 V (stoichiometric A/F).

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<3>  Possible Causes of System too Lean / System too Rich

● The following chart shows the “possible causes” of a condition in which the condition of A/F
Using Diagnostic Tool 2 (Description by Engine Function)

correction is substantially unbalanced to rich side or to lean side. (For specific inspection
procedure, see page 40.)

A/F correction
Possible causes Description
state
Fuel filter clogging
Main body of
Fuel
pressure regulator
pressure The expected quantity of fuel is not injected.
Main body of fuel
drop
pump / Control
system
Some intake air does not pass through
the air flow meter and this portion is not
Vacuum leak in intake system
reflected as part of the basic injection
(EFI-L)
quantity. As a result, the fuel injection
quantity is insufficient.
Fuel increase Abnormal character in vacuum An insufficient basic injection quantity results
correction sensor (EFI-D) if the MAF detected is lower than it really is.
System is applied to
Abnormal character in air flow (The lower the air volume, the lower the fuel
too compensate for meter (EFI-L) quantity.)
lean an insufficient fuel
The actual fuel pressure and injection
positive injection quantity
Abnormal character in quantity decrease if the sensor
correction with regard to
pressure sensor (D-4, D-4S) characteristics get unbalanced to higher than
MAF.
actual fuel pressure.
Injector clogging The expected quantity of fuel is not injected.
The O2 sensor signal is 0 V (lean) regardless
O2 sensor malfunction*
of A/F.
The A/F sensor signal shows a leaner A/F
A/F sensor malfunction
than actual A/F.
Oxygen density in exhaust gases increases
Misfire due to malfunction in
due to misfire and this misleads the A/F
secondary ignition system
sensors.
Fuel vapor absorption due to Some of the injected fuel is absorbed by the
carbon build-up carbon.
Clogging in main
body of pressure
High fuel A higher rate of fuel than expected is
regulator
pressure injected.
Clogging in fuel
return system
Injector leakage due to poor
Fuel leaks occur when out of injection
sealing performance
duration.
Fuel cut correction (D-4S includes port injector.)
System is applied to Abnormal character in vacuum
too compensate for sensor (EFI-D) Excessive basic injection quantity results if
rich excessive fuel Abnormal character in air flow the MAF detected is higher than it really is.
negative injection quantity meter (EFI-L)
correction with regard to The actual fuel pressure and injected fuel
MAF. Abnormal character in fuel volume increase if the sensor characteristics
pressure sensor (D-4, D-4S) get unbalanced to lower than actual fuel
pressure.
Fuel increase correction is performed if the
Abnormal character in coolant
coolant temperature detected is lower than it
sensor
really is.
High HC density in blowby gas Fuel other than that injected from injectors
(D-4, D-4S) enters the cylinder.
* Only applies to systems using an O2 sensor at S1 side (pre catalyst side). An O2 sensor at S2 side (post catalyst side)
can not be System too lean.

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■ How to interpret a case where the A/F correction state is unbalanced only at low load
side or only at high load side

Using Diagnostic Tool 2 (Description by Engine Function)

● There is a case in which the Long FT tends to get unbalanced either at low load side or high load side.
This condition could provide a clue for troubleshooting of malfunctions.

Engine condition Possible causes Description

Vacuum leak in intake system An excess rate of air flow comes in
A/F gets unbalanced
Condition High HC density in blowby gas if intake manifold pressure is low.
when intake manifold
at low load Injector leakage due to poor The fuel is sucked out if intake
pressure is low.
sealing performance manifold pressure is low.
The injection quantity demand
Fuel pressure drop
increases under high load. Fuel
A/F gets unbalanced (fuel pump, pressure regulator)
Condition delivery is insufficient.
when a higher rate of
at high load The variance among measurements
fuel injection is required. Abnormal character in air flow
becomes noticeable when MAF is
meter*
increased.
* The variance also increases at low load side if the resistor in the air flow meter becomes coated with foreign materials
such as fiber.

REFERENCE   Abnormal character in the Short FT due to Failure

● As mentioned above, the effects caused by malfunction on a Short FT is different depending on problem
causes. They may be limited either to low load side or high load side.
● In the following, a number of typical examples are presented for reference.

Pattern A Vacuum leak

Changes in Fuel Correction Amount with Varied Speeds

The rate of vacuum leak decreases when Normal

the amount of fuel correction during idling 50 AFM-A
increases enough to increase engine RPM. AFM-B
Pattern A
This is because RPM increases the rate of Vacuum leak
intake air, which reduces the rate of vacuum INJ-Clogging
leak accordingly. 40
Pattern B
Fuel Correction Amount (%)

Pattern B

Abnormal character B* in air flow meter (AFM) or 30

Injector (INJ) clogging

Both idling and racing increase the amount

of fuel correction extremely (35% or more). 20
However, an inspection is necessary
because air flow meter malfunction (B) and Pattern C
injector clogging are similar in some traits
and are difficult to distinguish.
10 Normal
range
Pattern C

Abnormal character A* in air flow meter (AFM) 0

Idling Racing
The amount of fuel correction increases more
greatly in racing than in idling.

* Example of air flow meter malfunction

Abnormal character in air flow meter (A): Abnormal character caused by a substantial build-up of dust etc. on resistor.
Abnormal character in air flow meter (B): Abnormal character caused by a substantial coating of fiber or other foreign
materials on resistor.

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<4>  Things to Note after Repairing of A/F Related Malfunctions

● Once the causes of A/F disturbances are repaired, the Long FT that has served to keep the A/F
Using Diagnostic Tool 2 (Description by Engine Function)

close to the stoichiometric one may turn out to act adversely as shown in the figure below.

(Before repair)
Short FT

-10%
Long FT

-35%
(%) -40 -30 -20 -10 0 +10 +20 +30 +40

Fixed at the limit

(After repair)
Short FT

+20%
Long FT

-35%
(%) -40 -30 -20 -10 0 +10 +20 +30 +40

● Namely, when a Long FT is applied to perform correction whose range exceeds the range of
correction by a Short FT (±20%), the feedback correction value attempts to compensate
for the variance caused by the “Long FT before repair” but fails because it is not large
enough to do so, so it remains fixed at a limit of correction range.
● In this case, learning can be resumed when the fixed condition has lasted for a given duration
of time, but until then, the A/F has to be off the stoichiometric A/F. This might possibly result
in wrong judgments such as “Replaced the wrong part but could not return to normal
conditions” or “There must be other causes”.
● To prevent such wrong judgments, it is necessary to thoroughly understand the characteristics of
the Short FT and the Long FT.

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[2]  Utilizing a Fuel Injection Quantity Active Test

Using Diagnostic Tool 2 (Description by Engine Function)

<1>  A/F Sensor, O2 Sensor Output Checks [O2 Sensor (S2) Equipped Vehicles]

● Execute the active test FUEL INJ QTY to increase or decrease the fuel injection quantity, and
check whether pre-catalyst sensor output comes in sync with post-catalyst sensor output.

REFERENCE
● This is an inspection method that relies on the fact of feedback control being suspended during
an active test (Long FT is reflected) to check whether output response remains synchronous
between A/F sensor and O2 sensor (S2) when the A/F is shifted.

● Judgment criteria: Pre-catalyst sensor output and post-catalyst sensor output move in
sync with each other.
[O2 sensor (S2) operation has approx. 10 sec. time lag caused by the catalyst
types and/or displacement amount. Raising the engine RPM could be a
solution.]

■ Example of inspection data about normal vehicle

: AFS B1 S1 : O2S B1 S2

4.5 1.0
4.2 0.9

O2 Sensor (S2) Voltage (V)

3.9 0.8
A/F Sensor Voltage (V)

3.6 0.7
3.3 0.6
A/F sensor output
3.0 O2 sensor output shifts to lean side. 0.5
shifts to rich side.
2.7 O2 sensor output 0.4
shifts to lean side.
2.4 A/F sensor output 0.3
shifts to rich side.
2.1 0.2
1.8 0.1
1.5 0.0
24.5%
injection
quantity
Fuel

0%
-12.5%

Fuel increase starts Fuel cut starts No fuel increase/ Fuel cut starts
decrease (0%)

● On a system using an O2 sensor as S1, the same inspection procedure can be used because a
synchronous response is obtainable with the O2 sensor (S2).

<2>  Checking Vehicle Base Conditions (Reference)

● A grasp of A/F control status and estimation of problem causes can be achieved by the
procedure described on page 113 under “How to Check A/F Correction Status. However, if you
perform a fuel injection quantity active test in the following procedure, you cannot only disable
A/F feedback control but also check the vehicle base conditions (problem symptoms).
(a)  Clear Short FT (Disconnect the battery).
Note: If DTCs are present, save them beforehand.
(b)  IG ON
(c)  On the IT-II, select FUEL INJ QTY under Active Test.
● Monitor the Data list “AFS B1 S1” or “O2S B1 S#”.
(d)  Start the engine Check for engine conditions.
(e)  Change the fuel injection quantity by one step. (This will suspend feedback control and
make the fuel injection quantity remain fixed at the base injection quantity (duration), so
that you will be able to check the vehicle base conditions (problem symptoms).)

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10.  Practice <A/F Control>

Using Diagnostic Tool 2 (Description by Engine Function)

[1] Check the A/F control related Data list in the sequence from startup till end of
A/F learning.
(1) Disconnect the negative terminal of the battery, clear the Long FT, and then select All Data on the IT-II.
Data to be checked (example) Point
Coolant Temp Timing of individual A/F control starting
AFS (O2) B1 S1 Relation between A/F (O2) sensor voltage and Short FT
Short FT
Relation between Short FT and Long FT
Long FT
Injector A/F control and changes in injection duration
Engine Load Signals (MAF, MAP) Changes in basic signals caused by warmup

Let's check the data.

Coolant Temp

Short FT

Long FT

Injector

O2S B1 S1

Data Example

(2) Use the table below to estimate individual control timings. Then, start the engine and check the Data list.
Elapsed time after
Point Estimation / Notes Coolant Temp
startup
 Coolant temp. at startup − ˚C/ ˚F
T
 iming of stoichiometric A/F being reached after
startup
˚C/ ˚F

 Timing of A/F learned starting

(Timing of learned value moving from 0)
˚C/ ˚F

L
 ong FT (during idling after warmup) ˚C/ ˚F

→ Summarize the findings from the completed table above.

[2] After warming up the engine, perform the following tests and observe how the
Data list changes.
● Realize the effects of individual Data list on problem symptoms to ensure a correct understanding of
A/F control.
Malfunction system Adverse condition test
Fuel system Disconnect the circuit opening relay (fuel pressure drop).
Intake system Remove the purge hose (vacuum leak).
Control system Increase the resistance of coolant temperature sensor (by use of variable resistors etc.).

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Part 4
TOPICS “Long FT” is a health indicator of an engine.

Using Diagnostic Tool 2 (Description by Engine Function)

As numerical indicators for human health conditions, we have “blood pressure”, “blood sugar”, and so on.
By checking these values through a medical checkup, a doctor cannot only realize whether or not a person
is in a healthy condition but also determine whether or not the person is coming down with a disease or give
necessary advice on how to amend lifestyle habits in order to maintain a healthy body.

When a vehicle engine fails, we diagnose the malfunction, identify the causes, and do appropriate repair.
When it comes to engine diagnosis, do we have any indicators, like those in a human medial checkup, that
allow us to judge “in what health conditions an engine is” when we still do not have any problem symptoms to
check?

As discussed so far, “Long FT” is the learned value for correction of fuel injection quantity to attain a
stoichiometric A/F, and they reflect a variety of factors that could affect A/F such as engine aging and abnormal
symptoms. So we can call them a health indicator of an engine.

As a car doctor, you should develop a true understanding of “Long FT” as the engine health indicator and
reference it any time to add to your experience so that you can use it fully in various situations or applications
including maintenance advice.

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 3 Canister Purge Control
Part 4

3 Canister Purge Control

Using Diagnostic Tool 2 (Description by Engine Function)

1.  System Description

Gasoline is very volatile in nature. In fact, evaporative emissions (HC) are being constantly generated even
from the gasoline in the fuel tank.
When evaporative emissions (HC) increase, vapor pressure rises and forces the charcoal canister check valve
open, so that HC flows into the charcoal canister and is absorbed by activated carbon. The absorbed HC is
not vented to the atmosphere but drawn into the engine via the purge VSV. The control strategy for introducing
this HC into the engine via purge VSV is called “canister purge control”. This control is accompanied by A/F
control to compensate for changes in purge density*.
* Purge density: Density of HC contained in the air which is drawn into the engine via purge VSV.

Engine
ECU
Duty signal

Activated carbon
Purge port
Purge VSV
Negative
intake
pressure

Surge tank

Charcoal canister

Atmosphere

Evaporative
emissions
Fuel tank

Purge System

TIP

■ Purge density
● Purge density changes with an ambient temperature of the tank (driving conditions, weather) as
well as the remaining amount of gasoline in the fuel tank.
(E.g.) P
 urge density increases if a number of conditions are combined, such as weather (summer),
traffic congestion (idling time, exhaust heat, ground heat), and a low fuel level.

Season (summer), traffic congestion, low fuel level High fuel level
→ Higher purge density → Lower purge density

Fuel tank Limited fuel vapors

Increased fuel vapors

High fuel level

Low fuel level

Exhaust pipe Fuel tank

Heat

Asphalt

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■ System block diagram
Sensor Engine ECU Actuator

Using Diagnostic Tool 2 (Description by Engine Function)

Airflow meter

Fuel injector

Output circuit
Coolant temperature sensor

Input circuit
A/D converter
A/F sensor

Canister purge VSV

O2 sensor

Accelerator position sensor

Throttle position sensor

Microprocessor
Crankshaft position sensor
Input circuit

Camshaft position sensor

Vehicle speed signal

Memo

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2.  System Component

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Purge VSV

The system uses a VSV (Vacuum Switching Valve)
which is capable of controlling the flow rate of gas To purge port
flowing between ports in response to a duty signal from
the engine ECU.
With this VSV, an appropriate amount of HC can be
drawn from inside the canister into the engine according
to operating conditions.

Filter
TIP

The duty signal is a signal to vary the percentage of

ON-OFF time at constant cycles. From charcoal
Assuming energized time is A and non-energized canister
time is B, the following duty ratio will result.

Ｂ
OFF
Max flow
rate
ON Ａ

Air flow rate

Constant cycle
A
Duty ratio = × 100 (%)
A+B
0% 100%
Drive duty ratio

From fuel tank

[2]  Charcoal Canister
The charcoal canister is a container filled To purge
with activated charcoal that traps gasoline VSV
Atmosphere
vapors (HC). When the purge VSV opens
during engine running, the gasoline
Check
vapors absorbed by the activated carbon
valve
are released and carried to the intake
system so that the charcoal is ready for
the following round of absorption.

A conventional type of a charcoal canister To purge VSV

is deposited outside the fuel tank, but

some of the recent ones are integrated From fuel tank

with the fuel pump and deposited inside

the fuel tank. Atmosphere

Canister unit

Fuel pump unit

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3.  Purge Control Method ANIMATION

Using Diagnostic Tool 2 (Description by Engine Function)

● In the process of purge control, it controls the A/F to stoichiometric A/F while allowing evaporative
emissions (HC) to flow into the engine.

[1]  Precondition for Purge Control

● Purge control is performed after A/F learning ends, subject to the following conditions.
● The engine is warmed up (Coolant temp of 70˚C / 158˚F or more).
Preconditions ● A/F learning is completed*. (Purge control begins when learning ends.)
(example) ● Not while acceleration increase correction is taking place.
● Not while fuel cut is taking place.
* If purge air flows in before A/F learning has ended, accurate A/F learning is not feasible due to the
effects of HC density in purge air.

[2]  The Way Purge Density is Learned

● The purge system does not have a sensor with which to measure a density of HC contained in purge
air. Purge density is determined based on “changes in the Short FT that are triggered by purge air
being introduced”.
● Specifically, the engine ECU learns purge density and performs purge control in the following
sequence. The graph below is an example how the Data list values change when purge air with high
HC density is introduced.
Control sequence
 A/F learning is completed, when the Short FT is within “0±2%”.
The engine ECU monitors changes in the Short FT while opening the purge valve gradually at

a constant rate.
The engine ECU, aware of the percentage of introduced purge air to MAF (= EVAP purge
 flow), calculates how much the Short FT is affected by the introduction of purge air at a purge
ratio of 1%.
The engine ECU learns the amount of a change in the Short FT relative to a EVAP purge flow
 of 1% which is determined in  as a “purge density learn value” (actual purge ratio may be
different).
Based on the purge density learn value and the EVAP purge flow, the engine ECU increases

or decreases the fuel injection quantity so as to adjust A/F into stoichiometric A/F.

With HC density
 A/F learning ends.
decreased.

HC density is high.
Short FT
0
(%)

  The effects of a purge ratio on the Short FT are

determined.
 When learning ends, the purge -10%
VSV opens to let purge air in.
2%
Purge ratio
(%)
0

E.g. 2% Purge ratio =

-10% Short FT -5%
= Purge density
  Learning is performed based on the Short FT, 2% Purge ratio learn value
and the purge density learn value changes.

Purge density
learn value 0
(%/%)

-5%/%
With HC density decreased
Decrease in fuel injection quantity (fuel injection quantity increased)

  Fuel injection quantity is decreased for A/F control.

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[3]  Purge Control

● Purge air has an instable tendency and it is subject to a sudden rise or drop in HC density.
Using Diagnostic Tool 2 (Description by Engine Function)

Because of this, purge density learning is carried out every time purge air is drawn in. Purge density
learning is designed to maintain a Short FT within “0±2%”.
The purge VSV opens slowly at a constant rate to ensure the engine speed does not become unstable
by sudden inflow of purge air. The purge VSV cyclic rate is regulated to facilitate the process of purge
introduction as shown in the figure below.

Start position
The restarting position changes according to the
3%
Purge ratio (%)

EVAP purge flow in the previous trip.

2%
indicates a period when the purge VSV is
closed due to fuel cuts etc.
1% 1.5%
Time
0
* The illustration is an image.
1st trip 2nd trip 3rd trip

● A guard value is provided to ensure the fuel injection quantity under purge control does not exceed
a certain percentage with regard to the quantity of fuel injected by injectors. [E.g.: 40% (Depends on
engines.)]
● The “Purge Density Learn Value” and the “EVAP Purge Flow” can be observed on the IT-II.

POINT

■ EVAP purge flow & Purge density learn value

EVAP Purge Flow of 1%… Purge Density Learn Value…

Indicates a condition in which the ratio of Indicates the extent of effects of purge air on A/F.
purge air to MAF is one percent.

Short FT* (%)

MAF
99% EVAP purge flow 1%
1%
Purge The A/F in red zone is unknown.
air
MAF
99%
1%
Purge
air

Fuel is injected against 99% of air,

so the A/F in blue zone is “14.7”.

* The amount of correction that changes with purge introduction.

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■ Calculation example of purge density learn value
• When the A/F of purge air to fuel is 14.7 (Stoichiometric A/F)

Using Diagnostic Tool 2 (Description by Engine Function)

MAF
99% Stoichiometric Short FT (%) 0%
1% A/F
= = 0%/%
EVAP purge flow 1% 1%
14.7 Purge
air Basic injection quantity is enough.
14.7

• When the A/F of purge air to fuel is 0.0 (no fuel contained)

MAF
Lean
99% 1% of fuel is Short FT (%) 1%
1% = = 1%/%
insufficient. EVAP purge flow 1% 1%
14.7 Purge
air Fuel added
0.0

• When the A/F of purge air to fuel is 1.47 (fuel is much)

MAF
Rich The amount of
99% fuel contained Short FT (%) -10%
1% in 1% is 10% of = = -10%/%
EVAP purge flow 1% 1%
air volume.
14.7 Purge
air Fuel subtracted
1.47

Purge density increases sharply.

Effect of purge
Density learning takes place. (amount of fuel
subtracted)
-5 × 5.5 = -27.5%

Changes in purge density and purge control (with idle ON)

* The sudden change in purge density is the result of an adverse condition test.

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4.  IT-II Related Item

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Data List

Item Abbreviation Description
The display will be ON at a VSV drive duty ratio of 30%
EVAP Purge VSV EVAP(Purge)VSV
or more.*
EVAP (Purge) VSV Evap Purge VSV Indicate a purge VSV drive duty ratio.
EVAP Purge Flow EVAP PURGE FLOW Indicate the ratio of purge flow to MAF.
Indicate the ratio of effects of injection quantity to EVAP
Purge Density Learn
Purge Density purge flow of 1%. (The decreased quantity of injection
Value
quantity for EVAP purge flow of 1%)
* During Idle ON purge control, the purge VSV drive duty ratio is usually less than 30%.
Therefore, there is a possibility that “purge control is not operating” is false even when PRG VSV OFF is shown on the
display.

[2]  Active Test

Item Test description Test requirements
The purge VSV can be driven with
Activate the VSV for EVAP Control −
test ON and at a duty ratio of 30%.

5.  Specific Use of the IT-II

[1]  Getting a Correct Grasp of Relationship to Malfunction
In the event of a malfunction, use the Data list or freeze frame data effectively to determine whether there
is any relationship between the malfunction and purge control.

* Judgment criteria for presence/no presence of relationship

 Are there any changes in purge flow or purge ratio in the timing of malfunction occurring? What
about the Purge density learn value?
 Reproduce the conditions described by the customer (ambient temperature, operating conditions,
and gasoline residual amount). At this time, is purge density high or not?
 In an active test, create a forced purge inflow in the timing of malfunction occurring. Does this
forced purge inflow lead to malfunction?

Idle speed is
unstable
(400 to 600 rpm).
Malfunction occurred
(rough idle) The Short FT
remains fixed at the
+20% limit.
Check for relationship with
purge control

Disturbances are
seen in intake air.

The throttle position

is finely adjusted
(electronic throttle).

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6.  Practice <Canister Purge Control>

Using Diagnostic Tool 2 (Description by Engine Function)

[1] Check the A/F control related Data list in the sequence from the end of A/F
learning till start of purge control
● Using a vehicle whose purge control data (EVAP purge flow, Purge density learn value, etc.) cannot
be confirmed, attempt to grasp the purge control strategy by checking the Short FT and the purge VSV
operating status (listen for operating noise).
Data to be checked (example) Point
Coolant Temp ● Timing of purge control starting
EVAP (Purge) VSV ● Operating status of purge VSV
EVAP Purge Flow
● Contribution of purge air volume to A/F
Purge Density Learn Value
Short FT
● Change in feedback correction value due to introduction of purge flow
● Relationship with purge density learn value and purge ratio
Injector
● Change in fuel duration due to introduction of purge flow
● Relationship with Short FT
Engine Load Signal (MAF, MAP) ● Change in values due to introduction of purge flow

Let's check the data.

Coolant Temp

Short FT

Long FT

Injector

O2S

Data Example

[2]  Perform the following tests and develop your understanding of purge control
Test description
● Test for changes in MAF (purge ratio) by creating blockage in the purge hose.
● Test for changes in Data list (Short FT and Injector) by suddenly introducing a high density of purge air.
1. R emove the hose between the canister and VSV, let fresh purge air in to increase the amount of HC
absorbed in the canister while leaving the engine idling.
2. Connect the purge hose and check the related Data list.
(Reference) Test for changes in purge density with respect to the remaining amount of fuel in fuel tank.
(Reference) Test for changes in purge density by changing the ambient temperature (temperature around the fuel tank).

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 4 Ignition Timing Control (ESA Control)
Part 4

4 Ignition Timing Control (ESA Control)

Using Diagnostic Tool 2 (Description by Engine Function)

1.  System Description

● The ECU calculates the optimal ignition timing for present conditions and outputs the ignition-timing
signal (IGt) to the ignition coil (which is built into the igniter).
● In the following, it describes the ignition timing control for S-TDI*.
* S-TDI: Single-TOYOTA Direct Ignition

Ignition coil
(built in the igniter) Ignition timing signal (IGt)

Spark plug

Engine ECU Sensors

■ System block diagram

Sensor Engine ECU Actuator

Air flow meter

Ignition coil built
Output circuit

in the igniter
Input circuit

Coolant temperature sensor

A/D converter

Knock sensor

Accelerator position sensor

Throttle position sensor

Microprocessor

Crankshaft position sensor

Input circuit

Camshaft position sensor

Vehicle speed signal

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2.  System Component

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Ignition Coil (Built in the Igniter)
● The ignition coil, placed on each cylinder, controls primary current to generate a high voltage on the
secondary coil according to the ignition timing signal (IGt) from the engine ECU.
● In addition, when primary current has flowed correctly, the ignition coil issues the ignition confirmation
signal (IGf) to the engine ECU, and based on this signal, the engine ECU monitors for a malfunction in
the ignition system and ignition circuit.
● Once it has confirmed a malfunction in a specific cylinder based on the IGf signal, the ECU stops the
fuel injection of that cylinder.

Battery
Igniter portion

Primary coil
Overvoltage
protection
Core portion circuit
Primary Secondary Spark
coil coil plug
Secondary coil
Waveform Drive
shaping
From engine circuit circuit
ECU
Anti-lock Overcurrent
circuit
protective Fail safe signal
circuit To engine
Secondary terminal ECU

Circuit Function
A circuit for shaping a waveform when a pulse wave is distorted or affected by
Waveform shaping circuit
noise.

Drive circuit Drives the transistor to switch primary current ON/OFF.

Switches the transistor OFF to shut off current to the coil in the event a
Anti-lock circuit continuous output of the IGt signal has lasted for a certain amount of time or
longer.

In the interest of internal circuit protection, this circuit stops power supply to
Over voltage protective circuit
the drive circuit when power voltage has exceeded a specified value.

In the interest of internal circuit protection, this circuit performs control so that
Over current protective circuit
primary current does not increase to a specified value or more.

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 4 Ignition Timing Control (ESA Control)
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[2]  Spark Plug

● The spark plug is an ignition device that produces and gives off a spark for igniting the compressed
Using Diagnostic Tool 2 (Description by Engine Function)

air fuel mixture within the cylinder, using a high voltage generated on the ignition coil.
● The major types of spark plugs are as follows.

Long reach plug Platinum plug Iridium plug

Iridium alloy

Type
Thread length

Platinum
Platinum

● The threaded portion of the ● Platinum is used in the ● Iridium alloy is used in the
plug is long. center electrode and the center electrode and the
Features electrode is small in electrode is smaller in
diameter. diameter than the platinum
plug.
● Better cooling of the cylinder ● Good firing and ignition. ● Better in firing and ignition
Advantages head around the spark plug. ● Excellent in antiwear. than a platinum plug.
● Excellent in antiwear.

<1>  Three Ground Electrode Type Spark Plug

● On some types of vehicles, a “three ground
electrode type spark plug” is employed which
combines the advantages of the above three
Iridium alloy
spark plugs.
● Iridium alloy is used in the center electrode.
Iridium alloy, excellent in antiwear property,
allows the diameter of the center electrode to
be reduced, which guarantees further stable
ignition with improved sparking and ignition.
Long reach

● The two additional ground electrodes contribute

to improvement of both antifouling property and
ignition performance against fouling.

3 electrodes

REFERENCE   List of Spark Plugs Used in Major Engines (as of June 2007)

Type of spark plug

Engine type (displacement)
Iridium Long reach 3 ground electrode
2SZ-FE (1300)
1NZ-FE (1500)
2ZR-FE (1800)
1AZ-FSE (2000)
2GR-FSE (3500)
3UZ-FE (4300)
1UR-FSE (4600)

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3.  Ignition Timing Control Method
● Ignition timing control includes two types. One is start ignition timing control in which ignition

Using Diagnostic Tool 2 (Description by Engine Function)

timing is fixed at startup. And the other is after start ignition timing control in which ignition timing
is determined by applying spark advance angle corrections, which are based on the signals of the
sensors, to the basic spark advance value that is depicted by the engine load signal (MAP signal or
MAF signal) and the engine speed signal.
● The final ignition timing, finalized by the engine ECU, is output to the ignition coil as the ignition timing
signal (IGt).

Start ignition timing control Fixed spark advance angle

Ignition timing control

Basic spark advance angle

(Base spark advance angle)
After start ignition timing control

Advance corrections

[1]  Ignition Timing Control

● The ignition timing control items are detailed below.
(The following description concerns the major control specifics. So the actual constants or enable
conditions differ among engines.)

Ignition timing control item Description

● At startup, the engine load signal (MAF, MAP) is unstable and so ignition
Start ignition timing control timing is fixed at a preset value.
(Fixed spark advance angle)
E.g.: 5˚CA
● The ignition timing control after startup (idle OFF) can be expressed as
After start ignition timing following formula.
control Ignition timing = Basic spark advance angle + Spark advance angle
corrections
u With idle ON
● Ignition timing is determined based on the gearshift position and the A/C
operating status.

u With idle OFF

● The engine ECU stores an ignition timing map covering the properties as
shown in the graph below.
● An applicable basic spark advance value is picked out based on the
engine load signal (MAF, MAP) and the engine speed signal.

Advance angle
Basic spark advance
angle
Ignition timing

High
Low
Engine speed
Engine load

Ignition Timing Map (example)

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Ignition timing control item Description

● To ensure ignition timing suited for the current engine conditions as in
Using Diagnostic Tool 2 (Description by Engine Function)

cold operation or acceleration, the basic spark advance angle is corrected

Spark angle corrections
using correction coefficients that are calculated based on the signals from
the sensors.
● The delay in burning speed is corrected in the process of warmup the
engine.
● Ignition timing is advanced when the coolant temperature and the intake
air temperature are low.

E.g. + +
Advance correction

Advance angle

Advance angle
during warmup 0˚CA

60˚C

0˚C
Coolant temp High Intake air temp High

● The base ignition timing is advanced in relation to the VVT-i operation to

improve drivability, dynamic performance, and fuel economy.
● Likewise, the basic ignition timing is advanced in relation to the EGR
VVT-i advance operation as well.
correction
E.g. +
EGR advance
Advance angle

1800 rpm
correction 2000 rpm
(for EGR equipped
After start ignition timing control

Other speed ranges

vehicles)

Engine load High

● The spark advance angle or retard angle for ignition timing is corrected
to compensate for fluctuating engine speed during idling which are
associated with the fuel increase or decrease under A/F feedback control.

E.g. +
Advance correction
Advance angle

for idle stability

(all cylinders) 0

0
Engine speed fluctuations + revolution

● Advance angle corrections are made per cylinder to reduce speed

fluctuations which are caused by torque output variations among cylinders.
Advance correction
Enable conditions (e.g.): coolant temp ≥ 70˚C / 158˚F and during
for idle stability idling
(per cylinder) (vehicle stopped)
(If the extent of rough idling is considerable,
control stopped correction value 0˚CA)
● In order to reduce emissions at cold start (coolant temp < 70˚C / 158˚F),
the spark retard angle is corrected after startup to increase the air flow
rate, enhancing the process of warmup the catalytic converter.

Retard correction E.g. +

Advance angle

for catalyst 0
warmup

Engine coolant temp ˚C

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Ignition timing control item Description
● By retarding ignition timing substantially (e.g. ATDC 20˚CA) as well as by

Using Diagnostic Tool 2 (Description by Engine Function)

increasing throttle valve position/opening angle, an attempt is made to
increase gas flow rate after startup, propel after-burning of unburned HC,
and increase the speed of warmup the catalytic converter to reduce HC
emissions during cold starting of a D-4 engine.

Enable conditions (e.g.): Coolant temp ≤ Approx. 45˚C / 113˚F, Target

air flow rate not reached (see graph below),
Retard correction Trans in D range or vehicle stopped,
for rapid catalyst Fuel pressure ≥ Specified value
warmup (D-4) Large

Target air
flow rate
Coolant temp High

● The presence or absence of knocking is detected using a knock sensor,

and if detected, knocking is controlled by retarding the ignition timing.
Knock retard
correction This can be observed as Data list on the IT-II.
See page 142.

● To prevent the initiation of knocking at a transient engine speed, a retard

amount is preset when judging the conditions of knocking initiation and is
Excessive knock attenuated gradually after that.
After start ignition timing control

retard correction
Enable conditions (e.g.): Coolant temp ≥ 60˚C / 140˚F, Engine load ≥
Spark angle corrections

Specified value, Engine speed < 3000 rpm

● Knocking may occur in a specific cylinder(s) alone due to variations in
cooling capability or knock signal transmission efficiency among cylinders.
To prevent this, a retard value is preset for each cylinder.

Per cylinder Enable conditions (e.g.): Coolant temp ≥ 60˚C / 140˚F, Engine load ≥
Specified value, Engine speed ≥ 3000 rpm
advance correction
■ Control example
Cylinder # 1 2 3 4
Retard amount 2°CA 1°CA 1°CA 3°CA
● In order to abate an A/T shock during sudden acceleration, ignition
timing is retarded according to the engine load condition when a sudden
acceleration operation is performed.

Retard correction E.g. +

Advance value

during acceleration
(A/T)
0

Engine load High

● In order to abate an A/T shock during gear shifting, a specified amount
Retard correction of retard angle correction is performed when a gear shifting operation is
during gear shifting done.
(A/T) Enable conditions (e.g.): Coolant temp ≥ 60˚C / 140˚F and when
requested from ECT side.
● A retard angle correction is performed in response to a request from TRC
side.
TRC retard
correction (TRC)
■ Control example
Request from TRC 0 1 2 3
Retard amount 0°CA -8°CA -16°CA -20°CA

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Part 4

4.  IT-II Related Item

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Data List

Item Abbreviation Description

IGN Advance
Ign ● Indicate the final ignition timing for cylinder #1 that reflects individual
Advance corrections.
Misfire
Misfire RPM* ● Indicate an average engine speed when a misfire occurs.
RPM
Misfire
Misfire Load* ● Indicate an average load when a misfire occurs.
Load
● Indicate a misfire counter per cylinder.
Cylinder # Misfire
Cyl #
● Displays the number of misfires per cylinder, but the count is reset
Count every 200 engine revolutions because this is a counter used for
detecting a misfire caused by catalyst overheating.
● Indicate a misfire counter for all cylinders.
All Cylinders Misfire
Cyl All
● Displays the accumulated total of misfire events for all cylinders,
Count but the count is reset every 1000 engine revolutions because this
counter is used for detecting a deteriorated level of emissions.
* Adopted in OBDII compatible vehicles.

TIP

■ Misfire detection
● The crankshaft position sensor and camshaft position sensor are used to detect an angular velocity
change in the engine speed near the top dead center of each cylinder (TDC to ATDC30˚), and the
angular velocity change detected is used by the engine ECU to determine whether each cylinder is
with or without a misfire.
● There are two stages of DTC judgment as follows.
●Misfire detection due to a catalyst over temperature [Data list → Cylinder # Misfire Count]
● The misfire ratio is evaluated every 200 engine revolutions and a DTC is detected when a
misfire has taken place three times at or above the threshold misfire ratio that causes a thermal
deterioration in the catalyst (72% or more*). (Two trip detection logic)
● While a misfire is taking place, the MIL blinks regardless of the number of trips.
The count is reset every
200 engine revolutions. The MIL starts blinking when
Number of
misfires

the misfire ratio has exceeded a

specified threshold three times.

Time
200 rev. 200 rev. 200 rev.

●Misfire detection for a deteriorated level of emissions [Data list → All Cylinder Misfire Count]
● The misfire ratio is evaluated every 1000 engine revolutions, and a DTC is detected when a misfire
has occurred at or above the threshold misfire ratio for a judgment of emission deterioration (2% or
more*). (Two trip detection logic)
● If this happens, the MIL illuminates.
The count is reset every 1000
engine revolutions. The MIL will illuminate when the
Number of

misfire ratio has exceeded a specified

misfires

threshold four times. (in 2nd trip)

Time
1000 rev. 1000 rev. 1000 rev. 1000 rev.

* The misfire ratio that triggers a DTC detection varies depending on the engine speed or the engine load.

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 4 Ignition Timing Control (ESA Control)

Part 4
5.  Specific Use of the IT-II

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Checking Variations among Cylinders during Rough Idling
● When rough idling occurs and necessitates a problem cylinder to be identified, power balancing is
to be carried out. Prior to this, check the Data list “Misfire Count” and use the count to determine
whether or not a specific cylinder is the cause of engine malfunction.

Rough idling takes place.

Judgment as to whether a specific cylinder’s

malfunction is the cause or not.
Each misfire counter other than cylinder 4 remains
unchanged at 0, making us realize that a single cylinder
is the cause of the misfire.

Cylinder 4 misfires.
Rough idling is caused by misfiring of cylinder 4.

Misfire Count Data (example)

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 4 Ignition Timing Control (ESA Control)
Part 4

6.  Practice
Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Check how the Misfire Count Responses

● While repeating the operation of inserting and removing the injector connector, check the following
data to see how the misfire count responds in relation to the initiation of rough idling.
● Also, check the misfire status or engine conditions at the time a DTC is set.

Data item
Engine Speed All Cylinders Misfire Count Cylinder # Misfire Count

Let's check the data.

Engine speed (average) ≈ 820 rpm

820 rpm ÷ 60 sec ≈ approx. 13.6 r/sec

The count is reset every 1,000 revolutions.

1000 rev ÷ 13.6 r/sec ≈ approx. 73.5 sec

The count is reset every 200 revolutions.

200 rev ÷ 13.6 r/sec ≈ approx. 14.7 sec

138
 5 Knock Control

Part 4
5 Knock Control

Using Diagnostic Tool 2 (Description by Engine Function)

1.  System Description
● Knocking is a phenomenon in which the air fuel mixture in the combustion chamber self ignites,
burning spontaneously due to heat sources such as carbon. From a knocking engine, noises such as
“tapping, clacking, or cracking” will be heard.
● The more advanced the ignition timing is, the more likely knocking is to occur. Excessive knocking
cannot only deteriorate fuel economy and engine output but adversely affect the engine condition as
well. In the worst case, it could even cause melting damage to the valves, pistons, spark plugs, etc..
On the other hand, improvement of both fuel economy and engine output can also come from the
ignition timing near the threshold point of knocking where only a slight amount of knocking occurs
(See figure below).
● It is best, therefore, that the ignition timing of an engine be set close to the threshold point of knocking.
In reality, however, the threshold point of knocking differs among engines due to a number of factors
such as operating conditions, fuel used, and deterioration over time.
● In the process of knock control, in order to attain an optimal timing of ignition for operating conditions,
knocking is searched for by use of a knock sensor attached to the cylinder block and once knocking is
detected, the ignition timing is retarded to bring it as close to the knocking threshold point as possible.

Optimal
ignition timing

Knocking threshold
Large Engine output

Fuel consumption
Small

Retard Ignition timing Advance

(The engine load and speed are constant.)

Knocking Threshold and Fuel Consumption / Engine Output

• Engine speed signal

• Engine load signal

Engine ECU
Knocking detected

Retard amount

Ignition timing
Knock sensor

determined

determined

Ignition coil

IGt

System Configuration

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 5 Knock Control
Part 4

■ System block diagram

Using Diagnostic Tool 2 (Description by Engine Function)

Sensor Engine ECU Actuator

Air flow meter

Ignition coil built

Output circuit
Input circuit
in the igniter

Coolant temp sensor

A/D converter
Knock sensor

Accelerator position sensor

Throttle position sensor

Microprocessor
Crankshaft position sensor
Input circuit

Camshaft position sensor

Vehicle signal

Memo

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Part 4
2.  System Component
● There are two types of knock sensors: “resonant knock sensors” and “flat response knock sensors”.

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Resonant Knock Sensor
The resonant knock sensor is a conventional sensor which is configured so that the vibrations from the
cylinder are directed to the piezoceramic via the vibrating plate to put it under pressure.
The vibrating plate is designed to resonate at a specific frequency, and its resonance point is set so as to
match with the frequency at which knocking occurs (for example, 7 kHz).
Once knock has taken place, the vibrating plate resonates to put the piezoceramic under pressure and
generate a voltage (a knock signal).
Because of resonance characteristics, however, accurate detection of knocking may fail in the event the
engine is producing a noise(s) similar to a knocking noise.

High

Cylinder
block side
Output
(V)
Deflection caused by
cylinder block vibrations
Piezoceramic Vibrating
plate

Low
Piezoceramic
Cylinder Low Frequency High
block
Vibrating plate
Output Characteristics of the
Resonant Type Knock Sensor

[2]  Flat Response Knock Sensor

The vibrations from the cylinder block will act on the weight by way of the piezoceramic.
Because the inertial force causes a delay in the response of the weight, the piezoceramic placed
between the cylinder block and the weight is pressurized, which causes a voltage to be generated.
Unlike the resonant knock sensor, the flat response knock sensor can maintain virtually constant output
characteristics in all frequency ranges. As a result, the engine ECU can detect every knocking frequency
targeted, thus ensuring a higher accuracy in knock detection.

High
Weight

Judgment point

Output
Piezoceramic Weight (V)
Piezoceramic
Cylinder block side

Low
Low Frequency High
Pressure caused by
cylinder block vibrations
Output Characteristics of
Cylinder
block
the Flat response Knock Sensor

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Part 4

3.  Control Method ANIMATION

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Knock Judgment

● Aside from a knocking noise, an engine is subject to a wide variety of similar vibration noises, which
include injector operating noise and valve opening/closing noise. Besides, in the case of a VVT-i
engine, the valve opening/closing timing (valve seating noise) is changing.
● The engine ECU assigns a knock judgment enable zone to each cylinder so that only knocking
vibrations can be isolated for detection of knock for each cylinder.
● The detected knock signal is judged to be in one of the three levels of knocking magnitude (None,
Minor, Major) according to the “knock judgement level” preset in the engine ECU.

Knock
judgment line Knocking Abnormal engine noise

Knock signal

Not detected because this is

out of knock judgment zone.
Engine ECU
detects knock

Knock Knock judgment zone

judgment zone
Knock Signal and Knock Judgment

[2]  Knock Retard Correction

● The above described knocking magnitude judgment is performed, and based on the result, the ignition
timing is retard-corrected using the advance/retard control.
● If a knocking judgment is given, the ignition timing is retarded by a specific amount. The greater
magnitude of knocking, the more the retarded amount. (Reflected on all cylinders.)
● If a knocking-free status lasts for a certain amount of time, the ignition timing is advance-corrected.
● By continuously performing the above corrections, the ignition timing is controlled at the knocking
threshold point (for optimal ignition timing).
● The control status of knock retard corrections can be checked by means of the “Knock Correct Learn
Value” and the “Knock Feedback Value”, which can be monitored on the IT-II screen.
Knocking

knocking
occurred

Advance
Ignition
Ignition

Retard

No

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 5 Knock Control

Part 4
<1>  Knock Feedback Value
● The reference angle of -3.0˚CA is applied to calculate a Knock Feedback Value as follows according to

Using Diagnostic Tool 2 (Description by Engine Function)

the magnitude and frequency of the knocking.

● Idle OFF (engine load ≥ specified value)

Control example ● Engine speed 600 to 6000 rpm
● Coolant temp ≥ 60˚C / 140˚F

■ Calculation example of a Knock Feedback Value (renewed every 0.5 seconds approx.)
Knocking magnitude
Status and repeats of knocking initiation
Low High
No knocking +0.23°CA
Sporadic knocking -0.23°CA -0.46°CA
Multi-cylinder knocking -0.46°CA -0.92°CA
Knocking
Multi-cylinder knocking (high rev.) -0.46°CA -0.92°CA
Continuous knocking in a single cylinder -0.92°CA -1.84°CA
(+: Advance, -: Retard)

<2>  Knock Correct Learn Value

● To compensate for knocking threshold differences resulting from changes in the octane numbers of
fuel or from changes in the conditions under which a vehicle is used, a “Knock Correct Learn Value” is
derived using the smoothing value* which is defined for a Knock Correct Learn Value according to the
magnitude and frequency of the knocking.
● The initial value is approximately 20˚CA, although it differs depending on vehicle type.
* A value for smoothing or moderating a change by incrementally reflecting a small fraction of the latest value (e.g.
1/16) on a previous value (e.g. 15/16).

● Engine load ≥ specified value

Control conditions (example) ● Engine speed 1000 to 5600 rpm
● Coolant temp ≥ 83˚C / 181˚F

■ Calculation example of a Knock Correct Learn Value (renewed every 0.5 seconds approx.)
Knock control smoothing value < -4
The Knock Correct Learn Value is renewed -0.23˚CA.
(retard correction)
Knock control smoothing value > -2 The Knock Correct Learn Value is renewed
(advance correction) +0.23˚CA.

● The range of knock correction learning is divided into three ranges according to engine speed ranges.

Learning ranges * The values are illustrative.

High speed range

Medium speed range

4300 4500 (rpm)
Low speed range*

2700 2900

* On some engines, knocking control is unavailable in low speed range with light load.

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 5 Knock Control
Part 4

■ Relationship among Ignition Timing, Knock Correct Learn Value and Knock Feedback Value
Using Diagnostic Tool 2 (Description by Engine Function)

E.g.: Ignition timing at 2000 rpm

Advance
A: Knock Feedback Value

B: Knock Correct Learn Value

: Ignition timing
Ignition timing

A B Max advance limit

Ignition timing

Max retard limit

Engine load High

E.g.: When starting Knock Feedback Value of 17˚CA

Knocking occurs
No knocking (early stage) After learning

B B

C B

C C
Illustration image
A A A
Knocking stopped
17°CA 17°CA 14°CA

10°CA (max retard limit) 10°CA (max retard limit) 10°CA (max retard limit)

A: Knock Feedback Value 17°CA 17°CA 14°CA

B: Knock Correct Learn
Value -3°CA -6°CA -3°CA

C: Ignition timing 24°CA 21°CA 21°CA

●N
 o knocking occurs ● Knocking occurs so ● T he Knock Correct
and the ignition timing Knock Correct Learn Learn Value is
Description is controlled optimally. Value moves to Retard infulenced by the
and controls the Knock Feedback
knocking. Value.

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 5 Knock Control

Part 4
[3]  Maximum Advance Value and Maximum Retard Value
● The maximum advance value and the maximum retard value are predetermined to prevent an

Using Diagnostic Tool 2 (Description by Engine Function)

extraordinary advance or retard of ignition timing as a result of individual advance corrections.
● The maximum advance value is targeted at an ignition timing that allows the best performance
conceivable to be obtained from an engine. (If advanced beyond it, knocking occurs, which leads to a
decrease in engine output or fuel economy.)
● The maximum retard value is targeted at a fool-proof ignition timing that is free of knocking but
involves some compromise in engine performance (power and fuel consumption).

[4] Switching the Knock Detection Filter Frequency (for Flat Response Knock
Sensor Only)
● The knocking frequency changes as do the engine speed and engine load.
● On systems using a flat knock sensor for knock sensor, detection of an appropriate knocking
magnitude is achieved in any operating range, for the knock detection filter frequency (knock detection
frequency property) switches between three levels (for example, 5.8 kHz, 7 kHz, 11.7 kHz) according
to engine conditions.

High 3-level switching

Judgment point

Output
(V)

Low

Low Frequency High

Switching of Knock Detection Filter Frequencies

4.  IT-II Related Item

[1]  Data List

Item Abbreviation Description
● Indicate the final ignition timing that reflects individual
IGN Advance Ign Advance
corrections.
● Indicate the “amount of knock retard correction” that is
determined based on the conditions under which knocking
occurs.
Knock
Knock Feedback Value ● Knock collect learn value normally controls at “-3˚CA”.
FB Val
● -1˚CA side: No knocking and timing is advanced.
● -6˚CA side: Knocking present and retard amount is
increased.
● If the Knock collect learn value varies from the median
due to the conditions under which knocking occurs, the
variance is reflected in the Knock feedback value.
Knock ● Indicate a distance from the max retard value to the
Knock Collect Learn Value
Crrt Val starting point of knock control value.
● Large value: No knocking so advance-controlled.
● Small value: Knocking present but no room for retard-side
correction.

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 5 Knock Control
Part 4

5.  Specific Use of the IT-II

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Grasping the Conditions under which a Knocking Problem Occurs

● Once knocking has occurred, refer to the Data list and estimate the conditions under which knocking
is initiated in the following manner.
● It is also important to determine at that time whether or not the knocking problem can be repaired, for
example, by using a similar vehicle model to compare the Ign Advance under the same conditions
(engine speed and engine load).
Knocking persists Knocking converges
The Knock collect learn The Knock feedback value The Knock collect learn
value remains unchanged is smaller than that of the value extends to -5˚CA side
before and after knocking comparison vehicle. and knocking stops.
occurs (remains close to Later, this is reflected on
-3˚CA). the learned value.
Unit: ˚CA Unit: ˚CA Unit: ˚CA
Data list status
-3 -3 -5
-3 -3
17 17 14 -3 17 15
6
No knocking Knocking Comparison Problem Knocking occurs Learned
vehicle vehicle (early stage)

The engine ECU fails to The Ign advance is Control is normal, except
Estimated
recognize knocking or the retarded close to the max an audible knocking is
conditions of
noise is not a knocking retard position but knocking present.
knocking initiation
noise. does not converge.
● Aging such as carbon
buildup
● Defective sensitivity of oil loss, bad gasoline,
knock sensor
 
etc. ● Defective sensitivity of
knock sensor
Possible causes ● Defective installation of
knock sensor ● Variance in air flow meter ● Defective installation of
characteristics (low flow knock sensor
● Wire harness
rate side).
● Improper setting of Ign
advance
* The “Knock Collect Learn Value” and the “Knock Feedback Value” in the above table are only illustrative and are different
from actual values.

● Even if a vehicle cannot be monitored for the “Knock collect learn value” and the “Knock Feedback
Value”, you are able to evaluate the knock control status by using a similar vehicle model to compare
the Ign advance (the final Ign advance) under the same operating conditions (engine speed and
engine load). (The difference in Ign advance can be considered to be the difference in knock control.)

19.0 3 26

18.0 2 24.5°CA 25

17.0 1 24
Knock Correct Learn Value (°CA)

22.5°CA Ignition timing

Knock Feedback Value (°CA)

16.0 0 23
Ign advance (°CA)

15.0 -1 14.5°CA 22

14.0 -2 13.5°CA 21
The Knock collect
13.0 -3 learn value is Knock Feedback Value 20
reflected on the
12.0 -4 Knock feedback 19
value. Knock Collect Learn value
11.0 -5 -4.1°CA 18

10.0 -6 Deterioration Decrease in knocking 17

-5.8°CA
9.0 -7 16
* The data shows a condition in which knocking is taking place at a constant
engine speed and engine load.

Knocking Initiation and Knocking Related Data List

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Part 4
6.  Let’s Practice <Knock Control>

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Check the Maximum Retard Value
● Disconnect the connector of the knock sensor to cause a DTC to be set. Conduct a D-range stall test*
and check the maximum retard value.
● Drive the vehicle in a fail state and check for an acceleration condition in which the ignition timing is
delayed.
* To prevent overheat of the torque converter, never attempt to conduct a longer than 5-second stall nor consecutive
stall tests.
(The test should be conducted while monitoring the ATF oil temperature on the IT-II.)

Reference Example
30.0
In normal state
25.0 In fail state

20.0
Ignition timing (°CA)

15.0

10.0

5.0

0.0

-5.0

-10.0
1000 1250 1500 1750
Engine speed (rpm)

Ign advance in D-range Stall Test (Normal vs. Fail)

For Entry / Confirmation

30.0

25.0

20.0
Ignition timing (°CA)

15.0

10.0

5.0

0.0

-5.0

-10.0
1000 1250 1500 1750
Engine speed (rpm)

Ign advance in D-range Stall Test

147
 6 Electronic Throttle Control System (Linkless Single-valve Type)
Part 4

6 Electronic Throttle Control System (Linkless Single-valve Type)

Using Diagnostic Tool 2 (Description by Engine Function)

1.  System Description

The electronic throttle control system is intended to control the throttle valve position (opening angle)
through a throttle motor, by using an accelerator position sensor to detect the depressed amount of the
accelerator pedal.
Featuring the capability to control the throttle valve position through the engine ECU, the electronic
throttle control system implements all conventional capabilities (ISC, cruise control, TRC, etc.) on its
own.
In addition, this system allows a non-linear throttle control in which the throttle valve opens slowly in
relation to an accelerator pedal position, also a collaborative control with ECT or VSC operation, it
controls the throttle valve position optimally in accordance with operating conditions.

Electronic Throttle Control System

Collaborative Collaborative control with

Non-linear throttle control
control with ECT TRC/VSC

D-4 control (stratified) HV system

Conventional features

ISC control Cruise control TRC control

(actuator) (actuator, ECU) (actuator)

Accelerator position
sensor
Engine ECU
Drives
Accelerator
throttle valve pedal position

Throttle
motor

Air
cleaner
Intake air Throttle
valve

Throttle valve
Throttle position
position
sensor

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 6 Electronic Throttle Control System (Linkless Single-valve Type)

Part 4
■ System block diagram

Using Diagnostic Tool 2 (Description by Engine Function)

Sensor Engine ECU Actuator

Air flow meter

Output circuit
Throttle motor

Input circuit
A/D converter
Coolant temp. sensor

Accelerator position sensor

Throttle position sensor

Crankshaft position sensor

Microprocessor
Camshaft position sensor
Input circuit

Vehicle speed signal

A/C signal

Electrical load signal

Memo

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 6 Electronic Throttle Control System (Linkless Single-valve Type)
Part 4

2.  System Component

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Accelerator Position Sensor

● The accelerator position sensor is attached to the accelerator pedal and detects the position (depressed
amount) of the accelerator pedal.
● Position is verified by a two series sensor configuration in which not only output characteristics are
different for each sensor but VS power supply and E2 ground are also provided independently for
each sensor.
● There are two types of accelerator position sensors: a contact type and a hall element type.

Malfunction detection sensor

(Accel Pos #2)
Sensor characteristics:
The voltage offset for Accel Pos #1 and
Control sensor
(Accel Pos #1) Accel Pos #2 is 0.8 V.

Accelerator position (°)

Full Full
closed open

[2]  Throttle Position Sensor

● The throttle position sensor is attached to the throttle body and detects the position (opening angle) of
the throttle valve which is driven by the throttle motor.
● Position is verified by a two series sensor configuration with different sensor output characteristics.
● Like the accelerator position sensor, there are two types of throttle position sensors: a contact type
and a hall element type.
Malfunction
detection sensor
(Throttle Pos #2)
Output voltage (V)

1.11 V Sensor characteristics:

Throttle Pos #2 × 0.8 line
The offset voltage for Throttle Pos #1 and Throttle Pos
Control sensor #2 is 1.11 V.
(Throttle Pos #2) Compare Throttle Pos #2 voltage × 0.8
with Throttle Pos #1
Throttle valve position (°)
Full Full Throttle Pos #2 × 0.8 = Throttle Pos #1 + 1.11 V
closed open

TIP

■ Contact type
● D etects the position based on the resistance change as the movable contact slides along the resister
proportionally to valve opening angle.
Movable range Full
Movable range
Full
of sensor open closed of sensor

* An illustration of an
accelerator position sensor.
Full

Full
open
closed

E2 Accel E1 VC1
Pos #2 Accel

■ Hall element type

VC2
Pos #1

● A non-contact type sensor equipped with a hall element which is capable of reading out a magnetic field
strength as an electrical signal. It detects a position based on a change in the magnetic field angle that varies
proportionally to valve opening angle.
N Magnetic field strength
N

Hall element Hall element

S

S
ON OFF

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 6 Electronic Throttle Control System (Linkless Single-valve Type)

Part 4
[3]  Throttle Motor
● A DC motor is used for electronic throttle control. The motor drives the throttle valve via the reduction

Using Diagnostic Tool 2 (Description by Engine Function)

gear.
● The throttle motor is precisely driven, using the current control (direction and strength of electric
current), by the engine ECU.

Motor power supply Motor power supply

ON OFF OFF ON

M+ M- M+ M-

OFF ON ON OFF

In normal rotation In reverse rotation

3.  Control Method

[1]  Throttle Valve Control

● The engine ECU, based on the accelerator position sensor signal, determines a “requested throttle
position” which is optimal for operating conditions.
● In response to the “requested throttle position”, the throttle motor is driven precisely while the throttle
position sensor detects the actual position of the throttle valve.
● In the interest of high reliability, the electronic throttle is mutually monitored for operating conditions by
the two CPUs: “control CPU” and “monitor CPU”. (Electronic throttle control is achieved by the monitor
CPU.)

Power Throttle body

Motor supply Motor Energize
Engine ECU Throttle motor
power relay drive circuit

Requested position

Control CPU Monitor CPU Throttle

Mutual monitoring

position sensor 1
Position

Engine control Electronic throttle control

Throttle
position sensor 2
• Monitors the control CPU
• Monitors the monitor CPU
for abnormalities.
for abnormalities Accelerator pedal
• Monitors each sensor for
• Monitors the system.
abnormalities. Accelerator
position sensor 1
Position

Fail safe control Fail safe control Accelerator

position sensor 2

Electronic Throttle Control

151
 6 Electronic Throttle Control System (Linkless Single-valve Type)
Part 4

● The details of electronic throttle control items (functions) are summarized in the table below.
Item Advantages of electronic throttle control
Using Diagnostic Tool 2 (Description by Engine Function)

● A non-linear map is set per gearshift stage to achieve a

balance between a smooth acceleration in 1st gear and
improved acceleration in OD.
● On vehicles given an option of ECT mode (PWR, SNOW), a
non-linear map is also set per ECT mode.
● In SNOW mode, fine control of engine torque is possible in
low position ranges of accelerator pedal.
E.g. PWR mode
Base non-linear
In OD gear
control

Throttle position
SNOW mode
In 1st gear
Accelerator control
Accelerator position
● In order to abate a jolt during acceleration, the throttle position
are restricted for a certain amount of time, as shown below.
E.g. Base non-linear control
Non-linear restrictive
control during
Position

acceleration Non-linear restrictive

control during
acceleration

Time
Throttle valve closing
control during
● To prevent a deceleration shock, the throttle valve closes
slowly during deceleration.
deceleration
● A target air flow rate for ISC is calculated for individual
operating conditions (warmup condition, electrical load, A/C
load, etc.).
● Based on the calculated target air flow rate for ISC, a
requested throttle position for ISC is determined to perform
ISC feedback control.
ISC control High
E.g.
A detailed description on next page.
Air Flow (L/s)

Opening position (°) Large

● Conventionally, controlling the ignition timing is the sole
Shock reduction means for torque down control during gear shifting, but in the
Collaborative during gear shifting electronic throttle control system, the throttle valve position is
control with ECT controlled to abate a shock during gear shifting.
Reduction of gear ● The time it takes to complete gear shifting is reduced by
shifting time opening the throttle valve for a moment during gear shifting.
Collaborative ● Engine torque is optimally controlled, for example, by closing
control with TRC/ Engine torque control the throttle valve slowly to reduce the possibility of wheel slip
VSC caused by a sudden reduction in torque.
● A combined fuel control is achieved by combining normal
homogeneous combustion with stratified combustion which
D-4 control Stratified fuel control
requires the throttle valve to be opened widely in relation to
accelerator pedal position.
● Hybrid control in which the engine is intermittently operated to
Hybrid control Engine control aid in meeting different operating conditions, independently of
the driver’s intention.

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Part 4
[2]  Throttle Valve Full Closed Position Learning
● The position of the throttle valve opener (throttle position with throttle motor OFF: approx. 6°) is

Using Diagnostic Tool 2 (Description by Engine Function)

learned as a reference position with which to recognize the full-closed position and the full-open
position of the throttle valve.

Learning conditions ● Engine is stopped, right after IG ON.

[3]  ISC Learning

● In the event carbon (soot) is built up in the vicinity of throttle valve, a lower MAF will result in relation to
throttle position.
● So the MAF relative to throttle position is learned so as to prevent malfunctions occurring due to
instability in MAF.
● Learned values are cleared if the battery terminal is disconnected. Therefore, when the values are
cleared, idling may become unstable. However, since learning is repeated, the possibility of problems
occurring is unlikely.
● Even when learning conditions are met, the ranges that can be learned when the vehicle is stopped
and “IDL” is “ON” are limited. Yet, as driving continues, learning becomes increasingly sophisticated.

Learning conditions (example) ● After warmup (approx. 80˚C / 176˚F)*, during idling
* There are some engines that can perform learning even during cold starting.

[4]  ISC Control

● The ISC target air flow rate required for idle speed is calculated as follows.
ISC target air flow rate =
ISC learned amount + ISC feedback amount + Individual correction amount

Item Description
● Indicate a learned amount of ISC.
ISC learning amount
● Feedback amount is reflected, but a guard value is provided for a
learned amount. (The value depends on engine.)
Example: 2AZ-FE … 6 L/s*
● Indicate a feedback amount needed to achieve the target idle speed.
● A feedback amount larger than a specified value is reflected on the
ISC learned amount.
E.g. Large Target speed
Feedback amount

-25 rpm +25 rpm

ISC feedback amount

Idle speed High

● Indicate an ISC correction amount suited for warmed-up engine

conditions.
E.g. Large
Correction amount

Coolant temp. correction amount

Coolant temp. High

Electrical load correction amount

● Indicate an ISC correction amount in accordance with electrical load
conditions.

A/C correction amount

● Indicatean ISC correction amount in accordance with A/C load
conditions.

Power steering correction amount

● Indicatean ISC correction amount to meet the load conditions of
hydraulic power steering.
* Differs from actual MAF.

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[5]  System Malfunction Detection

● In the event a failure has occurred to the electronic throttle control system, a DTC is saved.
Using Diagnostic Tool 2 (Description by Engine Function)

(A DTC is preset for each failure mode.)

● Once a malfunction is confirmed and a DTC is detected, the fail safe activation (described in [6]) takes
place, this allows the electronic throttle control system to be put in a safeguarded status. Even during
a short interval from detection of a malfunction till its confirmation, the engine ECU enables a fuzzier
control of throttle valve than usual to preclude the slightest possibility of the throttle valve opening. [E.g.:
The throttle valve opens slowly even when the accelerator pedal is depressed (See figure below).]
Accelerator sensor
voltage (V)

No.1
Malfunction occurs

No.2
Time
0.1 sec

The throttle valve opens

Throttle sensor
voltage (V)

No.1 slowly enough to suppress

a sudden acceleration
response.

No.2
Time
Control image before malfunction determined

The engine ECU detected a disturbance in the

output signal of the main sensor.

No throttle control is done for

accelerator operation.

Data example before malfunction determined

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[6]  Fail Safe
● When a diagnostic trouble code (DTC) is detected, the MIL illuminates to alert the malfunction to the

Using Diagnostic Tool 2 (Description by Engine Function)

driver, and at the same time, the fail safe activation (safeguarded driving mode) as shown in the table
below takes place depending on failure modes.

DTC related system Failure mode Fail safe

Open/short circuit
(single) ● The throttle valve is at a preset position.
(When the motor is de-energized*1, the valve comes to
Throttle position Open/short circuit the opener position.)
sensor system (duplicate) ● The vehicle can be driven with engine output controlled
by fuel injection and ignition timing. (Within a vehicle
speed of 40 to 60 km/h / 24.9 to 37.3 mph)
Out of range

● The vehicle can be driven using whichever signal is

Open/short circuit
normal, within the upper limit of accelerator pedal
(single)
position (approx. 30%).

Accelerator position Open/short circuit

sensor system (duplicate)
● The vehicle is put into a limp driving mode, when the
idle speed is maintained.
Out of range

● Throttle valve is at a preset position.

(When the motor is de-energized*1, the valve comes to
the opener position.)
Open/short circuit
● The vehicle can be driven with engine output kept
Throttle motor system under control of fuel injection and ignition timing. (Within
a vehicle speed of 40 to 60 km/h / 24.9 to 37.3 mph)

Motor (valve) lock

● Throttle valve is at a preset position.
(When the motor is de-energized*1, the valve comes to
*2
System malfunction System malfunction the opener position.)
● Fuel cut is performed depending on engine speed
conditions.
ECU malfunction ECU malfunction

*1 T he power to the motor is cut off by both motor power relay and motor drive circuit. Also, when the monitor CPU is
unable to cut power, the power is cut off by the control CPU in place of the monitor CPU.
*2 A diagnostic code that is detected when the entire system has remained out of control for a certain amount of time.
(System guard)
For the failures of individual parts or components, different DTCs are set.
For DTCs, there are three patterns of detecting conditions as shown below.
The electronic throttle control system has a duplicate or triplicate DTC detection capability for failure of each system.

There is a big difference between the requested throttle valve position and actual
System Guard 1 throttle valve position. (The throttle valve position cannot be controlled to the
target position.)

There is a big difference between an accelerator pedal position and a throttle

System Guard 2
valve position.

The symptom of System Guard 1 is re-recognized by the main CPU. (Duplicate

System Guard 3
monitoring)

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4.  IT-II Related Item

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Data List (Throttle Control)

* The alphabetical letters in the first column of the table correspond to those in block diagram below.
Item Abbreviation Description
A Throttle Pos. Sensor Output Throttle Pos Indicate a position of each sensor (%).
B Throttle Sensor Position #2 Throttle Pos #2 Displayed as a percentage from 0 to 100%
C Accelerator Position No.1 Accel Pos #1 which is derived by multiplying a sensor
D Accelerator Position No.2 Accel Pos #2 voltage 0 to 5 V by 20.
A Throttle Position No.1 Throttle Pos #1
B Throttle Position No.2 Throttle Pos #2
Indicate an output voltage of each sensor (V).
C Accelerator position No.1 Accel Pos #1
D Accelerator position No.2 Accel Pos #2
Throttle Sensor Position
E (Throttle position, ECU recognized value) Throttle Pos Indicate a recognized throttle position of ECU (%).
F Throttle Require Position Thrtl Req Pos Indicate a requested throttle position of ECU (V).
Throttle Idle Position
G (Throttle sensor full closed status)
Throttle Idl Pos Indicate a full closed status of throttle sensor (ON/OFF).

Accelerator Idle Position Accel Idl Pos Indicate a full closed status of accelerator sensor
H (Accelerator sensor full closed status) (ON/OFF).
Throttle Motor
I (Throttle motor operating status) Throttle Mot Indicate an operating status of throttle motor (ON/OFF).
J Throttle Motor Current Throttle Mot Indicate a control current of throttle motor (A).
K Throttle Motor DUTY Throttle Mot Indicate a throttle output value of motor drive circuit (%).
L Throttle Motor Duty (Open) Thrtl Mot (Opn) Indicate an open-side duty ratio of throttle motor (%).
Thrtl Mot
M Throttle Motor Duty (Close) (Cls) Indicate a closed-side duty ratio of throttle motor (%).
N +BM Voltage +BM Voltage Indicate a drive power voltage of throttle motor (V).
O Requested Engine Torque
(Electronic throttle actuator power status) Req Eng Trg Indicate an ON/OFF status of throttle motor power.
P Fail Safe Drive (Main CPU) Fail #2 Indicate a system fail status. (ON for fail)
Q Fail Safe Drive Fail #1 Indicate a system fail status. (ON for fail)
R Throttle Fully Close Learn
(Throttle full close learning value)
Thrtl Learn Val
Indicate a learned value (voltage) of full-closed throttle
position.

Power Throttle body

Motor supply Motor Energize
Engine ECU Throttle motor
N power relay drive circuit
IO MLJ
Requested position FK
Control CPU Monitor CPU Throttle
A
Position
Mutual monitoring

position sensor 1
Engine control Electronic throttle control
EGHR Throttle
position sensor 2 B
• Monitors the control CPU
• Monitors the monitor
Position

for abnormalities. Accelerator pedal

CPU for abnormalities
• Monitors each sensor for
• Monitors the system Accelerator
abnormalities.
position sensor 1 C
Fail safe control Fail safe control Accelerator
Q P position sensor 2 D

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Part 4
[2]  Active Test
Item Test description Rest requirements

Using Diagnostic Tool 2 (Description by Engine Function)

● Slow throttle valve drive.
Control the ETCS Open/Close
● Throttle valve opening/closing is ● Engine stopped.
Slow Speed
possible. ● 1 sec or more after IG ON.
● Gearshift in P range
Control the ETCS Open/Close
● Fast throttle valve drive. ● Accelerator pedal is depressed
Fast Speed
● Throttle valve opening/closing is to full open (58˚ or more)
possible.

approx. 1 sec

Opening operation Closing operation

Open duty ratio is high. Open duty ratio is low.

Electronic Throttle Active Test (Fast)

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 6 Electronic Throttle Control System (Linkless Single-valve Type)
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5.  Specific Use of the IT-II

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Using the IT-II for Drivability Problem

● If there is a customer’s complaint about drivability such as too much time taken from depression of
accelerator pedal till acceleration, it is necessary to determine whether the electronic throttle control
system is normal or not.
● If no DTC is detected, you can usually assume that it is normal, but you can also use the Data list to
closely diagnose the system in the following manner.

<1>  Diagnosis Procedure

(1)  Selecting Data List
● Select the following Data list items.
Data item Point to check
Accelerator position No.1 ● Check by depressing of the accelerator pedal.
Throttle Require Position ●  heck the requested throttle position of engine ECU.
C
Throttle Position No.1 ● Check the actual throttle position.

(2)  Data List Check 1

● Drive the vehicle as described in the customer problem analysis check. Confirm whether the
requested throttle position is obtained from a depressed amount of accelerator pedal.
Result Point to note
Throttle request occurs. ● The throttle request of engine ECU is normal.
● Is there any closing request from other systems?
Is it during TRC operation or A/T gear shifting?
Throttle request does not
occur.
● Is it a momentary malfunction detection? (See page 154.)
Is the output of accelerator sensor or throttle sensor
correct?

(3)  Data List Check 2

● Check that the actual throttle position is converging toward the requested one.
Display A/F
Converging ● The electronic throttle control system is normal.
Not converging ● If the system does not operate as requested, a DTC is set.
■ Check data example

Accelerator Position No.1

The requested throttle position and the

Throttle Position No.1 nearly match.

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Part 4
[2]  Estimating Carbon Buildup in the Throttle Body
REFERENCE 1

Using Diagnostic Tool 2 (Description by Engine Function)

● The possibility of carbon buildup can be determined by calculating one second’s MAF based on
the calculate load.

E.g.) Exhausted quantity 2.4 L, Idling Speed 600 rpm, Calculate Load 20%.
  Engine speed per 1 second: 600 rpm ÷ 60sec = 10 r/sec.
  Number of cycles per second: 10 r/sec ÷ 2 = 5 cycles
  MAF per cycle: 2.4 L × 20% = 0.48 L
  MAF per second: 0.48 L × 5 cycles = 2.4 L/s
If this value is twice or more of the displacement, then there is a possibility of carbon
buildup in the throttle body.

REFERENCE 2
● During idling, the throttle valve position is generally controlled based on a duty ratio at the closed
side.
However, when the amount of carbon buildup increases, it is controlled based on the duty ratio
at the open side. Because the throttle valve needs to be opened at a higher degree than the
opener angle (approx. 6°).
Accordingly, if the duty ratio is at the open side changes during idling, there is a possibility of carbon
buildup.

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Part 4

6.  Let’s Practice <Electronic Throttle Control System>

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  L
 et’s check the ISC control for specific loads or malfunctions, by monitoring
the ISC data
● Electrical load
● A/C load
● Air inflow (downstream of throttle valve)

[2]  Check the Fail Safe Activation (Safeguarded Driving Mode)

● Disconnect the sensor signals etc. from the electronic throttle control system to activate and confirm
the fail safe activation (safeguarded driving mode).
● Perceive the fail safe activation and check the safety of electronic throttle.

Let's check the data.

Accel full open Accel full open

Accel Pos #2
open circuit

Output regulation

(Reference) Fail Safe Activation against Accle Pos #2 Open Circuit

* Confirm the fail safe activation against defective settings shown below.
Defective settings
● Disconnect the throttle valve connector.
● Place a foreign object (e.g. a flat-head screwdriver wrapped in a tape) in the throttle valve.
(Care should be taken against valve damage, inhaling of foreign objects into engine, and physical injury.)

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Part 4
7 VVT-i (Variable Valve Timing with intelligence) Control

Using Diagnostic Tool 2 (Description by Engine Function)

1.  System Description
● The VVT-i is a system to control the positioning of a camshaft to optimal valve timing for engine
operating conditions.
● Conventionally, valve timing needed seeking a compromise between an engine’s targeted low-to-
medium torque, maximum output, and idling stability, which are contradictory with each other in nature.
With the VVT-i, a continuous variable control of valve timing is possible, allowing optimum valve timing
to be variably set in all operating ranges.
● According to the types of intended valves, the VVT-i is categorized into two different types: one
exclusively for intake valve timing and the other for both intake and exhaust valve timing (Dual VVT-i).
Also, based on the driving mechanism, the VVT-i is categorized into another two types: a hydraulic
driven type and an electrically driven type (VVT-iE).
Camshaft position
sensor

Throttle
position sensor

Engine ECU
OCV for VVT-i

Air flow meter

Crankshaft
position
sensor
VVT-i System Diagram

VVT camshaft position sensor

Camshaft
position sensor

VVT camshaft
position sensor

Throttle
position sensor
OCV

VVT-iE
controller Engine ECU

Air flow meter

Crankshaft
position sensor

VVT-iE System Diagram

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 7 VVT-i (Variable Valve Timing with intelligence) Control
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■ VVT-i system block diagram

Using Diagnostic Tool 2 (Description by Engine Function)

Sensor Engine ECU Actuator

VVT-i system
Air flow meter

OCV for intake VVT-i

A/D converter
Coolant temp. sensor

Input circuit
Accelerator position sensor
OCV for exhaust VVT-i

Throttle position sensor

Output circuit
Crankshaft position sensor VVT-iE system

Camshaft position sensor* Camshaft

control motor

Microprocessor
Input circuit

(for intake VVT-i)

VVT camshaft position sensor
(intake)*

OCV for exhaust VVT-i

VVT camshaft position sensor
(exhaust)

Vehicle speed signal

* The two sensors may be combined into one.

Memo

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[1]  Advantage of VVT-i
● VVT-i operation offers the following advantages in each operating range.

Using Diagnostic Tool 2 (Description by Engine Function)

Travel curve

Range 4
Range 5
Engine Load

Range 2

Ranges 1 and 3

3
1 2 3 4 5 6 × 10
Engine Speed (rpm)

● There are two types of VVT-i, intake only and Dual Type. The aim for both is the same. Because the
Dual type also controls the exhaust side, it is able to increase the effects of VVT-i. The operation in
each range is described in the table below.
(The following table shows the major operating conditions of the VVT-i. In actuality, the operations are continuously
controlled in accordance with operating conditions.)
Range (in figure) Valve timing
Operating Objectives Effects
conditions VVT-i Dual VVT-i
TDC TDC

● Valve overlap and blow Improved

back of exhaust gases idle speed
EX IN EX IN to the intake port side
1 stability
is reduced.
The inert gas in
During idling Improved
BDC BDC intake air is reduced
to stabilize the fuel
Most retarded
Intake economy
Most retarded position combustion state.
Intake position
Most advanced
Exhaust position

● Pumping loss is
reduced by increasing
valve overlap to
Improved
enhance the internal
2 EX IN EX IN fuel
EGR ratio.
● With the dual type, not economy
At low speed with only intake but exhaust
medium load valves are also driven Lower
to maintain a high level
emissions
To advance of balance among fuel
To advance Intake side economy, emissions
Intake side
and torque.
Exhaust To retard side
● The inert gas in
intake air is reduced
EX IN EX IN to stabilize the Higher
3
combustion state
engine
by reducing valve
Under low load stability
overlap and blow back
Intake To retard side of exhaust gases to
Intake To retard side
Exhaust To advance side intake port side.

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 7 VVT-i (Variable Valve Timing with intelligence) Control
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Range (in figure) Valve timing

Operating Objectives Effects
Using Diagnostic Tool 2 (Description by Engine Function)

conditions VVT-i Dual VVT-i

4
EX IN EX IN ● The closing timing Improved
of the intake valve is low-to-
At low-to-mid
advanced to improve medium
speed with high volumetric efficiency. torque
load To advance Intake To advance side
Intake
side Exhaust To advance side

● The closing timing

5 EX IN EX IN of the intake valve is
retarded to improve Improved
At high speed with volumetric efficiency output
high load by use of intake inertial
Intake To retard side effect.
Intake To retard side
Exhaust To advance side
● The inert gas in the
intake mixture and the
fuel increase rate at Improved
low temperatures are
EX IN EX IN reduced by eliminating fast idle
valve overlap. This stability
At low
prevents blow back of
temperatures the exhaust gas to the Improved
intake port side. Also, a fuel
Most retarded fast idle speed can be
economy
Most retarded Intake position set low by stabilizing
Intake the combustion state at
position Most advanced
Exhaust position low temperatures.
● Valve overlap is
eliminated to reduce
EX IN EX IN blow back of the
At engine starting exhaust gas to intake
Improved
port side. This reduces
startability
At engine stopping the inert gas in the
Most retarded intake mixture, resulting
Most retarded Intake position in improved volumetric
Intake
position Most advanced
Exhaust position efficiency in the cylinder.

TIP

■ Operation range of the VVT-iE

● The VVT-iE controls valve timing electrically and does not use hydraulic control. This gives the VVT-
iE a wider operation range. Also it is capable of controlling valve timing even at low temperatures, at
low speeds, and at startup time where use of hydraulic energy is less likely.

High

Hydraulic VVT-i

Coolant temp
VVT-iE

Low

Low Engine speed High

Imaging of Operation Range

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2.  System Component

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Crankshaft Position Sensor (Electromagnetic Pick-up Coil Type)
● The crankshaft position sensor is responsible for detection of the crankshaft position and crankshaft
angular velocity.
● The engine ECU calculates an engine speed based on the signals from the crankshaft position sensor.

Crankshaft position sensor

Crankshaft timing rotor

● When the crankshaft rotates, the air gap between the protrusion on the crankshaft timing rotor (36-2
teeth configuration) and the crankshaft position sensor changes, causing an electromotive force to be
generated in the coil portion of the crankshaft position sensor.
● Based on the generated voltage, the crankshaft position sensor detects a crankshaft rotation signal
per 10˚.

There is a space where two teeth are

missing, and the signal here is used to
detect the TDC.
30°CA

10°CA

NE signal

Crankshaft position sensor

30°CA 10°CA
Crankshaft Air gap
timing rotor

[2]  Camshaft Position Sensor (Electromagnetic Pick-up Coil Type)

● The camshaft position sensor is responsible for identification of cylinders as well as detection of the
actual camshaft angle.
● When the camshaft rotates, the air gap between the protrusion of the camshaft timing rotor and the
camshaft position sensor changes, causing an electromotive force to be generated in the coil portion
of the camshaft position sensor.

360°CA 180°CA

G signal GND

180°CA

Camshaft timing rotor NE signal GND

Camshaft position sensor

* For a MRE type camshaft position sensor, see page 76.

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 7 VVT-i (Variable Valve Timing with intelligence) Control
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[3]  Hydraulic Type VVT-i

Using Diagnostic Tool 2 (Description by Engine Function)

<1>  VVT-i Controller (Vane Type)

● There are two types of VVT-i controllers, helical gear type and vane type. Here, a description is given
of the vane type VVT-i controller which is predominant.
● The vane type VVT-i controller consists of a housing portion fixed to the timing gear and a vane portion
fixed to the housing portion and the camshaft.
● The oil pressure from the OCV is directed to either the advance chamber or the retard chamber of the
VVT-i controller, forcing the vane portion to rotate and continuously vary the timing of the camshaft.
● When the engine is stopped, a locking pin locks the intake side camshaft in the most retarded position
and the exhaust side camshaft in the most advanced position. Once the engine is started up, the
locking pin is released by means of hydraulic pressure. At the exhaust side, an advance assisting
spring is provided to ensure the camshaft is locked with the locking pin when the engine is stopped.

* The illustration shows retarded state.

Locking pin Retard
Housing portion
Engine stopped

Advance

Engine operating

Hydraulic
pressure

Vane portion

Advance assisting spring

Exhaust side

<2>  OCV (Oil Control Valve)

● T he spool valve position is controlled by the duty ratio signal (see page 124) from the engine ECU to
adjust the flow rate of oil supplied to the advance chamber or retard chamber of the VVT-i controller.
●W
 hen the engine is stopped, the spool valve is pushed by spring pressure to the most retarded state at
the intake side and to the most advanced state at the exhaust side (Dual VVT-i System) to be ready for
a subsequent engine startup.

Movement of the spool valve

(To left when advanced) (To right when retarded)

VVT-i VVT-i
controller advance controller retard
chamber* chamber*

Spool valve

Sleeve Connector

Plunger

Spring
Coil
Drain Drain
From oil pump

* Applies to the OCV for intake VVT-i. In case of the OCV for exhaust VVT-i, the oil passages to the advance chamber
and retard chamber are reversed.

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ANIMATION

Using Diagnostic Tool 2 (Description by Engine Function)

■ Movement when advanced
 Oil is allowed to flow to the advance
chamber side, forcing the vane
portion to move to advance side.

Hydraulic pressure

OCV drive signal

Advance signal
[Duty ratio: High]

OCV
 The OCV drive signal
(advance) is issued
Advance  The spool vane of from the ECU.
chamber OCV moves to the
arrow direction.

 The advance-side oil

passages open.

■ Movement when retarded

 Oil is allowed to flow to retard
chamber side, forcing the vane
portion to move to retard side.

OCV drive signal

Retard signal
[Duty ratio: Low]
Hydraulic
pressure  The OCV drive signal
(retard) is issued
Retard from the ECU.
chamber  The spool valve of
OCV moves to the
arrow direction.
 The retard-side oil
passages open.

■ Movement when held

OCV drive signal

Hold signal

 The OCV drive

signal (hold) is sent
 The spool valve of the OCV shuts off all from the ECU.
the oil passages to keep the hydraulic
pressure from acting, so that the valve
timing is held at a desired position.

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[4]  VVT-iE Controller

● T he VVT-iE controller is comprised of a camshaft control motor, a reduction mechanism, and a link
Using Diagnostic Tool 2 (Description by Engine Function)

mechanism.

Crankshaft position
sensor

Camshaft
position
sensor VVT
camshaft
position
Rotation sensor
angle sensor

Engine
ECU EDU
Motor

Camshaft Camshaft
control control
motor actuator

VVT-iE controller

VVT-iE Controller Block Diagram

<2> - (1) Reduction mechanism

<1> Camshaft control
motor
<2> Camshaft
control actuator

Camshaft

<2> - (2) Link mechanism

Cross Section of the VVT-iE Controller

* The items numbered are given a detailed description on the following pages.

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<1>  Camshaft Control Motor
● The camshaft control motor is composed of a brushless DC motor and a motor driver.

Using Diagnostic Tool 2 (Description by Engine Function)

● The camshaft control motor is attached to the timing chain cover at the front end of the camshaft
control actuator and rotates with the intake camshaft.
● The engine ECU calculates target valve timing according to operating conditions and outputs the
rotating speed signal and the rotating direction signal to the camshaft motor. In response to these
signals, the motor driver drives the brushless DC motor and actuates the camshaft control actuator
based on the rotating speed difference between the motor and the camshaft to continuously vary the
timing of the intake camshaft.
● The motor driver monitors the driving condition of the motor and outputs the rotating speed signal,
rotating direction signal, and drive confirmation signal to the engine ECU.

Engaged portion of
camshaft control actuator
Fixed surface of
timing chain cover Motor driver Brushless DC
portion motor portion

Camshaft control motor

EDT1 VTP
Rotation angle
Rotating speed & rotating sensor
direction signals
EMR1 VTS

Engine Rotating speed signal EDU

ECU
EMF1 VTD

Rotating direction signal

EMD1 VTM

Drive confirmation signal Brushless DC

motor

Camshaft Control Motor Control

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 7 VVT-i (Variable Valve Timing with intelligence) Control
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<2>  Camshaft Control Actuator

● The camshaft control actuator is composed of a link mechanism to alter the timing of the intake
Using Diagnostic Tool 2 (Description by Engine Function)

camshaft and a reduction mechanism to transmit the rotation of the camshaft control motor to the link
mechanism.
● The camshaft control motor rotates the spiral plate via the reduction mechanism to move the link
mechanism via the link control pins engaged with the spiral grooves, thereby continuously varying
the phases of the housing integrated with the cam sprocket and the intake camshaft fixed to the cam
plate.

Link control pin

Link control pin

Reduction Housing
Spiral plate Link mechanism (integrated with cam
Camshaft mechanism sprocket)
Name Camshaft
control motor
Actuator portion

High reduction ratio*2 (retard side): 0.875°

Rotates coaxially
Rotation with link
360° 13.3° Low reduction ratio*2 (advance side):
angle*1 3.624°
mechanism
(cam plate).

*1 Indicates the angle at which each component rotates when the camshaft control motor goes
through one rotation.
*2 For details, see the paragraph “Movement of the link control pin” on page 172.
Configuration of the Camshaft Control Actuator

(1)  Reduction Mechanism

● The reduction mechanism is made up of a stator gear, a driven gear, and a carrier.
● The carrier is eccentrically round in shape compared to the rotating axis of the camshaft and
is engaged with the driven gear.
● The stator gear has one less tooth than the driven gear and is fixed on the housing cover.
● While engaged with the stator gear, the driven gear rotates to the eccentric motion of the
carrier as it rotates.

Driven gear Stator gear: 26 teeth

Stator gear Fixed on the housing cover.
Carrier

Housing cover

Reduction ratio 27:1

Carrier (motor input)

Engaged with the motor and rotates
at the same speed as the motor.
Driven gear (output): 27 teeth
Although engaged with the carrier, the driven gear
is different in revolutions from the carrier. When the
carrier rotates 360˚, the driven gear rotates by one tooth
difference of the stator gear. (For details see next page.)

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● When the camshaft control motor rotates the carrier 360 degrees, the driven gear, while
engaged with the stator gear, moves eccentrically to the rotating axis of the carrier, forcing

Using Diagnostic Tool 2 (Description by Engine Function)

itself to rotate only by one tooth of the stator gear. The rotation reduced by the driven gear is
transmitted to the spiral plate to actuate the link mechanism. The result is a reduction ratio
of 27:1.

Stator gear
(fixed on the housing cover) The carrier rotates 240˚. When lifted highest, the
Carrier
driven gear lets the stator
gear move by one tooth.

As the carrier rotates, When the carrier rotates

the driven gear rotates 360˚, the driven gear
eccentrically to the rotating rotates by one tooth of the
axis of the carrier. stator gear.

Driven gear
Initial position of driven gear

The carrier rotates 120˚. The carrier rotates 360˚.

(2)  Link Mechanism

● The link mechanism consists of links and a cam plate and is coupled with the spiral plate
and the housing (integrated with cam sprocket).
● The link control pin moves along the groove on the spiral plate, causing the cam plate to
travel.
● The cam plate, fixed to the camshaft, travels in advance or retard direction according to the
way the link moves.
● The link mechanism is configured so that the valve timing advances when the camshaft
control motor rotates faster than the camshaft and the valve timing retards when the
camshaft control motor rotates slower than the camshaft (or rotates in the opposite direction
of the camshaft).

Link mechanism

Intake camshaft

Housing
Links Cam plate
(integrated with cam sprocket)
(fixed to camshaft)
Link control pin

Spiral groove Spiral plate

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■ Movement of the link control pin

● The link control pins move along the grooves with which they are engaged.
Using Diagnostic Tool 2 (Description by Engine Function)

● One end of a spiral groove comes closer to the outer edge of the spiral plate, while the other end closer
to the inner center.
Thus, as the spiral plate rotates, the link control pin moves from “inner to outer” (outward) or “outer to
inner” (inward).
When advanced When retarded
High reduction ratio (retard side)
Reduction ratio: 15.2
Spiral groove
Spiral
plate

Low reduction ratio

(advance side)
Reduction ratio: 3.67
Housing
(integrated with As the spiral plate rotates, As the spiral plate rotates,
Link control pin cam sprocket) the link control pins move the link control pins move
inward along the grooves. outward along the grooves.

* The above illustration shows a condition in which the pink point on the spiral groove moves to the red position and
the light blue point moves to the blue position.
Final reduction ratio Angle to move by one
Reduction ratio
(Reduction mechanism × Spiral plate) rotation of motor
High reduction ratio
15.2 27 × 15.2 = 410.40 0.875°
(advanced side)
Low reduction ratio
3.67 27 × 3.67 = 99.09 3.624°
(retard side)

■ The mechanism on which the cam plate moves

● If the link control pin (green) is moved on the joint of two links, the blue pin connected with the cam
plate moves in the manner as illustrated below.

Advance
If the joint between two links (green: Retard
direction link control pin) is moved in the arrow direction
direction, then …

Fixed to the Connected with

Extends across housing the cam plate Shrinks across
the length. the length.
* To make the movement simpler, the above illustration shows the movement at a larger scale than actual.

● The blue pin is connected with the cam plate.

Thus, the cam plate (fixed to the camshaft) moves to advance or retard the valve timing by as much as
the blue pin moves.
1. If the link control pin (green)
moves inward along the spiral
3. T
 he cam plate (gray) moves by
groove, then …
as much as the blue pin moves.

Fixed to the housing

2. T
 he blue pin connected
with the cam plate moves. * The illustration shows the most advanced state.

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Movement of link control pins Movement of links & cam plate Description

Using Diagnostic Tool 2 (Description by Engine Function)

● The motor rotates faster than
the camshaft.
● The link control pin (green)
Advance
moves inwards to travel the
cam plate in the forward
rotating direction.

● The motor rotates slower

than the camshaft.
(Depending on the situation,
the motor may rotate in
Retard reverse.)
● The link control pin (green)
moves outward to travel the
cam plate in the reverse
rotating direction.

● When the target valve timing is reached, the motor is rotated at the same speed as the
Hold camshaft.
● This makes the link mechanism locked, causing the valve timing to be held.
* The illustrations show the most advanced state and the most retarded state respectively.

■ Relationship between motor speeds & advance or retardation

Most
advanced Hold
position
Advance Retard Intake valve
timing

Most
retarded
Rotating speed of
position
camshaft control motor

Increased Rotating speed of

speed intake camshaft

Reduced
speed

The rotating speed of The rotating speed of The rotating speed of

motor is faster than motor is equal to the motor is slower than
the camshaft. camshaft. the camshaft.

Operation Rotating direction of motor Rotating speed

Advance Same as camshaft Camshaft < Motor
Retard Same as camshaft or reverse rotation* Camshaft > Motor
Hold Same as camshaft Camshaft = Motor
* The rotating direction varies with the engine speed.

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3.  Control Method

Using Diagnostic Tool 2 (Description by Engine Function)

[1] Calculation of Target Advance

Advance
Value
● The engine ECU determines a target

Target advance
advance value based on the engine

value
speed and engine load (MAF or MAP).
Low
High
Engine speed
Engine load

VVT-i Target Advance (example)

[2] Detection of Actual Advance Values and Feedback Control of Displacement

Angles
● An actual advance value is calculated

Correlation
based on the movement of the camshaft Actual No.1
TDC
position sensor signal relative to the Crank angle
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

crankshaft position sensor signal. signal

The phase relationship
● T he difference between a target angle Cam angle
with crank angle signal is
identified by comparison.10°CA

Correlation
and an actual change angle is feedback- signal
controlled into the target advance value. VVT-i advance range
No.1 IN
cam lift
VVT-i advance range

Relationship between Crank shaft and

Cam Shaft Position Sensor Signals

[3]  VVT Hold Duty Ratio Learning (Hydraulic VVT-i)

● In the event the VVT-i advance value happens to be the same as the target advance value, it is
necessary to hold the VVT-i in the advanced state by using the OCV to shut off the hydraulic pressure
to VVT-i controller.
● The engine ECU learns the OCV drive duty ratio which is required to hold the VVT-i advance value,
under the following conditions. (=VVT Hold Duty Learn Value)
● The VVT hold duty learned value is generally between 40 to 60%. An example of learned control is
shown in the table below.

Hold duty learned conditions Coolant temp ≥ approx. 81˚C / 177.8˚F

Initial value 42%
Uppermost limit 80%
Lowermost limit 22.5%

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[4]  VVT-i Foreign Material Expulsion Control (Hydraulic VVT-i)
● As a rule, any foreign materials contained in engine oil are filtered out with an oil control valve filter

Using Diagnostic Tool 2 (Description by Engine Function)

before coming to the OCV. However, the possibility remains that foreign materials could get caught in
the OCV or VVT-i controller and give rise to an advance error.
● If this happens, the engine ECU repeats outputting the maximum advance signal and the maximum
retard signal to the OCV to discharge the foreign materials. This control is called VVT-i foreign material
expulsion control.
● In the process of VVT-i foreign material expulsion control, pitching vibrations, such as clutch judder,
may take place. Also, even when the foreign materials have been expelled and the malfunction is
gone, the DTC P0011 [VVT Control (Advance Error)] may be saved.

: VVT Target Displacement Angle : VVT Change Angle

(°CA) 60

50

40

30

20

10

VVT-i Foreign Material Expulsion Control (example)

[5]  Fail Safe for a VVT Failure

<1>  Hydraulic VVT-i
●W
 hen a defective VVT-i advance state is detected, rough idling or an engine stall may occur during
idling due to an increased valve overlap and a resulting increase in internal EGR.
● T o prevent such a problem, the idle speed is increased* when in a fail status.
(The speed setting differs depending on engine.)
* Only executed for P0011 [VVT Control (Advance Error)].

<2>  Electrical VVT-iE

● In case a VVT-iE system malfunction takes place, a DTC is preset for each failure mode. When a
malfunction is detected, the system is put into fail safe operation, in which the power to the camshaft
control motor is shut off and the idle up mode* is activated.
* Only for P0011, P0012, P0021, and P0022 [VVT Control Advance (Retard) Error].

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4.  IT-II Related Item

● For both Data list and active tests, those items which can be monitored differ depending on system
Using Diagnostic Tool 2 (Description by Engine Function)

type or vehicle type, but they equally allow you to check the VVT-i system in detail.

[1]  Data List

Driving
Item Abbreviation Description
mechanism
Indicates ON at an OCV drive duty ratio
VVT Control Status (Bank#)*1 VVT Ctrl B#
of 50% or more.*2
VVT OCV Duty (Bank#) VVT Ocv Duty B# Indicates OCV drive duty ratio.*3
Hydraulic
Indicates the OCV drive duty ratio
which is required for the OCV to shut
VVT Aim Angle (Bank#) VTK#
off the oil passages in order to hold the
VVT-i controller in advanced state.*3
Common VVT Change Angle (Bank#) VVTL Aim Angl# Indicates actual valve timing of VVT-i.*3
Indicates target angle of electrical
VVT-iE Aim Angle (Bank#) VVT-iE Aim Angl#
VVT.*4
Electrical
Indicates rotating direction of electrical
VVT-iE Mot Direction B# VVT-iE Mot #
VVT.*4
*1 # represents a bank position applicable to the data (See page 47).
*2 Even during the process of advance control, OFF will be indicated if the VVT OCV Duty happens to equal
the hold duty ratio.
*3 For CAN-bus compliant DTCs, numerical values are only displayed during active test. (“0” is displayed
except during active test.)
*4 Only displayed during active test.

[2]  Active Test

Driving
Item Test description Test requirements
mechanism
The OCV can be driven with ● Engine is running.
Control the VVT System (Bank#) test ON and at a duty ratio ● Accelerator pedal fully
of 100%. closed.
Hydraulic
The VVT-i controller can be ● Engine is running.
Control the VVT Linear (Bank#) driven by setting a desired ● Accelerator pedal fully
VVT OCV Duty. closed.
● Engine is running.
● Vehicle is stopped.
● Coolant temp ≥ 80˚C / 176˚F
A desired advance value ● Gearshift in P or N
Electrical Control the VVT-iE Linear (Bank#) can be set for electrical ● Test is to be stopped if max
VVT. retard learning is not done.
● Test is to be stopped if max
retard learning value is
erroneous.

CAUTION

■ Notes for analysis of check data (Hydraulic VVT-i)

● On some engines, the engine oil pressure at idle speed is not enough to advance to the most
advanced position for driving. In this case, try activating the idle-up mode by turning on A/C.

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5.  Specific Use of the IT-II
● The VVT-i system controls valve overlap so that it does not occur at idle.

Using Diagnostic Tool 2 (Description by Engine Function)

● If a problem has occurred to the VVT-i system and put it in the most advanced state during idling, the
internal EGR will increase and cause an engine stall or rough idling.
● When there are any symptoms suggesting an engine stall or rough idling, be sure to check the
VVT-i for operating conditions.

[1]  Hydraulic VVT-i System Operation Check

● The items that can be monitored on the IT-II differ depending on vehicle type. However, even if the
problem do not reoccur, you can use the procedure below to closely identify the operating conditions
of VVT-i and give a judgment as to whether they are related to the problem or not.
Check instructions Data to be taken in check Refer to
● VVT Target Displacement Angle
● Type 1: Vehicles that can be monitored for
● VVT Change Angle See <1> below.
VVT Target Displacement angle.
● VVT OCV Duty
● VVT Change Angle
● Type 2: Vehicles that can be monitored for
● VVT OCV Duty p.179
VVT hold duty ratio.
● VVT Hold Duty Ratio
<1>  Type 1: Check Instructions
● For vehicles that can be monitored for VVT target displacement angle, you can use the following
procedure to perform operation checks, based on the fact that a VVT-i advance value greatly varies
depending on the engine load conditions.
Check Procedure
(1)  Start the engine and let it warmup completely.
(2)  Display only the three data items listed in the table above.
Note: To display the data, do not select All Data but choose the three items.
(3) Conduct a D-range stall test* and confirm that the VVT Change Angle is converging toward the VVT
target displacement angle.
* W
 hen conducting a stall, maintain approximately 1500 rpm, but do not depress the accelerator pedal to full
throttle.
To prevent overheat of the torque converter, never attempt to conduct a longer than 5-second stall nor
consecutive stall tests. (Monitor the ATF oil temperature before the test or at intervals between checks.)

POINT

● The VVT Change Angle should agree with the VVT target displacement angle.
● There should not be an excessive delay in converging toward the target.

VVT OCV Duty

VVT Target
Displacement Angle

VVT Change
Angle

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REFERENCE   NG Examples in VVT-i Operation Check

Using Diagnostic Tool 2 (Description by Engine Function)

■ Example 1: Error in returning to retard side

20.00
:V
 VT Target Displacement
Angle, bank 1
:V
 VT Change Angle (Bank1)
● T he VVT-i controller is not operating
Displacement angle (°CA)

smoothly.
● It takes about 2.5 seconds to return to
the most retarded position.

(Possible causes)
1. VVT-i controller sliding error
2. Oil return hole clogged
3. OCV operation error

0.00
Time (sec)

■ Example 2: Delay in converging toward target advance value

50.00
:V
 VT Target Displacement
Angle, bank 1
:V
 VT Change Angle (Bank1) ● The VVT-i controller is not operating
Displacement angle (°CA)

smoothly.
● Cannot advance to the target
advance position in about 10
seconds.

(Possible causes)
1. VVT-i controller sliding error
2. Insufficient oil pressure
3. OCV operation error
0.00
Time (sec)

■ Example 3: Abnormal advance at advance side

40.00
:V
 VT Target Displacement
Angle, bank 1
:V
 VT Change Angle (Bank1)
Displacement angle (°CA)

● The actual advanced position is

about 10°CA beyond the target
advance value.

(Possible causes)
1. VVT-i controller operation error
2. OCV operation error
3. Timing chain system

0.00
Time (sec)

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<2>  Type 2: Check Instructions
● For vehicles that can be monitored for VVT hold duty ratio, the three items “VVT Change Angle”, “VVT

Using Diagnostic Tool 2 (Description by Engine Function)

OCV Duty” and “VVT Aim Angle” are available as part of the Data list, but numerical values can only
be monitored during the active test (Control the VVT Linear). (0 is displayed except during the
active test.)
● However, by following the procedure below, you can perform the active test (Control the VVT Linear)
to check the VVT advance value and monitor the VVT-i for operating stability.
Check Procedure
(1)  Start the engine and allow it to warm up fully.
(2) Select the three Data list items to display the data (see page 177) and make preparations to perform
the active test “Control the VVT Linear”.
(3) Increase the VVT OCV Duty gradually with respect to the hold duty ratio and observe if there are
any changes in the VVT Change Angle. (If there are no changes, attempt one more step of advance
drive.)
(4) If there are any changes, decrease the VVT OCV Duty back gradually at a desired advance position
and confirm that the VVT Change Angle is starting to retard.
(5) Repeat the steps (3) and (4) and verify there are no variations in the advance/retard speed, as well
as in the VVT OCV Duty at which advance or retard begins. (This should be checked in a stall-
free range.)

POINT

● Verify that advance or retard begins at a nearly identical VVT OCV Duty no matter how many times the
test is repeated.
● Confirm that the advance or retard speed is stable.

Advance/retard speed is stable

Actual hold duty ratio (estimation)

Advance begins at nearly Retard begins at nearly
Hold duty ratio as data identical VVT OCV Duty. identical VVT OCV Duty.

Hold duty ≈ 50%* (The value may differ with a difference among individual OCVs.)

CAUTION

Because the hold duty ratio varies with the vane location, manipulate the VVT OCV Duty such that a
switch from advance to retard begins at a nearly identical displacement angle, and then check how each
data responds.
* Even when an active test is going on, the process of hold duty ratio learning control may be carried out. As
a result, the hold duty ratio data may change. (This causes a discrepancy between the actual hold duty ratio
and the hold duty ratio data.) In this case, before proceeding with a check, confirm the “actual hold duty
ratio” based on the VVT OCV Duty and the VVT Change Angle.

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[2]  VVT-iE System Operation Check

● For VVT-iE equipped vehicles, the two items “VVT Change Angle” and “VVT-iE Aim Angle” are
Using Diagnostic Tool 2 (Description by Engine Function)

available as part of the Data list, but numerical values can only be monitored during the active
test (Control the VVT-iE Linear). (0 is displayed except during the active test.)
● However, by following the procedure below to perform the active test, you can check the VVT advance
value and monitor the VVT-iE for operating stability.

Data to be taken in check

● VVT Change Angle ● VVT-iE Aim Angle ● Engine Speed (Reference)

Check Procedure
(1) Start the engine and allow it to warm up fully.
(No active test may be performed unless the coolant temperature has risen to 80˚C / 176˚F or
more.)
(2) Select the above Data list items to display the data and make preparations to perform the active test
“Control the MD VVT Linear.”
(3) Change the VVT-iE Aim Angle while maintaining an engine speed of 1500 rpm and make sure the
VVT Change Angle is converging toward the target angle into smooth driving.
(4) Repeat the step (3) until the most advanced position is reached and confirm that there is no problem
with the advance speed or with the ability to hold a desired angle or position.
(5) Follow the same procedure to check the retard side as well.

POINT

● The VVT Change Angle should be converging toward the VVT-iE Aim Angle and the advance/retard
speed should be stable.
● Hold the VVT-iE Aim Angle at a certain value. At this time, the VVT Change Angle should be maintained
and may not give away to the advance or retard angle.

When the VVT-iE Aim Angle

Advance/retard speed is held, VVT Change Angle
is stable. is maintained.

During advance, the VVT During retardation, the VVT

Change Angle is converging Change Angle is converging
toward the electrical VVT-iE toward the VVT-iE Aim
Aim Angle. Angle.

Reverses for a moment.

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 7 VVT-i (Variable Valve Timing with intelligence) Control

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REFERENCE   VVT-i Advance Range (as of June 2007)
* The following table shows the controllable range.

Using Diagnostic Tool 2 (Description by Engine Function)

The controllable range may differ depending on vehicle type. For details, see the concerned manual.

Model VVT type Controllable range Model VVT type Controllable range

1GZ-FE Helical gear 50°CA 1G-FE Vane 47°CA

3UZ-FE Helical gear 45°CA Intake: 50˚CA
3S-GE Helical
2JZ-GE Helical gear 60°CA Exhaust: 30˚CA
1JZ-GTE Helical gear 60°CA 1TR-FE Vane 45°CA
1JZ-GE Helical gear 60°CA 2ZZ-FE Vane 43°CA
2JZ-FSE Vane 40°CA 1ZZ-FE Vane 40°CA
1JZ-FSE Vane 40°CA 1NZ-FE Vane 40°CA
2GR-FSE Vane 2NZ-FE Vane 40°CA
Intake: 40˚CA
3GR-FSE Vane 2SZ-FE Vane 45°CA
Exhaust: 35˚CA
4GR-FSE Vane 1SZ-FE Vane 60°CA
2AZ-FE Vane 40°CA 1KR-FE Vane 45°CA
1AZ-FSE Vane 43°CA Intake: 55˚CA
2ZR-FE Vane
1MZ-FE Vane 60°CA Exhaust: 40˚CA
Electrical Intake: 40˚CA
1UR-FSE
Vane Exhaust: 35˚CA

6.  Practice [VVT-i Control]

[1]  Let VVT-i advance by active test
● Check what effects are on each Data list item and how they lead to problem symptoms.

Let's check the data.

E.g.) Control the VVT Linear Active Test (3UZ-FE)

Valve overlap takes place.

Effects from VVT-i Active Test

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 8 D-4 System (Direct Injection System) [Excluding D-4S]
Part 4

8  D-4 System (Direct Injection System) [Excluding D-4S]

Using Diagnostic Tool 2 (Description by Engine Function)

1.  System Description

● The D-4*1 system is an engine in which fuel is injected directly into a cylinder.
● In order to inject fuel into a highly pressurized cylinder, a high-pressure fuel pump is used to pressurize
the fuel (approx. 12 MPa / 1740.5 psi*2). This pump is supplied by the pressure of a low-pressure
pump (approx. 0.4 MPa / 58.0 psi) located in the fuel tank.
● The pressurized fuel, when injected into the cylinder, is precisely controlled by a direct injection type
fuel injector for not only injection duration but injection timing as well.
*1 D-4: Direct injection 4-stroke gasoline engine
*2 The target fuel pressure varies depending on engine types or operating conditions.

Intake port Injector

Exhaust port

Exhaust port

Intake port
Fuel injector
for direct injection Piston

Direct injection Port injection

Direct Injection and Port Injection

Fuel pressure sensor Fuel injector for direct injection

Engine ECU
Relief valve

Electromagnetic
Pulsation spill valve
damper

Check valve

Pump plunger

High-pressure
fuel pump
Fuel pump Pressure Camshaft
regulator

High-pressure Fuel System

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 8 D-4 System (Direct Injection System) [Excluding D-4S]

Part 4
■ D-4 system block diagram
Sensor Engine ECU Actuator

Using Diagnostic Tool 2 (Description by Engine Function)

Air flow meter Fuel injector
for direct injection

Coolant temp. sensor

Output circuit
Input circuit
A/F sensor EDU

A/D converter
O2 sensor
High-pressure fuel pump
(Electromagnetic spill valve)
Fuel pressure sensor

Accelerator position sensor

Throttle position sensor

Microprocessor
Crankshaft position sensor
Input circuit

Camshaft position sensor

Vehicle speed signal

Memo

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 8 D-4 System (Direct Injection System) [Excluding D-4S]
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2.  Combustion Conditions and System Operations

● With its capability to inject fuel directly into a cylinder, the D-4 system supports the following three
Using Diagnostic Tool 2 (Description by Engine Function)

modes of combustion.
● The present mainstream is the “stoichiometric* D-4” in which no stratified combustion is performed.
* Stoichiometric combustion: Stoichiometric A/F control for ideal combustion.

Operating range
Combustion mode A/F Injection timing
Stratified D-4 Stoichiometric D-4
Compression
Stratified combustion 15 to 50 While driving under low load –
stroke
For a certain amount
Weak stratified Intake + While driving under medium
15 to 30 of time after cold
combustion Compression load
startup
While driving under high load
Homogeneous
In cold engine state All operating ranges
combustion 12 to 15 Intake stroke
During brake control except above
(Stoichiometric A/F)
During NOx reduction control

[1]  Stratified Combustion

● Fuel is injected from the fuel injector for direct injection during a latter half of the compression stroke to
form a combustible mixture layer around the spark plug while letting in air.
● The combustible mixture layer (the A/F of which is nearly equal to the stoichiometric A/F), surrounded
by a layer of air, is extremely lean as a whole but ensures a high level of combustion stability.
● Compared with homogeneous combustion, the pumping loss is reduced in stratified combustion.
Vaporization of injection fuel cools down compressed air and enhances the charging efficiency.
● In the process of stratified combustion, however, the oxygen density in exhaust gas becomes so high
that a conventional 3-way catalyst would not suffice to purify NOx. Because of this, the 3-way catalyst
is now replaced with an NOx storage-reduction catalyst that temporarily stores the NOx generated
in the phase of stratified combustion and reduces it before purification in the phase of homogeneous
charge combustion.
● In the meantime, a large amount of external EGR is introduced to decrease the combustion
temperature, thus suppressing the generation of NOx.

Intake stroke Injection in compression stroke Ignition

Stratified Combustion

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Part 4
[2]  Weak Stratified Combustion
● In weak stratified combustion, fuel injection is executed in two stages: once in an earlier half period of

Using Diagnostic Tool 2 (Description by Engine Function)

the intake stroke and once more in a latter half period of the compression stroke.
● Weak stratified combustion serves in the stratified D-4 as a kind of a bridge between stratified
combustion and homogeneous combustion, and in the stoichiometric D-4 as a means for improving
the process of warmup the catalyst right after cold startup (thanks to its high combustion temperature).

Injection in intake stroke Injection in compression strok Ignition

[3]  Homogeneous Combustion

● In homogeneous combustion, fuel is injected during the intake stroke so as to achieve a homogeneous
air fuel mixture during the compression stroke.
● An attempt is made to improve charging efficiency and combustion efficiency by means of a SCV (Swirl
Control Valve) which is provided at one of the two independent straight ports.
● In low speed ranges, the SCV is fully closed to let air in through only one port. This facilitates the
mixing of air and fuel, it also increases the flow rate as well, causing an improved charging efficiency
to result.
● In high speed ranges, the SCV is opened to increase the MAF, thus improving charging efficiency.

Injection in intake stroke Compression stroke Ignition

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 8 D-4 System (Direct Injection System) [Excluding D-4S]
Part 4

[4]  Summary of Combustion Condition and System Operation

● The following is a summary of the major control operations which are carried out in each combustion
Using Diagnostic Tool 2 (Description by Engine Function)

condition.

■ Stratified D-4, 1AZ-FSE

EGR Swirl control valve Short FT
Stratified combustion ON Fully open 0% (No fuel trim)
Weak stratified
ON Fully open 0% (No fuel trim)
combustion
Homogeneous Fully closed (low speed)
OFF Fuel trim is performed.
combustion Fully open (high speed)

■ Stoichiometric D-4, 1AZ-FSE

EGR Swirl control valve Short FT
Weak stratified
OFF Fully open 0% (no fuel trim)
combustion
Homogeneous ON (medium load) Fully closed (low speed)
Fuel trim is performed.
combustion OFF (low/high load) Fully open (high speed)

Memo

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Part 4
3.  System Component

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  High-pressure Fuel Pump
● The high-pressure fuel pump is mounted on the cylinder head cover and driven by the cam located on
the intake camshaft.
● It is configured to operate under the control of the engine ECU or the injector driver (EDU), which
controls the electromagnetic valve in accordance with operating conditions to discharge the required
amount of fuel in order for the actual fuel pressure to match the target fuel pressure.

Electromagnetic spill valve

Pulsation
damper

High-pressure fuel
(To fuel delivery pipe)

Return fuel Low-pressure fuel

(To fuel tank) (From fuel tank)
Pump plunger

Plunger lift 0
Electromagnetic
spill valve Open
Close

Valve closing timing control

Electromagnetic spill valve

Not energized Not energized Energized

Pump inlet

Return

Plunger Check valve

To fuel
delivery
pipe

High-pressure Pump Control

● It lets in and pressurizes fuel by ascending or descending the pump plunger.
● It discharges a required quantity of fuel by closing the electromagnetic valve, which is located at the
pump inlet side in an optimal timing during the pressurization stroke.
● If the electromagnetic valve closes in an early timing, the effective stroke of the plunger is extended,
causing a larger quantity of fuel to be discharged.

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[2]  Fuel Relief Valve

● The fuel relief valve is mounted on the delivery pipe
Using Diagnostic Tool 2 (Description by Engine Function)

and opens to relieve fuel when the fuel pressure in

the delivery pipe has risen to a certain value or above.
Relief valve opening
Engine
pressure
1AZ-FSE 14.0 MPa / 2030.5 psi In fuel Fuel
JZ series 14.4 MPa / 2088.5 psi delivery outlet
GR series, 1UR-FSE 15.3 MPa / 2219.1 psi pipe
Fuel Relief Valve
● With the controllable range of fuel pressure between
8 to 13 MPa / 1160.3 to 1885.5 psi*, the fuel relief
valve is closed normally and operates when the fuel
pressure has risen above normal.
* The controllable range differs depending on engine.

[3]  Fuel Injector for Direct Injection

● Injects a highly pressurized fuel in a short period of time
to form an optimal air fuel mixture in a cylinder, using a
drive system that makes use of a high voltage condenser
discharge to control electrical energy at a high voltage and
a constant current.

Nozzle hole

Fuel Injector for Direct Injection

[4]  Injector Driver (EDU: Electronic Driver Unit)
● An injector driver is featured in order to operate the fuel injector for direct injection under precise
control and at high speeds.
● The injection request signal from the engine ECU is converted into a high-voltage and high-
amperage injector signal, which is turned on or off to control the fuel injector for direct injection.
(BAT) (BAT)
20 A 10 A
EFI 1 INJ

EFI MAIN relay

10A EFI 3

Injector driver
MREL COM2
12 V IREL +B
INJ relay COM1
High-
5V voltage
generating
#1
circuit
5V
#2
#1
5V INJ1
#2 INJ2
#3
5V #3 Control INJ3
circuit INJ4
Injector Driver
#4 #4

5V INJF
INJF

Engine ECU
GND

Circuit Diagram

TIP

■ EDU
● EDU is the generic name for a high output driver circuit.
● When the actuator drive needs a high voltage or high electric current, the drive circuit is separated
from the control circuit and by establishing an EDU, counters heat generation, noise and energy loss.

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(Operation: Injection by injector #1)

Using Diagnostic Tool 2 (Description by Engine Function)

Engine ECU Injector driver

Noise filter DC-DC converter High side SW

+B

5V
GND COM1
#1

5V

Charge
#4
control

Monostable
Waveform INJ1
shaping Driver
INJ4
5V
INJF Constant
Fail detection
current

● The injection request signal from the engine ECU is Injection 5V

sent through the waveform shaping circuit, to the “high- request signal
0V
side SW via monostable circuit” and to the “driver 3.7 ± 1 A
circuit” separately. Injector drive approx. 1.9 to 2.6 A
● The high-side switch applies a high voltage, which current 8A 1.3 ± 0.3A

is boosted by the DC-DC converter, to COM-1 in

accordance with the fuel injection request signal. 5V
INJF voltage
● The driver circuit, according to the fuel injection request (fail signal)
0V
signal, switches INJ1 to ground in such a manner as to Injector Drive Signal
control fuel injection quantity and fuel injection timing.
● Once it has risen to approx. 8 A, the injector drive
current remains constant (1.9 to 2.6 A).
● The injector driver outputs the injector drive
confirmation signal (INJF) to the engine ECU under the
following conditions.

Injector drive current INJF signal

3.7 ± 1.0 A or more 0V
1.3 ± 0.3 A or less 5V

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 8 D-4 System (Direct Injection System) [Excluding D-4S]
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[5]  Fuel Pressure Sensor

● The fuel pressure sensor is attached to the fuel delivery pipe and serves to detect the fuel pressure in
Using Diagnostic Tool 2 (Description by Engine Function)

the delivery pipe.

4.5

O ring
Voltage (V)

Sensor chip
2.5

0.5

0 9.8 19.6
[100] [200] Sensor housing
MPa
Pressure [kgf/cm 2 ]

4.  Control Method

Control Description
Fuel injection control ● The most appropriate combustion mode is selected based on the engine speed
(Stratified D-4) and the accelerator position (the driver’s torque request). (This is because in
stratified combustion, the driver’s torque request cannot be recognized by the
intake manifold pressure or the MAF.)
● In the mode of stratified combustion or weak stratified combustion, a combustion
state is identified based on fluctuations in the angular velocity of the crankshaft
position sensor (fluctuations in engine torque) without performing A/F control by
O2 sensors.
E.g. * T
 he figures in parentheses
indicate A/F.
Homogeneous combustion (12 to 15)
Accelerator position

Stoichiometric A/F

Weak stratified
combustion (15 to 30)
Lean A/F
Stratified combustion
Torque during
(17 to 50)
driving at
constant speed

Engine speed
Fuel injection control ● An air flow meter or a vacuum sensor is used to detect MAF so as to control fuel
(Stoichiometric D-4) injection quantity.
● During cold engine startup, in order to facilitate the process of catalyst warmup,
weak stratified combustion is used to perform a lean mixture combustion control.
ISC control ● In the mode of stratified combustion or weak stratified combustion, fuel injection
(Stratified D-4) quantity is increased or decreased to control the actual speed to the target one.
● In the mode of homogeneous combustion, as in the case of an ordinary engine,
the MAF (changed by throttle valve opening angle) is used to achieve a target
speed control.
NOx reduction control ● The mode of stratified combustion is temporarily switched to homogeneous
(Stratified D-4) combustion in order to reduce the NOx which is stored in the NOx storage
reduction catalyst during the process of stratified combustion.
● NOx reduction control is also known as rich spike control.
Brake control ● In the mode of stratified combustion, the intake manifold pressure becomes close
(Stratified D-4) to the atmospheric pressure. It is, therefore, necessary to control the combustion
state so as to maintain the required vacuum for the brake booster.
● Normally when there is not enough vacuum, the engine remains in stratified
combustion with the throttle valve a bit more closed to help sustain the
vacuum. When that is not enough and more vacuum is needed, it changes to
homogeneous combustion.
● Booster pressure is detected by a Brake Boost Sensor.
(The sensor characteristics are the same as a vacuum sensor.)

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5.  IT-II Related Item
[1]  Data List

Using Diagnostic Tool 2 (Description by Engine Function)

Item Abbreviation Description
Injection Timing (D4) Inj Timing(D4) ● Indicate timing of injection by the injector.
Fuel Press Fuel Press
● Indicate fuel pressure detected by the fuel pressure
sensor.
Injector (Port) Injector(Port)
● Indicate duration of fuel injection.
Injection Time (D4) Inj Time(D4)
Combustion Status (D4) Combustion(D4) ● Indicate injection mode for D-4.
Fuel Pump Duty (D4) Fuel Pump(D4)
● Indicate drive duty ratio for the high-pressure fuel
pump.

Fuel Pressure Target Value FP Target Val

● Indicate target fuel pressure for the high-pressure
fuel pump.
● Indicate injection quantity that corresponds to “2
HP FP Discharge Rate HP FP Discharge rounds of injection quantity + Short-term fuel trim for
fuel pressure”.

[2]  Active Test

Item Test description Test requirements
Control the Injection ● Increasing/decreasing of fuel injection quantity. ● The test is to be
Volume ● Injection quantity can be increased or decreased stopped at 3000 rpm
by 0.2% within the range of +24.8 to -12.5% or more or under
wherein the injection quantity at test start is high-temperature/
understood as 0. high-load conditions.
● Feedback control is to be stopped during the test.
Control the Stoichiometric ● A forced switchover to homogeneous combustion. –
Ratio Combustion
Control the Stratified ● A forced switchover to stratified combustion. –
Charge Combustion
Control the Target Fuel ● Fuel pressure can be increased or decreased by ● The test is to be
Pressure 0.2% within the range of +24.8 to -12.5% wherein stopped at 3000 rpm
the fuel pressure at test start is understood as 0. or more.
Control the Injection ● The fuel injection timing is variable within the ● At idle speed.
Timing range of ±16˚CA. (To be performed per cylinder.)

D-range stall (the accelerator pedal to

be depressed gradually.)

Throttle valve opening

angle is large.
(reduced pumping loss). In weak stratified combustion, only the
first round of injection timing is output
as data.

Stratified Weak Homogeneous

stratified
Injection in intake stroke

Combustion Mode Switchover and Data List (Stratified D-4: 1AZ-FSE)

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6.  Specific Use of the IT-II

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Misfire Allowance Check (Stratified D-4)

● A misfire or a similar malfunction occurs if the spraying condition of a direct injection of injector is
inappropriate.
This may also apply to such cases where the air flow into a cylinder becomes inappropriate as a result
of carbon having been built up in the intake system such as the intake manifold.
● By using the active test function “Control the Injection Timing” to perform checks in the following
procedure, you can check each cylinder for misfire allowance (resistance to a misfire).
This is based on the fact that if the injection timing is shifted with an inappropriate spraying pattern, the
possibility of misfiring is increased when compared with a normal engine.

 Increase the Injection timing by 1˚CA and record the amount of increments at the time a misfire is
initiated, as well as the frequency of misfires (how many times per 10 sec.).
Note 1: The test should be conducted when in a defective combustion state (e.g.: homogeneous
combustion).
Note 2: Care should be taken because if an excessive misfire continues, it may cause melting
damage to the catalyst.
Judgment criteria: A “knocking” vibration comes at the time a misfire has occurred.
 Likewise, decrease the injection timing by 1˚CA for a check.
 For the purpose of comparison, use a similar vehicle model to perform the same test. Compare the
misfire points and misfire repeats to check if the misfire allowance has been reduced.

(Check example) No misfire

Increment/
-7 -6 -5 -4 -3 -2 -1 0 +1 +2 +3 +4 +5 +6 +7
Decrement
Problem
Misfire Misfire

Misfire

Misfire

Misfire

Misfire

Misfire
vehicle
Comparison
vehicle

* Possible problem causes: carbon buildup, defective INJ spraying, etc.

Combustible mixture layer in normal state

Combustible mixture layer Combustible mixture layer

with the Injection timing advanced with the Injection timing retarded

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[2]  High-pressure Fuel Pump Function Check
● For vehicles that allow you to monitor the drive duty ratio of the high-pressure fuel pump, you can

Using Diagnostic Tool 2 (Description by Engine Function)

judge the high-pressure fuel pressure system to be normal or not by comparing the drive duty ratio
required to maintain the target fuel pressure between the problem vehicle and the comparison vehicle.
Control status Possible cause Description
High-pressure The high duty ratio is attributed to malfunctioning
pump malfunction due to wear etc.
Because of leaks in the high-pressure fuel pump
Fuel leak in high-
or leaks from the relief valve, a high duty ratio is
pressure system
required to maintain required fuel pressure.
The high-pressure pump
High drive must be driven at full The high duty ratio is attributed to: actual fuel
Variance in fuel
duty ratio capacity to sustain the pressure becoming higher than the target fuel
pressure sensor
target fuel pressure. pressure due to the sensor characteristics changing
characteristics
and leaning towards the low-pressure side.
The high duty ratio is attributed to: the duty ratio
Pressure drop
required to pressurize fuel at the high-pressure side
in low-pressure
of the fuel pump is increased if there is a drop in the
system
low-pressure side of the fuel system.
The high-pressure pump The low duty ratio is attributed to: actual fuel
Variance in fuel
Low drive does not need to be pressure becoming lower than target fuel pressure if
pressure sensor
duty ratio driven much to sustain the sensor characteristics change and lean towards
characteristics
target fuel pressure. the high-pressure side.

REFERENCE H
 igh-pressure Fuel Pump Drive Duty Ratio data and High-pressure Pump Drive Signal Waveform
(E.g. 3GS-FSE)
Data list
Fuel pressure Actual waveform (FPD E1)
(VVT OCV Duty)
60 ms
4000 kPa / 580.2 psi
16% 16.6%
(Idle speed) 10 ms

25 ms
12000 kPa / 1740.5 psi 20%
20%
(D-range stall at 1500 rpm) 5 ms

[3]  Leak Test for High-pressure Injection System

● When the high-pressure injection system is normal, the fuel pressure has a tendency to keep constant.
● However, if there is a leak or a similar malfunction in the high-pressure injection system, the fuel
pressure decreases at a very fast rate after the engine is stopped.
● If a problem has taken place, check the high-pressure injection system for fuel pressure constancy
with the following procedure.
 Stop the engine and turn the ignition switch ON right away, then check the Data list “Fuel Press”.
 At certain intervals of time, check the fuel pressure value to see if the fuel pressure constancy is
appropriate.
Standard: The fuel pressure should not drop abnormally.
Possible problem causes: Leak at the fuel relief valve, leak at the injector, etc.

Left alone for 30 min (12000 → 7500 kPa / 1740.5 → 1087.8 psi)

Criterion for check: The fuel pressure should decrease

1.5 MPa / 217.6 psi when left alone for 10 minutes.

Normal Data (Stratified D-4: 1AZ-FSE)

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Part 4

9 D-4S System (Direct Injection & Port Injection Combined)

Using Diagnostic Tool 2 (Description by Engine Function)

1.  System Description

● In the stoichiometric D-4 system, a SCV with a high tumble ratio*1 needs to be used to mix the fuel
injected in a cylinder and thereby form a homogeneous mixture for good combustion.
● In the D-4S*2 system, direct injection and port injection are used in combination to perform a port-to-
direct injection switching control for formation of a homogeneous mixture in a cylinder by switching
direct injection and port injection properly according to operating conditions.
● Because of this, the D-4S engine not only eliminates the necessity to use a SCV used in a D-4 system,
but it also offers a choice of an intake port with a higher flow rate, allowing us to bring out more of the
full-load performance which is an advantage specific to a direct injection engine.
*1 Tumble: A ratio describing the angular motion of incoming air in the combustion chamber
*2 D-4S: Direct injection 4-stroke gasoline engine Superior version

Injector (for port injection)

Intake port

High-pressure slit
Dual hole type
nozzle injector
high-pressure slit
D-4S (for direct injection) D-4
nozzle injector
(for direct injection)

Pulsation damper
Low-pressure fuel piping
Fuel injector
(for port injection)

Drives injectors.
High-pressure
fuel piping
Fuel pressure Relief valve
sensor
Fuel pressure signal
Injection command
EM spill valve drive
Engine ECU command Drives injectors.
EDU Fuel injector
Injection confirmation (for direct
EM spill valve drive injection)
confirmation
Drives EM spill valve.

EM spill
Pulsation damper valve

Check valve
Pressure regulator

High-pressure fuel pump

Camshaft
Fuel filter
Fuel pump

Example: 1UR-FSE

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Part 4
■ System block diagram
Sensor Engine ECU Actuator

Using Diagnostic Tool 2 (Description by Engine Function)

Air flow meter
Fuel injector
for port injection
Coolant temp. sensor

Output circuit
Input circuit
Fuel injector
A/F sensor
for direct injection

A/D converter
O2 sensor

EDU
Fuel pressure sensor

Accelerator position sensor High-pressure fuel pump

(Electromagnetic spill valve)

Throttle position sensor

Microprocessor
Crankshaft position sensor
Input circuit

Camshaft position sensor

Vehicle speed signal

Memo

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 9 D-4S System (Direct Injection & Port Injection Combined)
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2.  System Component (The description here focuses on the major components not contained in a D-4 system.)
Using Diagnostic Tool 2 (Description by Engine Function)

[1] Fuel Injector for Direct Injection (Dual Hole Type High-pressure Slit Nozzle
Injector)
● For direct injection, a dual hole type high-pressure slit nozzle injector that features two slit-like nozzle
holes is employed.
● Thanks to the dual nozzle hole configuration, this fuel injector can fan out two streams of fuel spray,
which contribute to the spatial dispersion of injected fuel and the formation of a homogeneous mixture
layer.

Nozzle hole

■ Comparison of spraying conditions

Front view Side view Front view Side view

Dual hole type high-pressure slit nozzle injector High-pressure slit nozzle injector
(D-4S) (D-4)

[2]  Fuel Injector for Port Injection

● A standard type fuel injector for port injection is used.
[3]  Intake Manifold
● The intake manifold in the D-4S system does not include a SCV.
● In the D-4 system, the configuration is such that a swirling flow of incoming air is easier to achieve.
● The D-4S system further employs a two injector configuration, which facilitates the formation of a
homogeneous mixture in a cylinder and therefore makes it easier for intake air to flow into the cylinder
efficiently.

Injector for port Swirl control valve

injection

D-4S D-4

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Part 4
3.  Control Specifics and Operating Ranges in Each Combustion Mode
● In the D-4S system, “stratified combustion” is carried out immediately after cold startup to enhance the

Using Diagnostic Tool 2 (Description by Engine Function)

process of warmup the catalyst.
In other operating ranges, “homogeneous combustion” is performed.
Injection timing
Combustion mode A/F Injector for direct Injector for port Operating range
injection injection
Stratified Compression Expansion to For a certain amount of time
15 to 16
combustion stroke intake strokes after cold startup
Homogeneous
Expansion to All operating ranges
combustion 14 to 15 Intake stroke
intake strokes except above
(Stoichiometric A/F)

[1]  Stratified Combustion

● Immediately after the engine is started in cold state, fuel is injected from the injector for port injection,
aimed at homogenizing the mixture in the combustion chamber.
● Next, fuel is injected from the injector for direct injection and a two layered mixture consisting of a
combustible mixture layer around the spark plug and a surrounding lean mixture layer are formed.
● This layered mixture formation not only enables a substantial retardation of ignition timing but also a
rise in exhaust gas temperature, which facilitates the warmup of the catalyst and contributes to the
emissions reduction in a cold engine state.

Expansion to intake strokes Intake stroke

● P rior to the intake valve opening, fuel is ● T he intake valve opens, allowing a
injected from the injector for port injection homogeneous mixture to flow into the
to the intake port. combustion chamber.

Combustible
mixture layer
Ignition to expansion strokes Injection in compression stroke
● T he fuel injected from the direct injector forms a ● D uring a latter half period of the
combustible mixture layer around the spark plug compression stroke, fuel is injected from
while letting air in. This combustible mixture the direct injector into the combustion
layer is ignited to begin stratified combustion. chamber.

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 9 D-4S System (Direct Injection & Port Injection Combined)
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[2]  Homogeneous Combustion

● Either the injector for port injection or for direct injection or both are selectively used in combination to
Using Diagnostic Tool 2 (Description by Engine Function)

form a homogeneous mixture for combustion in such a way as to meet operating conditions.
● To improve charging efficiency and anti-knock properties, the intake air is cooled down using the
chilling effect of vapors in the fuel which is injected into the cylinder.
● In the following, a description is given of the process of homogeneous combustion that combines port
injection and direct injection.

Expansion to intake strokes Intake stroke

● P rior to the intake valve opening, fuel is ● T he intake valve opens to let a
injected from the injector for port injection homogeneous mixture in the combustion
to the intake port. chamber. In the meantime, fuel is
injected from the injector for direct
injection into the combustion chamber
during an earlier half period of the
intake stroke. The mixture and fuel thus
brought in are mixed homogeneously
with the aid of intake air flow.

Ignition to expansion strokes Compression stroke

●  spark is produced to ignite the
A ● The homogenous mixture is compressed.
compressed homogeneous mixture.

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 9 D-4S System (Direct Injection & Port Injection Combined)

Part 4
4.  Fuel Injection Control (Port-to-direct Injection Switching Control)
● In the D-4S system, fuel injection quantity and fuel injection timing are determined by the engine ECU

Using Diagnostic Tool 2 (Description by Engine Function)

based on the signals from the sensors. In the meantime, port-to-direct injection switching control is
carried out properly according to engine conditions.

[1]  Port-to-direct Injection Switching Control from Startup to Warmup

● The following is the relationships between engine coolant temperatures and injection methods.
* The Data list is concerned with a condition in which the vehicle is stopped with the engine idling in P range.

1 2 3 4

Injection
Engine condition Objective & Description
method
The engine is started only by port injection.
1 From cranking to During cranking, the fuel pressure at the side of direct injection
Port
engine startup is instable, so port injection is carried out to enhance combustion
stability (HC reduction).
Port injection and direct injection are combined to homogenize the
Right after cold
mixture, stabilize combustion, and inhibit HC generation. Also, direct
2 engine start-up
Port + Direct injection is applied during a latter half period of the compression
(catalyst warmup
stroke to increase the exhaust gas temperature, thereby improving
stage)
the warmup of the catalyst and the effect of lowering emissions.

3 Idling (coolant temp. In a cold engine state (coolant temp. ≤ 60˚C / 140˚F), fuel is injected
Port
≤ 60˚C / 140˚F) only from the injector for port injection.
After the engine is warmed up (coolant temp. > 60˚C / 140˚F), a
switchover is made from port injection to direct injection, because
4 Idling (coolant temp. the direct injector requires cooling by injection. (For the same
Direct
> 60˚C / 140˚F) reason, the disabled duration of direct injection is restricted in an
active test.)
Port-to-direct
– Normal driving switching See next page.
Direct

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 9 D-4S System (Direct Injection & Port Injection Combined)
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[2]  Port-to-direct Injection Switching by Load

● In low to medium engine speed ranges with medium to high engine load, port injection and direct
Using Diagnostic Tool 2 (Description by Engine Function)

injection are used in combination to form a homogeneous mixture, so as to stabilize combustion,

improve fuel economy, and reduce emissions.
● In high engine speed ranges, only direct injection is used for the purpose of improving output
performance. High output performance is possible because of its higher compression. High
compression is possible because of the chilling effect of vapors in the injected fuel and by improved
anti-knock property.

High

Engine load

Direct injection Direct injection only

+
Port injection

Engine speed High

Fuel Injection Map

D-range stall

Engine load increases.

Port-to-direct switching

The duration of direct injection is shortened

Only direct injection due to port-to-direct switching control.

The duration of port injection is prolonged.

Actual injection duration is 0 ms.*

Port injection begins.

* D
 ue to the nature of Data list, the last data for port injection is saved.
Therefore, to determine presence or absence of injection, it is necessary to check the “Injection Way” data as well.

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 9 D-4S System (Direct Injection & Port Injection Combined)

Part 4
TIP

Using Diagnostic Tool 2 (Description by Engine Function)

■ A/F control in the D-4S
● If the A/F gets unbalanced in a port-to-direct switching zone, both direct injection and port injection
durations are adjusted to control the A/F.
● For example, if the A/F is rich and Short FT becomes -20% as shown in the graph below, then both
injection duration by port injector and direct injector are decreased by 20%.

A/F variance
(caused in adverse
Port-to-direct switching condition test)

Range of correction

Range of correction

Fuel cut for rich A/F

5.  IT-II Related Item

[1]  Data List
Item Abbreviation Description

Injector (Port)* Injector(Port)

● Indicate fuel injection duration of cylinder #1 injector (for port
injection).

Injection Time (D4) Inj Time(D4)

● Indicate fuel injection duration of cylinder #1 injector (for direct
injection).
Injection Way Injection Way ● Indicate injection method (port/direct/port-to-direct switching).
Injection Switching Status
Injection ● Indicate disable/enable status of active test (Injection Switching
Switching Status).
* N
 umerical data (the immediately recent final injection duration) may be displayed even when no fuel injection is carried
out. Thus, when checking an injection status, refer to the “Injection Way” data as well.

[2]  Active Test

Item Test description Test requirements
D-4S (A/F Control) ● Changing fuel injection timing for direct injection ● While idling
● Stopping direct injection or port injection for
each cylinder or stopping fuel injection and
ignition.
● Vehicle stopped
● Options ● While idling
D-4S (Fuel Cut) ● Coolant temp.
[Port/Direct/Note
≥ 80˚C / 176˚F
INJ Stop/INJ-IGN Stop ● [Data list] - [Control
#1/#2/#3/#4/#5/#6 the Injection Way] is
● Changing fuel injection quantity for direct or port enabled.
injection for each cylinder. ● Within 3 minutes after
D-4S (Injection Volume)
● Options port injection (enabled
[Port/Direct/Note] after 5-min stop interval
but disabled for 5 min
● Switching an injection method. after engine start-up).
Control the Injection Way ● Options
[CTRLD/Port/Direct]

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6.  Specific Use of the IT-II

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  High-pressure Injection System Function Check

● In the event of a System too Lean (P0171) or a Fuel Pressure Error (P0087, P0088), you can use the
following data items to determine if the high-pressure injection system is normal or not.
Data list item
Point to check
Description
Fuel Pressure Target Value Control target value
Check if an actual fuel pressure (sensor value) is
Fuel Press Sensor value
converging toward a target value.
HP FP Discharge Rate Control target value
Check Procedure
(1) Display the above three data.
(2) Referring to the description in the customer analysis sheet and FFD, perform a simulation test under
the problem conditions described by the customer.

POINT

● Check if the fuel pressure is converging toward the target fuel pressure for high-pressure side.
Note: A target value and actual fuel pressure disagree when no fuel is being discharged from the high-
pressure fuel pump like in deceleration fuel cut etc. To know if fuel cut is taking place, you can check
the discharge rate of the high-pressure pump.

: Fuel Press
: Fuel Pressure Target Value
: HP FP Discharge Rate

Driving at constant speed

Deceleration
Deceleration
Acceleration

Fuel cut is underway. Fuel cut is underway.

(Pump discharge rate is 0 mm3) (Pump discharge rate is 0 mm3)

Data Example of High-pressure System Check (1UR-FSE)

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Part 4
[2]  Identifying the Malfunction System at the time of Idle Instability
● In the event of idle instability etc., the active tests (Control the Injection Way) can be used to narrow

Using Diagnostic Tool 2 (Description by Engine Function)

down the problem systems to determine if the problem is with the injection system or any other system
(ignition or compression).
If the fuel system is found to be malfunctioning, you can further narrow down the problem areas to
determine whether the problem is with the direct injection side or with port injection side.

■ Flow of diagnostic troubleshooting

Rough idling occurred.

Compression
(1)  Narrowing down the problem systems

Ignition
• Fuel system or ignition/compression system?
Check and repair* the ignition system
• Direct injection side or port injection side?
and compression system.
[Active Test → Control the Injection Way]
(See below.)

Fuel

(2)  Locating the problem cylinder

[Active Test → D-4S (Fuel Cut)] Check and repair the problem cylinder.
(See the next page.)

* The possibility remains that the fuel system may have a problem due to degraded fuel.

(1)  Narrowing down the Problem System

Data list item
Engine Speed Injection Way Injection Time (D-4) Injector (Port)

Active Test item

Control the Injection Way

1.  Start the engine and allow it to warm up fully.

(No active test may be performed unless the coolant temperature has risen to 80˚C /
176˚F or more.)
2.  Select the above four Data list and make preparations to perform the active tests.
3.  When in idling state, switching the injection method between direct injection and port
injection and observe the engine’s operating conditions.

■ Judgment criteria
Result of active test
Judgment
Direct Port
Rough idling Normal Direct injection side malfunction
Normal Rough idling Port injection side malfunction
Ignition and compression system
Rough idling Rough idling
malfunction

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 9 D-4S System (Direct Injection & Port Injection Combined)
Part 4

Rough idling occurs.

Using Diagnostic Tool 2 (Description by Engine Function)

If switched to port injection, rough idling

occurs.
Injection method →The port injection injector can be judged
is changed to be malfunction.
(from direct to port).

Changes in Engine Conditions by Control the Injection Way for Rough Idling (2GR-FSE)
(For the test, the port injector connector of cylinder #1 is removed.)

(2)  Locating the Problem Cylinder*

1. Start the engine and allow it to warm up completely.
(No active test may be performed unless the coolant temperature has risen to 80˚C /
176˚F or more.)
2. Select the same Data list as those chosen in (1) and make preparations for the active test
“D-4S (Fuel Cut)”.
3. With the engine idling, turn off the injection of the cylinders one by one in the system
where the problem is present (port injection side or direct injection side), and then confirm
the engine’s operating conditions.
* For vehicles that can be checked using the Data list item “All cylinder Misfire Count”.

POINT

Turn off the injection of cylinders one by one starting from cylinder #1 and find out the cylinder that causes
the engine speed to decrease less than the others. That is the problem cylinder.

The cylinder #1 at port injection side, when injection is

stopped, does not show a drop in engine speed, and
the result is opposite for the rest of the cylinders.
→ The port injector of cylinder #1 is the malfunction.

Cylinder with
injection OFF Cyl #1 Cyl #2 Cyl #3 Cyl #4 Cyl #5 Cyl #6

Changes in Engine Conditions in D-4S (Fuel Cut) (2GR-FSE)

(For the test, the port injector connector of cylinder #1 is removed.)

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 9 D-4S System (Direct Injection & Port Injection Combined)

Part 4
TIP

Using Diagnostic Tool 2 (Description by Engine Function)

Effects of Injection Change and Power Balance on Malfunction (e.g.)

#1 #2 #3 #4 #5 #6
Port injection ×
Direct injection
* Possible problem causes: #6 INJ error at port injection side.

#1 #2 #3 #4 #5 #6
Port injection ×
Direct injection ×
* Possible problem causes: #1 compression error, spark plug error, ignition coil error, carbon buildup, etc.

#1 #2 #3 #4 #5 #6
Port injection × × × × × ×
Direct injection
* Possible problem causes: Error in low-pressure fuel system etc.

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 10 Charge Control
Part 4

10 Charge Control
Using Diagnostic Tool 2 (Description by Engine Function)

1.  System Description

● In a conventional charging system, the battery is charged at a constant voltage independently of
driving conditions. However, the alternator’s generation of electricity causes an increase in engine
load, which leads to an increase in the quantity of fuel injected and thus influences fuel consumption.
● In a charge control system that features a current sensor at the auxiliary equipment battery, reduction
of engine load is achieved for less fuel consumption of an engine by decreasing the amount of
alternator generation during acceleration and increasing it during deceleration.
● The battery input/output current detected by the current sensor is used by the engine ECU to calculate
a state of charge (SOC). While idling or driving at a constant speed, the generation voltage is
controlled so that the SOC becomes closer to target value.

Electrical load

Electrical load signal IC regulator

Amperage
Battery current Calculation of SOC
sensor* Battery temp. Generation Alternator
Battery temp. voltage
sensor Voltage command

Evaluation of
Sensors
Battery driving conditions

Engine ECU
* On some vehicles, a battery current sensor is provided at the plus side of battery.

■ System block diagram

Sensor Engine ECU Actuator

Battery current sensor

Alternator
Output circuit
Input circuit

(IC regulator)
A/D converter

Battery temp. sensor

Throttle position sensor

Neutral start switch

Crankshaft position sensor

Microprocessor

Stop lamp switch

Input circuit

Vehicle speed signal

Battery voltage

Electrical load signal

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2.   System Component

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  IC Regulator
● The amount of alternator generation tends to increase as the RPM increases. So the amount of
electricity generated by the alternator varies as the engine RPM or engine load changes according to
driving conditions.
● The IC regulator controls voltage output within a specified range not only in a normal state but also
in a condition that voltage output is going to exceed the specified range, as represented by driving at
high speeds or under low load.
In response to the electric generation control signal from the engine ECU, the IC regulator also
controls the amount of electric generation so that it stays appropriate for the driving conditions.

E.g. Combination
100 meter
90
MIL ON/OFF
80
L
Output Current (A)

70
Alternator Amount
60 of electric
M generation
50 ALT Engine
IC regulator RLO
40 RLO ECU
Electric
generation
30
control signal
20
IG B Charge
10
IG switch
0 2 4 6 8 10 12 14 16 18 Power supply
Battery
Alternator rpm (× 1000 rpm)
Alternator Generation Characteristics IC Regulator Circuit
(Rating: 80 A)

Terminal Function Terminal Function

Output an electric generation status to
B Output generated electricity to battery. M
the engine ECU.
IG Power supply for IC regulator. Regulate the amount of electric
Illuminate or extinguishes the MIL depending on RLO generation according to the charge
L control signal from the engine ECU.
generation status.

[2]  Battery Current Sensor

● Serves to detect an amount of electric current charged to or discharged from the battery.
It uses a hall IC for detection. If there is a change in the magnetic flux density which is generated in
the core unit during current charging or discharging to/from the battery, the battery current sensor
converts that change into an electric voltage and outputs it as a signal.
The engine ECU calculates a state of charge (SOC) by this signal.
Battery temp. sensor 5
Battery current sensor (thermistor unit) 4.5
Output voltage (V)

4
3.5
3

Sectional view 2.5

2
1.5
1
0.5

-100 -50 0 50 100

Measured current (A)
* There is another version in which the battery current sensor and Characteristics of the Battery
temperature sensor are separated. Current Sensor
[3]  Battery Temperature Sensor
● The battery temperature sensor detects ambient temperature near the battery (fluid temperature).
● If the charge/discharge cycles is repeated when the battery fluid temperature is overly low or high, it
could expedite battery deterioration or cause an overdischarge.
For this reason, the battery temperature sensor is signaling the engine ECU to initiate charge control
when the battery temperature is between 10 to 70˚C / 50 to 158˚F.

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 10 Charge Control
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3.  Charge Control Method

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Basic Control Mode

● Charge control is initiated if the state of charge (SOC) has become 90% or more.
● The SOC is derived from the input/output current of the battery and is judged to be 90% or more if the
charging current to the battery remains low (e.g., 5 A or less) for five minutes or more.
● When the SOC is low or when in the supplemental charge mode, described on next page, the
conventional constant voltage method (constantly 14.3 V) is applied.
Driving condition Description of control
Idling/driving
While the SOC is being monitored, charge control is performed as needed.
at constant speed
Acceleration Charge control is performed with Lo (12.5 V) defined as the target value.
Deceleration Charge control is performed with Hi (14.8 V) defined as the target value.

<1>  Control Example (The following is just an example of charge control. In actuality, the engine ECU is engaged in
charge control while monitoring the SOC.)

Acceleration Deceleration
Head light ON

Charge Charge
The amperage Discharge Discharge
changes in proportion
as the Output Duty
changes.

The Output Duty

changes according to
the valve of Alt Vol-
Non Active Test.
During deceleration, As the degree of electrical load
the target voltage is goes high, the target value is
increased. increased.

1 2 3 1 4

Alternator non-
Driving Charge/
No. forced drive Control status
condition Discharge
voltage (V)
The amount of alternator generation is decreased
1 Idling 12.5 Discharge to reduce the load induced by generation, thereby
contributing to lower fuel consumption.
The amount of alternator generation is decreased to
2 Acceleration 12.5 Discharge reduce the load induced by generation so that engine
output can be used efficiently for acceleration.
The engine braking force is used to drive the alternator.
3 In other driving conditions, the stage of charge is usually
Deceleration 14.8 Charge
suppressed, whereas during deceleration the amount of
alternator generation is maximized to charge the battery.
As the discharge current increases with the head lights
4 Idling
14.3 Charge ON, the duty ratio is increased to add to the amount of
(head light ON)
electric generation for prevention of an overdischarge.

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[2]  Supplemental Charge Mode

Using Diagnostic Tool 2 (Description by Engine Function)

<1>  When the engine is started up
● The battery is charged with generated electricity by the constant voltage method.
● Protection of the battery is attained by preventing a decrease in the battery capacity in such
cases where the vehicle has been parked for a long time.

<2>  When two to four hours have passed with charge control ON
● The battery is charged with generated electricity by the constant voltage method.
● Long-hour charging or discharging sometimes cause an error in the integrated value of
amperage. This error may cause the battery capacity drop. To prevent this, the charging capacity
is periodically checked to rectify an error.

[3]  Refresh Charge Mode

● This mode is activated when a total of 20 hours have passed since driving was started.
● Like in the supplemental charge mode, constant voltage generation is carried out but the charging
duration is longer than in the supplemental charge mode to obtain sufficient charging.
● The battery is charged only periodically, to prevent the shortening of battery life that may be induced
by a repeated cycle of charging and discharging.

TIP

■ Switching to the constant-voltage generation mode

● In addition to the “Supplemental charge mode” and the “Refresh charge mode”, there are other
enable conditions for switching to the constant-voltage generation mode.

●When the windshield wipers are operating/When the blower motor is running under high load.
● If the battery voltage changes due to the operation of electrical equipment, the voltage generated by
alternator changes.
If the voltage generated by alternator changes, the engine load changes.
This change in engine load may cause the driver to feel a sense of discomfort while driving. Charge
control is halted to avoid such a sense of discomfort arising out of a change in engine load.

●When a sensor failure occurs

● If any of the following sensors fail, charge control is halted to prevent a decrease in charging
capacity.

Battery current sensor Battery temp. sensor Vehicle speed sensor Stop light switch

Throttle Accelerator Crankshaft Neutral Position

position sensor position sensor position sensor SW signal

●When the charge control halt request signal is received.

● In the event of an overcharge or an overdischarge, charge control is halted to protect the battery and
prevent a drop in charging capacity.

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 10 Charge Control
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4.  IT-II Related Item

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Data List

Item Abbreviation Description
Battery Voltage Batt ● Indicate a battery voltage for auxiliary equipment.
● Indicate an amperage value calculated by the battery current
sensor.
Battery Current
Batt ● Change with an electrical load and with an alternator output
Current duty.
● A positive amperage value represents “charging”, while a
negative value “discharging”.

Battery Temperature
Battery ● Indicate an ambient temperature (fluid temperature)
Temp calculated by the battery temperature sensor.

Alternator Output Duty

Alt Output ● Indicate an amount of electricity generated by the alternator
Duty (charge control signal: RLO terminal output).
● Indicate a requested output voltage except when the active
Alt V test “Control the Voltage of Alternator” is under execution.
Alt Vol - Non Active Test
Normal ● Change with battery fluid temperature or with driving
conditions.

Alt Vol - Active Test

Alt V Active ● Indicate a requested output voltage when the active test
test “Control the Voltage of Alternator” is under execution.

REFERENCE

■ What the Alternator Output Duty tells.

● The Data list “Alternator Output Duty” can be checked to know if the alternator is exerting its
potential performance during idling or in each operating condition.

The degree of electrical load is increased gradually.

Indicates a duty ratio of 100%.

The alternator is exerting as much power as it can.

Alternator current (A) (measured by a circuit tester)

100
90
80
70
60
50
40
30
20
10
0

Data Example (Measured during Idling)

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Part 4
[2]  Active Test

Using Diagnostic Tool 2 (Description by Engine Function)

Item Test description Test requirements
Control the ● A forced command for alternator’s generation voltage
Voltage of ● The value of generation voltage is variable between ● Engine running.
Alternator 12.5 V and 14.6 V.

<1>  Example of Active Test

● The following is a graph of the Data list which is monitored when conducting an active test.
(However, the alternator amperage value is not from the Data list but the data taken by
measuring with a circuit tester.)
● The horizontal axis “Control the Voltage of Alternator” is the voltage value that is manipulated in
the active test.

Discharge Charge : Battery Current : Battery Voltage

: Alternator amperage : Alternator Output Duty
14.5 28 50
The battery voltage is controlled in accordance
24 with the generation voltage request.
14 20 40

16

Alternator Output Duty

13.5 12 30
Voltage (V)

Current (A)

13 4 20

0 Discharging is switched to charging when

the battery current has reached 0 A.
12.5 -4 10
The alternator current is 0 A, which indicates
-8
the alternator is generating no electricity.
12 -12 0
12.5 12.8 13.1 13.4 13.7
Control the Voltage of Alternator (V)

The battery amperage value is negative, which

indicates the battery charge is being consumed
while the alternator is generating no electricity.

POINT

Through this active test, you can check if the alternator is generating electricity as requested by the
electric generation command from the engine ECU. (= Function Check)

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5.  Specific Use of the IT-II

Using Diagnostic Tool 2 (Description by Engine Function)

[1] Utilizing the IT-II for a Battery Overdischarge (Checking for the Balance of
Charge Input and Discharge)
● The relationship between the amount of charge to a battery and the amount of discharge from the battery is called
the “balance of charge input and discharge”, and if the balance between charge input and discharge is lost, it
could cause the battery to be overdischarged and create a battery fail condition.
● When a customer claims battery overdischarge condition saying something like “The battery is dead” or “The
engine would not start” or when the diagnostic trouble code P1602 “Battery Deterioration” is detected, it is
necessary to check the conditions in which the vehicle was used by the customer and check for a parasitic current
etc., also it must be determined if the balance of charge input and discharge is normal or not.
Perform the two types of checks shown in the table below.
(1)  Checking the Alternator Output
● Apply electrical loads while holding the engine speed at 2000 rpm.
● You can confirm the existing performance potential of the vehicle by checking the alternator output at the rpm where
the alternator can exhibit its maximum output.
(2)  Checking the Balance of Charge Input and Discharge in Simulated Conditions
● Apply electrical loads while driving the vehicle in accordance with the description in the customer analysis sheet.
● By simulating the problem conditions described by the customer, you can narrow down the problem causes to find out
whether the problem is attributed to the usage of the vehicle or to the vehicle itself.

<1>  Diagnosis Procedure

REFERENCE
● When checking the balance of charge input and discharge, you can charge the battery fully to eliminate an error
which is caused by the existing current charge in the battery.
● To charge the battery fully, hold the engine speed at an rpm that allows maximum alternator output. If the battery
amperage value has become slightly below 5 A, then the battery is fully charged.
(1)  Checking the Alternator Output
● Start the engine and allow it to warm up. Then, while holding the engine speed at about 2000 rpm,
sequentially apply the electrical loads that the customer was using and check the Data list and the
alternator amperage value.
● Through this check, you can check the maximum output of the alternator and also determine whether
the degree of electrical loads the customer was using exceeded the maximum output of the alternator or
not.
Data list item to note Point to check
Battery Voltage ● Check if an actual voltage is converging toward the generation voltage
Alt Vol-Non Active Test requested by the engine ECU.
Alternator Output Duty ● Check if the duty ratio increases as the electrical load increases.
Battery Current
● When applying the electrical loads, find out at which point the battery
voltage drops to discharge (negative).
Data to note Point to check
● Check if the alternator current increases or decreases in sync with the
Alternator Output Duty.
Alternator Current (This item should be checked using a circuit tester, as it cannot be
monitored using IT-II.)

POINT

When current consumption exceeds the alternator output, and the “Battery Current” value turns to negative
(discharge), it is judged that the customer used electrical load has exceeded the alternator output.

TIP

■ DTC P1602 “Battery Deterioration”

Detecting conditions
Diagnostic conditions ● The engine has been running for 60 seconds or more.
● The engine is running and the electrical load signal is OFF.
Problem condition The battery voltage is less than 10.75 V.
Problem duration 10 seconds or more
Other One trip
● As the detecting conditions suggest, the P1602 does not represent battery deterioration itself but a malfunction in
the charging system.

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 10 Charge Control

Part 4
■ Check data example 1
Maximum output of alternator at

Using Diagnostic Tool 2 (Description by Engine Function)

100 10 100 the present engine speed
The point the alternator exerted as
90 9 much power as it had. 90
E.g.
80 8 80
100
70 7 70

Alternator Output Duty

90
Alternator Current (A)

Battery Current (A)

60 6 60

Output Current (A)

80
50 5 50
70
40 4 40
60
30 3 30
50
20 2 20

10 1 The point the battery power started to be consumed 10 40

0 0 0 30

-1 20

-2 10
-3
Clearance Head lamp Head lamp Rr. Fr. A/C Rr. A/C Fog lamp, 0 2 4 6 8 10 12 14 16 18
Idling
lamp (Lo) (Hi) defogger room lamp, etc.

Electrical Loads Alternator RPM (× 1000 rpm)

Alternator Generation Characteristics
* Apply the electrical loads one by one starting from the left-most item. (Rating: 80 A)
* The alternator current indicates the values measured by a circuit tester, and the rest is the value in Data list.

(2) Checking the Balance between Charge Input and Discharge under Simulated
Conditions
● Drive the vehicle under the simulated problem conditions as described in the customer
analysis sheet and evaluate the balance between charge input and discharge.
Data item to note Point to check

Battery Current
● Check if the amperage value is more likely to become negative (discharge) or
positive (charge).
Alternator Output Duty
● Check if the duty ratio and the battery amperage value increase or decrease in
sync.
Alt Vol-Non Active Test ● Check if an actual voltage is converging toward the generation voltage
Battery Voltage requested by the engine ECU.

POINT

Checks if the charge input and discharge was balanced under the conditions in which the customer
experienced a dead battery (road conditions, driving conditions, electrical loads, etc.).

■ Check data example 2

You can check if the
Output Duty and the
amperage value are in
sync.

Area of [ ]: A
Area of [ ]: B
Taking this
assumption, you can
compare A and B and
reach a Pass/Fail
judgment as follows:
A ≤ B: “Pass”
A > B: “Fail”

You can check if

an actual voltage is
converging toward the
generation voltage
requested by engine
ECU.

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 10 Charge Control
Part 4

TIP
Using Diagnostic Tool 2 (Description by Engine Function)

■ Checking for a parasitic current

●What is parasitic current?
● Parasitic current refers to a current that flows when the equipment is in OFF status. As an
automobile term, it means a current that flows in IG OFF status.
● Normally, parasitic current is between a few mA to 50 mA, and does not affect the battery function.
However, if any switches are left ON or there is something wrong with any equipment, the parasitic
current will increase and possibly cause a dead battery.

●Check procedure
● Turn off all switches or similar devices and measure current discharge from the battery.
● To measure a parasitic current, connect the tester without disconnecting the negative circuit of
the battery.   
When the negative circuit is disconnected, connect the
tester between the battery negative and the battery
terminal, leave it alone for a while to make the parasitic current
stable, and then measure the current.  
* T
 he parasitic current will increase as the CAN-bus communication is
still alive right after turning the ignition switch OFF. Pay attention to
the amperage range of the tester.

●Example of parasitic current

Application Specific example
1
Microprocessor standby current, which ● Smart entry
keeps an operation ready status. ● Immobilizer
● Radio channel memory
2 Data memory current ● Diagnostic information
& learned values
3 Others ● Clock

Memo

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 10 Charge Control

Part 4
6.  Let’s Practice

Using Diagnostic Tool 2 (Description by Engine Function)

[1]  Run a drive test and check the Data list relating to charge control
● Sample drive test data and check with the following Data list on the IT-II or the PC2000pro.
Item to check Point to check
Vehicle Speed ● Status of: acceleration, driving at a constant speed, and deceleration
Accelerator Idle Position ● Accelerator pedal ON/OFF status
Battery Current ● Positive (charge) or negative (discharge) status of amperage value
Alternator Output Duty ● Relationship between the Alternator Output Duty and the battery current
Alt Vol-Non Active Test
● Relationship between the Alt Vol-Non Active Test and the Alternator Output
Duty

Battery Voltage
● Change in the auxiliary equipment battery voltage relative to the Alt Vol -
Non Active Test (target value).

Let’s Check the data.

Acceleration Deceleration

Idling

Accel. ON Accel. OFF

Charge if amperage is above 0 A. Discharge if amperage is below 0 A.

Relationship between the

Alternator Output Duty and the
battery current

Relationship between the Alt

Vol-Non Active Test and the
Alternator Output Duty

Relationship between the Alt

Vol-Non Active Test and the
alternator voltage for non-
forced drive

215
 Memo
Part 4 Using Diagnostic Tool 2 (Description by Engine Function)

216
 Part 5
Using Diagnostic Tool on
Failure Diagnosis
by Problem Symptom

217
 1 Failure Diagnosis by Problem Symptom
Part 5

Using Diagnostic Tool on Failure Diagnosis by

Part 5 Problem Symptom
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

In this chapter, while proceeding with the topic of Failure Diagnosis by problem symptom, we take up the Inspection
Using the Diagnostic Tool as a theme.

1 Failure Diagnosis by Problem Symptom

1.  How to Proceed with Failure Diagnosis by Problem Symptom

● We can say that failure diagnosis by DTC is a relatively easy process because the areas to be
checked are limited with the exception of some DTCs.
● The current state that we cannot identify the trouble range by using DTCs, is regarded as a highly
difficult Diagnosis, and has the following pattern.
No DTCs are set. + No symptom reoccurs.
● In order to ensure a systematic and correct diagnosis even in a difficult state as mentioned above, see
the information in this chapter and master the basic points of diagnosis by problem symptom.

[1]  Diagnosis Flow Chart

● T he following flow chart is also described in Part 2 (p.20). In this chapter, a detailed description will be
given of how to proceed with “Failure diagnosis when no DTCs are set”.

Grasp the problem symptoms correctly (p.21)

• Thorough customer problem analysis Judged to be
and symptom confirmation malfunction
• DTCs check or not.

Judged to be malfunction.

DTCs are set. No DTCs are set.

Proceed with failure diagnosis,
considering whether there is a
relationship with other systems etc..

Save DTCs Perform basic inspection with the IT-II (p.36)

The detected DTC
Save DTCs and FFD (p.25). is not related to the Perform basic inspection while estimating possible causes.
symptoms.

Reoccur Not reoccur Reoccur Not reoccur

Failure diagnosis Simulation test, failure Failure diagnosis Simulation test and
by DTC diagnosis by DTC by symptom failure diagnosis
by symptom
Failure diagnosis with • Simulation test • Data list
repair manual. • FFD (p.28) • Active test • Simulation test
• Check mode (p.34) • Measurement function • Check mode (p.34)
• Data list • Data list (p.13) • Data list
• Active test • Active test • Active test
• Measurement function • Measurement function • Measurement function
(p.13) (p.13) (p.13)

Failure diagnosis when no DTCs are set.

Confirmation test after repair

All Readiness (p.8)

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 1 Failure Diagnosis by Problem Symptom

Part 5
[2]  Procedure of Highly Difficult Diagnosis
● To perform the Diagnosis when no DTCs are set, follow the procedures shown below.

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Identifying the most likely problem causes from the results of customer problem analysis
and basic inspection
● Identify the most likely problem causes, referring to pages 220 to 228, “List of Possible Causes
1 by Problem Symptom”.
Point  Divide the problem causes in two using the results of A/F diagnosis through the
basic inspection*1. (If the causes affect to A/F or not.)

*1 If the malfunction does not reoccur, identify the most likely problem causes from FFD.

Sorting out the items to be checked

● For the problem causes which you identified, figure out every checking method that can identify
(confirm) the causes.
2 (For checking methods, see pages 220 to 228)
Point  Be accurate in sorting out the items to be checked and make sure to take notes
to ensure there are no missing items to check.

Prioritizing the checks

● Assign a priority to the items to be checked (based on ease of checking and extent of effects of
causes) to organize the checks you are going to perform.
Point  Begin with the checks using the diagnostic tool and avoid unnecessary
3
disassembling. Even if some items are considered as possible causes, it may be
necessary to give them lower priority.
(No reoccurrence of symptoms due to disassembling may make it more difficult
to find the problem causes.)

Checking the items and identifying the causes

● Be accurate in checking each single item so that the causes can be accurately identified.
4
Point  If you have any doubt about something when proceeding with your checks, you
should not go on, and sometimes it may be necessary to return to the beginning.

Repairing and confirmation after repair

5 ● After repairing, perform an overall check of each checked area and repaired portion.
Point  Perform confirmation after repair by utilizing the All Readiness function (p.8).

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 1 Failure Diagnosis by Problem Symptom
Part 5

2.  List of Possible Causes by Problem Symptom

● These are lists of possible causes for engine malfunctions: “starting trouble”, “rough idling”, “engine
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

stall”, “hesitation” and “insufficient engine power”. The lists can be used in diagnosing malfunctions for
which no DTCs are detected.
● Under “How to check using a diagnostic tool” of the table, page numbers or section titles are given as
the reference sources where further information can be found in this manual.
For the items given an “*”, no further information is available in the manual. For the items with a Data
list title (abbreviation) shown to the right of the arrow, the corresponding Data list should be used to
perform checks.

[1] Starting Trouble (Cannot Crank)

Possible causes
How to check using a diagnostic tool Others
System Component Failure mode
* Check if voltage is not less than 5 V  Specific gravity check
Battery Voltage drop during the ignition switch in start  Check with a battery
position. → BATT checker
Power
supply Ignition switch STA ON disabled * Check the Data list STA for ON-OFF. Component check
system
Smart entry & start STA signal ON
* Check the Data list STA for ON-OFF. –
system disabled
 Operating noise check
Sticking  Voltage check at 30
Starter Internal failure – and 50 terminals
Starting Circuit malfunction  Component check of
system starter

Neutral start switch Does not turn ON *C

 heck the Data list NSW for ON-OFF. –

Check for malfunction

Engine
Engine friction High friction – by manually rotating the
unit
engine

[2] Starting Trouble (Cranking Speed Malfunction)

Possible causes
How to check using a diagnostic tool Others
System Component Failure mode
Power * Check if voltage is not less than 8 V  Specific gravity check
supply Battery Voltage drop during the ignition switch in start  Check with a battery
system position. → BATT checker
*C
 heck if the speed is normal during
Starting
Starter Internal failure cranking. → ESPD Component check
system
[Normal: 200±50 rpm (at normal temp.)]
* Check if the speed is low during Check for malfunction
Engine friction High friction cranking. → ESPD by manually rotating the
Engine [Normal: 200±50 rpm (at normal temp.)] engine
unit
Compression p.253, 9. Engine Speed Measurement Compression
Compression
decrease per Cylinder measurement

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[3] Starting Trouble (During “start injection control” See page p.97)

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Possible causes
How to check using a diagnostic tool Others
System Component Failure mode
Circuit opening * Active test “Control the Fuel Pump /
Circuit malfunction
relay Speed” → Operating noise check
Fuel pump Cannot operate
Fuel pressure check
Pressure regulator Fuel leak

Fuel filter Clogged

* Check if the A/F has already been
Fuel Injector operating
Injector circuit Circuit malfunction compensated. → LFT
system noise check
* Fuel pressure check (D-4 only) → FP
Unintentionally
added diesel fuel,
Contaminated fuel –
Inclusion of water
etc.
Fuel relief valve
Leak * Fuel pressure check → FP –
(D-4)
Remove the EGR
Intake valve and check for
EGR valve Closure malfunction –
system marks by foreign
objects overlapped.
Intake valve
Engine Exhaust valve p.253, 9. Engine Speed Measurement Compression
Closure malfunction
unit (compression per Cylinder measurement
decrease)
Crankshaft position Instantaneous signal * C
 heck if the cranking speed is displayed
–
sensor loss without a break. → ESPD
Control p.56, 1. Coolant Temperature Sensor and
system Coolant temp. Intake Air Temperature Sensor
Sensor malfunction –
sensor p.247, 7. Coolant Temperature Sensor
Characteristic Check
Power ECU power Check the ECU power
p.256, 10. ECU Power Supply and
supply supply, Malfunction supply and ground
Ground System
Grounding Ground systems circuits.

[4] Starting Trouble (During “after start injection control” See page p.98)
Possible causes
How to check using a diagnostic tool Others
System Component Failure mode
Circuit opening Instantaneous signal * Active test “Control the Fuel Pump /
relay loss Speed” → Operating noise check
Operation
Fuel pump
malfunction Fuel pressure check
Pressure regulator Fuel leak
* Check if the A/F has already been
Fuel filter Clogged compensated. → LFT
Fuel * Fuel pressure check (D-4 only) → FP
system Unintentionally
added Diesel fuel,
Contaminated fuel –
Inclusion of water
etc.
High-pressure fuel
Operation instability
pump (D-4)
* Fuel pressure check → FP –
Fuel relief valve
Fuel leak
(D-4)
Vacuum leak
Intake (downstream of
– p.236, 3. Vacuum Check Vacuum check
system throttle valve)
(EFI-L)
To be continued

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Possible causes
How to check using a diagnostic tool Others
System Component Failure mode
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Remove the EGR

valve and check for
EGR valve Closure malfunction p.240, TIP
marks by foreign
objects overlapped.
* Active test “Activate the VSV for EVAP VSV passage check
Purge VSV Closure malfunction
Control” → Function check (Air tight)
Measurement of HC
Intake Blowby gas Over-density p.270, <5> Blowby Gas HC Density Check
density in engine
system
Check the operation
Operation status with IG ON.
*A
 ctive test “Control the ISC Duty Ratio”
ISCV malfunction Check the air
→ Function check
Carbon buildup passages for carbon
buildup.
Check the throttle
Electronic control p.159, [2] Estimating Carbon Buildup in
Carbon buildup valve area for carbon
throttle body the Throttle Body buildup.
Component check of
Engine Abnormal advance OCV
VVT-i system p.177, 5. Specific Use of the IT-II
unit angle Filter check
VVT pulley check
Instantaneous signal p.58, 2. Air Flow Meter (Hot Wire)
Air flow meter
loss p.241, 5. Air Flow Meter Characteristic –
(EFI-L)
Abnormal character Check (Hot Wire)
Instantaneous signal p.60, 3. Vacuum Sensor
Vacuum sensor
loss p.246, 6. Vacuum Sensor Characteristic –
(EFI-D)
Abnormal character Check
Control
system p.56, 1. Coolant Temperature Sensor and
Coolant temp. Intake Air Temperature Sensor
Abnormal character –
sensor p.247, 7. Coolant Temperature Sensor
Characteristic Check
Fuel pressure p.68, 7. Fuel Pressure Sensor (D-4, D-4S)
sensor Abnormal character p.249, 8. Fuel Pressure Sensor –
(D-4) Characteristic Check
Power ECU power Check the ECU power
p.256, 10. ECU Power Supply and
supply supply, Malfunction supply and ground
Ground System
Grounding Ground systems circuits.

[5] Starting Trouble (Delay in “start injection control” / “after start injection control”)
Possible causes
How to check using a diagnostic tool Others
System Component Failure mode
Decrease in
Fuel pump
discharge pressure
Fuel pressure check
Pressure regulator Fuel leak
Fuel filter Clogged After startup, perform the following checks.
p.113, [1] Checking A/F Correction
Clogged Status
Fuel injector Poor sealing p.229, 2. Fuel System Check (Low- Injector operating noise
(Port) performance check
pressure System)
Circuit malfunction
* Fuel pressure check (D-4 only) → FP
Fuel Unintentionally
system added diesel fuel
Contaminated fuel –
Inclusion of water
etc.
Clogged In addition to the above two, check the
Fuel injector Injector operating noise
Poor sealing following items as well.
(Direct) (D-4) check
performance p.193, [2] High-pressure Fuel Pump
High-pressure fuel Operation Function Check
pump (D-4) instability p.193, [3] Leak Test for High-pressure
Injection System –
Fuel relief valve
Fuel leak * Fuel pressure check → FP
(D-4)

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Possible causes
How to check using a diagnostic tool Others
System Component Failure mode

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Vacuum leak
(downstream of
– p.236, 3. Vacuum Check Vacuum check
throttle valve)
(EFI-L)
p.238, 4. EGR System Check
EGR valve Closure malfunction * Active test “Control the EGR Step –
Position” → Function check
p.128, [1] Getting a Correct Grasp of
Relationship to Malfunction
Intake VSV passage check
Purge VSV Closure malfunction * Active test “Active the VSV for EVAP
system (Air tight)
Control” → VSV circuit and function
check
p.270, <5> Blowby Gas HC Density Measurement of HC
Blowby gas Over-density
Check density in engine
Operation
* Active test “Control the ISC Duty Ratio” Check the air passages
ISCV malfunction
→ Function check for carbon buildup.
Carbon buildup
Electronic control p.159, [2] Estimating Carbon Buildup in Check the throttle valve
Carbon buildup
throttle body the Throttle Body area for carbon buildup.
Fuel adhesion to plug
* No setting of ignition-related DTCs →
Ignition Unit malfunction
Spark plug Misfire It can be judged that almost no causes
system Inappropriate heat
exist except the spark plug.
range
Timing chain (belt) Jumped tooth – Visual check
Engine Intake valve
unit Exhaust valve p.253, 9. Engine Speed Measurement Compression
Closure malfunction
(compression per Cylinder measurement
decrease)

Crankshaft position Instantaneous signal

p.74, 10. Crankshaft Position Sensor –
sensor loss

p.56, 1. Coolant Temperature Sensor

and Intake Air Temperature
Control Coolant temp.
Abnormal character Sensor –
system sensor
p.247, 7. Coolant Temperature Sensor
Characteristic Check
p.68, 7. Fuel Pressure Sensor (D-4, D-4S)
Fuel pressure
Abnormal character p.249, 8. Fuel Pressure Sensor –
sensor (D-4)
Characteristic Check
Power ECU power Check the ECU power
p.256, 10. ECU Power Supply and
supply supply, Malfunction supply and ground
Ground System
Grounding Ground systems circuits.

[6] Insufficient Engine Power

Possible causes Related

How to check using a diagnostic tool Others
to A/F
System Component Failure mode
Circuit opening Circuit malfunction
relay during driving
Decrease in
Fuel pump Fuel pressure
discharge pressure
check
Pressure regulator Fuel leak p.113, [1] Checking A/F Correction
Status
Fuel Fuel filter Clogged
p.229, 2. Fuel System Check (Low-
system
Clogged pressure System) Injector
Fuel injector (Port) Circuit malfunction * Fuel pressure check (D-4 only) → FP operating noise
during driving check
Unintentionally
added diesel fuel
Contaminated fuel –
Inclusion of water
etc.
To be continued

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Possible causes Related

How to check using a diagnostic tool Others
to A/F
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

System Component Failure mode

High-pressure fuel In addition to the above two, check the
Operation instability
pump (D-4, D-4S) following items as well.
p.193, [2] High-pressure Fuel Pump
Fuel
Function Check –
system Fuel relief valve
Fuel leak p.193, [3] Leak Test for High-pressure
(D-4, D-4S) Injection System
* Fuel pressure check → FP
* Active test “Control the SCV Duty Ratio”
Intake Swirl control valve Operation
→ With ON-OFF, circuit and function –
system (D-4) malfunction
check
Misfire
Ignition Ignition coil p.137, [1] Checking Variations among –
(secondary leak)
system Cylinders during Rough Idling
Spark plug Misfire –
p.58, 2. Air Flow Meter (Hot Wire)
Air flow meter
Abnormal character p.241, 5. Air Flow Meter Characteristic –
(EFI-L)
Check (Hot Wire)
p.60, 3. Vacuum Sensor
Vacuum sensor
Abnormal character p.246, 6. Vacuum Sensor –
(EFI-D)
Characteristic Check
Control p.56, 1. Coolant Temperature Sensor
system and Intake Air Temperature
Coolant temp.
Abnormal character Sensor –
sensor
p.247, 7. Coolant Temperature Sensor
Characteristic Check
p.68, 7. Fuel Pressure Sensor (D-4, D-4S)
Fuel pressure
Abnormal character p.249, 8. Fuel Pressure Sensor –
sensor (D-4/D-4S)
Characteristic Check

[7] Hesitation during Acceleration * “Related to A/F” column … : A/F related item

Possible causes Related

to A/F
How to check using a diagnostic tool Others
System Component Failure mode
Circuit opening Instantaneous signal
relay loss
Decrease in flow
Fuel pump Fuel pressure
rate
check
Operation
Pressure regulator
malfunction p.113, [1] Checking A/F Correction
Fuel filter Clogged Status
p.229, 2. Fuel System Check (Low-
Circuit malfunction pressure System) Injector
Fuel injector Clogged * Fuel pressure check (D-4 only) → FP operating noise
(Port) Poor sealing
check
performance
Fuel
system Unintentionally
added diesel fuel
Contaminated fuel –
Inclusion of water
etc.
Clogged Injector
Fuel injector
Poor sealing In addition to the above two, check the operating noise
(Direct)
performance following items as well. check
p.193, [2] High-pressure Fuel Pump
High-pressure fuel
Operation Function Check
pump
malfunction p.193, [3] Leak Test for High-pressure
(D-4/D-4S) –
Injection System
Fuel relief valve * Fuel pressure check (D-4 only) → FP
Leak
(D-4/D-4S)
Intake Swirl control valve Operation * Active test “Control the SCV Duty Ratio”
–
valve (D-4) malfunction → Circuit and function check
Misfire
Ignition Ignition coil p.137, [1] Checking Variations among –
(secondary leak)
system Cylinders during Rough Idling
Spark plug Misfire –

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Possible causes Related
to A/F
How to check using a diagnostic tool Others
System Component Failure mode

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Crankshaft position
Signal abnormal p.74, 10. Crankshaft Position Sensor –
sensor
Momentary
p.58, 2. Air Flow Meter (Hot Wire)
Air flow meter abnormal character
p.241, 5. Air Flow Meter Characteristic –
(EFI-L) Instantaneous signal
Check (Hot Wire)
loss
Momentary
p.60, 3. Vacuum Sensor
Vacuum sensor abnormal character
p.246, 6. Vacuum Sensor –
(EFI-D) Instantaneous signal
Characteristic Check
loss
Throttle position Before malfunction
p.154, [5] System Malfunction Detection –
sensor detection
Control p.158, [1] Using the IT-II for Drivability
system Accelerator position Before malfunction Problem –
sensor detection
p.56, 1. Coolant Temperature Sensor
and Intake Air Temperature
Coolant temp. Momentary
Sensor –
sensor abnormal character
p.247, 7. Coolant Temperature Sensor
Characteristic Check
p.68, 7. Fuel Pressure Sensor (D-4, D-4S)
Fuel pressure Momentary
p.249, 8. Fuel Pressure Sensor –
sensor (D-4, D-4S) abnormal character
Characteristic Check
p.113, [1] Checking A/F Correction Status
Momentary
A/F sensor p.119, <1> A/F Sensor, O2 Sensor –
abnormal character
Output Checks
Check the ECU
Power ECU power
p.256, 10. ECU Power Supply and power supply
supply supply, Malfunction
Ground System and ground
Grounding Ground systems
circuits.

[8] Rough Idling * “Related to A/F” column … ○: A/F related item

Possible causes Related How to check using a diagnostic tool
to A/F
Others
System Component Failure mode Data list
Circuit opening Instantaneous signal
relay loss
Decrease in flow
Fuel pump Fuel pressure
rate
check
Operation
Pressure regulator
malfunction
Fuel filter Clogged p.113, [1] Checking A/F Correction
Status
Circuit malfunction p.229, 2. Fuel System Check (Low-
Clogged pressure System) Injector
Poor sealing * Fuel pressure check (D-4 only) → FP
Fuel injector (Port) operating noise
performance
check
(variations among
Fuel
cylinders)
system
Unintentionally
added diesel fuel
Contaminated fuel –
Inclusion of water
etc.
Clogged/Poor
Injector
Fuel injector sealing performance In addition to the above two, check the
operating noise
(Direct) (variations among following items as well.
check
cylinders) p.193, [2] High-pressure Fuel Pump
Function Check
High-pressure fuel Decreased work
p.193, [3] Leak Test for High-pressure
pump (D-4, D-4S) capacity
Injection System –
Fuel relief valve * Fuel check → FP
Leak
(D-4, D-4S)

To be continued

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Part 5

Possible causes Related How to check using a diagnostic tool

to A/F
Others
System Component Failure mode Data list
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Vacuum leak
(downstream of
– p.236, 3. Vacuum Check Vacuum check
throttle valve)
(EFI-L)
p.238, 4. EGR System Check
EGR valve Closure malfunction * Active test “Control the EGR Step –
Position” → Function check
p.128, [1] Getting a Correct Grasp of
Relationship to Malfunction VSV passage
Operation
Intake Purge VSV * Active test “Activate the VSV for EVAP check
malfunction
system Control” → VSV circuit and function (Air tight)
check
Measurement
p.270, <5> B
 lowby Gas HC Density
Blowby gas Over-density of HC density in
Check
engine
Operation * Active test “Control the ISC Duty Ratio”
ISCV –
malfunction → Function check
Check the air
Electronic control
Learning defect – passages for
throttle body
carbon buildup.
Misfire (secondary p.137, [1] Checking Variations among
Ignition Ignition coil –
leak) Cylinders during Rough
system
Spark plug Misfire Idling –
Timing chain (belt) Jumped tooth – Visual check
p.177, [1] Hydraulic VVT-i System
Abnormal advance Operation Check
VVT-i system –
angle p.180, [2] VVT-iE System Operation
Engine
Check
unit
Intake valve
Exhaust valve p.253, 9. Engine Speed Measurement
Closure malfunction –
(compression per Cylinder
decrease)
Crankshaft position
Signal malfunction p.74, 10. Crankshaft Position Sensor –
sensor
Momentary
p.58, 2. Air Flow Meter (Hot Wire)
Air flow meter abnormal character
p.241, 5. Air Flow Meter Characteristic –
(EFI-L) Instantaneous signal
Check (Hot Wire)
loss
Momentary
p.60 3. Vacuum Sensor
Vacuum sensor abnormal character
p.246, 6. Vacuum Sensor –
(EFI-D) Instantaneous signal
Characteristic Check
loss
Control p.56, 1. Coolant Temperature Sensor
system and Intake Air Temperature
Coolant temp.
Abnormal character Sensor –
sensor
p.247, 7. Coolant Temperature Sensor
Characteristic Check
p.68, 7. Fuel Pressure Sensor
Fuel pressure (D-4, D-4S)
Abnormal character –
sensor (D-4, D-4S) p.249, 8. Fuel Pressure Sensor
Characteristic Check
O2 sensor Abnormal character p.113, [1] C
 hecking A/F Correction Status –
p.119, <1> A/F Sensor, O2 Sensor
A/F sensor Abnormal character Output Checks –

Check the ECU

Power ECU power
Instantaneous signal p.256, 10. ECU Power Supply and power supply
supply supply,
loss Ground System and ground
Grounding Ground systems
circuits.

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Part 5
[9] Engine Stall * “Relation to A/F” column … ○: A/F related item

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Possible causes Sudden How to check using a diagnostic tool
Related
to A/F
decrease Others
System Component Failure mode judgement Data list
Circuit opening Instantaneous
relay signal loss
Operation
Fuel pump Fuel pressure
malfunction
check
Pressure Operation
regulator malfunction p.113, [1] Checking A/F Correction
Fuel filter Clogged Status
p.229, 2. Fuel System Check
Circuit (Low-pressure System) Injector
Fuel injector malfunction (all * Fuel pressure check (D-4 only) → FP operating
cylinders) noise check
Fuel
system Unintentionally
added diesel
Contaminated
fuel –
fuel
Inclusion of
water etc.
High-pressure In addition to the above two, check the
Operation
fuel pump (D-4, following items as well.
instability
D-4S) p.193, [2] High-pressure Fuel Pump
Function Check –
Fuel relief valve p.193, [3] Leak Test for High-pressure
Fuel leak Injection System
(D-4, D-4S)
* Fuel pressure check → FP
Circuit Harness and
Ignition
Ignition coil malfunction (all – connector
system
cylinders) check
Vacuum leak
downstream Vacuum
of throttle – p.236, 3. Vacuum Check
check
valve, EFI-L

p.238, 4. EGR System Check

Closure
EGR valve * Active test “Control the EGR Step –
malfunction
Position” → Function check
p.128, [1] Getting a Correct Grasp of
Relationship to Malfunction VSV passage
Operation
Intake Purge VSV * Active test “Activate the VSV for EVAP check
malfunction
system Control” → VSV circuit and function (Air tight)
check
Measurement
p.270, <5> Blowby Gas HC Density
Blowby gas Over-density of HC density
Check
in engine
Operation * Active test “Control the ISC Duty
ISCV –
malfunction Ratio” → Function check
Check the
Electronic control air passages
Learning defect –
throttle body for carbon
buildup.
Timing chain
Jumped tooth – Visual check
(belt)
Engine p.177, [1] Hydraulic VVT-i System
unit Abnormal Operation Check
VVT-i system
advance angle p.180, [2] VVT-iE System Operation
Check

To be continued

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 1 Failure Diagnosis by Problem Symptom
Part 5

Possible causes Sudden How to check using a diagnostic tool

Related
to A/F
decrease Others
System Component Failure mode judgement Data list
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Crankshaft
Signal abnormal p.74, 10. Crankshaft Position Sensor –
position sensor
Abnormal
p.58, 2. Air Flow Meter (Hot Wire)
Air flow meter character
p.241, 5. Air Flow Meter Characteristic –
(EFI-L) Instantaneous
Check (Hot Wire)
signal loss
Abnormal
p.60, 3. Vacuum Sensor
Vacuum sensor character
p.246, 6. Vacuum Sensor –
(EFI-D) Instantaneous
Characteristic Check
signal loss
p.56, 1. Coolant Temperature Sensor
Control
and Intake Air Temperature
system Coolant temp. Abnormal
Sensor –
sensor character
p.247, 7. Coolant Temperature Sensor
Characteristic Check
p.68, 7. Fuel Pressure Sensor
Fuel pressure
Abnormal (D-4,D-4S)
sensor –
character p.249, 8. Fuel Pressure Sensor
(D-4/D-4S)
Characteristic Check
Abnormal p.113, [1] Checking A/F Correction
O2 sensor –
character Status
Abnormal p.119, <1> A/F Sensor, O2 Sensor
A/F sensor Output Checks –
character
Check the
Power ECU power ECU power
p.256, 10. ECU Power Supply and
supply supply, Malfunction supply and
Ground System
Grounding Ground systems ground
circuits.

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Part 5
2 Fuel System Check (Low-pressure System)

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Item to check Point to check
O2S
AFS (voltage)
● Check if the A/F varies due to a malfunction.
Data list check AFS (current)
Short FT
Long FT ● Check if the substantial variance occurred as a Long FT.
Circuit opening relay check ● Check for any malfunction in power to fuel pump +B supply.
● Check the fuel pressure for any malfunction.
Fuel pressure check
[Reference value: Normally 340 kPa / 49.3 psi (3.4 kg/cm)]
● Check if there is any malfunction in other systems at the
Injector clogging check time of system too lean. Check if the fuel injection duration
is excessively long.
● Check if there is a noticeable decrease in fuel pressure
after the engine is stopped.
Injector leak check
[HC density in air intake manifold: 300 to 400 ppm (at leak-
free blowby gas levels)]

Pulsation damper
Fuel delivery pipe

Fuel injector

Pressure
regulator

Fuel pump

3-way
catalyst

Engine O2 sensor (S2)

Sensors ECU
A/F sensor
Fuel System

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 2 Fuel System Check (Low-pressure System)
Part 5

1.  Effects on the A/F

● The engine ECU is not aware of the actual fuel pressure because the fuel pressure is mechanically
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

controlled by the pressure regulator. Thus, if the fuel pressure varies from the reference value, the
fuel cannot be injected in the quantity requested by the engine ECU, so that the A/F varies from the
stoichiometric A/F.
● Because this variation is corrected by the A/F control, the range of correction for “Short FT” and “Long
FT” will increase*.
However, if the fuel pressure decreases suddenly, each of the “AFS”, “O2S”, and “Short FT” values
may change only slightly, so that an engine stall occurs without reflecting anything on the Long FT.
Therefore, if the symptoms do not reoccur, it is important to identify the problem causes by additionally
checking the fuel pressure meter, the driving voltage for fuel pump, etc..
* Even if there is a malfunction in the range of correction, it cannot be identified whether the problem cause is
attributed to the fuel pressure system or not. It is necessary to check to narrow down the possible causes (See
page 233).

Fuel pressure decreases.

Fuel is added but not to compensate for

insufficient fuel to be injected.

A/F Related Data at a Sudden Decrease in Fuel Pressure

(With the Circuit Opening Relay Removed)

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 2 Fuel System Check (Low-pressure System)

Part 5
POINT

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

● When checking an A/F status, a sudden malfunction may not appear in the data, because neither Short
FT nor Long FT is sensitive enough to follow the malfunction. For this reason, you need to check the A/
F by referring to the AFS (current) as well.
● The AFS (current) reads about 2.5 mA (atmosphere = 2.5 mA) during fuel cut. In the process of
checking, you should confirm not only driving conditions but also the AFS (current) to avoid judging the
A/F mistakenly to be extremely lean.
Furthermore, using this characteristic you can also perform a characteristic check for AFS by checking
the amperage value during fuel cut.

Accelerate to 60 km/h / 37.3 mph.

Accel. OFF
Vehicle Speed

60
(km/h)

0
Time
The AFS reads approx. 2.5 mA
AFS (current)

when fuel cut is on.

(mA)

2.5
0

Time

2.  Using the Fuel Injection Duration Data to Judge the Fuel System Malfunction

[1]  Relationship between Fuel Injection Duration and Malfunction

● Comparing the fuel injection duration during idling between the problem vehicle and a normal one of
an identical model may allow you to judge the fuel system to be normal or abnormal.
● The comparison should be made in the same engine conditions (warm-up status, engine speed, MAF,
electrical load and A/C OFF).
● The accuracy of checking can be improved if no purge air (HC) is drawn into the engine.
(See next page, REFERENCE ■ How to shut off purge air.)
A/F Injection
Feedback control status Problem causes
status duration

Basic injection duration in normal state

Lean
• Insufficient fuel pressure
(positive Longer Correction
• Injector clogging, etc.
side) Fuel +
Injection duration

Basic injection duration in normal state

Rich • Too high fuel pressure

(negative Shorter Correction • Injector leakage due to poor sealing
side) performance, etc.
Fuel -
Injection duration

* For details, see page 233.

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 2 Fuel System Check (Low-pressure System)
Part 5

REFERENCE

■ How to shut off purge air

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

● You can keep purge air from coming in by removing the hose between the charcoal canister and the
purge VSV or by pinching the hose with pliers, etc..

Purge port
Purge VSV
Purge air
Charcoal canister
Intake
manifold

Disconnect the purge port. Plug the hose with a cap.

■ Reference value for injection duration

● The following table provides the reference values for injection duration per engine during idling.
● These values are actual measurements by the IT-II but are only shown as samples. Even on an
identical model of engine, the values change depending on vehicle type or aging. Besides, the repair
manual contains reference values per vehicle type, which should also be used for reference.
Measuring conditions: Idle speed (in N range), fully warmed up, A/C OFF, electrical load OFF, purge cut
Engine type Reference value (ms) Engine type Reference value (ms)
1SZ-FE 2.30 3ZR-FE 2.68
2SZ-FE 2.43 3ZR-FAE 2.30
1NZ-FE 2.56 2AZ-FE 2.43
1ZZ-FE 2.30 2GR-FSE 0.89
2ZR-FE 2.30 3UZ-FE 2.30
1AZ-FSE 0.89 1UR-FSE 1.02

TIP

■ Fuel injection duration on the IT-II

● The “fuel injection duration” available on the IT-II is given in increases of 0.13 ms.
Therefore, even when it seems like no change in the data, the actual injection duration may have
changed.
Actual injection duration

2.56
2.56
Injection duration

2.43
as data (ms)

2.43
2.30
2.30
2.17
2.17

* For example,
Actual injection duration: 2.43 ms → Both of them are displayed as “2.43 ms”.
Actual injection duration: 2.55 ms

Relationship between Actual Injection Duration and Data Values

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 2 Fuel System Check (Low-pressure System)

Part 5
[2] How to Interpret the Relationship between Fuel Injection ANIMATION
Duration and Malfunction

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

● If there is a malfunction in the fuel system, the injection quantity changes and causes a variation in the
A/F even with an identical injection duration. Since this variation is compensated by the feedback
control to the stoichiometric A/F, the injection duration may become longer or shorter when compared
with a normal state*.
● However, if the A/F varies by a malfunction which is not related to the fuel system, the fuel injection
duration will remain unchanged as long as the operating conditions (speed and load) are the same,
although the range of correction for Short FT or Long FT will increase.
● By using this characteristic, you can narrow down the problem causes to determine whether the
malfunction occurs in the fuel system or elsewhere.
* Compared at identical engine speed and load.

* T
 he MAF and injection duration at each failure status are set to make the description easier.
* The black font, red font, and blue font in the illustration represent respectively “actual value”, “measured
value by sensor” and “result after feedback”.
* The attached CD contains animation whereby you can look at how the feedback control works at each
failure status.
Malfunction Feedback control status (image) Description
Detects the MAF accurately, and injection
duration is calculated correctly.
10 g 10 ms OK The quantity of fuel injected by injector is also
Injector
correct.
10 ms AFS
Air flow
meter
Normal Basic injection duration in normal state
10 g
(10 ms)

Injection duration (10 ms)

Fuel is added by the feedback control

because the injection quantity becomes
Extends Injection duration. insufficient despite the basic injection duration
approx. 14 ms OK being the same as that in a normal state. As a
㸡

Fuel system 㸡㩷 㸡㩷 result, the fuel injection duration becomes

10 g 10 ms Lean
longer when compared with a normal state.
Low fuel Injector AFS
Air flow Basic injection duration in normal state
pressure meter (10 ms)
10 g
Injector Fuel is injected no
longer than 7 ms. Correction
clogging (approx. 4 ms)
Fuel +
Injection duration (approx. 14 ms)

Fuel is cut by the feedback control as the

injection quantity increases despite the basic
Fuel system Shortens injection duration injection duration being the same as that in a
7.5 ms OK normal state. As a result, the fuel injection
㸡

High fuel 㸡㩷 㸡㩷 duration becomes shorter when compared

10 g 10 ms Rich
pressure with a normal state.
Injector AFS
Air flow Basic injection duration in normal state
meter (10 ms)
Injector
leakage 10 g
Fuel is injected as
due to poor long as 13 ms. Correction
(approx. 2.5 ms)
sealing
Fuel -
performance Injection duration
(approx. 7.5 ms)

233
 2 Fuel System Check (Low-pressure System)
Part 5

Malfunction Feedback control status (image) Description

The basic injection duration becomes shorter
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

because the MAF is judged to have decreased

due to an abnormal character of the air flow meter.
Extends injection duration.
However, since the actual MAF remains unchanged,
10 ms OK

㸡㩷
Other than fuel is added by the feedback control to maintain
㸡㩷 㸡㩷 the same operating conditions. The result is no
fuel system 7g 7 ms Lean difference in injection duration when compared
Air flow
meter
Injector
AFS with normal state.
Abnormal
Basic injection duration in normal state
character (10 ms)
The actual MAF
of air flow is 10 g.
meter
Basic injection duration Correction
The quantity of fuel (7 ms) (3 ms)
injected is 7 ms, which
is in balance with the Fuel +
measured MAF.
Injection duration (10 ms)

The basic injection duration becomes shorter

because the vacuum leak causes a decrease in the
Extends injection duration.
amount of air passing the air flow meter. However,
10 ms OK
because the actual MAF remains unchanged, fuel is
㸡㩷

added by the feedback control to maintain the same

㸡㩷 㸡㩷
7g 7 ms operating conditions. The result is no difference in
Lean
Other than injection duration when compared with a normal
Air flow
fuel system meter
Injector
AFS state.
Basic injection duration in normal state
Vacuum leak (10 ms)
Vacuum leak: 3 g
Engine load:
20-30% Basic injection duration Correction
(7 ms) (3 ms)
Fuel +
Injection duration (10 ms)

The A/F is not affected by EGR gas because it is

inert gas (gas that was burned once).
Thus, the range of correction will not increase for
both Short FT and Long FT.
13 g 13 ms
However, EGR gas deteriorates the combustion
OK
Other than state, which causes the throttle valve opening angle
Air flow Injector to be increased to maintain the speed. As a result,
fuel system meter AFS
the engine load increases, and injection duration
becomes longer.
Unintentional EGR gas flows in
Basic injection duration
inflow of EGR unintentionally.
(13 ms)
Engine load:
gas 40-50%

Injection duration (13 ms)

Fuel is added to meet a change in

operating condition (engine load).

POINT

■ Narrowing down* the problem allows judgement of whether or not a malfunction lies in
the fuel system
● When a malfunction lies in the fuel system.
● As the range of correction for Short FT or Long FT increases, the fuel injection duration changes.
When judged to be rich → Fuel injection duration becomes shorter.
When judged to be lean → Fuel injection duration becomes longer.
● When a malfunction lies in other than the fuel system.
● No difference in fuel injection duration as compared with a normal state, although the range
of correction for Short FT or Long FT increases like in the case where a malfunction lies in the fuel
system.
* It is necessary to make a comparison at the same engine speed and engine load.

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 2 Fuel System Check (Low-pressure System)

Part 5
REFERENCE

■ Reference values for fuel injection duration

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

● The following table presents the reference values for fuel injection duration per engine.
● These values are actual measurements using the IT-II but are only shown as examples. Even on an
identical model of engine, the values change depending on vehicle type or aging. Besides, the repair
manual contains reference values per vehicle type, which should also be used for reference.
Measuring conditions: Fully warmed up, A/C OFF, electrical load OFF, purge cut
* The measurement unit is “ms”.
D range stall*1
Engine type Idling (N range)
1250 rpm 1500 rpm
2SZ-FE 2.43 4.48 5.37
1NZ-FE 2.56 3.96 4.73
1ZZ-FE 2.30 4.48 5.50
2ZR-FE 2.30 3.71 4.60
1AZ-FSE 0.89 1.28 1.53
3ZR-FE 2.68 4.22 5.24
2AZ-FE 2.43 4.22 5.12
Port Direct Port Direct Port Direct
2GR-FSE
– 0.89 1.40 1.40 2.30 2.30
3UZ-FE 2.30 4.48 5.50
Port Direct Port Direct Port Direct
1UR-FSE
– 1.02 2.43 1.66 2.81 1.15
*1 T
 o prevent overheat of the torque converter, never attempt to conduct a longer than 5-second stall nor consecutive
stall tests.
(The test should be conducted while monitoring the ATF oil temperature on the IT-II.).

235
 3 Vacuum Check
Part 5

3 Vacuum Check
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Item to check Point to check

● Check if there is any difference compared with a normal state.
MAF (Check if the amount of air passing through the air flow meter
is decreased.)
O2S
Data list check AFS (voltage)
● Check if the A/F varies due to a malfunction.
AFS (current)
Short FT
Long FT ● Check if the substantial variance occurred as a Long FT.
Downstream of the ● Check if the application of spray such as carburetor cleaner
throttle valve causes fluctuations in speed.*
Vacuum check Vacuum hose system ● Check if there are any wrong connections or hose cracks.
Brake booster
● Check if vacuum leak takes place at a specific brake pedal
position.
*1 Do not apply an excessive amount of spray, and after the application, make sure to wipe off oil content with waste cloth
etc.

1.  Effects on the A/F

● “EFI-L”, which measures MAF by air flow meter, injects the fuel for MAF which it detects. That is, if any
air not passing through the air flow meter, and it flows in on the downstream side of the air flow meter,
the resulting A/F becomes lean because it is impossible to inject a quantity of fuel that corresponds to
the stated air.*
● This variance is compensated by the A/F feedback control, so that if there is a vacuum leak in the
intake system, the range of correction for “Short FT” or “Long FT” will increase.
● In addition, the effects of vacuum leak become stronger at idle speeds (low loads) where the intake
manifold pressure is low. If the Long FT varies to the lean side in low load ranges only, it shows a high
possibility of a vacuum leak. However, when a sudden malfunction occurs, the “O2S”, “AFS” and “Short
FT” may change so slightly that it may not be reflected on the Long FT, eventually causing an engine
stall to result. Therefore, if the symptoms do not occur, it is necessary to identify the problem causes
by checking the above Data list, etc..
* In EFI-D, the fuel injection quantity is controlled by the intake air pressure, and a change in the intake manifold
pressure can be detected even when a vacuum leak occurs. So that, the Short FT will not vary by idling
malfunction.

Vaccum leak occurs.

The detected MAF decreases.

Short FT
(correction by adding fuel)

Lean signal

The intake manifold pressure increases.

A/F Data at a Vaccum Leak

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 3 Vacuum Check

Part 5
REFERENCE

■ Reference values for MAF

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

● The following table provides reference values for MAF per engine during idling.
● These values are actual measurements using the IT-II but are only shown as examples. Even on an
identical model of engine, the values change depending on vehicle type or aging. Besides, the repair
manual contains reference values by vehicle type, which should also be used for reference.
Measuring conditions: Idling (in N range), fully warmed up, A/C OFF, electrical load OFF, purge cut

Engine type Reference value (g/sec) Engine type Reference value (g/sec)
1SZ-FE 1.1 3ZR-FE 2.0
2SZ-FE 1.4 2AZ-FE 2.7
1NZ-FE 1.6 3GR-FSE 4.0
1ZZ-FE 1.8 2GR-FSE 3.4
2ZR-FE 1.8 3UZ-FE 5.0
1AZ-FSE 2.4 1UR-FSE 4.7

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 4 EGR System Check
Part 5

4 EGR System Check

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Item to check Point to check

EGR Step Position

● Care needs to be taken because this is an EGR drive
signal from the ECU, but not an actual opening angle.

EGR Gas Temperature

● The temperature will increase noticeably when EGR gas
flows in.

MAF (EFI-L)
● Check if there is any difference in the reading when
compared with a normal state.

Data list check MAP (EFI-D)

● Check if the pressure is high when compared with a
normal state.
O2S
AFS (current)
AFS (voltage)
● Check if the A/F varies due to a malfunction.
(A/F does not vary by inflow of EGR gas.)
Short FT
Long FT

Active test
Control the EGR Step ● Check if there is something wrong with the activation when
Position the active test is executed.
● Check if the EGR pipe is continuously hot even when
EGR pipe temperature the EGR Step Position reads zero. (If so, exhaust gas is
Other
check flowing.)
(Measure using a noncontact thermometer etc.)

1.  Effects in the Ranges of Stoichiometric A/F Control

● The malfunctional effects caused by unintentional inflow of EGR gas are noticeable at idle speeds (under
low loads). Namely, in a condition where the intake manifold pressure is low, EGR gas is more likely to
flow in and the combustion state becomes much worse, so the possibility of a malfunction will increase.
● The A/F is hardly affected by the inflow of EGR gas, an inert gas which has already been burned.
However, it will worsen the combustion state and hence necessitates the throttle valve opening angle
to be increased. As a result, the engine load increases, and the fuel injection duration becomes longer.
● When a malfunction occurs, you should check the above Data list to judge if there is an unintentional
inflow of EGR gas.

Rough idling

11 12 13 14 15

The “Calculate load” increases.

The injection duration becomes longer

to maintain the speed.

The Short FT slightly shifts to a fuel

add side, only by +4%.
EGR Gas Inflow due to the Active Test and its Effects
(E.g. 1NZ-FE)

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 4 EGR System Check

Part 5
2.  EGR Gas Inflow during Stratified Combustion (Stratified D-4)
● During stratified combustion, a large amount of EGR gas is drawn in.

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

● Since fuel is injected during the compression stroke to create a rich air fuel mixture around the spark
plug, even when the EGR gas is flowing in, the effect is minimal when compared with homogeneous
combustion.
● However, a situation will emerge where misfire is prone to occur, increasing the possibility of an engine
stall if an excessive amount of EGR gas is drawn in. Therefore, be sure to check the EGR system
when a malfunction occurs.

Engine stall

Rough idling

Engine stall threshold for

stratified combustion Engine stall threshold for stratified
combustion (see graph below)

In stratified combustion, the intake manifold pressure is originally

high, but it gets even closer to the atmospheric pressure.

Injection duration becomes longer to maintain the engine speed.

EGR Gas Inflow due to the Active Test and its Effects during Stratified Combustion
(E.g. Stratified D-4, 1AZ-FSE)

Engine stall

Engine stall threshold

for homogeneous
combustion 12 13 14 15

Intake manifold
pressure increases.

Injection duration becomes longer

to maintain the engine speed.

EGR Gas Inflow due to the Active Test and its Effects during Homogeneous Combustion
(E.g. Stratified D-4, 1AZ-FSE)

239
 4 EGR System Check
Part 5

TIP

■ Data list during an unintentional inflow of EGR gas (Using the EGR Gas Temperature
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

data)
● When the EGR gas flows in unintentionally, the EGR Gas Temperature of Data list increases
significantly when compared with a normal state.
● As shown in the graph below, even when the EGR Step Position reads 0 step and the EGR valve
seems closed on the data, the possibility remains that the valve is not completely closed and EGR
gases may be flowing into the intake manifold, as long as the EGR gas temperature is high.

Rough idling and speed decrease take place.

Calculate load: approx. 15%

Calculate load: approx. 30%

EGR Step Position: 0 step EGR Step Position: 0 step

EGR gas temp.: 87.5˚C / 189.5˚F

EGR gas temp.: 159.3˚C / 318.7˚F

In Normal state With Unintentional Inflow of EGR gas

Relationship between Unintentional Inflow of EGR Gas and EGR Gas Temperature
(2SZ-FE)

● If the EGR valve is not completely closed, a starting trouble may be caused.
Here again, the EGR gas temperature will increase when initial combustion has taken place. Thus,
the EGR gas temperature data can be utilized for failure diagnosis of a starting trouble.

Cranking (with initial combustion)

EGR gas temp. EGR gas temp. increases by unintentional inflow.

No increase in EGR gas increases gradually.
temp. for about 30 sec after
engine startup.

In Normal State With Unintentional Inflow of EGR Gas

(Changes in EGR gas temp. for 1 minute after
engine startup)
Data Example at a Starting Trouble due to Unintentional Inflow of EGR Gas
(2SZ-FE)

240
 5 Air Flow Meter Characteristic Check (Hot Wire)

Part 5
5 Air Flow Meter Characteristic Check (Hot Wire)

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Item to check Point to check
● Check the MAF when the engine is stopped with IG ON.
MAF
● Check for abnormal characters in a D-range stall.
Data list Calculate Load
● Check the engine load reading in a D-range stall or during driving
under high loads (See page 243).

Atmosphere Pressure
● Check if there is a substantial difference from the actual
atmospheric pressure (See page 242).
Heater resistance
Other
visual check
● Check for adhered foreign material.

1.  Unit of MAF

● The unit of MAF is “g/sec”, which indicates how many grams of air flows per second.
● An expression like “grams of air” may confuse you in imaging MAF. Here are a number of logical steps
to think as an aid.
Logical steps to think Calculation
The specific gravity of air at 0˚C / 32˚F is 1.293 kg/m3.
The specific gravity of air at 15˚C / 59˚F can be derived by
“Specific gravity of air at 0˚C / 32˚F × (273 / Temperature*1)”.
Therefore,
What is the specific gravity of air?
Specific gravity of air at 15˚C / 59˚F (kg/m3) = 1.293 × (273 / 288*2)
(at 15˚C / 59˚F)
≈ 1.23 kg/m3
= 0.00123 g/cm3
*1 Absolute temperature K (0˚C / 32˚F = 273 K)
*2 15˚C / 59˚F = 273 K + 15 K = 288 K

The MAF per cycle (g) =

 Specific gravity of air × Displacement
What is the MAF per engine cycle?
= 0.00123 g/cm3 × 1000 cm3
(1000 cc = 1000 cm3)
= 1.23 g

Number of cycles per second = 2000 rpm ÷ 60 sec ÷ 2

= 16.7 cycles
What is the MAF per second at 2000
MAF per second = MAF per cycle × Number of cycles per second
rpm?
= 1.23 g × 16.7 cycles
≈ 20.5 g/sec

This shows that, if a 1000 cc engine is rotating at 2000 rpm, and the air cylinder is 100% filled with
air, then the MAF will be approximately 20.5 g/sec.
Note: Actually, it does not work as calculated because an issue of volumetric efficiency is involved.

2.  Characteristic Check 1 (Airflow-free VG Check)

● Stop the engine, wait for 30 seconds after IG ON, and then check the Data list “MAF”.
● If an abnormal character has occurred in the air flow meter*1, even though no air is flowing in such
condition, the engine ECU will detect a relatively high flow rate.
Criteria: It is regarded as normal, if the MAF reading is less than a reference value (g/sec) as shown
below.

■ Reference values for MAF (Even on an identical model of engine, the values differ depending on
vehicle type. Refer to the repair manual*2.)
1UR
Engine type 1SZ 1NZ 1ZZ 2ZR 1AZ 2ZZ 2AZ 3GR 3UZ
Bank 1 Bank 2
MAF (g/sec)
0.12 0.25 0.48 0.24 0.47 0.41 0.47 0.59 0.59 0.25 0.26
(Engine stopped with IG ON)
*1 Not available for all failure patterns.
*2 Any repair manual issued before May 2006 contains no information on “Airflow-free VG Check”, so refer to the part of
technical information.

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 5 Air Flow Meter Characteristic Check (Hot Wire)
Part 5
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

TIP

■ How are characters checked when the engine is stopped with IG ON?
● Due to the relationship between the “VG voltage” of the MAF signal and the “MAF” of the Data list,
not only VG voltage but also the MAF of Data list is measured even in an airflow-free condition.
● At this time, if any foreign material is adhered to the resistor of the air flow meter, the thermal
dissipation of the heater is enhanced and the VG voltage is increased. → A higher reading is
displayed for MAF.
● The airflow-free VG check is based on above characteristic. The check should be conducted in
stable ranges, because VG voltage becomes stable 30 seconds after IG ON.

VG voltage
Check

IG ON 30 seconds Time

3.  Characteristic Check 2 (Atmospheric Pressure Data)

● The atmospheric pressure data is learned based on the values measured by the air flow meter.
Therefore, if an abnormal character has occurred in the air flow meter, the atmospheric pressure
value will also vary. An abnormal character in the air flow meter can be found by checking the FFD or
present Data list to see if there is any variance in the atmospheric pressure data.
● Since the data range of the atmospheric pressure is from 60 kPa / 8.7 psi to 103 kPa / 14.9 psi, this
applies only to an abnormal character in air flow meter on lean side.
Note: If a malfunction occurs in rainy weather, the atmospheric pressure becomes lower than usual.
■ Reference values (standard atmospheric pressure: 95 to 103 kPa / 13.8 to 14.9 psi)
A/F status Atmospheric pressure reading Judgment
A high possibility of an air flow meter
“Short FT” + “Long FT” ≥ 35% 60 to 80 kPa / 8.7 to 11.6 psi
error
(P0171: System Too Lean)
80 to 103 kPa / 11.6 to 14.9 psi An error other than air flow meter

TIP
■ How is atmospheric pressure calculated?
● The “atmosphere pressure” is calculated by comparing an estimated MAF obtained from the engine
speed and throttle position and an actual MAF detected by the air flow meter.
● The air flow meter is measuring air mass, which decreases when atmospheric pressure decreases.
● Therefore, if the air flow meter reading is less than the estimated MAF, the engine ECU interprets
“lighter air” as “lower atmospheric pressure”, decreasing the value of “atmosphere pressure”.
● The learning of atmospheric pressure is conducted in high-speed ranges at medium to high loads.
Learning starts from 101 kPa / 14.6 psi when the battery is turned off.

㩷 Estimated MAF
Derived
㩷 from engine speed
㩷and throttle valve position. 㩷 Atmosphere
㩷 pressure
Engine
㩷ECU Comparison
㩷 between
Actual MAF 㩷 estimated MAF and
㩷 actual MAF
(Measured by air flow meter.)
㩷
An abnormal If an㩷 air flow meter reading is smaller
character
㩷 occurs. (lighter)㩷 for an estimated MAF, the engine
ECU 㩷 interprets “lighter air” as “low
㩷
atmospheric
㩷 pressure”, then decreases
the value of “MAF”.

242
 5 Air Flow Meter Characteristic Check (Hot Wire)

Part 5
REFERENCE

■ For a vehicle with which the atmospheric pressure data cannot be monitored

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

[EFI-L (conventional type)]
● Confirm the “Calculate Load” in the same operating conditions with an identical vehicle type under full
load.
● Check if the “Calculate Load” is not lower compared to a normal vehicle, when starting to accelerate
the vehicle with the accelerator pedal full-open from engine stopped status.
● On a vehicle with which the “Atmosphere Pressure” cannot be not monitored on Data list, the “Calculate
load” is calculated based on the MAF. Thus, as the MAF measured by the air flow meter decreases,
the “Calculate Load” will also decrease.
● That is why the “Calculate load” does not approach 100% even in high load operating ranges.
Normal vehicle data
Normal vehicle Vehicle with an abnormal character data
(Air flow meter char. variance: 20% to
lean side.)

The unit is “%”, so it

Vehicle with 20% char. variance in air flow meter
is easier to grasp an
amount of variance
than “g/sec” for MAF.
MAF is low as a whole.

WOT

A Comparison data between a Vehicle with an Abnormal Character and

a Normal Vehicle during Full Acceleration on Uphill

CAUTION

For a vehicle with which the atmospheric pressure data is displayed, the “air model” is adopted in the EFI
system, and the “Calculate load” can be calculated including an atmospheric pressure, so the result will be
different from above.

TIP

■ Calculation formula for “Calculate load” [vehicle with which no atmospheric pressure
data is displayed (EFI-L: conventional type)]
● A “Calculate load” is derived by the following formula.
● Indicates a present MAF referenced to the upper limit of MAF.
GN
Calculate load (Calc Load) = × 100%
GNMAX

Displacement
GN: Present MAF GNMAX : × 1.2
2

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 5 Air Flow Meter Characteristic Check (Hot Wire)
Part 5

4.  Characteristic Check 3 (Visual Check)

● If foreign material has adhered to the heater portion which measures the air amount, an abnormal
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

character in MAF will occur.

● Referring to the following photos, visually check the heater portion for adhered foreign material.
Normal (Reference)

Dust adhesion is found but not

enough to affect the characteristic.

Example of fiber adhesion Example of substantial dust adhesion

The air flow meter needs to be replaced. The air flow meter needs to be replaced.

5.  Comparison Check

● A comparison check of MAF between the problem vehicle and a normal one is performed in the same
operating conditions.
● In the following, actual measured values of MAF (in D-range stall) are presented for reference.
Criterion : If the total of Short FT and Long FT is +30% and the air flow meter is the problem cause,
then a measured MAF should become about 30% lower.
(If the regular one is 10 g/sec, it becomes around 7 g/sec.)
Note :  If you do a comparison check using the following table, the engine should be fully warmed
up (ATF oil temp. ≥ 80˚C / 176˚F) with A/C OFF.
To prevent overheat of the torque converter, never attempt to conduct a longer than
5-second stall nor consecutive stall tests. (The test should be conducted while monitoring
the ATF oil temperature on the IT-II.)

30.0 Idling 1250 1500

Engine type
1000 (1SZ-FE) (N range) rpm rpm
1300 (2SZ-FE) 1SZ-FE 1.1 5.1 7.7
25.0 1500 (1NZ-FE)
1800 (1ZZ-FE) 2SZ-FE 1.4 5.3 8.0
20.0 1800 (2ZR-FE) 1NZ-FE 1.6 5.5 8.5
2000 (1AZ-FSE) 1ZZ-FE 1.8 7.5 11.0
MAF (g/sec)

2000 (3ZR-FE)
15.0 2000 (3ZR-FAE) 2ZR-FE 1.8 6.5 10.0
2400 (2AZ-FE) 1AZ-FSE 2.4 8.0 12.0
3000 (3GR-FSE) 3ZR-FE 2.0 7.5 11.0
10.0 3500 (2GR-FSE)
4300 (3UZ-FE) 3ZR-FAE* 1.9 6.5 10.0
4600 (1UR-FSE) 2AZ-FE 2.7 9.0 14.0
5.0
3GR-FSE 4.0 11.5 18.0
0.0 2GR-FSE 3.4 14.5 22.5
Idle 1250 1500 3UZ-FE 5.0 16.0 24.5
(N range) 1UR-FSE 4.7 18.0 27.5
* To be performed after the engine is warmed up.
D-range stall test (rpm)
* The unit is g/sec.

244
 5 Air Flow Meter Characteristic Check (Hot Wire)

Part 5
TOPICS  Relationship between Atmospheric Pressure and Altitude

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

In our daily lives, we do not feel the weight of air. However, since it is “mass”, air has weight. A mass volume of
air weighs about 1 kg per 1cm2 around sea level. This is called atmospheric pressure. Namely, “atmospheric
pressure = the pressure caused by the weight of air”.

The standard unit of atmospheric pressure is “hPa* (hectopascal)”, and the standard atmospheric pressure
(1 atmospheric pressure) equals 1013.25 hPa. If translated into a unit available on the IT-II, it is about 101
kPa / 14.6 psi.
* 1 hPa = 100 Pa = 0.1 kPa / 0.015 psi

Then, we will talk about the relationship between atmospheric pressure and altitude.
As explained above, atmospheric pressure is the weight of air. This may prompt you to think like this: “If we go
up to a higher location, we have a less amount of air pushing down from above, and therefore the atmospheric
pressure becomes lower.”
That’s right. As illustrated below, the higher in altitude we go, the lower atmospheric pressure we have. At up to
an altitude of 3000 m, atmospheric pressure decreases by 1 kPa / 0.145 psi (0.01 atmospheric pressure)
every 100 m higher.

70 kPa / 10.2 psi

On the top of a 3000 m (0.7 atmospheric 101 kPa / 14.6 psi
mountain, the atmospheric pressure) (1 atmospheric
pressure is 0.7.
pressure)

Near the earth surface,

the atmospheric
3000 m pressure is 1.

Relationship between Altitude and Atmospheric Pressure

Altitude
(km/mi)
500 Around here, almost no air exists.
110 The Earth’s atmosphere ranges
to around this height.
101
100
Atmospheric pressure (kPa)

90
Space shuttle
80 80 200
70 The boundary between sky
62 and outer space
60 100
55 Atmospheric Shooting stars
40 pressure
(kPa)
approx. 0 50
20
0.001 40
0.32 30 Airplane
0 4.7 20 Ozone layer
0 1000 2000 3000 4000 5000 27 10
Altitude (m/feet)
Mt. Fuji
55 5 Bird
Relationship between Altitude and Atmospheric Pressure
70 3
101 0
Inner space

245
 6 Vacuum Sensor Characteristic Check
Part 5

6 Vacuum Sensor Characteristic Check

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Item to check Point to check

● Check if the pressure becomes about 100 kPa / 14.5 psi
Data list check MAP
when vented to atmosphere.
Vacuum hose clogging/cracks ● Check if hesitation is taking place during driving.

1. Characteristic Check Procedure

● Check the MAP when the engine is stopped with IG ON.
Reference value: approx. 100 kPa / 14.5 psi
Note: The reference value varies depending on weather and altitude.
● Check the MAP when applying vacuum pressure to the vacuum sensor using the Mity Vac ® (Hand
held vacuum tester).
Reference value: The same value as the vacuum pressure generated with the Mity Vac ® is indicated.
Note: Be cautious of measurement error with the Mity Vac ®.
(Perform the same checks on the identical type vehicles, and prevent a misjudgment due
to a measurement error.)
* W
 hen performing a check, also check for blockage in the vacuum hose (clogging with oil or
sludge) that connects the vacuum sensor and the intake manifold.

100

90

80
Data List Reading (kPa)

70

60

50

40

30

20

10

0
750 675 600 525 450 375 300 225 150 75 0

Vacuum Pressure Generated by Hand-held Vacuum Pump (mmHg)

246
 7 Coolant Temperature Sensor Characteristic Check

Part 5
7 Coolant Temperature Sensor Characteristic Check

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Item to check Point to check
Coolant Temp ● Check if there is no large difference between temperature
Data list check
Intake Air readings in cold engine state.

1.  Characteristic Check 1

● In a cold engine state (two hours have passed since the engine is stopped), compare the coolant
temperature and its ambient temperature (intake air) to verify there is no large difference between the
two temperatures.
● When the engine is fully warmed up, make sure the engine coolant temperature is notably higher than
the ambient temperature.

2. Check temperature
after fully warmed up.

1. Compare in fully cold state.

2.  Characteristic Check 2 (Estimation from FFD)

● If an FFD has been detected and the symptoms do not reoccur, you can use the FFD to estimate
whether there was any abnormal character in the coolant sensor when a malfunction occurred.

FFD item Resultant data Check instruction

Difference between
[1] W
 hen the vehicle is left alone for a long period
● Initial Engine Coolant these temperatures
after engine OFF.
Temp. Less than 10˚C / 50˚F
● Ambient Temperature Difference between
[2] W
 hen the vehicle is left alone for a short period
● Initial Intake Air Temp. these temperatures
after engine OFF.
10˚C / 50˚F or more

[1]  When the vehicle is left alone for a long period after engine OFF
● Use the following FFD items to check how much the coolant temperature has increased since
the engine was started up.
(Coolant Temp. increase since startup = Coolant Temp. - Initial Engine Coolant Temp.)
● Check which area the resultant value applies to in the graph on the next page and judge it to be
normal or abnormal.

The FFD item to check

• Coolant Temp. • Initial Engine Coolant Temp. • Engine Run Time

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 7 Coolant Temperature Sensor Characteristic Check
Part 5

Malfunction B
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

(A/F varies to lean side.)

Possible problem causes:

Coolant temp. sensor
160
150
140
Coolant Temp. Increase

130
120
since Startup (˚C)

110
100 Malfunction B
90 Normal range
80 Malfunction A
70 (A/F varies to rich side.)
60
50
40
30 Possible problem causes:
20 Malfunction A
10 Coolant temp. sensor, thermostat
0
0 1 2 3 4 5 6 10 30 50
Engine Run Time (min)

[2]  When the vehicle is left alone for a short period after engine OFF
● If the result of the FFD check matches with the table below, there is a possibility that an
abnormal character in the coolant temperature sensor took place.

FFD item Resultant data

Coolant Temp. Coolant temp. ≥ 120˚C / 248˚F. (A/F varies to lean side.)
Comparison between
The coolant temp. is at least 15˚C / 59˚F lower than the ambient temp.
coolant temp. and
(A/F varies to rich side.)
ambient temp.

248
 8 Fuel Pressure Sensor Characteristic Check

Part 5
8 Fuel Pressure Sensor Characteristic Check

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

●A
 pplicable only D-4 and D-4S.

Item to check Point to check

● Check if the fuel pressure is appropriate when a malfunction
occurred.
Fuel Press
● Check if the reading approximates zero when resetting fuel
pressure to zero.

Data list check O2S

AFS (voltage)
● Check if A/F varies due to a malfunction.
AFS (current)
Short FT
Long FT ● Check if the substantial variance occurred as a Long FT.

1.  Effects on the A/F

● If there is any abnormal character in the fuel pressure sensor, the actual fuel pressure varies
from the target fuel pressure, because the target fuel pressure control is executed by the fuel
pressure sensor on which an abnormal character occurred.
● This disables appropriate fuel injection, so the range of correction for Short FT and the Long FT will
increase due to A/F control.
(It may be difficult to identify whether the fuel system is the cause only using this check. Thus, you
should check other systems as well.)

3. Engine speed plunges due to correction.

1. A
 n abnormal character occurs to the fuel pressure sensor.
8000 kPa / 1160.3 psi → 9500 kPa / 1377.9 psi
(actual fuel pressure: 8000 kPa / 1160.3 psi)

The abnormal character

2. T
 he variance is corrected. cannot be judged from the
(actual fuel pressure: 6500 kPa / 942.7 psi.) appearance.

4. A/F variance is corrected.

5. The Short FT is reflected on the Long FT.

Abnormal Character in Fuel Pressure Sensor and A/F Data (e.g. Stoichiometric D-4, 1AZ-FSE)

249
 8 Fuel Pressure Sensor Characteristic Check
Part 5

2.  Characteristic Check Procedure

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

[1]  When a sensor value is possibly higher than actual fuel pressure (System too lean)
Check Procedure
(1) Remove the high-pressure pump connector and the circuit opening relay.
(2) Crank the engine to drain the actual pressure and check the Data list (Fuel Press).
Reference value: To be within 500 kPa / 72.5 psi.
Note: Take the residual fuel pressure into account.

Data list (Fuel Press)

Fuel Pressure (kPa)

4000 The actual fuel pressure is 0 kPa / 0 psi, but the

Range of sensor Data list reading is not close to 0 kPa / 0 psi.
char. variance
2500
1500
Actual fuel Reset fuel pressure to 0 kPa / 0 psi.
pressure

POINT

As a result of decreasing the fuel pressure, the actual fuel pressure is zero, while the sensor reading (Fuel
Press) is not close to zero.
→ An abnormal character occurred in the sensor, causing a higher reading than the actual pressure.

[2]  When a sensor value is possibly lower than actual fuel pressure (System too rich)
● Presented below are two methods of checking, which should be used selectively to ensure the
reliability of your check.
Check Procedure 1
(1) R
 emove the fuel-pressure pump connector on the high-pressure side and start the engine. (Because
you are in the fail safe mode, you can start the engine only on the low-pressure side.)
(2) C
 heck the Data list (Fuel Press) while the engine is running and immediately after the engine is
stopped.
Reference value: Not to be constantly 0 kPa / 0 psi. (The fuel pressure of low-pressure fuel pump
should be displayed.)
● In the above check, if fuel pressure is constantly 0 kPa / 0 psi, the following malfunctions can be
considered.
Possible malfunction
Fuel leak Malfunction in fuel-pressure
Fuel pressure sensor variance (E.g. Abnormal opening pump
pressure of relief valve) (Unable to start the engine)

Actual fuel pressure

6000
Fuel Pressure

Range of sensor char. variance

4000
(kPa)

Data list The Data list also reads 0 kPa / 0 psi, but it is
(Fuel Press) actually below 0 kPa / 0 psi (-2000 kPa / -290.1 psi).
Low-pressure So the fuel pressure cannot exceed 0 kPa / 0 psi
side even if the low-pressure side is operated.
approx. 300
The pressure of low-pressure pump
(approx. 300 kPa / 43.5 psi) is displayed. 2000 kPa

POINT

The Data list reading (Fuel Press) does not change even if the low-pressure fuel pump is operated.
→ The sensor reads a lower value than actual fuel pressure due to its abnormal character.

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 8 Fuel Pressure Sensor Characteristic Check

Part 5
Check Procedure 2
● This is a method for finding an abnormal character in the sensor by using the active test “Control the

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Target Fuel Pressure” to increase fuel pressure and by comparing the opening pressure of the relief
valve and the fuel pressure reading at which fuel leak noise is produced.
(1) Execute the active test “Control the Target Fuel Pressure” to increase fuel pressure. (In order to
increase the target fuel pressure, the test should be executed while increasing the engine speed.
(2) Check for a “fuel pressure value at which you can hear the relief valve operate” or make sure “If
relief valve operation noise is heard when the fuel pressure has reached the relief pressure”.
Reference value for relief valve opening pressure: See table below.
Relief valve opening Relief valve opening
Engine type Engine type
pressure pressure
14.0 MPa
1AZ-FSE GR series
(14000 kPa / 2030.5 psi) 15.3 MPa
14.4 MPa (15300 kPa / 2219.1 psi)
JZ series 1UR-FSE
(14400 kPa / 2088.5 psi)

If the fuel pressure increases to exceed the opening

pressure of relief valve, operation noise is heard.
Fuel Pressure (kPa)

Relief pressure

Fuel relief valve operation noise is heard, but the fuel

pressure sensor reading is lower than the opening
pressure of relief valve.

6000
Actual fuel pressure Range of sensor char. variance
4000
Sensor reading

POINT

Although the pressure has exceeded the relief pressure and caused the relief valve to open, the sensor
reading is not beyond the relief pressure.
→ The sensor characteristic has varied from the actual fuel pressure, indicates a lower reading than the
actual fuel pressure. Or the opening pressure of relief valve is abnormal.

251
 8 Fuel Pressure Sensor Characteristic Check
Part 5

TIP

■ Fuel pressure fluctuations immediately after the engine is stopped.

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

● Immediately after stopping an engine that has been warmed up, you may find the fuel pressure
increasing although the engine is stopped.
● This is because the temperature of fuel in delivery pipe has increased and its volume has expanded,
due to the heat of the engine.

Fuel pressure Fuel pressure

increases with decreases with
increasing temp. decreasing temp.
500
Fuel Pressure

400
300
(kPa)

200
100
0
Engine stopped Temp. increase Time
stopped
Image of Fuel Pressure Increase after Engine Stopped

● When measuring fuel pressure with the engine stopped as in previous page, [2] - Check Procedure 2,
you may find fuel pressure increase to 500 kPa / 72.5 psi or so.
If “0 kPa / 0 psi” is displayed at this time, it is highly possible that a sensor with abnormal character
may occur.

The fuel pressure of fuel The residual fuel pressure

pump is applied on the and the expanding force Gasoline temperature rises
fuel pressure sensor. Delivery pipe of fuel are applied on the by the heat from the engine.
fuel pressure sensor.
Gasoline

Fuel pressure sensor

Before engine stopped Right after engine stopped
(e.g. 150 kPa / 21.8 psi) (e.g. 500 kPa / 72.5 psi)
Image of Fuel Pressure Change with Temperature
* Reference: With a temperature change, gasoline will expand about 6.5 times more than water.

252
 9 Engine Speed Measurement per Cylinder

Part 5
9 Engine Speed Measurement per Cylinder

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Item to check Point to check
Engine Speed of Cyl # ● Check if the speed of only a specific cylinder(s) increases
Data list check
Av Engine Speed of All Cyl when executing the active test.
Active test item Content
● Measure engine speed by cylinder during cranking.
• Fuel injection and ignition are prohibited during the active
Check the cylinder compression pressure
test.
• 51199 rpm (MAX) is displayed if no test is executed.

1.  What Can be Confirmed

● With the “Check the cylinder compression pressure”, you can confirm variations in engine speed
among cylinders (quick compression test).
● If there is a difference in engine speed among cylinders, you can estimate that a specific cylinder has
a compression leak.

[1]  Check Procedure

● When the engine is stopped with IG ON, select the above items of active test and Data list.
● Display the active test screen, touch “ ” button on the screen, and then press the engine
start button to crank the engine. (At this time, keep pressing the engine start button until measurement
results are displayed.)
● If there is a significant difference in engine speed between cylinders, perform a compression check.
Reference value: The speed difference between cylinders to be within ±5 rpm.

2. Keep pressing the

1. Display the Active Test screen, engine start button until
touch “ ” button, values are displayed.
and then press the engine (It takes about 10 sec.)
start button.

Note: Do not forget to touch

“ ” button.
Unless “ ” button
is touched, fuel injection and
ignition will not be prohibited.

Example of Active Test

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 9 Engine Speed Measurement per Cylinder
Part 5

■ Example of actual values when in a normal state

In normal state Speed (rpm)
Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

There are no variations in engine

Engine Speed of Cyl #1 204 speed among all cylinders, so
Engine Speed of Cyl #2 204 compression can be judged to be
normal.
Engine Speed of Cyl #3 204
Engine Speed of Cyl #4 204
Av Engine Speed of All Cyl 204

■ Example of a compression decrease in #1

#1 NG Speed (rpm)
The speed of #1 is exceedingly
Engine Speed of Cyl #1 285 higher compared with other cylinders.
Engine Speed of Cyl #2 206 A compression leak in #1 can be
inferred.
Engine Speed of Cyl #3 194
Engine Speed of Cyl #4 202
Av Engine Speed of All Cyl 221

[2]  Compression NG in Two or More Cylinders

● Even when compression leaks have occurred in two or more cylinders, you can confirm which cylinder
is suffering a compression leak, because the Engine Speed of Cyl reading increases as shown in the
table below.

#1, 2 NG Speed (rpm)

The speed of #2 is the highest,
Engine Speed of Cyl #1 218 followed by #1, so you can consider
Engine Speed of Cyl #2 283 that the two cylinders have a
compression leak.
Engine Speed of Cyl #3 193
Engine Speed of Cyl #4 199
Av Engine Speed of All Cyl 223

● In the table above, the engine speed of #2 is the highest, followed by #1. However, you may not
determine that “the cylinder #2 has the greatest compression leakage”. That is because both cylinders
with and without compression leaks affect each other's speeds.

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 9 Engine Speed Measurement per Cylinder

Part 5
● This is how a normal cylinder and an abnormal cylinder affects an engine speed in each stroke during
the active test.

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Stroke Compression Intake Exhaust Expansion
Level of effect on
High Medium Low Medium
engine speed

Compression
Expansion

Normal cylinder

The engine speed is The engine speed is The engine speed is The engine speed is
reduced because the reduced because the reduced because gas increased because
force to compress air throttle valve restricts can only be exhausted the expanding force
is needed. the MAF. per opening angle of of compressed air is
exhaust valve. added.

Abnormal
cylinder
(compression When compared When compared When compared When compared
leak) with a normal state, with a normal state, with a normal state, with a normal state,
the engine speed is the engine speed is the engine speed is the engine speed is
increased because increased because increased because reduced because the
air goes out to reduce air can be let in not gas can be exhausted expanding force of air
the compressing only through the not only through the is not obtained.
force. throttle valve but other exhaust valve but
passages. other passages.

● For example, if a nearly identical level of compression leakage has occurred to #1 and #2, the
engine speed measurements per cylinder are summarized into a table below.
● The table shows in what condition the other cylinders are when each of the cylinders is in the
compression stroke.

: Positive force on the engine : Negative force on the engine

Arrow direction: Direction the piston moves Arrow size: Level of force effects on speed

Cylinder in
Measured Decreasing
compression Compression Intake Exhaust Expansion
value order of speed
stroke
#1
(Compression #1 #3 #4 #2 218 2
leak)
#2
(Compression #2 #1 #3 #4 283 1
leak)

#3 #3 #4 #2 #1 193 4

#4 #4 #2 #1 #3 199 3

● As shown in this table, even the same level of compression leakage could result in a different engine
speed. Therefore, even if compression leaks occur in two or more cylinders as shown in table above,
the cylinder with the “highest speed” is not always the cylinder with the “greatest compression
leakage”. To know which cylinder has a greater leakage, it is necessary to actually perform a
compression test.

255
 10 ECU Power Supply and Ground System
Part 5

10 ECU Power Supply and Ground System

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

Item to check Point to check

Data list Battery Voltage

● Check if the battery voltage (ECU recognized value) is
correct when a malfunction occurs.
ECU power supply check ● Check the ECU power circuit (connectors, W/H, relays).
ECU ground system check
● Check the ECU ground circuit (connectors, W/H, ground
points).

1.  ECU Power Supply and Ground Terminal Type

Engine ECU
+B

Ignition SW Engine ECU

BATT Sensor
IGSW E2 +B
Main relay +B
+B1 E21 +B
E1
M-REL
E01
E02

ECU Power Circuit and Ground Circuit

Terminal Description
● Normal power supply for ECU.
BATT
● Regardless of the activation of IG SW, battery voltage is
constantly supplied to the ECU by the BATT terminal for
storing ECU learned values or DTCs.
Power supply
system +B (+B1, +B2)
● Operating power supply for the ECU, to which power is
supplied from the main relay.
● This is not a power terminal for the ECU, but this signal is
IG SW basically used to control the main relay and supply power
to the ECU by +B.
● Ground terminal for the main unit of the ECU as well as for
switch signal circuits.
E1
● The E1 terminal is normally connected to near the intake
manifold of the engine or to near the cylinder head cover.
● Ground terminal for sensor signals.
● Connected to E1 in the ECU, these terminals control the
Ground system E2 (E21, E22) ground potential of sensors and that of ECU at the same
level and thereby prevent an error occurring in the values
detected by sensors.
● Ground terminals for actuators such as injectors.
E01, E02 …
● Like the E1, these terminals are normally connected
to near the intake manifold of the engine or to near the
cylinder head cover.

2. Malfunction in ECU Power and Ground System, and their Problem

Symptoms
● When a malfunction has occurred to the ECU power or ground system, the problem symptoms will
occur depending on the severity of the malfunction as shown in the table below.
Problem symptom
When circuit is fully open ● If it occurs suddenly, an engine stall will be caused.
(power supply/ground) ● If it occurs continuously, a starting trouble will ensue.
Increased contact ● If the contact resistance increases (by a few Ω) due to inadequate fastening
resistance of ground bolts etc., the operation of the ECU becomes instable, possibly
(ground) inducing a variety of symptoms.

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 10 ECU Power Supply and Ground System

Part 5
3.  Quick Check for ECU Power Supply and Ground System
(1)  If FFD is set, check “Battery Voltage” to see if there was any

Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

malfunction in the power and ground systems.
Criteria: approx. 14 V (except during cranking)
(2)  Check if the IT-II can communicate with the ECU.
Criteria: Communication with the ECU enabled.
→ If they cannot communicate, check the ECU power supply,
ground systems and the IT-II communication line for any
malfunction.

Example of communication
Error Screen

TIP
■ ECU minimum operating voltage
● Each ECU has a minimum operating voltage and stops controlling when the voltage goes below the
minimum.
● Therefore, the engine may not start if voltage goes below the minimum operating voltage before
startup or may cause an engine stall if it occurs during driving.
* Example of ECU minimum operating voltage (depending on ECU type)
ECU minimum operating voltage approx. 8.0 V

4.  Detailed Check of ECU Power Supply and Ground System

● Check the W/H by confirming the power supply (approx. 12 V) and ground circuit (1Ω or less) from the
wiring diagram.

■ Points to check
● Focus attention on such areas as are susceptible to engine vibrations or prone to wrong assembly.

Partial fitting of connector Looseness where the ground cable

and bolt are fastened

Open circuit where the W/H bends

Open circuit at the branch of W/H
near the connector

257
 Memo
Part 5 Using Diagnostic Tool on Failure Diagnosis by Problem Symptom

258
 Part 6

Example of Engine
Malfunction

259
 1 Example 1
Part 6

Part 6 Example of Engine Malfunction

Example of Engine Malfunction

This chapter introduces some examples of FFD at the time symptom DTCs are detected, as well as repairs of
engine malfunctions. It also provides the flow of failure diagnosis as reference.

■ Example list
Reference
Problem symptom Engine type
page
Malfunction Example: P0171 [System Too Lean (Bank1)]

Example 1
● The MIL illuminates during idling. 2ZR-FE p.261
● Knocking due to insufficient power during acceleration
● Back fire during acceleration
Malfunction Example: P0174 [System Too Lean (Bank2)]

Example 2
● The MIL sometimes illuminates during driving. 3UZ-FE p.264
● No quick acceleration response obtained.
● Rough idling during cold operation.
Malfunction Example: P0172 [System Too Rich (Bank1)]
Example 3 ● The MIL illuminates while waiting at stoplights. 1AZ-FSE p.268
● No particular problem with drivability.

POINT

For the check items shown in Examples 1 to 3, reference pages are given to those for which further
information can be found in this manual.
If you want to learn more about check procedure, go to the respective reference pages.

260
 1 Example 1

Part 6
1 Example 1

Example of Engine Malfunction

1.  Malfunction Example: P0171 [System Too Lean (Bank1)]

[1]  Vehicle Information

Engine type In service date Odometer reading
2ZR-FE 5 months 4254 km

[2]  Condition at the time of Malfunction

● The MIL illuminated while driving in an urban area or waiting at stoplights.
● Insufficient power was felt during acceleration. Also, knocking occurred during gradual acceleration.
● The weather was fair when the malfunction took place for the first time.
[3]  Flow of Failure Diagnosis

<1>  DTC Check

The DTC P0171 [System Too Lean (Bank1)] is set. Execute “Save”.

■ Setting conditions for P0171

Diagnostic
A/F feedback control is performed normally after the engine is warmed up.
condition
Total fuel trim (total of Short FT and Long FT) is extremely high (by approx. +35%
Problem status
or more).
Problem duration 90 seconds or more
Other Two-trip

<2>  FFD Check

Item Data Item Data

Engine Speed 1428 rpm AFS (voltage) 3.2 V
Calculate Load 83.9% AFS (current) -0.04 mA
Vehicle Speed 60 km/h / 37.3 mph GS F/C History None
Injector (Port) 6.78 msec Idle ON F/C OFF
Coolant Temp 92˚C / 197.6˚F Low Load F/C OFF
Intake Air 23˚C / 73.4˚F GS F/C COMM Status Normal
MAF 9.21 g/sec
Atmosphere Pressure 71 kPa / 10.3 psi
Fuel System Status ON 1
Short FT 5.4%
Long FT 44.5%

● The total of Short FT and Long FT is “49.9%”.

The A/F cannot be controlled to stoichiometric A/F unless the injection quantity calculated by
each sensor is increased by as much as about 50%.
Additionally while the malfunction occurred in an urban area on a fair day, the “atmosphere
pressure” reads 71 kPa / 10.3 psi, a malfunction in the air flow meter can be estimated.

261
 1 Example 1
Part 6

<3>  A/F Diagnosis (See Page 37)

● Check at which side the A/F varies more, at low load side or high load side.
Example of Engine Malfunction

Stall speed increases. Stall ends.

Fixed at +20%.
When stall begins, A/F shifts to rich side.

Total: 64.5%

A B

When stall begins, A/F shifts close to stoichiometric A/F.

A/F Diagnosis in D-range Stall

■ Diagnostic result
Short FT Long FT Total
A (low load side) +20% +44.5% +64.5%
B (high load side) -7% +43% +36%

Although the A/F varies throughout, it tends to vary more at light load side.

<4>  Estimating the Problem Causes

● Estimate the factors that cause the A/F to get lean. Also, estimate the factors that cause the A/F to be
leaner at low load side as shown in the table below to determine the order of checks.

Order of
Factor Area Possible cause
checks
The measured MAF is lower than the
Air flow meter actual MAF. 1
MAF (Sensor abnormal character)
Air not passing through the air flow
Vacuum leak 2
meter is drawn in.
Low injection quantity Injectors* Injectors are clogged. 3
* The problem cause of a low injection quantity is also the cause of large A/F variance on the high-load side. So it is
given the lower priority of check.

262
 1 Example 1

Part 6
<5>  Air Flow Meter Check (Airflow-free VG Check. See Page 241) [Check 1]
● Stop the engine, wait for 30 seconds after IG ON, and then check the Data list “MAF”.

Example of Engine Malfunction

Standard value: Less than 0.18 g/sec.

Result: 0.20 g/sec, which is above the standard value and judged to be abnormal.

<6>  Air Flow Meter Check [Reference] (Visual Check. See Page 244)
● The air flow meter is considered to be defective, and the hot wire portion of the air flow meter should
be visually checked.

Result: Fiber-like substances are found to be adhered to the hot wire.

Result

The measured MAF may be lower than the actual MAF due to an air flow meter character defect, so
that it will be judged that a malfunction occurred by an excessively small injection quantity.
The air flow meter is replaced, and normal conditions return.
[Airflow-free VG check: 0.13 g/sec]
Note: After repairing, it is necessary to reset (battery clear) the Long FT.

Before resetting

As shown in right graph, unless the Long

FT is reset after repairing, the variance
due to the “Long FT before repairing”
Short FT remains fixed
will be corrected by the Short FT (See at the negative side.
page 118).

Long FT remains unchanged

before repairing.

A/F sensor shows a rich A/F.

After resetting

As shown in right graph, if the Long FT is

reset to 0%, the A/F is controlled by the
Short FT. After that, the Short FT will be
reflected on the Long FT.

Long FT is reset to 0%.

A/F sensor shows the stoichiometric A/F.

263
 2 Example 2
Part 6

2 Example 2
Example of Engine Malfunction

1.  Malfunction Example: P0174 [System Too Lean (Bank2)]

[1]  Vehicle Information

Engine type In service date Odometer reading
3UZ-FE 48 months 82648 km

[2]  Condition at the time of Malfunction

● The MIL sometimes illuminated during idling or driving.
● Poor quick acceleration response.
● Rough idling during cold operation
[3]  Flow of Failure Diagnosis

<1>  DTC Check

The DTC P0174 [System Too Lean (Bank2)] is set. Execute “Save”.

■ Setting conditions for P0174

Diagnostic
A/F feedback control is performed normally after the engine is warmed up.
condition
Total fuel trim (total of Short FT and Long FT) is extremely high (by about +35% or
Problem status
more).
Problem duration 90 seconds or more
Other Two-trip

<2>  FFD Check

Item Data Item Data

Engine Speed 740 rpm Fuel System Status B2 ON 1
Calculate Load 14.1% Short FT B1 3.1%
Injector (Port) 2.96 msec Long FT B1 34.3%
Coolant Temp 92˚C / 197.6˚F Short FT B2 19.5%
Intake Air 62˚C / 143.6˚F Long FT B2 29.6%
MAF 4.54 g/sec O2S S1B1 0.0
Accelerator Idle Position ON O2S S1B2 0.0
Electrical Load Signal OFF GS F/C History None
Stop Light Switch OFF Idle ON F/C OFF
A/C Signal OFF Low Load F/C OFF
Fuel System Status B1 ON 1 GS F/S COMM Status Normal

● The total of Short FT B2 and Long FT B2 is “49.1%”.

The A/F cannot be controlled to stoichiometric A/F unless the injection quantity calculated by
each sensor is increased by as much as about 50%.
Also, although the DTC is not detected for Bank 1, the amount of fuel correction for Bank 1
is more than +35%, suggesting a high possibility that the DTC will be detected at any time.
Therefore, this is judged as a malfunction of all cylinders.

264
 2 Example 2

Part 6
<3>  A/F Diagnosis (See Page 37)
● Check if the A/F variance is different under low load and high load.

Example of Engine Malfunction

Data list item Status
O2S Remains fixed at the lean side during idling.
Short FT Substantially corrected in almost all operating ranges.
Long FT (See data below.)

Stall ends.
Stall speed increases.

Total: 50.7%

Long FT is hardly changed throughout.

A/F Diagnosis in D-range Stall

The A/F varies throughout.

<4>  Estimating the Problem Causes

● Estimate the factors that cause the A/F to be leaner as shown in the table below, and determine the
order of checks.

Order of
Factor Area Possible cause
checks
The measured MAF is lower than the
Air flow meter actual MAF. 1
MAF (Sensor abnormal character)
The air not passing through the air
Vacuum leak 2
flow meter is drawn in.
A/F control O2 sensor Sensor abnormal character 3
The fuel pressure is excessively low,
Fuel pressure so that a sufficient quantity of fuel is 4
Low injection quantity
not injected for injection duration.
Injectors Injectors are clogged. 5

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Part 6

<5>  Air Flow Meter Check [Check 1]

■ Airflow-free VG check (See page 241)

Example of Engine Malfunction

● Stop the engine, wait for 30 seconds after IG ON, and then check the Data list “MAF”.
Standard value: Less than 0.49 g/sec

Result: 0.43 g/sec and judged to be normal.

■ Inflow characteristic check (See page 244)

● Check the Data list “MAF” during idling (in N range) and stall in D range (engine speed: 1250 rpm,
1500 rpm).
Reference Engine Speed (rpm) Idling 1250 1500
value: MAF (g/sec) 5.0 16.0 24.5

Result: The following result is obtained and judged to be normal.

Engine Speed (rpm) Idling 1250 1500
MAF (g/sec) 4.95 16.5 26.0
Reference: MAF for 50% offset value in
air flow meter (g/sec)*
3.33 10.7 16.3

* The values are calculated when the A/F is offset 50% from the reference value.

■ Visual check (See page 244)

● Although the air flow meter can be judged to be free from malfunction, the hot wire portion should be
visually checked.

Result: No malfunction is found in the hot wire portion and the air flow meter is judged to be normal.

<6>  Vacuum Check (See Page 236) [Check 2]

■ Data list check

● Check the Data list to confirm whether vacuum leak is present or not.
Result: It is judged that there is no possibility of vacuum leak, because the “MAF shows a normal
reading*” and “there is no difference between the A/F feedback value under low load and high
load”.
* MAF during idling:
Reference value Actual value Result
5.0 4.95 The measurement of MAF is judged to be normal.

● Visually check for cracks or damage.

● Also check if there is any speed fluctuation caused by application of spray.
Result: Judged to be normal, because there are no cracks nor damage as well as no speed fluctuations
caused by application of spray.

Note: D
 o not apply spray excessively. After the application, be sure to wipe oil off with waste cloth etc..

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 2 Example 2

Part 6
<7>  O2 Sensor Check (See Page 119) [Check 3]
● Execute the active test “Fuel Injection Duration” and check the Data list “O2S” when the A/F is shifted

Example of Engine Malfunction

to either rich or lean side.

Fuel increase starts. Fuel cut starts.

To rich side To lean side

To rich side To lean side

Result: The sensors before and after the catalyst are operating in sync and are judged to be normal.

<8>  Fuel Pressure Check [Check 4]

● Attach a fuel pressure meter and measure the fuel pressure during idling.
Standard value: 304 to 343 kPa / 44.1 to 49.7 psi (3.1 to 3.5 kgf/cm2)

Result: 324 kPa / 47.0 psi (3.3 kgf/cm2), which is judged to be normal.

<9>  Fuel Injection Duration Check (See Page 231) [Check 5]

● Check the Data list “Injector (Port)” during idling (in N range) and a stall in D range (engine speed:
1250 rpm, 1500 rpm).
Reference Engine Speed (rpm) Idling 1250 1500
value: Injector (Port) (ms) 2.30 4.48 5.50

Result: As shown in the table below, the fuel injection duration is long in every speed range, and the
injectors are judged to likely be abnormal.
Engine Speed (rpm) Idling 1250 1500
Injector (Port) (ms) 2.94 5.76 6.78

All injectors are replaced.

Result

The injector is replaced, and normal conditions return. (Table below: Check fuel injection
duration after repairing.)
It is judged that a malfunction occurred due to an excessively small injection quantity caused by
injectors clogging.
Engine Speed (rpm) Idling 1250 1500
Injector (Port) (ms) 2.17 4.35 5.24

Note: After repairing, it is necessary to reset the Long FT.

267
 3 Example 3
Part 6

3 Example 3
Example of Engine Malfunction

1.  Malfunction Example: P0172 [System Too Rich (Bank1)]

[1]  Vehicle Information

Engine type In service date Odometer reading
1AZ-FSE 27 months 42214 km

[2]  Condition at the time of Malfunction

● The MIL illuminated while waiting at stoplights.
● No particular problem with drivability.
[3]  Flow of Failure Diagnosis

<1>  DTC Check

The DTC P0172 [System Too Rich (Bank1)] is set. Execute “Save”.

■ Setting conditions for P0172

Diagnostic
A/F feedback control is performed normally after the engine is warmed up.
condition
Total fuel trim (total of Short FT and Long FT) is extremely high (by approx. -35% or
Problem status
more).
Problem duration 90 seconds or more
Other Two-trip

<2>  FFD Check

Item Data Item Data

Engine Speed 646 rpm Fuel System Status ON 1
Calculate Load 32.1% Short FT -14.1%
Vehicle Speed 0 km/h / 0 mph Long FT -30.5%
Intake Air 36˚C / 96.8˚F PWR STRG SW OFF
MAP 32 kPa / 4.6 psi Fuel Press 12100 kPa / 1755.0 psi
Starter Signal OFF GS F/C History None
Accelerator Idle Position ON Idle ON F/C OFF
Neutral Position SW Signal ON Low Load F/C OFF
Electrical Load Signal OFF GS F/C COMM Status Normal
Stop Light Switch OFF PWR STRG SIG History ON
A/C Signal OFF

● The total of Short FT and Long FT is “-44.6%”.

The A/F cannot be controlled to stoichiometric A/F unless the injection quantity calculated by
each sensor is decreased by about 45%.

268
 3 Example 3

Part 6
<3>  A/F Diagnosis (See Page 37)
● Check the Data list to see if the malfunction is still present.

Example of Engine Malfunction

Data list item Status
O2S Fixed at the rich side (close to 1 V).
Short FT Whilst the readings are substantially unbalanced to negative side in idling
range, feedback corrections are properly performed in high load ranges (See
Long FT
data below).

Stall ends.

Stall speed increases.

Feedback corrections are made.

Total: -40%

As soon as stall ends,

a switchover is made
to the lean signal.

A/F Diagnosis in D-range Stall

There is no immediate DTC set, but the symptoms can be judged to be still occurring.
Additionally, the Long FT tends to have a greater variance at low load side.

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 3 Example 3
Part 6

<4>  Estimating the Problem Causes

● Estimate the factors that cause the A/F to get rich as shown in the table below, and determine the
Example of Engine Malfunction

order of checks.

Order of
Factor Area Possible cause
checks
The HC density is very high.
The air with high HC Blowby gas system (Fuel leak in high-pressure pump 1
density flows into the cylinder)
intake system. The HC density is very high.
Canister purge system 2
(Operation defect of purge VSV)
The actual fuel pressure is high.
Fuel pressure sensor 3
(Sensor abnormal character)
High injection quantity
Leak occurs and it is not limited to
High-pressure injector 4
injection duration.

<5>  Blowby Gas HC Density Check [Check 1]

● Pinch the blowby hose to shut off the inflow of blowby gas and check if the Data list “O2S” and “Short
FT” change.
Standard: The above two readings should not change even when the hose is blocked.
● Stop the engine, after it is fully warmed up and check the HC density in the engine through the hole of
the oil filler cap or the oil level gauge. (Use a CO/HC tester etc.)
Standard value: 200 to 300 ppm

Result: The data readings remain unchanged, and HC density is 250 ppm judged to be normal.

<6>  Purge System Check [Check 2]

● Pinch the purge hose to shut off the inflow of HC gas and check if the Data list “O2S” and “Short FT”
change.
Standard: The above two readings should not change even when the hose is blocked.

Result: The data readings remain unchanged, and are judged to be normal.

<7>  Fuel Pressure Sensor Abnormal Character Check (See Page 249) [Check 3]
● Remove the circuit opening relay and make the engine cranking to reduce the fuel pressure, then
check the Data list “Fuel Press”.
Standard value: 0.5 MPa (500 kPa) or less / 72.5 psi or less
Note: The residual pressure should be taken into consideration.

Result: 200 kPa / 29.0 psi and judged to be normal.

270
 3 Example 3

Part 6
<8>  Injector Check (See Page 193) [Check 4]
● Perform a fuel leak test.

Example of Engine Malfunction

Engine stops. 30 sec

Decreases sharply.

Result: The Fuel Press decreases sharply and is judged to be abnormal.

(In about two minutes, the Fuel Press decreases to nearly 0 kPa / 0 psi.)

● Check if the cause of fuel leak is in the relief valve.

Pinch the fuel hose at the outlet of the fuel valve and check if the fuel pressure decrease stops.
Standard: If the Fuel Press decrease stops, the fuel relief valve can be judged to be the problem
cause.

Result: No change in Fuel Press. (The fuel relief valve is normal.)

● Stop the engine, remove the spark plug, then check the HC density in each cylinder.
Standard value: The HC density is at the same levels as blowby gas. (200 to 300 ppm)

Result: The HC density in a cylinder is above 10000 ppm, and confirms leakage from injectors.

<9>  Fuel Check

● Although the leakage from injectors can be considered as the problem cause, the inside of the fuel
tank should be checked that if there is any foreign material etc. in the fuel.

Result: No foreign material in the tank and no clogging in the fuel filter.

Result

An excessively large injection quantity due to the leak of the high-pressure injector is judged to be the
problem cause of the malfunction.

The high-pressure injector is replaced, and normal conditions return.

Note: After repairing, it is necessary to reset the Long FT.

271
 Memo
Part 6 Example of Engine Malfunction

272
Appendix

Index

273
 1 Data List Index
Appendix Index

Appendix Index

1 Data List Index

* The following list can be used to find the reference pages for the meanings and pass/fail judgments of the Data list
which are referred to in this manual.
The list also provides the adoption timings and abbreviations of individual Data list.
* Data display column: Data list only, Data list + FFD
Data
Item name Unit Abbreviation Reference page
display
A
A/C Signal – A/C Signal 31, 43 (Pass/Fail Judgment)
Accelerator Idle Position – Accel Idl Pos 156
Accelerator Position No.1 % Accel Pos #1 31, 66, 156
Accelerator Position No.1 V Accel Pos #1 66, 156
Accelerator Position No.2 % Accel Pos #2 66, 156
Accelerator Position No.2 V Accel Pos #2 66, 156
ACIS VSV – Acis VSV 49
AF FT B# S1 – AF FT B# S1 31, 41 (Pass/Fail Judgment), 111
AFS B# S1 V AFS B# S1 41 (Pass/Fail Judgment), 73, 111
31, 41-42 (Pass/Fail Judgment), 72,
AFS B# S1 mA AFS B# S1
111
Air-Fuel Ratio – Air-Fuel Ratio 31, 111
All Cylinders Misfire Count – Cyl All 136
Alt Vol - Active Test V Alt V Active test 210
Alt Vol - Non Active Test V Alt V Normal 210
Alternator Output Duty % Alt Output Duty 210
A/T Oil Temp from ECT ˚C / ˚F A/T Oil Temp 32
Atmosphere Pressure kPa / psi Atm Pressure 45, 242
Av Engine Speed of All Cyl rpm Engine Speed All 253
B
Battery Current A Batt Current 210
Battery Temperature ˚C / ˚F Battery Temp 210
Battery Voltage V Batt 210
+BM Voltage – +BM Voltage 156
C
Calculate Load % Calc Load 31, 45
Closed Throttle Position SW – Ctp SW 31, 43 (Pass/Fail Judgment)
# Codes # Codes 46
Coolant Temp ˚C / ˚F Coolant Temp 31, 43 (Pass/Fail Judgment)
Cylinder # Misfire Count – Cyl # 136
D
Distance from DTC Cleared km Dist DTC Clear 11, 30
st
* The items with nothing given under Adoption timing indicate those items that are also displayed on the 1 generation.

274
 1 Data List Index

Appendix Index
Data
Item name Unit Abbreviation Reference page
display
E
EGR Gas Temperature ˚C / ˚F EGR Gas Temp 238, 240
EGR Step Position step EGR Step Pos 238
Electric Fan Motor – Fan Motor 50
Electrical Load Signal – Elect Load Sig 31, 43 (Pass/Fail Judgment)
Engine Run Time sec Eng Run Time 11, 30
Engine Speed rpm Engine Spd 31, 41 (Pass/Fail Judgment)
Engine Speed of Cyl # rpm Engine Speed # 253
Engine Start Time ms Eng Str Time 32
32, 44 (Pass/Fail Judgment), 126,
EVAP Purge Flow % EVAP PURGE FLOW
128
EVAP Purge VSV – Evap(Purge)VSV 44 (Pass/Fail Judgment), 128
EVAP (Purge) VSV % Evap Purge VSV 128
F
Fail Safe Drive – Fail #1 156
Fail Safe Drive (Main CPU) – Fail #2 156
Fuel Press kPa / psi Fuel Press 43 (Pass/Fail Judgment), 68, 191
Fuel Pressure Target Value MPa / psi FP Target Val 191
Fuel Pump Duty (D4) % Fuel Pump(D4) 191
Fuel System Status (Bank#) – Fuel Sys # 31, 41 (Pass/Fail Judgment), 112
H
HP FP Discharge Rate mm3 HP FP Discharge 191
I
IGN Advance deg Ign Advance 44 (Pass/Fail Judgment), 136
Injection Switching Status – Injection Switching 201
Injection Time (D4) msec Inj Time(D4) 191, 201
Injection Timing (D4) °CA Inj Timing(D4) 191
Injection Way – Injection Way 201
Injector (Port) msec Injector(Port) 44 (Pass/Fail Judgment), 191, 201
Intake Air ˚C / ˚F Intake Air 31, 43 (Pass/Fail Judgment)
Initial Engine Coolant Temp ˚C / ˚F Ini Cool Temp 31
Initial Intake Air Temp ˚C / ˚F Ini Intake Temp 31
K
32, 44 (Pass/Fail Judgment), 143,
Knock Feedback Value CA Knock FB Val
145
Knock Correct Learn Value CA Knock Crrt Val 44 (Pass/Fail Judgment), 143, 145
L
31, 41 (Pass/Fail Judgment), 104,
Long FT # % Long FT #
112, 121
M
MAF g/sec MAF 42 (Pass/Fail Judgment)
MAP kPa / psi MAP 42 (Pass/Fail Judgment), 60
MIL – MIL 46
Misfire Load % Misfire Load 136
Misfire RPM rpm Misfire RPM 136
N
Neutral Position SW Signal – Pnp SW [NSW] 31, 43 (Pass/Fail Judgment)

275
 1 Data List Index
Appendix Index

* Data display column: Data list only, Data list + FFD

Data
Item name Unit Abbreviation Reference page
display
O
O2S B# S# V O2S B# S# 41 (Pass/Fail Judgment), 70, 112
P
Power Steering Switch – PS SW 43
32, 44 (Pass/Fail Judgment), 126,
Purge Density Learn Value – Purge Density
128
S
31, 41 (Pass/Fail Judgment), 103,
Short FT # % Short FT#
112
SPD (NO) rpm SPD(NO) 33
Engine Speed (Starter Off) rpm Eng Spd (Strtr Off) 32
Starter Signal – Starter Sig 43 (Pass/Fail Judgment)
Starter Control – Starter Control 31
Stop Light Switch – Stop Light SW 31, 43 (Pass/Fail Judgment)
T
Throttle Fully Close Learn V Thrtl Learn Val 156
Throttle Idle Position – Throttl Idl Pos 156
Throttle Motor – Throttle Mot 156
Throttle Motor Duty (Close) % Thrtl Mot (Cls) 156
Throttle Motor Current A Throttle Mot 156
Throttle Motor DUTY % Throttle Mot 156
Throttle Motor Duty (Open) % Thrtl Mot (Opn) 156
Throttle Position No.1 V Throttle Pos #1 64, 156
Throttle Position No.2 V Throttle Pos #2 64, 156
Throttle Sensor Position % Throttle Pos 156
Throttle Pos. Sensor Output % Throttle Pos 31, 42 (Pass/Fail Judgment), 156
Throttle Sensor Position #2 % Throttle Pos #2 156
Time after DTC Cleared min Time DTC Clear 11, 30
V
Vehicle Speed km/h / mph Vehicle Spd 31, 33, 41 (Pass/Fail Judgment)
VVT Aim Angle (Bank#) % VVTL Aim Angl# 176
VVT Change Angle (Bank#) ° VVT Chng Angl# 176
VVT Control Status (Bank#) – VVT Ctrl B# 176
VVT OCV Duty (Bank#) % VVT Ocv Duty B# 176
VVT-iE Aim Angle (Bank#) DegFR VVT-iE Aim Angl# 176
VVT-iE Mot Direction B# – VVT-iE Mot #1 176
W
Warmup Cycle Cleared DTC – Wu Cyc DTCclear 11, 30

276
 2 Active Test Index

Appendix Index
2 Active Test Index

* The following list can be used to find reference pages for a general description of active tests, which are referred to
in this manual.

Item name Reference page Notes

Activate the Fuel Pump Speed Control 50
Activate the VSV for Evap Control 49, 128
Activate the VSV for Intake Control 49
Activate the VSV for Swirl Control Valve 49
Check the Cylinder Compression Pressure 50, 253
Control the A/C Magnet Clutch 50
Control the Cylinder Fuel Cut 49
Control the EGR Step Position 48
Control the Electric Cooling Fan 50
Control the ETCS Open/Close Fast Speed 157
Control the ETCS Open/Close Slow Speed 157
Control the Fuel Pump / Speed 50
Control the Injection Timing # 191 D-4
Control the Injection Volume 48, 112, 191 p.191 for D-4 only
Control the Injection Way 201
Control the VVT-iE Linear (Bank#) 176
Control the Stoichiometric Ratio Combustion 50, 191 Stratified D-4 only
Control the Stratified Charge Combustion 50, 191 Stratified D-4 only
Control the Target Fuel Pressure 50, 191 D-4, D-4S
Control the Voltage of Alternator 211
Control the VVT Exhaust Linear (Bank#) 176
Control the VVT Linear (Bank#) 48, 176
Control the VVT System (Bank#) 48, 176
D-4S (A/F Control) 201
D-4S (Fuel Cut) 49, 201
D-4S (Injection Volume) 201
IAC Duty 48
st
* The items with nothing given under Adoption timing indicate those items which are also available on the 1 generation.

277
 3 Word Index
Appendix Index

3 Word Index

Airflow-free VG check… ………………………… 241

A Asynchronous injection… ………………… 96, 101
Atmospheric pressure data
outline… ………………………………………… 45, 242
Accelerator position sensor [electronic throttle] TOPICS… ………………………………………… 245
description… ……………………………………… 150
voltage characteristic, circuit inspection…………… 66
characteristic check… …………………………… 158 B
Active A/F control… ……………………………… 109
Active test
use of active test Bank locations……………………………………… 47
D-4S system… ……………………………… 203 Basic injection duration………………………… 98
D-4 system… ………………………………… 192 Battery current sensor… ………………………… 207
VVT-i control… ……………………………… 179 Battery deterioration (P1602)… ………………… 212
usage list… ……………………………………… 48 Battery temperature sensor……………………… 207
fuel injection control… ……………………… 119 Blowby gas HC density check…………………… 270
major active test list… ……………………………… 48 Bridge circuit… …………………………………… 95
active test list by control
D-4S system… ……………………………… 201
D-4 system… ………………………………… 191
VVT-i control… ……………………………… 179
C
canister purge control………………………… 128
charge control………………………………… 211 Cam plate… ………………………………………… 172
electronic throttle system… ………………… 157 Camshaft control actuator… …………………… 170
fuel injection control… ……………………… 112 Camshaft control motor………………………… 169
Actuator description Camshaft position sensor (MRE type)
IC regulator………………………………………… 207 circuit inspection……………………………………… 76
OCV (oil control valve)… ………………………… 166 Camshaft position sensor
VVT-iE controller… ……………………………… 168 (electromagnetic pick-up coil type)
VVT-i controller (vane type)……………………… 166 description… ……………………………………… 165
ignition coil (build in igniter)… …………………… 131 Canister purge control
EDU (injector driver)… …………………………… 188 Data list, active test list…………………………… 128
high-pressure fuel pump… ……………………… 187 System description,
spark plug… ……………………………………… 132 block diagram, component… …………………… 122
throttle motor ……………………………………… 151 control method… ………………………………… 125
pulsation damper… ………………………………… 91 check procedure…………………………………… 128
fuel injector (for direct injection)… ………… 188, 196 purge density… …………………………………… 122
fuel injector (for port injection) ……………………… 91 EVAP purge flow &Purge density learn
fuel pump……………………………………………… 90 value … …………………………………………… 126
fuel relief valve… ………………………………… 188 Catalyst deterioration judgment………………… 110
pressure regulator…………………………………… 90 Charcoal canister… ……………………………… 124
A/D converter (ADC)… …………………………… 56 Charge control
A/F control Data list, active test list…………………………… 210
outline of A/F control……………………………… 102 parasitic current check… ………………………… 214
learning control… ………………………………… 104 check procedure…………………………………… 212
feedback control…………………………………… 103 system description, block diagram,
A/F diagnosis component… ……………………………………… 206
A/F diagnosis… ……………………………………… 37 control method… ………………………………… 208
list of items to check for errors………………… 40, 116 balance of charge input and discharge… ……… 212
diagnostic method……………………………… 38, 113 Check mode… ……………………………………… 34
pass/fail judgment… …………………………… 39, 115
A/F sensor
description… ………………………………………… 93
output judgment …………………………………… 108
current and voltage characteristic,
circuit inspection……………………………………… 72
characteristic check … ………………… 108, 119, 231
heater control……………………………………… 107
Air flow meter (hot wire)
circuit inspection……………………………………… 58
description… …………………………………… 89, 95
characteristic check… …………………………… 241
Air model… ……………………………………… 45, 89
Vacuum leak………………………………………… 236

278
 3 Word Index

Appendix Index
Check procedure Data list for sensor malfunction
D-4S system… …………………………………… 202 A/F sensor… …………………………………… 73
D-4 system… ……………………………………… 192 O2 sensor………………………………………… 71
ECU power supply and ground system… ……… 256 accelerator position sensor
EGR system check… …………………………… 238 [electronic throttle]… …………………………… 67
VVT-i control… …………………………………… 177 air flow meter… ………………………………… 59
vacuum leak… …………………………………… 236 intake air temperature sensor… ……………… 57
air flow meter characteristic check crankshaft position sensor……………………… 75
(hot wire)…………………………………………… 241 coolant temperature sensor… ………………… 57
canister purge control… ………………………… 128 throttle position sensor
engine speed measurement per cylinder… …… 253 [electronic throttle]… …………………………… 65
A/F diagnosis… ……………………………………… 37 throttle position sensor
coolant temperature characteristic check… …… 247 [mechanical throttle]… ………………………… 63
charge control……………………………………… 212 fuel pressure sensor… ………………………… 69
major Data list check………………………………… 41 vacuum sensor… ……………………………… 61
major active test check……………………………… 48 Data List Monitor…………………………………… 10
ignition timing control……………………………… 137 DTCs (diagnostic trouble codes)
electronic throttle system… ……………………… 158 P0171, P0174 (System too lean)
fuel pressure sensor characteristic check……… 249 … ……………………………… 40, 115, 202, 261, 264
fuel system check (low-pressure system)… …… 229 P0172 (System too rich)… ………………40, 115, 268
fuel injection control… …………………………… 113 P0087/P0088 (Fuel Pressure Error)… ………… 202
knock control… …………………………………… 146 P1602 (Battery Deterioration)… ………………… 212
vacuum sensor characteristic check… ………… 246 using the All readiness fanction… ……………………8
Checking A/F correction status saving DTCs and FFD… …………………………… 25
checking A/F correction status…………………… 113 pending codes… ………………………………………7
relationship between loads and DTCs of two trip detection logic ………………… 7
feedback corrections……………………………… 117 Duty signal… ……………………………………… 124
Combustion mode D-4 System
D-4S system… …………………………………… 197 Data list, active test list…………………………… 191
D-4 system… ……………………………………… 184 system description, block diagram,
Control method component… ………………………………… 182, 187
D-4S system… …………………………………… 197 control method… ………………………………… 190
D-4 system… ……………………………………… 190 check procedure…………………………………… 192
VVT-i control… …………………………………… 174 combustion mode… ……………………………… 184
canister purge control… ………………………… 125 D-4S system
A/F control… ……………………………………… 102 Data list, active test list …………………………… 201
charge control……………………………………… 208 A/F control… ……………………………………… 201
ignition timing control……………………………… 133 system description, block diagram,
electronic throttle system… ……………………… 151 component… ……………………………………… 194
fuel injection control… ……………………………… 96 control method and combustion mode… ……… 197
knock control… …………………………………… 142 check procedure…………………………………… 202
Coolant temperature sensor
circuit inspection……………………………………… 56
description… ………………………………………… 94
characteristic check… …………………………… 247
E
Crankshaft position sensor
description… ……………………………………… 165 ECU learned values………………………………… 3
check… ……………………………………………… 74 EDU
Customer problem analysis check sheet……… 22 D-4, D-4S…………………………………………… 188
EFI-L, EFI-D
description… ………………………………………… 89
D calculation of basic injection duration……………… 98
EGR system
check… …………………………………………… 238
Data list Electronic throttle system
Data list, classification… ………………………………3 Data list, active test list…………………………… 156
pass/fail judgment list for major Data list… ……… 41 ISC control… ………………………………… 152, 153
Data list by control check procedure…………………………………… 158
D-4S system… ……………………………… 201 system description, block diagram,
D-4 system… ………………………………… 191 component… ……………………………………… 148
VVT-i control… ……………………………… 176 control method… ………………………………… 151
canister purge control………………………… 128 fail safe……………………………………………… 155
charge control………………………………… 210 Engine control
Ignition timing control………………………… 136 major actuator list… ………………………………… 86
electronic throttle control… ………………… 156 major sensor list……………………………………… 87
fuel injection control… ……………………… 112 configuration… ……………………………………… 82
knock control… ……………………………… 145 Engine control computer (ECU)… ……………… 87
Estimating carbon buildup
throttle body… …………………………………… 159

279
 3 Word Index
Appendix Index

F H

Fail safe High-pressure fuel pump

VVT-i control… …………………………………… 175 construction, operation…………………………… 187
electronic throttle system… ……………………… 155 check … …………………………………………… 193
Failure diagnosis Homogeneous combustion… ……………… 185, 198
highly difficult failure diagnosis Housing (integrated with cam sprocket)
ECU power supply and ground [VVT-iE]… …………………………………………… 171
system check… ……………………………… 256
EGR system check…………………………… 238
vacuum check ………………………………… 236
air flow meter characteristic check I
(hot wire)… …………………………………… 241
engine speed measurement per cylinder… … 253
coolant sensor characteristic check………… 247 IC regulator… ……………………………………… 207
fuel pressure sensor Idle advance………………………………………… 134
characteristic check… ……………………… 249 Ignition coil (built in igniter)……………………… 131
fuel system check (low-pressure system)…… 229 Ignition timing control (ESA control)
vacuum sensor characteristic check… …… 246 idle advance… …………………………………… 134
how to proceed with Data list… ………………………………………… 136
highly difficult troubleshooting…………………… 219 check procedure…………………………………… 137
failure diagnosis examples… …………………… 260 system description, block diagram,
how to proceed with checks…………………… 20, 218 component… ……………………………………… 130
list of possible causes by problem symptom…… 220 misfire detection…………………………………… 136
important points in customer problem analysis…… 21 control method… ………………………………… 133
FFD (freeze frame data) knock retard correction……………………… 135, 142
how to utilize FFD… ………………………………… 28 Important points
Multi-FFD…………………………………………………9 for customer problem analysis… ……………… 21
saving DTCs and FFD… …………………………… 25 Injector driver (EDU)… …………………………… 188
the way FFD is saved… …………………………… 28 Input signals…………………………………………… 3
Flat response knock sensor……………………… 141 Intake air temperature sensor
Fuel injection control (EFI control) circuit inspection……………………………………… 56
Data list, active test list…………………………… 112 Iridium plug… ……………………………………… 132
O2 sensor (S2) output judgment………………… 110 ISC control [electronic throttle]… ……………… 153
feedback control by O2 sensor (S2)… ………… 106 IT-II
active A/F control… ……………………………… 109 Data list Monitor……………………………………… 10
basic injection duration……………………………… 98 identifying the exterior features… ………………… 17
A/F control… ……………………………………… 102 outline of the function… ………………………………5
system description, block diagram, basic inspection procedure… ……………………… 36
component… ………………………………………… 88 measurement function… …………………………… 13
catalyst deterioration judgment… ……………… 110 failure diagnosis flow chart… ………………… 20, 218
check procedure…………………………………… 113 saving DTCs and FFD… …………………………… 25
control method… …………………………………… 96 diagnosis function… ……………………………………6
heater control (A/F sensor, O2 sensor)… ……… 107 Use of the IT-II
Fuel injection duration D-4S system… …………………………………… 202
calculation method…………………………………… 98 D-4 system… ……………………………………… 192
reference values…………………………………… 235 VVT-i control… …………………………………… 177
relationship between fuel injection duration canister purge control… ………………………… 128
and malfunction… ………………………………… 233 charge control……………………………………… 212
Fuel injector ignition timing control……………………………… 137
fuel injector for direct injection electronic throttle system… ……………………… 158
construction, operation… ……………… 188, 196 fuel injection control… …………………………… 113
check (stratified D-4)… ……………………… 192 knock control… …………………………………… 146
fuel injector for port injection… …………………… 91
check procedure
(System too lean/System too rich)… ………… 40, 231 K
Fuel pressure sensor
circuit inspection……………………………………… 68
description… ……………………………………… 190 Knock control
characteristic check… …………………………… 249 Data list… ………………………………………… 145
Fuel pump…………………………………………… 90 system description, block diagram,
Fuel relief valve component… ……………………………………… 139
construction, operation…………………………… 188 control method… ………………………………… 142
check… …………………………………………… 250 check procedure…………………………………… 146
knock feedback value,
knock correct learn value………………………… 143
knock retard correction……………………… 135, 142

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Appendix Index
Knock sensor Purge density… …………………………………… 122
description… ……………………………………… 141 EVAP purge flow & Purge density learn
check… …………………………………………… 146 value… ……………………………………………… 126
Purge ratio and
P0171, P0174
(System too lean)……………40, 115, 202, 261, 294
L Purge VSV
construction, operation…………………………… 124
P0172 (System too rich)……………… 40, 115, 268
Link mechanism… ………………………………… 171 P0087/P0088 (Fuel Pressure Error)…………… 202
Link control pin… ………………………………… 172 P1602 (Battery Deterioration)… ………………… 212
List of possible causes
by problem symptom……………………………… 220
Long reach plug… ………………………………… 132 R
M Reduced pumping loss
D-4 system… ……………………………………… 191
Reduction mechanism [VVT-iE]… ……………… 170
MAF (mass air flow) Reference values/standard values
reference value ………………………………… 58, 244 engine speed measurement per cylinder… …… 253
Measurement function [IT-II]… ………………… 13 MAF (mass air flow)… ………………………… 58, 244
MIL (malfunction indicator lamp)… …………… 23 atmosphere pressure…………………………… 45, 242
Misfire detection… ………………………………… 136 fuel pressure sensor… …………………………… 249
Misfire detection due to fuel injection duration……………………………… 232
a catalyst over temperature……………………… 136 blowby gas HC density…………………………… 270
Misfire detection for a deteriorated level airflow-free VG check… ………………………… 241
of emissions………………………………………… 136 Relationship between fuel injection duration
Motor driver [VVT-iE]… …………………………… 169 and malfunction… ………………………………… 233
Multi-FFD… …………………………………………… 9 Resonant knock sensor…………………………… 141

O S

OBD II SCV (swirl control valve)… ……………………… 185

A/F sensor output judgment……………………… 108 Sensor circuit inspection and voltage
OBD II, definition …………………………………… 24 characteristic
O2 sensor (S2) output judgment………………… 110 A/F sensor… ………………………………………… 72
active A/F control… ……………………………… 109 O2 sensor… ………………………………………… 70
misfire detection…………………………………… 136 accelerator position sensor
catalyst deterioration judgment… ……………… 110 [electronic throttle]…………………………………… 66
MIL illuminating/extinguishing patterns… ………… 23 air flow meter… ……………………………………… 58
OCV (oil control valve) camshaft position sensor (MRE type)……………… 76
construction, operation…………………………… 166 intake air temperature sensor… …………………… 56
check… …………………………………………… 177 crankshaft position sensor… ……………………… 74
Oscilloscope function… ………………………… 14 coolant temperature sensor………………………… 56
Output signals………………………………………… 3 throttle position sensor [electronic throttle]… …… 64
O2 sensor throttle position sensor [mechanical throttle]……… 62
description …………………………………………… 92 fuel pressure sensor… ……………………………… 68
output judgment (S2)……………………………… 110 vacuum sensor… …………………………………… 60
voltage characteristic, circuit inspection…………… 70 Sensor characteristic check
characteristic check… …………………………… 119 A/F sensor… …………………………… 108, 119, 231
heater control……………………………………… 107 O2 sensor… ……………………………………… 119
feedback control (S2)… ………………………… 106 accelerator position sensor
[electronic throttle]………………………………… 158
air flow meter… …………………………………… 241
P coolant temperature sensor……………………… 247
throttle position sensor
[electronic throttle]………………………………… 158
Parasitic current check…………………………… 214 fuel pressure sensor… …………………………… 249
Pass/fail judgment vacuum sensor… ………………………………… 246
major Data list (A/F related)………………………… 41
major active test (A/F related)……………………… 48
A/F diagnosis judgment … …………………… 39, 115
Pending code… ……………………………………… 7
Platinum plug… …………………………………… 132
Pressure regulator… ……………………………… 90
Pulsation damper… ……………………………… 91

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 3 Word Index
Appendix Index

Sensor description
A/F sensor… ………………………………………… 93 V
O2 sensor… ………………………………………… 92
accelerator position sensor… …………………… 150
air flow meter… ……………………………………… 95 Vacuum sensor
camshaft position sensor description… ………………………………………… 89
(electromagnetic pick-up coil type)……………… 165 circuit inspection……………………………………… 60
crankshaft position sensor… …………………… 165 characteristic check… …………………………… 246
coolant temperature sensor………………………… 94 VVT-i Control
throttle position sensor… ………………………… 150 Data list, active test list…………………………… 176
fuel pressure sensor… …………………………… 190 operation and advantages… …………………… 163
vacuum sensor… …………………………………… 89 system description, block diagram,
Sensor locations…………………………………… 47 component… ………………………………… 161, 165
Simulation test control method… ………………………………… 174
vibration method, heat/cold method, check procedure…………………………………… 177
water sprinkling method… ………………………… 35 fail safe……………………………………………… 175
simulation tests in check mode… ………………… 34 VVT-i controller (vane type)… …………………… 166
Spark plug…………………………………………… 132 VVT-iE controller…………………………………… 168
Spiral groove… …………………………………… 171
Spiral plate… ……………………………………… 171
Standard values/reference values
engine speed measurement per cylinder… …… 253
W
MAF (mass air flow)… ………………………… 58, 244
atmospheric pressure… ……………………… 45, 242
Weak stratified combustion……………………… 185
fuel injection duration……………………………… 249
blowby gas HC density…………………………… 232
airflow-free VG check… ………………………… 270
relief valve opening pressure… ………………… 241 Z
Stratified combustion………………………… 184, 197
Synchronous injection… ……………………… 96, 97
System block diagram Zirconia element …………………………………… 92
D-4S system… ………………………………… 83, 195
D-4 system… …………………………………… 83, 183
VVT-i control … ………………………………… 85, 162
canister purge control… ……………………… 83, 123
charge control…………………………………… 85, 206
ignition timing control…………………………… 84, 130
electronic throttle control system……………… 84, 148
fuel injection control… ………………………… 83, 88
knock control… ………………………………… 84, 139
System description and component
D-4S system… ……………………………… 194, 196
D-4 system… ………………………………… 182, 187
VVT-i control… ……………………………… 161, 165
canister purge control… …………………… 122, 124
charge control………………………………… 206, 207
ignition timing control………………………… 130, 131
electronic throttle control system…………… 148, 150
fuel injection control… ………………………… 88, 90
knock control… ……………………………… 139, 141
System too lean (P0171, P0174)
……………………………………40, 115, 202, 261, 294
System too rich (P0172)……………… 40, 115, 268
S-TDI… ……………………………………………… 130

3-way catalyst… …………………………………… 102

Three ground electrode type spark plug… …… 132
Throttle body
estimating carbon buildup………………………… 159
Throttle motor… …………………………………… 151
Throttle position sensor [electronic throttle]
circuit inspection……………………………………… 64
description… ……………………………………… 150
characteristic check… …………………………… 158
Throttle position sensor [mechanical throttle]
circuit inspection……………………………………… 62
description ………………………………………… 150

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